The Maine Department of Transportation (MaineDOT) is nearing completion of a nearly $50 million project to replace the Frank J. Wood Bridge, which carries Route 201 over the Androscoggin River between Brunswick and Topsham. Reed & Reed Inc., which was awarded a $49.9 million contract, began work on the project in July 2023.
Reed & Reed completed final striping of the bridge on Dec. 12, 2025, opening the new structure to motorists, pedestrians and bicyclists. While some finishing work remains and will be completed next spring, the bridge is fully open to travel.
MaineDOT photo
"This project demonstrates what's possible when residents, local leaders, contractors and MaineDOT work together," said MaineDOT Acting Commissioner Dale Doughty. "The new Frank J. Wood Bridge provides a safer, more reliable and more scenic crossing for everyone who uses it."
The existing bridge, which is more than 90 years old, has long required close monitoring.
"It is fracture-critical and rated in poor condition," said Andrew Gobeil, director of MaineDOT's Office of Communications and Creative Services. "Since November 2021, MaineDOT has prohibited all commercial traffic from using the bridge. While bridges are normally inspected every two years, the Frank J. Wood Bridge has been inspected every six months to allow for more frequent analysis of its condition and the potential need for further traffic or weight restrictions."
The existing steel truss bridge — 795 ft. long, with two lanes and constructed in 1932 — is being replaced with an 815-ft.-long steel girder bridge featuring two travel lanes, bicycle lanes and pedestrian sidewalks on both sides. The existing bridge will be demolished once traffic is fully shifted to the new structure.
Designed to last more than 100 years, the new bridge is located on a gently curved upstream alignment and incorporates enhancements requested by a local design advisory committee. Features include sidewalks on both sides with pedestrian viewing bump-outs, wider shoulders, parks on both ends, special railings and lighting and unobstructed views of the natural and architectural features of the Pejepscot Falls area.
MaineDOT photo
The bridge was designed by T.Y. Lin. Its design improves visibility and traffic flow and includes wider shoulders for cyclists and emergency vehicles, decorative railings, architectural lighting and river viewing areas.
"The advantages of a steel girder design are its high strength-to-weight ratio and longer spans," said Dustin Littlefield, Reed & Reed's project manager. "The bridge has a long lifespan, the steel can be recycled and quicker construction translates into less disruption to traffic. We're using ChromX rebar in the sidewalks for corrosion resistance and strength and fiberglass rebar in the deck, which provides corrosion resistance, a longer lifespan, lighter weight and higher tensile strength."
Traffic impacts — including detours and lane closures — became more noticeable in 2025 as construction intensified.
Reed & Reed crews had a busy 2025 construction season. According to a project update, crews completed grading of the temporary construction trestle approach in January and began steel erection. The first steel girders were delivered and installed, and crews mobilized a Manitowoc 16000 crane at Abutment 1. By the end of January 2025, 23 of the 40 fabricated girders had been received and 18 erected.
Work continued through February and March with additional girder erection, installation of cross frames and diaphragms and assembly of utility hangers. By the end of March, 33 of the 40 girders had been received and erected. Electric Light also installed two of the four rapid flashing beacons for temporary pedestrian access during the Phase 1 traffic shift.
MaineDOT photo
By July, crews had completed deck form installation and advanced reinforcement work, placing concrete for sequential deck pours. Retaining walls, approach slabs, water main installation and bridge drainage systems also were completed. In August, crews finished deck concrete placements, completed retaining wall work, set granite curbing and continued installation of the permanent concrete bridge barrier.
"The 2025 construction season has been very busy," said Littlefield. "We placed concrete sidewalks, installed bridge barriers, light posts, moment slabs and retaining walls, completed underground electrical and communications work, installed 16-inch waterlines at both ends of the bridge, placed expansion joints and curtain troughs and paved the deck. We also installed pedestrian railings and began installing ornamental bridge rail at each end. The upstream bridge lighting is now in place."
Other major milestones included erecting the steel beams and pouring the concrete superstructure.
Crews will soon shift traffic entirely onto the new bridge, after which demolition of the existing bridge will begin. Additional work will include construction of new parks at both ends of the crossing.
During the 2023 construction season, crews completed the trestle and prepared the Pier 3 cofferdam. In 2024, Piers 1, 2, and 3 were constructed, along with the first and second abutments. Major work also included box cuts and gravel placement for the new roadway approaches in Brunswick and Topsham, as well as installation of water, electrical and communications infrastructure.
"While installing the waterline, we encountered buried concrete slabs, abandoned duct banks, old water lines and trolley tracks from the 1930s," said Littlefield. "That slowed progress because we had to remove those materials."
For this work, crews used Cat 314, 330 and 335 excavators, along with a Cat D6 dozer.
Steel girders varied in size, with the largest weighing more than 100,000 lbs. and measuring more than 120 ft. long. Girders were erected using a combination of three cranes: a Manitowoc 999, a Link-Belt LS-278 and a Manitowoc 16000.
MaineDOT photo
Inclement weather also posed challenges.
"A flood in December 2023 brought river levels to record highs, slowing pier construction," Littlefield said. "We overcame that with planning and strong execution. River levels fluctuated constantly because construction occurred below a hydroelectric station. Our work pace was driven by an extremely talented crew and good leadership. We have a hard-working group with a great mix of experienced workers and younger crew members."
Existing utilities were relocated and incorporated into the new bridge through coordination with multiple utility companies.
"Relations with MaineDOT have been professional and cooperative," Littlefield said.
Demolition of the existing bridge is expected to take approximately six months.
"We'll cut it into smaller, manageable pieces and load them into dumpsters," Littlefield said. "The main challenges are lead paint, debris containment, and safety."
Crews will use cutting torches and cranes during demolition. On a typical day, approximately 30 Reed & Reed employees and subcontractors are on site. Subcontractors include HB Fleming (drilled piles), Auburn Concrete (concrete), Glidden Paving & Excavation (paving), C.A. Newcomb (bridge rail) and Suncoast (rebar installation).
More than 1,100 tons of steel girders were used in the project. CEG
