Key Bridge (Round Who Knows But Probably Not Last)

[Beltway]

Massive news -- admins can move this post somewhere else if they choose.

Officials drop firm selected to complete first phase of Key Bridge rebuild ahead of Phase 2
https://www.wbaltv.com/article/key-bridge-rebuild-officials-drop-kiewit-after-phase-1/71153707

My comment:
Kiewit never had anything close to a 100% design. Under progressive design‑build, the contractor only advances far enough to support negotiation of a guaranteed maximum price. When that negotiation fails, design work stops. That's what happened here. Kiewit produced conceptual and preliminary engineering, geotechnical work, and the temporary‑works plans for Phase 1, but nothing resembling full construction documents. Once Maryland rejected the Phase 2 price and used the off‑ramp clause, the design froze at that early stage. A new contractor will have to pick up the partial work and carry it through final design.

The financial picture is the same story as the design: nothing was settled. FHWA has not agreed to any discrete number for the Key Bridge replacement. Maryland's revised estimate of $4.3–$5.2 billion was never validated by the federal side, and Kiewit's Phase 2 proposal came in far above even that upper bound. Under progressive design‑build, the GMP (Guaranteed Maximum Price) is the point where scope, price, and risk are locked in. Because the GMP negotiation failed, there is no accepted cost, no federal concurrence, and no final funding package. The project now resets with a new contractor and a new cost model.

[Rothman]

Massive news -- admins can move this post somewhere else if they choose.

Officials drop firm selected to complete first phase of Key Bridge rebuild ahead of Phase 2
https://www.wbaltv.com/article/key-bridge-rebuild-officials-drop-kiewit-after-phase-1/71153707

My comment:
Kiewit never had anything close to a 100% design. Under progressive design‑build, the contractor only advances far enough to support negotiation of a guaranteed maximum price. When that negotiation fails, design work stops. That's what happened here. Kiewit produced conceptual and preliminary engineering, geotechnical work, and the temporary‑works plans for Phase 1, but nothing resembling full construction documents. Once Maryland rejected the Phase 2 price and used the off‑ramp clause, the design froze at that early stage. A new contractor will have to pick up the partial work and carry it through final design.

The financial picture is the same story as the design: nothing was settled. FHWA has not agreed to any discrete number for the Key Bridge replacement. Maryland's revised estimate of $4.3–$5.2 billion was never validated by the federal side, and Kiewit's Phase 2 proposal came in far above even that upper bound. Under progressive design‑build, the GMP (Guaranteed Maximum Price) is the point where scope, price, and risk are locked in. Because the GMP negotiation failed, there is no accepted cost, no federal concurrence, and no final funding package. The project now resets with a new contractor and a new cost model.

Seems a more severe summary than warranted in the article:

"Progress will continue, and Kiewit will fulfill their contractual obligation for Phase 1, which includes driving foundation pile and building a temporary trestle," Gartner said."

[Beltway]

Seems a more severe summary than warranted in the article:
"Progress will continue, and Kiewit will fulfill their contractual obligation for Phase 1, which includes driving foundation pile and building a temporary trestle," Gartner said."

The article's "progress will continue" line refers only to Phase 1, which Kiewit is already contracted to finish: demolition, the trestles, access works, and temporary foundation piles. That work was always scheduled through the end of the year and doesn't advance the replacement bridge itself. The off‑ramp affects Phase 2, which is the actual rebuild. Without a new procurement, a new contractor, and a new GMP, Phase 2 design, long‑lead steel, fabrication sequencing, and main‑span construction are all frozen.

That's exactly how progressive design‑build works when GMP negotiations fail. So yes, Phase 1 continues, but the part that determines the schedule and cost is on hold until the rebid produces a new team and a new price.

Kiewit is one of the best of a tiny array of contractors that can build something like this.

[Rothman]

Seems a more severe summary than warranted in the article:
"Progress will continue, and Kiewit will fulfill their contractual obligation for Phase 1, which includes driving foundation pile and building a temporary trestle," Gartner said."

