bridge and is being constructed at the same pace as the YBITS. The construction process consists of two phases, the first phase already completed (westbound traffic side). The eastbound touchdown could not be completed until the existing roadway was out of the way. This was done by constructing a gentle swing to the south so that the touchdown may be completed. The first stage of this work was to move the eastbound traffic to the south was completed with only minor traffic delays during the 2011 Memorial Day holiday (May 28–30). The driving experience has been improved, without the problems that came with the infamous S-curve. A second stage to move the westbound traffic into the space made available required the construction of an elevated approach. This was completed on February 19, 2012. This recently designed procedure is expected to save time in the total effort, speeding the completion of the span. The Oakland Touchdown was completed in March 2013. On the three-day weekend beginning 8:00 PM Friday, February 17, 2012, the westbound lanes were shut down to allow the connection of the approach roadbed with the new temporary structure. The execution of this task was dependent upon weather, dry conditions being required for re-striping the lanes, and it was not determined until a few days before that the work would be done on this weekend. Originally scheduled for completion by 5 A.M. on Tuesday, February 21, the work was completed 34 hours ahead of schedule, and opened to traffic at approximately 7:15 P.M. on Sunday, February 19. Main span The principal span is of a seldom-built type, a self-anchored suspension (SAS) bridge. It is unique in being both single tower and asymmetrical, a design tailored to the site. For ship channel clearance, the bridge would require at least one long span, while ready access to bedrock was found only close to Yerba Buena Island. A two tower cable-stayed design would require very deep tower footings, and a conventional two tower suspension bridge would additionally require a massive anchor to be built in deep bay mud. The curved nature of the approach and seismic safety criteria place additional constraints upon the design, which set many firsts for a SAS bridge. While earlier bridges of this type use chain eyebars, the long span needed here uses wire cable, like other modern suspension bridges. Uniquely, this is a single loop of cable