Key Bridge (Round Who Knows But Probably Not Last)

[Max Rockatansky]

Might be high time to adopt the rule proposed here finally:

https://www.aaroads.com/forum/index.php?topic=36766.

Unless I'm somehow missing it, I don't think it actually has been adopted?  Sure seems to me like much of this is one-way copy/pasting of AI script binge.

[Beltway]

The NOI was issued for the replacement bridge, and that fact stands regardless of who signed it. The point remains: an NOI only occurs when the prior CE is not being used as the governing NEPA document. If you believe the July 2024 CE is still controlling, you can simply cite the FHWA Headquarters concurrence or adoption. If none exists, then the project is in scoping for the reason I stated.

[vdeane]

Such verbosity does not hide the misinformation (e.g., MDTA has not issued a new NOI) and continued trolling.

This has become totally ridiculous.

I mean, what do you expect with a retired IT guy pretending to be an expert just because he happened to be IT at a DOT?

[roadman65]

I thought this would be over when moderators put a padlock on the original Key Bridge thread.

Now its continued and it seems its lasting longer than the Covid Pandemic.

[Rothman]

The NOI was issued for the replacement bridge, and that fact stands regardless of who signed it. The point remains: an NOI only occurs when the prior CE is not being used as the governing NEPA document. If you believe the July 2024 CE is still controlling, you can simply cite the FHWA Headquarters concurrence or adoption. If none exists, then the project is in scoping for the reason I stated.

The mere fact that there was a public announcement of NEPA approval means that FHWA's Specially Designated Project Oversight Manager has signed off on it.  That's all that's needed, since the sdPOM doesn't twitch without HQ approval.

Stop being silly.

[PColumbus73]

Beltway bends over backwards so much he could become the new Francis Scott Key Bridge himself.

[Scott5114]

This has become totally ridiculous.

Become?

[Plutonic Panda]

I really hate posting in this thread given the circus that this topic always devolves into due to a particular poster, but anyways criminal charges are being announced:  https://www.globalhighways.com/news/criminal-charges-announced-key-bridge-collapse

[Beltway]

The criminal charges aren't "new" so much as the formalization of what DOJ previewed months ago.

They're targeting the operators and the shoreside manager for misconduct and falsified records, not reopening the engineering analysis. This doesn't change the procurement failure, the stalled rebuild, or the fact that Maryland still has no Phase 2 construction contract. It's a criminal‑liability track running parallel to the civil and administrative tracks, not a development that affects the replacement timeline.

[kphoger]

This doesn't change the  [Ctrl]+[A]  [Ctrl]+[C]  [Ctrl]+[V]

blah blah blah blah blah

[ElishaGOtis]

I really hate posting in this thread given the circus that this topic always devolves into due to a particular poster, but anyways criminal charges are being announced:  https://www.globalhighways.com/news/criminal-charges-announced-key-bridge-collapse

Perfect timing lol, just as the thread was 89% down the drain.

I'm kinda surprised the charges weren't filed earlier.

The criminal charges aren't "new" so much as the formalization of what DOJ previewed months ago.

They're targeting the operators and the shoreside manager for misconduct and falsified records, not reopening the engineering analysis. This doesn't change the procurement failure, the stalled rebuild, or the fact that Maryland still has no Phase 2 construction contract. It's a criminal‑liability track running parallel to the civil and administrative tracks, not a development that affects the replacement timeline.

I would argue that such development does affect the rebuild in a good way. If it can be proven in court that parties other than the MDTA were responsible for this disaster, then there's a chance that opens up new legal doorways to speed up construction. Emphasis on in court. Prior to this, there were only civil liability cases and a small number of criminal charges.

NAL.

[Beltway]

A criminal conviction doesn't accelerate the rebuild or unlock new legal authority.

Criminal and civil tracks don't cross like that. DOJ prosecuting shoreside personnel for falsified records doesn't modify: the NTSB's engineering findings, the federal funding already appropriated, MDTA's procurement process, the absence of a Phase‑2 construction contract, and the statutory limits on civil recovery under maritime law.

"Proven in court" doesn't create new construction pathways. A guilty verdict punishes individuals; it does not expand MDTA's powers, shorten procurement, waive federal requirements, or generate additional funding streams. Criminal liability doesn't rewrite the Limitation of Liability Act, doesn't enlarge the civil pot, and doesn't give Maryland any new mechanism to accelerate design‑build award.

The rebuild is still governed by procurement, design, contracting, and appropriations -- not the outcome of a criminal trial. The criminal case runs parallel, not upstream. It may satisfy public accountability, but it does not change the rebuild timeline by a single day.

