FEBRUARY 2007 LRFD BRIDGE DESIGN 2-11

are necessary, place the face of pier 2'-0" further from roadway than toe
of back slope. (See Figure 2.1.4.8.)

Lateral Clearances for Local Roads

Lateral clearances for local roads are dependent on ADT. The applicable
values are shown on Figures 2.1.4.9 and 2.1.4.10.

Lateral Clearance for Local Streets

Locate the face of piers or abutments on or beyond the property line.
This will provide for the ultimate development of the section by local
authorities. A minimum distance of 6'-0" from the face of a curb to the
face of pier or abutment must be provided.

Lateral Clearance for Railroads

Lateral clearances at railroads are to be determined as follows:
1) The statutory clearances diagram shown on Figure 2.1.4.11
represents the absolute minimums that must be adhered to. For
design, a minimum horizontal clearance of 9'-0" to a pier or abutment
is to be used (8'-6" legal).

2) Side piers are placed 4'-0" in from the back slope control point (18'-0"
clear to the centerline of track for a cut section without a
maintenance road). This puts the face of pier 2'-0" outside the
bottom of a 3'-0" deep ditch with a 1:2 slope and allows the railroad
to periodically clean the ditch with track-mounted equipment.

3) Mn/DOT and FHWA have agreed to the horizontal clearances shown in

Figure 2.1.4.11 (25'-0" minimum clearance to pier, 30'-6" to “back
slope control point”) for mainline BNRR tracks at sites meeting the
following conditions:
a) When the standard will not increase the cost of the structure by
more than $50,000.
b) When sufficient vertical clearance exists between the tracks and
inplace or proposed roadway profile to accommodate the structure
depth necessary for the longer spans typically required by the
standard.

If these conditions cannot be met, submit a letter to the Railroad

Administration Section along with the signed Preliminary Bridge Plan
stating the reasons the standard cannot be met including an estimate
of the increased cost if applicable.

4) Back slopes shall be 1:2 and pass through the “back slope control
point” shown on Figure 2.1.4.11 for the applicable case. The