The Vermont Agency of Transportation (VTrans) is undertaking a $25,176,978 rehabilitation of the Quechee Gorge Bridge in the town of Hartford, Windsor County, along U.S. Route 4 over the Ottauquechee River.
The project, which began on Aug. 21, 2023, is being delivered by Harrison & Burrowes Bridge Constructors Inc. (H&B) and is scheduled for completion in fall 2026.
Harrison & Burrowes Bridge Constructors Inc. photo
The historic structure (Bridge 61), designated a "Forever Bridge," spans Quechee Gorge approximately 3.6 mi. east of the junction with VT Route 12S. The project is funded with 80 percent federal and 20 percent state funds.
Originally constructed in 1911 as a railroad bridge, the existing three-hinged steel deck arch structure was converted for highway use in 1932. It has since undergone rehabilitation projects in 1972 and 1988. The bridge is approximately 285 ft. long and 41 ft. wide, carrying two travel lanes and sidewalks on both sides.
According to the project webpage, preserving the bridge is a priority due to both the high cost of replacement and its historic significance. The bridge deck is currently rated in "good" condition, while the superstructure and substructure are rated "fair" and "satisfactory," respectively. A 2018 engineering study evaluated preventive maintenance options to extend the service life of the structure, including considerations for lane and shoulder widths, safety and historic preservation requirements.
The scope of work is extensive. Recommended improvements include cleaning and painting steel arch members; replacing deteriorated steel components; repairing or replacing bridge joints; rehabilitating or replacing bearings; installing a deck membrane and paving; widening and replacing concrete sidewalks and fascias; partially replacing the deck within the limits of the 1972 reconstruction; applying silane treatments to substructures and new concrete elements; and stabilizing slopes.
The project also incorporates suicide mitigation measures based on findings from the 2017 "Quechee Gorge Bridge Safety Issues: Suicide Prevention Alternatives" report to the Vermont Legislature. A temporary safety fence was installed in fall 2018.
Design work was completed by Gill Engineering in collaboration with VTrans.
Harrison & Burrowes Bridge Constructors Inc. photo
"The analysis and design of a structure of this type is much more involved than that of a typical steel girder bridge," VTrans Project Manager JB McCarthy told Construction Equipment Guide. "Many structural components and connections were not accessible during design. Once construction staging was in place, additional deterioration was discovered that required replacement. With these repairs, a full paint system and new compression seals at deck joints, the bridge is expected to achieve a 40- to 50-year lifespan before requiring major structural work. Regular preventive maintenance will be essential to achieving that lifespan."
The pedestrian railing design resulted from several public meetings involving VTrans, the design consultant, and community members.
"This site is a major tourist attraction, particularly during the summer and fall," McCarthy added. "Widening the sidewalks from 3.5 feet to 6 feet provides a significantly safer environment for pedestrians."
Traffic is being maintained with a single lane of alternating traffic during construction, while at least one sidewalk remains open for gorge viewing.
H&B was awarded the contract in March 2023, allowing approximately five months to finalize scheduling, mobilize equipment, and establish material supply chains.
A January construction update from VTrans indicated that two-way traffic is expected to resume in June 2026.
Harrison & Burrowes Bridge Constructors Inc. photo
Construction delays occurred in summer 2024 after crews discovered additional deterioration in critical steel arch components. This required further design and detailing, extending the project timeline from two construction seasons to approximately three and a half. Construction seasons typically run from early March through mid-November.
Supply chain challenges and workforce constraints also contributed to delays. Initial plans called for reopening both lanes by Sept. 20 each year to accommodate peak foliage tourism, but this proved impractical given the project's complexity. As a result, one-lane alternating traffic and limited sidewalk access will continue through each construction season.
The 2025 construction season was particularly active. Work progressed from the south side of the bridge to the north side, with traffic patterns shifting accordingly. By late summer, crews had completed the south side, including paving and reopening it to traffic and pedestrians.
Earlier updates in 2023 and 2024 detailed significant preparatory work, including scaffolding installation, containment for paint removal and lane closures. The scaffolding required temporary closure of the gorge rim trail beneath the bridge due to safety concerns, with detours provided.
By late 2025, Phase 1 work on the south side was complete and construction shifted to the north side. However, delays prevented reopening two-way traffic before winter, necessitating continued one-lane operation.
To date, H&B has completed new sidewalks connecting the bridge to the visitor center and parking areas, along with major structural and deck work on the south side. Remaining work focuses on replicating these improvements on the north side and completing additional sidewalk and railing installations.
H&B has adapted to numerous project challenges.
Harrison & Burrowes Bridge Constructors Inc. photo
"Labor and materials have been two of our biggest challenges," said Assistant Project Manager Emily Merwin. "Recruiting qualified personnel remains difficult, and certain materials — particularly structural steel — require long lead times for design and fabrication. While progress may not always be as fast as we'd like, when staffing and materials align, we're very satisfied with our productivity."
The constrained job site has required careful equipment selection and innovative approaches.
"We used a Link-Belt 135 excavator because its compact dimensions allowed it to operate on the deck while still providing the necessary lifting capacity," Merwin said. "For tighter conditions, such as maintaining access for snowplows, we used a smaller KOBELCO 55 excavator. We also implemented protective measures around a waterline running along the north side of the bridge."
All work has been conducted during daytime hours.
"VTrans has been a strong partner throughout this project," Merwin added. "We share the same goal of completing the rehabilitation successfully."
Key improvements include upgraded bridge deck shoulders, new safety barriers, fresh pavement and curbing and reinforcement or replacement of worn steel components such as joints, lattice members and gusset plates.
Steel replacement has been a major component of the project, involving the removal of rivets, installation of bolts, and replacement of deteriorated steel sections — often in confined and difficult-to-access areas. Large steel elements, some measuring up to 25 ft., have required careful handling and precise placement.
Harrison & Burrowes Bridge Constructors Inc. photo
Deck and sidewalk construction also has been complex, requiring suspended formwork systems built by carpenters across nine 20-ft. bays. These systems must support wet concrete and later be dismantled efficiently after curing.
Materials used include lumber for formwork (plywood, dimensional lumber and DOKA walers), high-strength low-alloy structural steel, and 4,000 psi performance-based concrete.
Equipment on site includes excavators, backhoes and skid steers, with both owned and rented machinery supporting operations.
Typical daily staffing includes 15 to 20 workers, including subcontractors such as Bach Ornamental Steel and Tri-State Painters.
Preventive maintenance of equipment remains a priority.
"High-use items like light plants require regular servicing," Merwin said. "We schedule maintenance every 250 hours and rely on both in-house personnel and mobile mechanics to address issues quickly."
Despite weather challenges, workforce constraints and supply chain delays, steady progress continues.
"Effort and productivity often follow the weather," Merwin said. "But overall, the team is working well together and remains committed to delivering a successful project." CEG