[kphoger]

If a guy breaks my jaw by pushing me off a fencepost onto the concrete stairs, and I sue him and win the lawsuit, then my reconstructive surgery timeline doesn't get any shorter.

Halfway decent analogy?

[GaryV]

pushing me off a fencepost //snip//
Halfway decent analogy?

Sorry, no. What were you doing straddling the fence? Take a position and stick with it. Even if eventually proven wrong. 

[Beltway]

https://mdta.maryland.gov/blog-category/mdta-news-releases/maryland-transportation-authority-announces-four-separate

BALTIMORE (May 19, 2026) – During a virtual industry forum today, the Maryland Transportation Authority (MDTA) announced four separate procurements for reconstruction of the Francis Scott Key Bridge
. . . . .
The main contract is still up in the same financial stratosphere as was Kiewit's master contract.

Maryland is advancing the low‑risk land approaches because they are easy to fund, politically visible, and do not require an approved federal Finance Plan, even though the $4-5 billion main span -- the actual bridge -- remains unpriced, unfunded, and unapproved. Splitting the rebuild into four contracts spreads risk and buys time but does nothing to resolve the core uncertainties around deep‑water foundations, pier‑protection design, or final cost.

Building the approaches now creates an irreversible commitment to the alignment, effectively foreclosing a tunnel alternative and making a full NEPA EIS nearly impossible. If the main‑span bids arrive in 2027-28 above the placeholder estimate, Maryland could be left with two completed approach structures pointing into empty air -- the classic "Evel Knievel ramps" scenario -- because the centerpiece of the project still lacks a final design, a committed funding plan, and federal authorization.

A Finance Plan is required under 23 U.S.C. §106(h) for any "Major Project" (>$500 million), the state must submit: a complete cost estimate, identified funding sources, cash‑flow schedules, risk management plan and annual updates.

And FHWA must approve it before construction authorization. The Key Bridge rebuild is a $4-5 billon project. There is no way around the Finance Plan requirement. Where is that kind of money coming from? The world shakes its head.

[Max Rockatansky]

 

[kphoger]

The world shakes its head.

And yet, as always, the capsule stands.

[Rothman]

"The project is starting to move again and I don't like it."

[kphoger]

"The project is starting to move again and I don't like it."

That's a fair summary.

[The_Ginger]

"The project is starting to move again and I don't like it."

I wonder what will happen when the bridge does get built.

[Scott5114]

https://mdta.maryland.gov/blog-category/mdta-news-releases/maryland-transportation-authority-announces-four-separate

BALTIMORE (May 19, 2026) – During a virtual industry forum today, the Maryland Transportation Authority (MDTA) announced four separate procurements for reconstruction of the Francis Scott Key Bridge
. . . . .
The main contract is still up in the same financial stratosphere as was Kiewit's master contract.

Maryland is advancing the low‑risk land approaches because they are easy to fund, politically visible, and do not require an approved federal Finance Plan, even though the $4-5 billion main span -- the actual bridge -- remains unpriced, unfunded, and unapproved. Splitting the rebuild into four contracts spreads risk and buys time but does nothing to resolve the core uncertainties around deep‑water foundations, pier‑protection design, or final cost.

Building the approaches now creates an irreversible commitment to the alignment, effectively foreclosing a tunnel alternative and making a full NEPA EIS nearly impossible. If the main‑span bids arrive in 2027-28 above the placeholder estimate, Maryland could be left with two completed approach structures pointing into empty air -- the classic "Evel Knievel ramps" scenario -- because the centerpiece of the project still lacks a final design, a committed funding plan, and federal authorization.

A Finance Plan is required under 23 U.S.C. §106(h) for any "Major Project" (>$500 million), the state must submit: a complete cost estimate, identified funding sources, cash‑flow schedules, risk management plan and annual updates.

And FHWA must approve it before construction authorization. The Key Bridge rebuild is a $4-5 billon project. There is no way around the Finance Plan requirement. Where is that kind of money coming from? The world shakes its head.

R E L A X !

[NE2]

don't do it

[Max Rockatansky]

By "world" I'm assuming Beltway actually was referencing the general populace.  What percentage of the population are we estimating is shaking their heads?  What percentage is shaking other body parts?

[NE2]

What percentage is shaking other body parts?

I don't know, but after thinking about it, I'm just gonna chew it.

[PColumbus73]

In the distance, I hear the sounds of aggressive typing on a functionally obsolete road blog like letters trickling over pebbles in a stream.