ACI 345.

2R-13

Guide for Widening

Highway Bridges

Reported by ACI Committee 345

 First Printing
July 2013
American Concrete Institute
Advancing concrete knowledge

Guide for Widening Highway Bridges

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 ACI 345.2R-13

Guide for Widening Highway Bridges

Reported by ACI Committee 345

Michael C. Brown, Chair Rita K. Oglesby, Secretary

Jesse L. Beaver Harold R. Sandberg Jerzy Z. Zemajtis Allan C. Harwood

Oliver K. Gepraegs Johan L. Silfwerbrand Yash Paul Virmani
Robert J. Gulyas* Michael M. Sprinkel Consulting Members Jeffrey P. Wouters
Yail Jimmy Kim Paul J. St. John James C. Anderson
Alan B. Matejowsky Richard E. Weyers Byron T. Danley
*
Deceased.
Claudia P. Pulido Mark Erik Williams Fouad H. Fouad

Subcommittee Chairs.

Many highway bridges become functionally obsolete due to inad- CHAPTER 2DEFINITIONS, p. 2
equate width before they become structurally deficient. Widening 2.1Definitions, p. 2
is generally more economical than complete replacement. Thus,
there is a mandate to share the results of research and experi- CHAPTER 3GENERAL DESIGN
ence pertaining to bridge widening. This guide discusses technical
CONSIDERATIONS, p. 2
issues related to the widening of concrete bridges and bridges with
3.1General, p. 2
concrete decks. The primary focus of this document is on bridge
decks, even though substructure issues are raised and discussed. 3.2Appearance and function, p. 3
The effects of differential movements between the existing and new 3.3Differential movement, p. 4
portions are discussed, including movements due to traffic on the
existing structure during construction. General recommendations CHAPTER 4DESIGN AND CONSTRUCTION
are made pertaining to the choice of structure type, design details, DETAILS, p. 7
and construction methods and materials. 4.1General, p. 7
The materials, processes, quality-control measures, and inspec- 4.2Demolition, p. 7
tions described in this document should be tested, monitored, or 4.3Avoidance of damage due to dead load deflections,
performed as applicable only by individuals holding the appro- p. 8
priate ACI certifications or equivalent.
4.4Closure placement details, p. 11
Keywords: bridge decks; bridge widening; bridges (structures); concrete 4.5Substructure details, p. 13
construction; deflection; formwork (construction); reinforced concrete;
reinforcing steel; substructure; superstructure; traffic vibration. CHAPTER 5SUMMARY OF RECOMMENDATIONS,
p. 13
Contents
CHAPTER 6REFERENCES, p. 13
CHAPTER 1INTRODUCTION AND SCOPE, p. 1
1.1Introduction, p. 1 CHAPTER 1INTRODUCTION AND SCOPE
1.2Scope, p. 2
1.1Introduction
Design and construction engineers should investigate
ACI Committee Reports, Guides, and Commentaries are
intended for guidance in planning, designing, executing, and
several potential issues if a bridge is to be considered for
inspecting construction. This document is intended for the use widening. These include retention of bridge elements, traffic
of individuals who are competent to evaluate the significance control, structural constraints, economy and feasibility,
and limitations of its content and recommendations and who expected increase in traffic volume, life span, and construc-
will accept responsibility for the application of the material it
contains. The American Concrete Institute disclaims any and
all responsibility for the stated principles. The Institute shall
not be liable for any loss or damage arising therefrom. ACI 345.2R-13 supersedes ACI 345.2R-98(05) and was adopted and published July
2013.
Reference to this document shall not be made in contract
Copyright 2013, American Concrete Institute.
documents. If items found in this document are desired by All rights reserved including rights of reproduction and use in any form or by any
the Architect/Engineer to be a part of the contract documents, means, including the making of copies by any photo process, or by electronic or
they shall be restated in mandatory language for incorporation mechanical device, printed, written, or oral, or recording for sound or visual reproduc-
by the Architect/Engineer. tion or for use in any knowledge or retrieval system or device, unless permission in
writing is obtained from the copyright proprietors.

