speed limit were installed following a major accident. The upper deck speed advisory at the curve was posted as 35 mph and an improved system of "rumble strips" was installed. SAS falsework The entire deck structure must be supported in precise alignment until: The end caps with anchors and turning and tensioning saddles are complete. The tower with its main cable saddle is complete. All deck segments are in place and joined. The internal tendons are placed and tensioned. The main cable is spun. All suspender cables are in place and adjusted for tension. The main cable tension is balanced on each side. (This is maintained as the suspender cables are tensioned.) The falsework to perform this task is a pair of substantial truss bridges, prefabricated in segments, with columns and span segments lifted into place by barge cranes. The trusses are supported on foundations consisting of or built atop deeply driven piles. Upon completion of the bridge, the entire falsework structure and all exposed underwater supports will be removed to make a safe channel for deep draft ships transiting to and from the Port of Oakland. Deck placement By late August 2009, the temporary column work was complete, truss spans were in place and prefabricated sections were being placed upon it. A giant barge crane, the Left Coast Lifter, was used to place the 28 main deck box structures. Major segment placement on the SAS section of the bridge was completed in early October 2011. On October 19, 2011, the small gap between the SAS deck and the curved skyway extension was finally closed for the east-bound side, and the west-bound gap was closed the following week. By November 2011, the deck placement of the SAS span was complete, making 1½ miles of continuous roadway. In July 2013, the entire SAS span was completed and asphalt paving for the roadway began. Each deck segment is paved with two single-inch layers of asphalt and concrete which should be very durable and last for the entire lifetime of the bridge. However, the rest of the bridge is not paved with asphalt but instead only received a protective coating finish. Main span tower The design employs extensive energy absorbing techniques to enable survivability and immediate access for emergency vehicles following a Maximum Credible Earthquake (MCE), estimated at 8.5 moment magnitude in a 1500-year time span. Rather than designing for rigidity, it is