Bridge Type Selection

Once a decision is made that a bridge needs to be replaced (or a new bridge is to be built) the type of bridge
structure needs to be determined. Structures that are equal to or greater than 10’ in length are considered
bridges in Minnesota (per the MnDOT Bridge and Structure Inspection Manual (PDF)).

Bridge type selection is dependent on the site characteristics, owner preferences, and cost. If the bridge crosses
over water then the hydraulic needs of the site and the profile grade will affect the bridge type selection. A
hydraulic analysis and risk assessment need to be completed in order to size the bridge. A review of the bridge
site will determine if the profile grade can be raised to allow for a bridge to clear span the waterway and/or
determine the depth of structure.

It is prudent to prepare a cost comparison study using several bridge type options to determine the best fit for
the site and the budget. Future maintenance cost savings may not be reason enough to not choose the low cost
structure (for procurement of bridge funds).

Bridge planning is typically done by an engineering consulting firm that is familiar with the various types of
bridges used in Minnesota. There are some local agencies that prepare their own bridge plans, but most hire
consultants. The preparation of bridge plans require at least two engineers (one needs to be registered in the
State of Minnesota) that have experience in bridge design.

Bridges that cross railroad tracks, roadways, and/or trails have different factors that will decide the type. Bridge
substructure placement, clear height, profile grade, and aesthetics are the main factors in deciding the bridge
type.

When determining a structure type over water, there is an order of preference for most bridge sites.

1. Remove bridge and not replace it (Road in Lieu funds can be used).
2. Use a Precast Concrete Box Culvert (if site/cost are appropriate).
3. Clear span the waterway to avoid substructures in/near the water.
4. Use a multi-span structure, which has substructures in/near the water.

Remove the bridge from the inventory (Road in Lieu)

If it’s possible to remove the bridge and not replace it (Road in Lieu), then the local agency should contact their
District State Aid Engineer and discuss the use of bridge funds that can be used for the roadway work. These
bridge funds would use the estimated cost of the bridge replacement and apply that money to
repairing/updating the roadway at/or near the bridge site. Depending on the road type, Bridge Bond Funds or
Township Bridge Funds would be used and this is known as, Road in Lieu.

While coordination can be challenging for a bridge removal, the benefits are many:

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  The project will likely be given higher priority.
 Removing a bridge from the inventory will save time and money for the owner.
 There will be one less bridge to inspect and there will also be future maintenance cost savings.
 There will be no need for future bridge load ratings, permitting, or load posting.
 The estimated bridge replacement cost will typically fund an adequate amount of road work to make
the ex-bridge site safe and updated.

There can be some flexibility in using the Road in Lieu funds, so it’s a good idea to discuss this with your District
State Aid Engineer early in the process. These discussions may help sway opinion in getting the approval to
remove the bridge from the inventory.

Precast Concrete Box Culverts

The use of Precast Concrete Box Culverts is a good choice if the site conditions and hydraulic analysis allow for
this structure type to be used. In general this structure type is used for smaller waterway requirements that will
have a minimal effect on the stage increase for the design flood.

Currently the standard box culvert sizes range from a 6’ x 4’ box up to a 16’ x 12’ box. Culvert sizes are shown as
SPAN x RISE (in feet). The Bridge Office can provide designs for up to 20’ spans, if requested.

Benefits of using Precast Concrete Box Culverts

 The local agency can prepare the bridge plans using the standard box culvert sheets from the MnDOT
Bridge Office Standards webpage. These standard size culverts have already been designed by the
MnDOT Bridge Office, so they don’t require a bridge designer or design check. This will save the local
agency in design cost.
 The inspection frequency is less than the other bridge types. This will save the local agency time and
money as well.
 When the box culverts extend beyond the clear zone, there is no need for a guardrail system, which
results in future maintenance savings.
 The structure depth is low, especially if you use a distribution slab (required for fill heights less than 2’).
 There is an approved connection to connect guardrail posts to the roof of the box culvert (for low fill
heights). There is also an approved detail to span up to 25’ between guardrail posts with a nested W-
Beam guardrail. The use of guardrail over a box culvert will reduce the length of the boxes and save
project cost (but may require future maintenance).
 Box culverts make for inexpensive pedestrian under-passes and can be used in conjunction with many
different retaining wall systems.

Areas of concern when using Precast Concrete Box Culverts

 Multiple barrels can be used to get more waterway opening, but there is a point where more barrels will
result in a bridge cost that would be greater than using a normal bridge type (beam, slab span, etc.). It is
generally accepted that if a site needs more than 3 barrels, then a normal bridge type (beam, slab span,
etc.) would likely be the less expensive option.

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  Even though the future bridge maintenance/inspection cost savings may be greater using many barrels
(4 or more barrels), this doesn’t mean that the entire bridge cost will be funded by bridge funding. Most
bridge funding only covers the lowest cost bridge type alternative, so there may be some cost sharing by
the owner if they choose to use many barrels.
 There also can be issues with getting the DNR permit for multiple barrels and this should be discussed
early in the planning phase before preparing plans. There has been occasions where the DNR permit was
denied and it resulted in some major plan revisions.
 Depending on the waterway, the DNR may have concerns using a structure type that has a concrete
bottom. Fish migration may be affected and the use of box culverts should be discussed with the DNR to
see if this issue can be mitigated. There has been instances where a taller rise culvert has been used and
the bottom is filled in (or will naturally silt in) to create a more normal channel bottom.
 It is imperative to properly armor the inlet/outlet areas of the box culvert to prevent under-mining of
the culvert. Under-mined box culverts can be difficult to fix. Many agencies forego the drop wall at the
inlet and this would make rock armor even more important.
 Soils need to be considered, as weak and/or soft soils may not be adequate to properly support a box
culvert (which will increase the maintenance of the roadway over).

