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.
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.
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.
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.
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.