The article's "progress will continue" line refers only to Phase 1, which Kiewit is already contracted to finish: demolition, the trestles, access works, and temporary foundation piles. That work was always scheduled through the end of the year and doesn't advance the replacement bridge itself. The off‑ramp affects Phase 2, which is the actual rebuild. Without a new procurement, a new contractor, and a new GMP, Phase 2 design, long‑lead steel, fabrication sequencing, and main‑span construction are all frozen.

That's exactly how progressive design‑build works when GMP negotiations fail. So yes, Phase 1 continues, but the part that determines the schedule and cost is on hold until the rebid produces a new team and a new price.

Kiewit is one of the best of a tiny array of contractors that can build something like this.

Phase 1 also includes design, though.

Finding a contractor for construction will delay the project somewhat, certainly, but changing contractors between design and construction seems to be more of a traditional letting now -- they had Kiewit design and pre-con the thing, now they'll find someone to construct it like design-bid-build projects do.

If the price comes down from what was expected due to this re-arrangement, all the better in my book.

Heh.  Maybe MDTA accidentally found a way to get some of the benefits of a speeding up the earlier phases of the project through progressive design-build while also gaining the cost benefits of a traditional letting...

[Beltway]

Phase 1 also includes design, though.
Finding a contractor for construction will delay the project somewhat, certainly, but changing contractors between design and construction seems to be more of a traditional letting now -- they had Kiewit design and pre-con the thing, now they'll find someone to construct it like design-bid-build projects do.
If the price comes down from what was expected due to this re-arrangement, all the better in my book.
Heh.  Maybe MDTA accidentally found a way to get some of the benefits of a speeding up the earlier phases of the project through progressive design-build while also gaining the cost benefits of a traditional letting...

Phase 1 includes early design, but not the part that matters for construction.
Under progressive design‑build, the contractor only advances design far enough to support GMP negotiation. When the GMP fails, the design freezes (unlike Hell) at that partial level. That is not comparable to a traditional DBB letting, where the owner has a complete, stamped, bid‑ready design and a validated cost model. MDTA has neither.

And the financial side is the same story: there is no accepted cost, no federal concurrence, and no funding package. Maryland's $4.3-$5.2 billion estimate (and the original $1.7-1.9 billion) was never validated by FHWA, and Kiewit's proposal came in far above it. Without a GMP, MDTA does not have a financial plan to build the bridge. Phase 1 continues, but Phase 2 is on hold until a new contractor and a new price exist.

[Rothman]

Phase 1 also includes design, though.
Finding a contractor for construction will delay the project somewhat, certainly, but changing contractors between design and construction seems to be more of a traditional letting now -- they had Kiewit design and pre-con the thing, now they'll find someone to construct it like design-bid-build projects do.
If the price comes down from what was expected due to this re-arrangement, all the better in my book.
Heh.  Maybe MDTA accidentally found a way to get some of the benefits of a speeding up the earlier phases of the project through progressive design-build while also gaining the cost benefits of a traditional letting...

Phase 1 includes early design, but not the part that matters for construction.
Under progressive design‑build, the contractor only advances design far enough to support GMP negotiation. When the GMP fails, the design freezes (unlike Hell) at that partial level. That is not comparable to a traditional DBB letting, where the owner has a complete, stamped, bid‑ready design and a validated cost model. MDTA has neither.

And the financial side is the same story: there is no accepted cost, no federal concurrence, and no funding package. Maryland's $4.3-$5.2 billion estimate (and the original $1.7-1.9 billion) was never validated by FHWA, and Kiewit's proposal came in far above it. Without a GMP, MDTA does not have a financial plan to build the bridge. Phase 1 continues, but Phase 2 is on hold until a new contractor and a new price exist.

Eh, the plans are 70% complete as of right now.  So, fine, they won't be totally complete for guaranteed maximum price, but Kiewit is still under contractual obligation to complete the design work to that point.

Perhaps the better comparison would be to a re-let.  Again, I'm not seeing any reason to think that the entire project is somehow imperiled.  They'll hire another contractor, which I'd predict would still come in with a high estimate, but not as high as Kiewit's, and work will simply continue.