Concrete Slab Span Bridges

The Concrete Slab Span (C-SLAB) bridge type commonly has the lowest unit cost of the bridge types used on
local roads. The contractor doesn’t need to arrange beam deliveries to the site (and pay for those beams) so the
bridge price goes down as a result.

Benefits of using Concrete Slab Span Bridges

 The unit cost is generally lower and that results in cost savings.
 The structure depth is usually smaller than beam bridges and that can save grading cost and allow for
more water flow through the structure.
 Since the C-SLAB bridge deck is solid and well connected to the substructures, this results in a lower low
member elevation requirement (1’ lower than a pre-stressed beam or steel girder bridge). This will also
help keep the road profile down (and save grading cost). See the Hydraulic Guidelines (PDF) for low
member info.
 C-SLAB bridges can be built on curved roadways, even tight curves. In contrast, pre-stressed beam
bridges have curve limitations due to deck overhangs.
 Approved timber crash barriers can be attached to C-SLAB bridge decks.
 C-SLAB bridges are the common choice for land bridges. Land bridges are bridges that are poured on the
roadway grade and span areas of poor soils.

Areas of concerning when using Concrete Slab Span Bridges

 The span lengths are more limited than beam bridges (60’ Max. for 3 or 4 spans and 40’ Max. for single
span bridges). The larger span lengths will require haunched decks.
 C-SLAB bridges are not allowed for skews of greater than 45˚.

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  The construction of C-SLAB bridges requires falsework to support the forms. That falsework is typically
supported on timber piles (in the water). The removal of those piles can create environmental issues for
certain protected waterways. It is also imperative that the deck forms be properly sealed to avoid any
concrete slurry entering the water.
 C-SLAB bridges require lots of concrete and remote area bridge sites may be difficult to deliver the
concrete in a timely manner for the deck pour.
 Due to the large amounts of concrete used in the decks, cracks can occur in the deck and it is imperative
that they be properly sealed with an approved crack sealant. This is even more important on bituminous
approach roadways where they use of road salts.
 While larger size conduits may be hung between beams on a beam bridge, there are stricter limitations
on the number and size of conduits embedded in a C-SLAB deck.

Pre-Stressed Concrete Beam Bridges

The Pre-Stressed Concrete Beam (PCB) bridge type is the most common structure type on the local road system.
This bridge type features pre-cast concrete beams that meet a wide array of span length requirements.

Benefits of using Pre-Stressed Concrete Beam Bridges

 The unit cost is usually a little more than the C-SLAB bridge type, but lower than other beam types
(Steel, Inverted T-Beams, Pre-Stressed Box Beams).
 Beam shapes and depths vary and can be used for maximum span lengths from 42’ to 206’. See the
beam span chart (PDF) for the span ranges for the various beam shapes/sizes.
 PCB bridge deck forms are supported on the beams and this avoids any issues regarding falsework
supports.
 PCB bridges can be used on highly skewed (>45˚) bridge sites.
 PCB box beams (placed side by side and post tensioned together) can be used without a concrete deck
and can be useful near protected waterways or for fast construction. To date we have spanned up to 80’
using PCB box beams.
 Larger sizes of PCB beams can be used for thru-girder type pedestrian bridges. These bridges feature
two PCB beams with a deck cast between the beam webs and the tops of the beams act as barriers (with
metal railing mounted on top of the beams). Due to the beam size these can span longer spans.
 Shallower rectangular PCB beams can be used for short span bridges, keeping the structure depths fairly
close to a C-SLAB bridge, but without the need for falsework.

Areas of concern when using Pre-Stressed Concrete Beam Bridges

 PCB bridges have higher low member elevation requirements when compared to the C-SLAB bridge type
(1’ higher than a C-SLAB bridge). See the Hydraulic Guidelines (PDF) for low member info.
 PCB bridges can be built on curved roadways, but the curvature is more limited due to deck overhang
requirements.
 Large bridge decks (wider than 90’ and/or spans greater than 150’) will require a deck pour sequence
(and should verify adequate concrete delivery) to limit the occurrence of deck cracking.

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  Verify the shipping availability for beams greater than 140’ in length. Even though the 96MW beam
shape can span up to 205’, this doesn’t mean they can be delivered to the project site. Verify the
delivery while scoping the project.

Inverted-T Pre-Stressed Concrete Beam Bridges

The Inverted-T Pre-Stressed Concrete Beam (INV-T) bridge type is a good choice for when the falsework of a C-
SLAB bridge is not desired. This bridge type features pre-cast concrete beam panels that are set side by side and
topped with a concrete deck. There is no need for deck forms and the structure depth resembles that of the C-
SLAB bridge type.

Benefits of using Inverted-T Pre-Stressed Concrete Beam Bridges

 The bridge can be constructed quickly and there are options for using pre-cast substructure units.
 There is no need for deck forms since the beams are side by side and act as forms. This can be useful
when the bridge is over a protected waterway.
 The structure depth resembles the C-SLAB bridge type, which can save grading costs.

Areas of concern when using Inverted-T Pre-Stressed Concrete Beam Bridges

 INV-T bridges has skew limitations due to the shape of the beam panels.
 INV-T bridge type is generally more expensive than C-SLAB or PCB bridge types. This is likely because
there aren’t that many being built, so the forms/casting beds need to be set up for producing these
beams.
 INV-T bridges has similar span arrangements to the C-SLAB bridges, so that can limit their use. To date
we’ve only done single-span INV-T bridges on the local system, with a maximum span length of 45’.
Multiple span bridges are an option and the TH system has built several multi-span INV-T bridges.

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