But the bridge does need to be replaced; it is too low for modern ships to pass under it at high tide, let alone cope with sea level rise. The Alabama Department of Transportation’s backup plan was to simply replace the bridge and charge only trucks, which threatened a major battle with the trucking industry. And the local opinion really wanted to modernize the levee and other features. They were not opposed to tolls covering part of the cost, as long as non-toll alternative river crossings were still available. This led to both city planning organizations approving a new plan to do all the original improvements, charging only for the replacement bridge and limiting the round-trip toll to $2.50, which ALDOT would likely approve.

Does the current structure exclude the procurement of the bridge as a public-private partnership?

Although design-build is a better procurement method than design-bid-build, it pales in comparison to design-build-finance-operate-maintain (DBFOM), whether it is availability-payment or revenue risk. With DBFOM, long-term facility management is built in. The special purpose vehicle that wins the project will also be its operator for a significant portion of its service life. This means that it has an incentive to design and build the project to minimize its life-cycle cost rather than its initial cost. A long-term concession agreement will also require a reserve account for the last five years of the concession term to ensure that there is no maintenance backlog during these last years.

There is also the transfer of significant risk for things like cost overruns and late completion. Despite the recent DBFOM tolling problems for the Maryland Purple Line and Florida I-4 Ultimate projects, there have been notable successes in tolling projects, such as the Miami Port Tunnel (high risk but delivered on time and nearly under budget) and the Florida I-595 reconstruction and modernization project. The port project was intentionally not tolled, as its goal was to move heavy trucks and tour buses off the streets in downtown Miami and directly onto a limited access highway. I-595 received revenue solely from the recently added reversible toll lanes for express buses, which could not cover the cost of the $1.6 billion reconstruction project.

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The service life of a bridge is determined by the physical and moral deterioration of the structure. Physical deterioration is the accumulation of defects and disorders of the bridge elements, due to which the structure ceases to carry the required load. Moral deterioration is the discrepancy between the bridge’s capabilities and the increased requirements for load capacity, intensity, speed and safety of traffic.

Reconstruction of bridges is caused by:

• increasing load capacity;
• increasing traffic speeds and axial loads;
• service life and age of the structure;
• wear and tear of the structure.

The first stage of reconstruction is a survey of the technical condition of building structures, which is carried out before bridge testing, commissioning and during operation. The main purpose of the survey is to assess the physical condition of the structure and check its compliance with the established requirements.

The following measures are carried out to restore and reinforce the bridge structure:

• reinforcement of metal spans;
• increasing the cross-section of elements with simultaneous strengthening (if necessary) of their attachments;
• strengthening and modification of truss or beam systems;
• installation of additional temporary or permanent supports;
• transformation of steel spans into steel and reinforced concrete spans.

New economical methods of reinforcement are used in the reconstruction of bridges by installing additional reinforcement in hazardous areas, combining it with the reinforcement and concrete already present in the structure. Epoxy and polyester resins are used to bond the elements. Sheet steel, which has a more developed contact area than bar reinforcement, is used as additional reinforcement. This advantage ensures that the bonded reinforcement is evenly incorporated into the concrete section area.

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Step 1: Site inspection and planning
Before construction begins, designers must test the soil near the bridge for strength, depth, layout, and other elements to ensure the final structure is safe and durable. Using the results of these tests and with the help of computer-aided design, engineers can visualize the behavior of the bridge under different weights and weather conditions to determine the type of bridge to build and how to construct it.

Step 2: Laying the foundation
Once the planning is complete, workers break ground at the construction site and begin installing the bridge foundation. To do this, builders choose a stable location or drive support piles into the ground and set up sturdy pillars (known as abutments) that will later support the rest of the bridge. These piers are usually made of concrete and can support a lot of weight.

Step 3: Installation of bridge piers and abutments
When the lower portions of the bridge piers are in place, the crews build upward until each pier reaches a predetermined height. Once the piers are in place, it’s time to add support structures, such as abutments, which are located at each end of the bridge and are designed to resist horizontal force. Other support elements may include beams, bridge abutments, and retaining walls. All of these components make up the substructure, providing adequate reinforcement to support the superstructure.

These supports can be made up entirely of concrete or use a combination of steel or other materials, depending on the type and size of the bridge.

Step 4: Completion of the superstructure
The superstructure includes all the components that directly support the load, including beams, arches, or suspension cables, depending on the type of bridge. Then it’s time to build the bridge deck and roadway using the appropriate materials, such as concrete, asphalt, and rebar. At this stage, crews will also install safety features such as guardrails, lighting, and signage.

To install the superstructure, engineers must use a variety of materials and assemble structures that maintain support under the influence of wind, gravity, and other natural forces present in the area.

Step 5: Final quality and safety checks
Once construction is complete, crews conduct safety checks using cranes and overhead booms to ensure that the structure meets all quality standards. These tests allow the engineers to rule out or correct any structural deficiencies and proceed with the installation of the final roofing and electrical systems.

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