With the retreat of Kolchak in Siberia, the assault troops of the Red Army advanced further, while their rear units remained near Ufa on the other bank of the Belaya. Meanwhile, the crossing was in urgent need of rehabilitation. Since there were no adequate facilities or equipment available, manual labor was the only hope. It was decided to use winches to raise the fallen truss back into place. Inch by inch, step by step. Perhaps this is how the heavy stones were raised to the height of the rising pyramids of Egypt. But nobody seemed to care about the times of Antiquity. The restoration works involved approximately 2,500 builders, workers and railway engineers. Day by day, week after week made their work. And the iron mass of the bridge buttressed by scaffolds from a beach didn't towered so hopelessly above the Belaya anymore. As a result, the bridge was successfully restored in that same year through the establishment of the temporary damaged truss followed by a complete overhaul, during which the destroyed one was replaced with a new structure designed by Prof. Lavr Proskouriakov in compliance with the technical rules of 1907. Proskouriakov designed the largest rail bridges in Russia over the Yenisey and Amur rivers. Thanks to careful preparation and extraordinary guidance, the bridge builders carried out the replacement of the damaged span with minimal traffic disruption — in just 11 hours. It took 7 hours for pushing the old truss span off the piers with the use of jacking system, and it took 3 hours 45 minutes for putting a new one in place. On October 10, 1919, Vladimir Lenin sent a congratulatory telegram to the bridge-building crew to express his appreciation for their hardwork. There is an old data sheet of the bridge in the archives of the Ufa City Maintenance of Way, which contains the following entry made in 1928: "...Trains with double headed E class steam locomotives and American gondola cars are not permitted to cross the bridge, during the passage of single headed E class steam locomotives, the maximum speed shall not exceed 8 km per hour (5 miles per hour)". In the 20th century, the bridge was strengthened and modified several times. Between 1937 and 1939, the span structures were strengthened with oversize removal and addition of reinforcing metal up to 4 per cent of the weight of the span structures. Between 1949 and 1951, the bridge was renovated by the work train 417. On the cutwater side of the piers, pylons for a second track were erected, which were surmounted by unified span structures (designed by Proektstalkonstruktsia in 1944 for class N-7 loads).