The William Howe's system was theoretically checked and then improved by the Russian engineer Dmitrii Juravsky, who was an executive assistant to George W. Whistler during the construction of the railway line.

[1] Juravsky was able to prove that the closer to a bridge's pillars, the greater the strain on the vertical tension bars and diagonal braces.

He managed to organize and categorize existing steel bridge designs, subsequently developing a set of standardized span structures.

Although modifications were made to the design of the wooden bridge, the resulting metal structure bore a striking resemblance to the previous truss system known as the Howe-Zhuravsky.

The terminal witnessed a rapid increase in both passenger and cargo traffic, which was attributed to the expansion of the rolling stock.

From the West to the East Since 2006, the October Railway has been engaged in extensive renovation works on this bridge, which have cost a total of 4.5 billion rubles and spanned a timeframe of approximately 39 months.

One significant milestone in this endeavor occurred on November 23, 2007 when a duplicate of the bridge, marked as 'A' and located further to the west, was officially opened for traffic.

The construction process will involve the utilization of metal arch trusses, ensuring the durability and stability of the new structures.

The construction of the two-story building at St. Petersburg Station, which served as a control point for all signals and arrows, was almost finished by the end of 2007.

Unfortunately, in April 2008, due to disagreements between Russian Railways and the local government, as well as ongoing reconstruction work on Ligovsky Prospect, the completion date had to be rescheduled.