In terms of federal concurrence or validation, you'd be surprised by the actual level of oversight brought to bear by FHWA on costs or even design, especially after the DOGE-ing they went through...

(personal opinion emphasized)

[Beltway]

Eh, the plans are 70% complete as of right now.  So, fine, they won't be totally complete for guaranteed maximum price, but Kiewit is still under contractual obligation to complete the design work to that point.
Perhaps the better comparison would be to a re-let.  Again, I'm not seeing any reason to think that the entire project is somehow imperiled.  They'll hire another contractor, which I'd predict would still come in with a high estimate, but not as high as Kiewit's, and work will simply continue.
In terms of federal concurrence or validation, you'd be surprised by the actual level of oversight brought to bear by FHWA on costs or even design, especially after the DOGE-ing they went through...

The 70% figure here isn't comparable to a DBB 70%. In progressive design‑build, "70%" is simply the point where the contractor has enough design maturity to price the GMP. It is not a complete, stamped, bid‑ready set. When the GMP fails, the design freezes at that partial level. A new contractor can't simply pick it up and build -- they have to re‑baseline the design, the cost model, the schedule logic, and the long‑lead procurement.

And the financial side is the real constraint: MDTA does not have a financial plan. There is no accepted cost, no FHWA concurrence, and no federal funding package. Maryland's estimates were never validated, and Kiewit's price blew past them. Until a new contractor and a new GMP exist, Phase 2 -- the actual bridge -- cannot move. Phase 1 continues, but the project's critical path is paused.

[Rothman]

Eh, the plans are 70% complete as of right now.  So, fine, they won't be totally complete for guaranteed maximum price, but Kiewit is still under contractual obligation to complete the design work to that point.
Perhaps the better comparison would be to a re-let.  Again, I'm not seeing any reason to think that the entire project is somehow imperiled.  They'll hire another contractor, which I'd predict would still come in with a high estimate, but not as high as Kiewit's, and work will simply continue.
In terms of federal concurrence or validation, you'd be surprised by the actual level of oversight brought to bear by FHWA on costs or even design, especially after the DOGE-ing they went through...

The 70% figure here isn't comparable to a DBB 70%. In progressive design‑build, "70%" is simply the point where the contractor has enough design maturity to price the GMP. It is not a complete, stamped, bid‑ready set.

70% <> 70%.  Sure.   I'd imagine a 70% design set isn't complete, stamped or bid-ready...by definition...just like ADPs aren't. ;D

Things like this happen all the time in the project development and design processes.  Like I said, sure it'll be delayed, but with all the green being waggled in front of contractors' faces, it'll be fine in the end.

[vdeane]

70% <> 70%.  Sure.   I'd imagine a 70% design set isn't complete, stamped or bid-ready...by definition...just like ADPs aren't. ;D

I believe there are multiple ways of calculating percentages these days.

[Beltway]

70% <> 70%.  Sure.   I'd imagine a 70% design set isn't complete, stamped or bid-ready...by definition...just like ADPs aren't. ;D
Things like this happen all the time in the project development and design processes.  Like I said, sure it'll be delayed, but with all the green being waggled in front of contractors' faces, it'll be fine in the end.

There isn't enough money to build the bridge at the prices on the table.

Maryland's last public estimate was $4.3-$5.2 billion, and Kiewit's GMP proposal came in well above that. FHWA never validated Maryland's estimate, never concurred in a cost, and never approved a financial plan. Under federal rules, no Construction NTP can be issued until a complete, funded financial plan is approved. Contractors don't get paid for Phase 2 unless the project is fully funded.

Right now, there is a minimum $3 billion gap between available funding and the likely Phase 2 cost. Until a new contractor produces a new GMP and FHWA signs off on a financial plan that actually covers the full cost, there is no authority to start construction of the replacement bridge.

Phase 1 continues because it's already funded.
Phase 2 is paused because the money isn't there.

It has been 25 months now. They really need to go back and put the crossing thru a full NEPA EIS process.

