an alternate bid based on a structural steel type of superstructure if they so desire”. The last portion of that information to bidders states: “To be acceptable a structural steel alternative must show a substantial saving over the precast, prestressed concrete design.” In the opinion of the engineer advising the Deputy Minister, the $151,000 savings of the structural steel bid over the best concrete bid would not result in a substantial savings as it did not include future painting costs. Against staff advice, who were opposed to a change from prestressed concrete, the contract was awarded to Maritime Steel who submitted a $7.3 million bid for a structural steel alternative. The court concluded that the contract was improperly awarded and that the Province did not realize a substantial savings. Review of girder design Part way through the construction of phase three a complete review of the girder design became necessary because of modifications to the original deck design which resulted in the use of additional concrete. Maritime Steel and Foundry had to have the girder design reviewed by Whitman Benn & Associates as well as two other independent consultants. Maritime Steel also had the strengthening measures, designed by Whitman Ben, checked by another independent consultant before submitting them to the Department or Transportation for its review and approval. The placement of concrete in the deck started in September 1992 and was completed in November 1992. During the placement of the deck the top elevation of steel box girders appeared to be too high in the area of Pier One in Span 2. Whitmen Benn reviewed the screed elevations and provided solutions to remedy the problems, to the Transportation Department. They recommended raising the deck by building up the concrete haunches of the box girders. The remaining deck was completed with larger haunches in the fall of 1992. The extra weight of concrete in the haunches raised concern regarding the effect on the steel structure from the additional load. In December 1992 Whitman Benn undertook the task of reviewing the design of the superstructure with the added weight of this concrete and outlined their findings and recommendations for strengthening the structure in a report to Maritime Steel. All the costs of the review, design and the strengthening process were born by the contractor, Maritime Steel. Official opening The Barra Strait bridge was opened in a ceremony on 23 October 1993, at