Malinowski Bridge in Grudziądz.
Transformation of the political system took place in Poland, which had 216,000 km of roads, including 181,000 km with improved
surfaces. The opening of state borders and the ‘return to Europe’ provided new prospects for our country but at the same time set
new tasks. On the one hand, the possibility of becoming the main east-west transport route in the economic exchange provided a great chance for development, while on the other it required constructing roads of adequate quality and traffic capacity.
Therefore, in particular with regard to the political situation, the Motorway Construction Programme was adopted quite fast. The original draft was issued in 1993 and a year later the Polish Parliament passed an act on toll motorways. The latter also established the Agency for Motorway Construction and Operation (predecessor of GDDKiA).

In 1994, road network density exceeded 110 km per 100 sq km, a great achievement in comparison with the European Union’s average of 130 km per 100 sq km. However, the problem was not the quantity of roads but their quality. Most of them were local roads and the so-called motorways ratio, which in the EU was about 1.2%, was 10 times lower in Poland. In addition, one of the main drawbacks of the Polish transport system was insufficient traffic load capacity of roads. Most of them could withstand an axle load of 80 kN or 100 kN, whereas EU standards stipulate axle loads of 115 kN. This problem has still, to some although a much smaller extent, affected road construction in Poland.
The Śląsko-Dąbrowski Bridge in Warsaw was opened in 1949.
Poniatowski Bridge in Warsaw.
Bridge across the Vistula in Płock
The Piastowski Bridge in Opole was erected in 1959-1963.
Searching for ways to obtain financing, the PPP (public private partnership) was selected as the eligible formula. The first section
financed under PPP was the A4 Katowice-Kraków. In 1995 the Agency for Motorway Construction and Operation announced a tender
and on 19 September 1997 signed a contract with Stalexport S.A. In return for a 30-year licence under which it can collect road tolls,
the company undertook reconstruction and running maintenance of a 60-kilometre long section of the A4.

A second contract was concluded with the company Autostrada Wielkopolska SA. It consisted of the construction and operation of the A2 motorway on a 255-kilometre section between Świecko and Konin. Later, following certain modifications of PPP rules, another contract was signed with Gdańsk Transport Company SA regarding the section of the A1 between the Tri-City and Toruń.
Castle Bridge in Rzeszów.
John Paul II Bridge in Puławy.
Poniatowski Bridge in Warsaw.
Piłsudski Bridge in Toruń.
Construction of A2 motorway, GDDKiA.
S8 road in Konotopa.
Laying of low-strength soil on A2 motorway
S3 expressway, Pyrzyce-Myśliborz section
In the 1990s an arduous process of levelling differences in bridge construction between Poland and developed world technology also commenced. Intensive development of the automotive industry in Poland necessitated the construction of new structures. However, many social costs arose — many domestic businesses did not live up to standards imposed by the competition and they became insolvent.

The first noteworthy structure is the arch bridge across the Narew river in Ostrołęka commissioned in 1995. The authors of the design were inspired by the famous Barqueta Bridge in Seville. The bridge in Ostrołęka is a four-span structure with the main span of 110 m and split ends. This way a support frame is formed.
Deck formwork, MZD Toruń.
Preparation for concrete work on footing and piers (supports), MZD Toruń.
Erection of steel structures, MZD Toruń.
Documents review, MZD Toruń.
Compacting the concrete (bottom slab of the tunnel), MZD Toruń.
Foundation pile driving (pier footing), MZD Toruń.
Land surveying works, MZD Toruń.
Preparation to concrete works, MZD Toruń.
Concrete works on the structural elements of the tunnel, MZD Toruń.
Installation of reinforcement and construction of the pylon of the overpass at Żołkiewskiego Street, MZD Toruń

Interesting examples of combined steel and concrete bridges at that time were: the bridge across the Odra river in Rogów Opolski, across the Bug river in Brok and across the Regalica river in Szczecin. The last one employed two combinations: a reinforced concrete slab with the upper flange and with a lower flange of a plate girder near the supports.

Heavy-duty B60 concrete was used for the first time in the flyover in Chabówka, built in 1996. It is a continuous nine-span prestressed concrete box girder bridge. It is about 270 m long and its construction involved longitudinal sliding onto supports.

In 1997 the construction of a curved bridge involving the longitudinal sliding technique was completed in Świnna Poręba. The 217 m long structure consists of five spans measuring 38 + 3×47 + 38 m, with a horizontal curve radius of 500 m. In the same year works on the borderline arch bridge across the Oder in Świecko were completed. At that time, it featured a record reinforced concrete span length in Poland – 82.3 m. The bridge connects the A2 motorway in Poland with the A12 motorway in Germany.

Bridge across the Oder in Świecko.
Bridge across the Vistula in Wyszogród.
Bridge in Ostrołęka.
Bridge across the Bug river in Brok.

In 1998, a more than 1 km long bridge across the Vistula on the course of the A1 motorway was opened. It has thirteen spans with lengths ranging from 44.7 to 130 m. The cross section is a prestressed concrete box with variable height in the mid-stream section ranging from 4 to 8 m and a fixed height of 4 m over the flood plain. The bridge was built using two methods: the cantilever method and longitudinal sliding. In 2011 the second lane of the bridge with an identical superstructure was built.

The bridge across the Oder on the Opole ring road was erected in 1999. It has seven spans three of which were cantilevered with the fixed scaffold used for the rest.

In the same year the bridge across the Vistula in Wyszogród was commissioned. It consists of 17 spans with lengths ranging from 50 to 100 m. Its assembly employed an interesting technology connected with the 100-metre-long curved bottom frame. The elements were longitudinally slid on the sliding track made by two plate girders situated on the beam axes. The cantilever was supported by a pylon with stay cables.

In Poland the use of asphalt rubber for road construction was initiated by STRABAG.

The use of specialist machinery is required at all stages of road construction.