[Rothman]

70% <> 70%.  Sure.   I'd imagine a 70% design set isn't complete, stamped or bid-ready...by definition...just like ADPs aren't. ;D
Things like this happen all the time in the project development and design processes.  Like I said, sure it'll be delayed, but with all the green being waggled in front of contractors' faces, it'll be fine in the end.

There isn't enough money to build the bridge at the prices on the table.

Maryland's last public estimate was $4.3-$5.2 billion, and Kiewit's GMP proposal came in well above that. FHWA never validated Maryland's estimate, never concurred in a cost, and never approved a financial plan. Under federal rules, no Construction NTP can be issued until a complete, funded financial plan is approved. Contractors don't get paid for Phase 2 unless the project is fully funded.

Right now, there is a minimum $3 billion gap between available funding and the likely Phase 2 cost. Until a new contractor produces a new GMP and FHWA signs off on a financial plan that actually covers the full cost, there is no authority to start construction of the replacement bridge.

Phase 1 continues because it's already funded.
Phase 2 is paused because the money isn't there.

It has been 25 months now. They really need to go back and put the crossing thru a full NEPA EIS process.

That's never going to happen now.  They're just hiring a different contractor for Phase 2.  They'll get a new contractor, get some "savings" out of it and keep moving on.

[Beltway]

We've covered this. The federal process doesn't move until the financial plan is approved.

[Rothman]

We've covered this. The federal process doesn't move until the financial plan is approved.

...and it will be, especially as the estimate is refined as they move through design.  The feds want a solid number to arrange and authorize, not a half-baked number in the middle.  Shoot, I've seen FHWA authorize an initial amount for construction and then insist on not adjusting the authorized amount until award or its equivalent due to not wanting to deal with changing numbers, despite having bids in the interim.

Like you said, design ain't complete yet. ;D

(personal opinion emphasized)

[ElishaGOtis]

MDTA what on earth 

Gosh dang we're gonna have GTA 695 released before I-695... at least there has been SOME progress getting to 70% design... although I'm surprised but not surprised they didn't go for progressive design-build...

[Beltway]

FHWA cannot authorize construction until Maryland submits a complete, fully funded financial plan. That requirement has not been met. Until that requirement is met, there's nothing to discuss.

[Rothman]

FHWA cannot authorize construction until Maryland submits a complete, fully funded financial plan. That requirement has not been met. Until that requirement is met, there's nothing to discuss.

You keep acting like they should have a complete, fully-funded financial plan at this point while also saying that design isn't complete, even saying 70% < 70%.  All I said is that the financial plan will come as the actual cost of the project solidifies.  And, the idea of a project being taken back to NEPA when it's already in pre-construction is just folly.

You'd also be surprised by how quickly a couple of billion dollars can come together for a project with as much oompf behind it as this one.

Don't you worry:  They'll get another contractor and the project will go through this blip and keep chugging along.

[Beltway]

I'm not saying they should have the plan now. I'm saying they don't -- and until they do, FHWA cannot authorize a Construction NTP. That's a fixed federal requirement. I'll leave it there.

[Rothman]

I'm not saying they should have the plan now. I'm saying they don't -- and until they do, FHWA cannot authorize a Construction NTP. That's a fixed federal requirement. I'll leave it there.

Right, and since design is still incomplete, MDTA has ample time to get one together.  The current absence of a financial plan does not impede the project's progress.

Financial plans for large projects are actually and surprisingly simple.  As the actual cost of the project comes clearly into view and MD and FHWA determine how the project will be funded by fund source, the plan itself won't take long to put together, especially for a project like this where there sounds like there will only be on FAP in FMIS.

I've seen one full-time employee slap one together for a complex project by gathering info together from group input in a couple of months.

So, again, the project will go over the bump of getting a new contractor and roll ahead.

(personal opinion emphasized)

[kphoger]

MDTA does not have a financial plan.

There isn't enough money to build the bridge at the prices on the table.
no Construction NTP can be issued until a complete, funded financial plan is approved
minimum $3 billion gap
there is no authority to start construction of the replacement bridge.

