Over 300,000 board feet (700 m³) of Douglas fir timber, used to build a 250-foot (76 m) high falsework to support the arch during construction, was transported from the railroad terminal in Monterey over the narrow, one-way road to the bridge site.
The falsework, built by crews led by E. C. Panton, the general superintendent, and I. O. Jahlstrom, resident engineer of Ward Engineering Co., was difficult to raise, because it was constantly exposed to high winds.
Some of the falsework timbers were 10 by 10 inches (250 mm × 250 mm).
It took two months to construct the falsework alone.
When high waves threatened the falsework foundation, construction was halted for a short time until winter storms abated.

The crews excavated 4,700 cubic yards (3,600 m³) of earth and rock.
Eight hundred and twenty-five trucks brought in 600,000 pounds of reinforcing steel.
Sand and gravel were supplied from a plant in Big Sur.

Construction required 45,000 sacks or 6,600 cubic yards (5,000 m³) of cement which was transported from Davenport, near Santa Cruz, and from San Andreas.
Crews began placing concrete on November 27.
The concrete was transported across the canyon on platforms using slings suspended from a cable 300 feet (91 m) above the creek.

The bridge was completed on October 15, 1932, although the highway was not finished for another five years.
At its completion, the bridge cost $199,861 and, at 360 feet (110 m), was the longest concrete arch span on the California State Highway System.
The bridge was necessary to complete the two-lane road which opened in 1937 after 18 years of construction.
The completion of construction was celebrated with a ribbon-cutting ceremony led by Dr. John L.D. Roberts, who had conceived of the need for the road.
Over 300,000 board feet (700 m³) of Douglas fir timber, used to build a 250-foot (76 m) high falsework to support the arch during construction, was transported from the railroad terminal in Monterey over the narrow, one-way road to the bridge site. The falsework, built by crews led by E. C. Panton, the general superintendent, and I. O. Jahlstrom, resident engineer of Ward Engineering Co., was difficult to raise, because it was constantly exposed to high winds. Some of the falsework timbers were 10 by 10 inches (250 mm × 250 mm). It took two months to construct the falsework alone. When high waves threatened the falsework foundation, construction was halted for a short time until winter storms abated.
The crews excavated 4,700 cubic yards (3,600 m³) of earth and rock. Eight hundred and twenty-five trucks brought in 600,000 pounds of reinforcing steel. Sand and gravel were supplied from a plant in Big Sur.
Construction required 45,000 sacks or 6,600 cubic yards (5,000 m³) of cement which was transported from Davenport, near Santa Cruz, and from San Andreas. Crews began placing concrete on November 27. The concrete was transported across the canyon on platforms using slings suspended from a cable 300 feet (91 m) above the creek.
The bridge was completed on October 15, 1932, although the highway was not finished for another five years. At its completion, the bridge cost $199,861 and, at 360 feet (110 m), was the longest concrete arch span on the California State Highway System. The bridge was necessary to complete the two-lane road which opened in 1937 after 18 years of construction. The completion of construction was celebrated with a ribbon-cutting ceremony led by Dr. John L.D. Roberts, who had conceived of the need for the road.
Bixby Creek Bridge