The 115' single span butted box precast elements were placed on an entirely precast substructure. Nine precast footings pieces were leveled using leveling screws and then grouted in place. Full moment connections were created between wing and abutment stems to precast footings by means of grouted splice sleeves. The connections were cured overnight, , the substructure was backfilled and the butted box beams were placed. The joints between beams were grouted and transversely post-tensioned. Finally, the deck surface was membraned and paved, and rail was placed. It took less than eight days from the time the first precast footing was lifted from the trailer to the time when the bridge was opened to traffic.

The contract included a 14 day requirement to open bridge to traffic with an incentive/disincentive of $5,000/day. The contractor received a $30,000 incentive bonus.

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This bridge has precast decked double-tee girders with precast caps and steel piles. It is one bridge 178 ft. long and 18 ft. wide with 3 spans.

A small fishing community on Chicagof Island in southeast Alaska needed a new bridge quickly after buying a fire truck that was too heavy for their old timber bridge. Construction requirements included staying out of the sensitive creek bed and completing work within a short time defined by the Department of Fish and Game. The Alaska Department of Transportation & Public Facilities chose a totally prefabricated bridge with all material, including rock for the approach fill, barged to the work site. The contractor floated in barges at high tide and anchored them in the creek. Crews drove steel piles from barges, drove a large wheeled crane onto the barges, and then used the crane to install first caps and then decked double-tee girders, post-tensioning the diaphragms. No heavy equipment was lodged in the creek bed. All construction completed in approximately 5 weeks in 1992.

Alaska DOT regularly uses decked bulb-tee girder bridges consisting of precast, prestressed girders cast with an integral deck to form a "T" shaped beam. The maximum span length is 145 ft. The superstructures are often installed in 1-2 days for a typical highway bridge. Prefabrication provided ADOT with a new bridge with a longer service life and lower maintenance costs, and it facilitated safe construction in a sensitive environment. Total prefabrication improved constructibility for Trucano Construction crews and reduced labor costs. Residents of the island got a new bridge quickly constructed and strong enough to support their civic vehicles.

This precast superstructure system with precast caps hells and piles includes 2 bridges 3,624 ft. and 2,843 ft. long and 44 ft. wide.

These 1956 bridges connect Marin and Contra Costa Counties in California. When heavy traffic and exposure to the marine environment necessitated replacement of the existing structures on the same alignments, the California Department of Transportation selected prefabrication. Allowing two lanes of traffic on both structures at all times during the day, the construction sequence closes one structure for 10 hours maximum at night. Crews install new piles outside the travel lanes of the existing bridge, install new precast prestressed bent cap shells on the piles, and pour concrete and then prestress the caps. Then crews start from the abutment using a barge-mounted crane to sequentially replace the superstructure. Two spans totaling 100 ft of existing superstructure are lifted out, and a new span is installed. Crews then install a 25-ft transition span to close the offset between new and old bents, and by morning traffic is running again. After installing four new spans, crews stress them together to make a 400-ft. continuous unit. Work on the westbound bridge will complete in Fall 2004, and work on the eastbound bridge will complete in Spring 2005.

This project uses 500-ton 100-ft precast superstructure system, precast prestressed cap shells, and piles. The use of prefabrication provided the California Department of Transportation with a new bridge that meets seismic codes with minimal traffic disruption. By fabricating off site, Tutor Saliba/Koch/Tidewater JV was better able to control quality and safety. Prefabrication enables users to access the bridge constantly, with limited disruption only at night.