I must say, I'm very impressed by your ability to type [.b.] [./.b.] in your posts.  I was almost swayed to your side of the argument by that.

Then I realized your argument is just that they can't start actually building the bridge yet.

Has someone claimed that they can?

[LilianaUwU]

how do i make the text smaller help it's stuck this way mom im scared

[ElishaGOtis]

I'm not saying they should have the plan now. I'm saying they don't -- and until they do, FHWA cannot authorize a Construction NTP. That's a fixed federal requirement. I'll leave it there.

Right, and since design is still incomplete, MDTA has ample time to get one together.  The current absence of a financial plan does not impede the project's progress.

Financial plans for large projects are actually and surprisingly simple.  As the actual cost of the project comes clearly into view and MD and FHWA determine how the project will be funded by fund source, the plan itself won't take long to put together, especially for a project like this where there sounds like there will only be on FAP in FMIS.

I've seen one full-time employee slap one together for a complex project by gathering info together from group input in a couple of months.

So, again, the project will go over the bump of getting a new contractor and roll ahead.

(personal opinion emphasized)

I'm a part-time employee, although I haven't done an entire BRIDGE just yet I have done some smaller things in this way
 

how do i make the text smaller help it's stuck this way mom im scared

Use the Schwartz /s

[LilianaUwU]

how do i make the text smaller help it's stuck this way mom im scared

Use the Schwartz /s

I hope they don't fuck up the Spaceballs sequel... more than they did by not naming it The Search For More Money, that is.

[The Ghostbuster]

Are they any closer to constructing the replacement bridge? I know these things take time, but I hope construction on the new Key Bridge begins sooner rather than later.

[Beltway]

Are they any closer to constructing the replacement bridge? I know these things take time, but I hope construction on the new Key Bridge begins sooner rather than later.

No -- they are not any closer to constructing the replacement bridge.

There is no contractor, no GMP (Guaranteed Maximum Price), no Phase 2 Notice to Proceed, no fabrication orders, and no production piles. The design is still frozen at roughly 70%, and the procurement structure collapsed when the PDB (Progressive Design‑Build) arrangement failed. Until Maryland secures a new builder and negotiates a viable contract, full construction cannot begin.

Right now the only activity is temporary trestle work, test piles, and site prep/staging. None of that is Phase 2 construction of the actual replacement span.

They cannot start building the new Key Bridge (if they stick with that) until a new contractor is selected and a Phase 2 NTP is issued -- and there is no public indication that either step is imminent.

Getting a new contractor isn't just "finding someone else." Maryland must rebuild the procurement, identify a firm with actual capacity, reconcile the 70% design, negotiate a new GMP, and obtain FHWA approval. Until all of that happens, Phase 2 cannot start.

There is no sign that anyone is on deck. Maryland has not identified a replacement contractor, announced a shortlist, or signaled that any major firm has stepped forward with available marine equipment, fabrication slots, or management bandwidth. Nothing in the public record suggests that a qualified firm is currently positioned to take over the project.

Realistically, there may be no new news for six months or more.

Key Bridge Rebuild – April 2026: GMP Failure, Design Freeze, and Re‑Procurement
https://www.roadstothefuture.com/Key-Bridge-Funding-April2026.html

[Thing 342]

You'd also be surprised by how quickly a couple of billion dollars can come together for a project with as much oompf behind it as this one.

Don't you worry:  They'll get another contractor and the project will go through this blip and keep chugging along.

To me, it seems that MDOT dumping Kiewit for Phase II was not expected and any subsequent contractor will need to make substantial revisions to the design to meet the state's cost expectations: https://www.thebanner.com/community/transportation/baltimore-key-bridge-rebuild-contractor-kiewit-TWC6UN46RBH7NDHUHDG5T2YMX4/

The funding and cost problems are more political in nature than bureaucratic. If MDOT is trying to penny-pinch the project in order to meet the initial rosy cost estimates made by politicians then they're only doing a disservice to the public.