The invention of prestressed concrete in the first half of the last century has led to a revolution in the field of civil engineering. Especially in bridge constructions, this implied a heyday of reinforced concrete structures as well as the rapid development of new construction methods. Driven by the desire for a more economically efficient construction, the classical production of span by span erection on falsework transited to modern, factory-like construction approaches such as the incremental launching method or cantilever erection. In addition to the cost-effective and rapid erection of bridge structures, these also resulted in an increased consumption of resources, which can be attributed to the process-specific conditions during construction. For example, the tendons required for the launch during the Incremental launching method remain in the superstructure of the bridge. Those must be supplemented with additional tendons for the final state. In times of climate change, more and more emphasis is placed on a sustainable and reasonable usage of resources. This provides an additional incentive to review existing construction methods for optimization potential. The core of this work is the question of how far a slender design of the cross-section used in the course of incremental launching contributes to a reduction of the tendons in the final state. For this purpose, this masters thesis adopts a design of a bridge built by means of the incremental launching method, the B2314 at the traffic junction Inzersdorf in Vienna. This existing structure is later compared to the alternative design, which assumes a construction on falsework. The recently erected structure (2017) offers a basis of comparison according to the current standards, which is why a revision of this design was not necessary. Building on this fact, this thesis examines only the alternative design with two layouts of the tendons, which is based on an erection on falsework. For this purpose, a slender cross-section made of in-situ concrete is worked out and the bridge is dimensioned in the transverse and longitudinal direction. The aim of the static calculations is to determine the required building material masses for the final state. Finally, the masses of both designs are examined on the basis of the dimensioned alternative design as well as the existing structure. It turns out that a slender cross-section with carefully designed post-tensioning leads to significant savings primarily of the tendons but also of the concrete. At the same time, this insight reveals how many tendons are required for the construction conditions in the course of the incremental launching. If a lighter cross-section were used right from the start, it could mean a considerable conservation of resources in the future. This ultimately leads to the idea that well-known and established construction methods in the bridge-construction industry carry further potential for possible optimizations.