The completion of these bridges played a pivotal role in facilitating the further extension of the Trans-Siberian line towards the eastern direction, ultimately connecting the towns of Zlatoust (in 1890) and Chelyabinsk (in 1892).

In 1882, he became the first in Russia to advocate for using steel in railroad bridge construction, a practice not yet systematically adopted in Austria and cautiously approached in Germany due to contemporary technical limitations.

This innovative technique involved the use of articulated support for the cross beams of the travel surface, integrating them into the lower trusses of the bridge spans.

The design gained international acclaim, receiving the prestigious Gold Medal at the 1890 Edinburg Exposition, becoming recognized globally as the "Russian style of support".

[7] In June 1919, during the Russian Civil War, Ufa became a key conflict zone as Admiral Kolchak's weakened forces strategically retreated.

To delay their pursuers, they detonated the sixth (right-bank) section of the bridge using precision artillery on explosive-laden railcars, causing its collapse into the river.

To ensure a strategic position, the rear detachments of the Red Army made the decision to establish their presence near the bridge, on the right bank of the Belaya River, adjacent to Ufa.

The bridge restoration involved around 2,500 construction workers and railway engineers, as the deteriorating structure was repaired temporarily to maintain traffic flow.

This impressive efficiency garnered recognition, as Vladimir Lenin sent a congratulatory telegram on October 10, 1919, thanking the hardworking team for their dedication and remarkable performance in the rehabilitation project.

This information note indicates that the structural integrity of the bridge is insufficient to bear the weight of heavy trains featuring double-headed 0-10-0 locomotives and American gondola cars.

The warning further indicates that when just one 0-10-0 locomotive must cross the bridge, it is essential to exercise great caution, requiring a notably reduced speed of only 8 km/h (5 mph).

Outdated cutwaters were replaced with reinforced concrete pylons, supporting a new superstructure of unified trusses (Proektstalkonstruktsia 1943 specifications) designed for Class N-7 loads.

Obsolete cutwaters were replaced with reinforced concrete pylons, supporting a new superstructure of unified N-7 load-bearing trusses (1931 Ghiprotrans Institute design).