It has been nearly 14 months since Harrison & Burrowes Bridge Constructors began work on the Vermont Agency of Transportation's (VTrans) $28.3 million replacement of the Readsboro Bridge over the Deerfield River in the town of Readsboro (Bennington County) on VT Route 100. Construction began in February 2025 and is expected to be completed in the winter of 2027–2028.

The existing Bridge 25 — a three-span structure consisting of two 105-ft. spans and one 130-ft. span — was constructed in 1954. The 340-ft.-long, continuous two-girder bridge carries one lane of traffic in each direction and includes a sidewalk on one side. It is located approximately 5.2 mi. north of the intersection of VT Route 100 and VT Route 8.

"The bridge is structurally deficient, with a very poor deck and superstructure condition," according to the project web page. "VTrans evaluated alternatives for rehabilitation or replacement of Bridge 25 in an engineering study completed in October 2013. The study assessed design criteria for the bridge and roadway alignment, right-of-way impacts, hydraulics and historical and archaeological resources. Several alternatives were considered, including no action, deck replacement, superstructure replacement and full replacement both on and off alignment. Due to the age and condition of the existing bridge, full replacement was selected."

The new 374.5-ft., two-span bridge will be supported by four plate girders. It will feature two 11-ft. travel lanes, 3-ft. shoulders on each side and a sidewalk on one side.

"The substructure will consist of concrete abutments supported by piles at one end and on ledge at the other, with a concrete pier supported on drilled shafts extending to ledge," the project page states. "Because the bridge has sufficient hydraulic capacity, the new structure will eliminate the significant skew present in the old bridge."

The project entered the delivery program in 2013.

"This bridge is a critical link for local traffic," said Resident Engineer Vincent Polhemus. "There are no alternative crossings over the Deerfield River for a significant distance on either local or state routes. Without this bridge, traffic would face a substantial detour."

Designed by VHB, the project presented several challenges.

"There were diverse geotechnical conditions across the site, from shallow bedrock at one abutment to drilled shafts at the pier and driven H-piles more than 100 feet deep at the opposite abutment," Polhemus said. "In addition, global slope stability on the west side of the project required careful consideration."

The bridge is designed to current AASHTO standards and has a projected service life of 75 years.

"The original bridge was a fracture-critical, two-girder structure," Polhemus said. "The new bridge eliminates that vulnerability."

The design incorporates partial-depth precast deck panels, fiber-reinforced polymer bridge drains and weathering steel plate girders.

Traffic is being maintained via a downstream, 360-ft.-long temporary three-span ACROW bridge.

"The contractor is allowed up to four weekend closures, during which traffic will be detoured off site for major construction stages such as removing the existing bridge or erecting steel girders," Polhemus said. "The temporary bridge is currently in service, and the original structure has been removed. Work is actively progressing on the substructure."

Harrison & Burrowes secured the contract on Dec. 5, 2024. To date, the team has completed installation of the temporary bridge, relocation of waterline utilities, demolition of the existing structure and installation of H-pile foundations and rock anchors for the abutment bedrock foundation.

The 2026 construction season is focused on substructure work, girder erection, installation of precast deck panels and potential superstructure concrete placements.

VTrans photo

"Subsurface conditions have been a challenge," Polhemus said. "However, the contractor is advancing critical path activities, including abutment and pier construction. Contaminated soils required coordinated disposal, which has already been successfully executed. The project also involves temporary relocation of municipal water infrastructure."

VTrans photo

Crews are working year-round on day shifts at what is considered a tight and complex site due to steep slopes and the size of the crossing.

"Access is challenging," Polhemus said. "There are also side roads within the work zone on three corners of the new bridge."

Despite these challenges, the project reflects strong collaboration.

"VTrans and Harrison & Burrowes are working closely to ensure successful completion," said Project Manager Alex Williams.

The original bridge was demolished between November and December 2025 by Sessler Wrecking.

"They began by removing the bridge rail along the deck, then demolished concrete starting at the center and working toward each abutment," Williams said. "Steel components were then cut and removed, followed by demolition of one of the two piers. The remaining pier will be removed once the new bridge is complete."

To prevent debris from entering the river, demolition blankets were placed on a suspended platform beneath the bridge deck.

"As concrete was removed, it fell onto the platform and was lifted out using an excavator," Williams said. "This system allowed controlled removal while protecting the river from debris and contaminants."

Sessler used equipment including a Cat 335F excavator and a Komatsu PC228 excavator.

Construction of the new bridge began in February 2026. The two spans — each approximately 185 ft. — are supported by abutments at both ends and a central pier with a single 8-ft.-diameter column, along with four plate girders spaced at 9 ft. 6 in.

"The west abutment includes six driven piles installed using a Grove GHC 110 crane and an ICE D30 pile hammer," Williams said. "It will stand approximately 13 feet tall and incorporates performance-based concrete, which requires seven days to cure."

The east abutment is founded on ledge that has been stepped through excavation.

"A subfooter and footing will support the abutment wall, which will be approximately 14 feet tall and tied into wing walls up to 22 feet tall," Williams said. "Additionally, 32 rock dowels drilled 20 feet into bedrock provide foundation anchorage."

A Hyundai HX355 excavator was used to shape the ledge for the east abutment.

Pier construction involves drilling shafts approximately 35 ft. deep and 4.5 ft. in diameter, installing rebar cages and placing concrete.

"A pier footing will be constructed on top of the shafts, followed by a single column approximately 50 feet tall," Williams said. "The pier cap — about 12 feet tall and 35.5 feet wide — will support the steel girders."

A 500-ton Liebherr LTM 1400 crane, supplied by Burt Cranes, will be used to erect the girders.

Following girder installation, crews will reinstall the waterline along the bridge, place prestressed concrete deck panels, install reinforcing steel and pour the deck. A new bridge railing also will be added.

Each of the four girders consists of three sections. The end sections are approximately 125 ft. long and weigh about 50,000 lbs. each, while the center sections vary in depth and weigh roughly 96,000 lbs.

"The steel will be delivered in stages to minimize site congestion," Williams said.

The Harrison & Burrowes management team includes CEO Chris DiStefano, COO Dane Insogna, Executive Vice President Greg Domermuth, CFO Brian Mirochnick and Senior Estimator Nate Kurykendall.

"The Readsboro crew is a tight-knit team that works well together under a variety of conditions," Williams said. "Weather and slow progress can be challenging, but they remain motivated and productive."

VTrans photo

On busy days, approximately 12 Harrison & Burrowes and subcontractor personnel are on site. Key subcontractors include Sessler Wrecking, Bazin Brothers Trucking and Excavation and HUB Foundation.

Material quantities from demolition and new construction are still being finalized.

The demanding conditions have taken a toll on equipment.

"Usage varies depending on the task, but excavators and underwater hammers experience significant wear," Williams said. "The crew handles minor maintenance, while larger issues are addressed by our mobile mechanic or equipment suppliers, typically within a day."