The MDTA and the Progressive Design-Builder are working to refine the cable-stayed bridge design and schedule. A more firm estimate of the schedule is anticipated to be available later this year. We remain committed to pursuing all available options to ensure the Key Bridge is rebuilt with safety, economic vitality, and sound stewardship of taxpayer dollars being top of mind.

The new bridge will be Maryland’s first highway cable-stayed bridge, which will consist of two lanes in each direction and have a minimum vertical clearance of 230 feet to support larger vessels. It will be constructed according to the most advanced industry standards and best infrastructure design practices. Cable-stayed bridges have proven to be the most economical for bridges with similar span lengths and allow for a faster construction time compared to other complex bridge types. The maintenance costs of cable-stayed bridges are also less than those of other comparable bridge types.

There will be two 12-ft lanes with a 10-ft outside shoulder and a 4-ft insider shoulder in each direction, separated by a concrete median.

Pre-construction began in January 2025 and construction is expected to begin in late 2025 with production pile installation.

The State of Maryland continues to pursue the DALI’s owner and manager for all of the damages caused by their negligence and incompetence – including the cost to reconstruct the Francis Scott Key Bridge – so that the parties responsible for this tragedy pay for the damages they caused.   The American Relief Act, 2025, provides that if any additional funds are required to build the new bridge beyond the compensation paid by the DALI, the federal government will provide that funding.

Yes, visit the Opportunities page on the Key Bridge Rebuild website for opportunities with the Contractor and upcoming bid opportunities.

While the demolition and rebuild process may have some impact, as noted above, the Federal Highway Administration (FHWA) determined that the replacement Key Bridge will have limited environmental impacts, as it stays within MDTA’s right-of-way and maintains the same four-lane capacity.

The MDTA collaborates closely with state and local partners to minimize impacts on the Patapsco River and surrounding communities. Boat traffic is limited to old main span piers, including the navigational channel and the 150-foot buffer areas on either side of the channel near the construction site. Fort Armistead Park and Bear Creek access will remain open through construction of the new bridge. Waterway users need to slow down and use caution while transitioning through the permissible areas. A 6-knot speed zone has been implemented by the Maryland Department of Natural Resources and extends 1,500 feet upstream of the old bridge and 1,500 feet downstream of the new bridge, excluding the navigation channel. The U.S. Coast Guard-enforced Temporary Safety Zones (TSZs) or Exclusion Zones are similar but defined by white buoys and based on active work. The TSZs will be in place for the duration of the demolition and rebuild processes.

• Environmental and Permitting Efforts: Coordinated with Federal and State partners to obtain all necessary permits
• Geotechnical Investigations: Extensive water-based borings of the Patapsco riverbed and land-based boring along the bridge alignment were completed to assess soil conditions and identify potential subsurface obstructions.
• Survey and Mapping: Collection of topographic data, right-of-way boundaries, and subsurface utility mapping to support detailed construction planning.
• Property Inspections: Completed 1,121 property inspections and documentation to establish baseline conditions ahead of major construction activities.
• Noise and Vibration Monitoring: Installation of monitoring equipment in surrounding communities to capture baseline noise and vibration data prior to the start of test piles and full construction.
• Wind Tunnel Testing: Modeling real-world wind conditions to study the structures response in order to fine-tune the design.
• Scour Testing: Modeling how water moves around the foundation and piles to understand impacts to the riverbed.
• Test Pile Program: 8-foot diameter and 200+-foot long American-made steel test piles have started to be driven into the Patapsco River in support of the reconstruction efforts.

Demolition of the remaining Key Bridge structures—both on land and over water—will occur in phases beginning in summer 2025 and will take several months to complete. Heavy machinery will be used throughout the process, which will not involve controlled detonations.

Work will begin with the removal of the deck, barriers, and parapets over the river from both Hawkins Point and Sollers Point. Crews will then remove the deck, barriers, parapets, girders, and piers on the landside approaches, down to just below ground level, at both locations. The final step will be the removal of the original north and south abutments.

Test piling serves as proof of concept to determine how strong and stable foundation supports (piles) are as they interface with the native soil, to make sure they can safely hold up the structure. Periodic test pile driving began in October 2025 and will continue through early Winter 2025/26. The results will guide the final design and construction of the main span foundations.

The MDTA has installed noise and vibration monitors to collect data on the construction activities. Bubble curtains around the test piles have also been installed to reduce noise and vibration impacts as well as deter fish and other wildlife from entering the construction zone.

A construction trestle is a temporary support structure used in various construction projects, particularly in bridge and elevated roadway construction. It typically consists of a framework made from materials such as steel or timber, designed to bear significant loads. In the case of the Key Bridge, the trestle will look similar to a conventional roadway bridge that is close to the Patapsco waterline and will be used exclusively by construction personnel.

The primary function of a construction trestle is to provide a stable platform for workers and equipment and to support the weight of structural components during assembly. This method ensures that the construction process can proceed safely and efficiently.

Once the bridge is reconstructed, the trestle is dismantled and removed from the site. This temporary support system is crucial for maintaining the integrity and safety of the construction process.

The trestle will be constructed within the limits of disturbance that were identified in the original environmental approval.