1
2 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
tion limitations. Certain elementary procedures should be
followed to study the feasibility of widening. These include:
a) Review the drawings and specifications of the original
structure.
b) Review any revisions of engineering documents (for
example, plans, specifications, and design calculations) that
might have been approved during the original construction.
c) Thoroughly inspect the structure and note changes
to in-place conditions, such as deterioration of structural
members due to environmental factors (for example, deicing
salts, weathering, and collision of heavy trucks).
d) Obtain additional subsurface information to accommo-
date increased superstructure loads, including soil borings.
e) Review previous changes or upgrades to the structure.
f) Perform structural analysis with allowance for existing
deterioration to confirm that the existing elements are
adequate for increased loads (due to widening and compli-
ance with current design standards). If the existing elements
are part of the replacement, all possible geometric properties
need to be considered.
One of the first considerations for widening a bridge is
to determine whether to retain structurally adequate parts of
the bridge deck. Entire bridge deck replacement should be
considered if the bridge deck is severely deteriorated, the
existing bridge deck will become less than a half of the new
bridge deck width, or both (Seible et al. 1991; Operation
Bridgeguard 1992). If the bridge deck, or a portion of it, is
to be retained and connected to a new deck, the design should
provide for bending moment and shear transfer through the
longitudinal joint between the new and old portions of the
bridge deck. The steel passing through the construction joint
should be protected from possible increases in corrosion
potential between the old and new concrete.
Another important matter is the consideration of whether
substructures, such as footings, pier caps, and abutments,
should be widened to accommodate widening a superstruc-
ture. Potential interaction between the new substructure and
the existing substructure should be considered. The design
professional should be aware of possible problems that
could occur when a bridge is widened on both sides. In most
cases, the existing portion is trapped between new sections,
making it difficult to replace the middle section.
1.2Scope
This document provides design professionals and
constructors with general guidelines for bridge widening.
The widening of highway bridges is commonly conducted
to improve the functionality of existing structural systems.
Several factors contribute to this demand:
a) Increased traffic volumes requiring additional lanes
b) Safety hazards of narrow bridges requiring wider
shoulders
c) Provision for bikeways and pedestrian walkways
Government-funded programs are enabling public agen-
cies to widen many functionally obsolete bridges as needed
to improve safety. If a bridge was designed for current
live loads and has not deteriorated appreciably, widening
is likely more cost-effective than complete replacement.
American Concrete Institute Copyrighted Materialwww.concrete.org
It is imperative to perform in-depth nondestructive testing
(NDT) and invasive testing to quantify the level of existing
concrete deterioration and section losses in existing sections,
and design protection methods to prevent future deteriora-
tion prior to investing in widening a structure.
Many problems unique to bridge widening are not encoun-
tered in new bridge work. Failures or serious maintenance
problems can be created by misunderstanding these prob-
lems. Each bridge widening is unique.
This guide emphasizes construction practices, but because
construction sequence, structure type, framing details, and
other decisions critical to the success of the work are deter-
mined during the design phase, some discussion of design
concepts must be included. Structural analysis and design
for widening bridges are not addressed. Much of the discus-
sion that follows also applies to new bridges constructed in
stages, part width at a time.
CHAPTER 2DEFINITIONS
2.1Definitions
ACI provides a comprehensive list of definitions through
an online resource, ACI Concrete Terminology, http://
terminology.concrete.org.
CHAPTER 3GENERAL DESIGN
CONSIDERATIONS
3.1General
Certain aspects of structural type selection, framing consid-
erations, and design details are unique to bridge widening.
AASHTO (2010) and others (Silano et al. 1992) provide
specific design guidelines. Questions a design professional
should consider before commencing design include:
a) By widening the superstructure, does the substructure
also require widening?
b) Was widening the substructure foreseen in the design of
the existing bridge?
c) Should one or both sides be widened?
d) Is a parallel structure justified as an alternative to
widening?
e) Does widening the structure provide adequate vertical
clearance?
f) Have geotechnical/ground conditions been evaluated?
g) Does widening provide an acceptable life for the
existing section?
In general, current bridge codes and design loads appli-
cable to the route on which the structure is located should
be used for bridge widening. Constructing a widening to
current standards creates the opportunity of later replacing
or strengthening all or portions of the original bridge so that
the entire structure can be upgraded.
Bridges to be constructed for special purposes (for example,
military bridges) may require higher design loads than stan-
dard truck loads shown in AASHTO (2013) due to heavier
traffic loads, a lack of load limits, or a lack of enforcement of
load limits. Specific structural considerations may be neces-
sary for widening a bridge in seismic regions; for example,
 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
Fig. 3.2.1aConcrete arch widening with prestressed
sections.
to avoid a possible progressive collapse of a bridge during
a seismic event (Asnaashari et al. 2005), precast concrete
girders can be spliced together.
3.2Appearance and function
When a bridge structure is selected for widening, factors
such as aesthetic and historical considerations, roadway
geometrics, and maintenance of traffic should be considered.
3.2.1 Aesthetic and historic considerationsAesthetic and
historic factors can favor maintaining the original appear-
ance of a classical design or landmark structure. Figure
3.2.1a shows open-spandrel concrete arches that have been
widened with thin prestressed members matching the depth
of the original superstructure. The prestressed members
actually carry the entire bridge deck loads, and the arches
were left in place to maintain the appearance of the historic
bridge. A bridge widening design can sometimes require
different structural types when compared to the existing
bridge. For example, the arch-shaped steel truss bridge over
Auckland Harbor in New Zealand was widened with steel
box girders outside the truss on both sides, the soffits of
which matched the curve of the original lower chords (Fig.
3.2.1b). To all but the most astute viewer, the architectural
integrity of the original design was not altered.
The widening should be accomplished in a manner such
that the existing structure retains its original aesthetic outlook.
3.2.2 Roadway geometricsIf the widening consists of
doubling the bridge width (for example, two to four lanes
divided), the work is generally much less complicated and less
costly when the widening is done entirely on one side. The
widening can be built as an independent bridge without the
problems of making closure placements or matching deflec-
tion characteristics. Traffic handling during construction is
also simplified. When vertical clearances beneath separation
structures are insufficient to allow for falsework during bridge
widening, the use of precast concrete or steel girders is gener-
ally required. The widened portion must provide adequate
vertical clearance both before and after construction.
3.2.3 Maintenance of trafficPrime concerns of widening
are the convenience of the traveling public, the safety of
American Concrete Institute Copyrighted Materialwww.concrete.org
3
Fig. 3.2.1bWidened bridge with steel box girders, Auck-
land Harbor in New Zealand.
Fig. 3.2.3Traffic allowed on a bridge during deck slab
widening.
construction personnel, and the potential damage to the
work. Another consideration is the effect of the widening
on the safety of the public using the roadway, waterway, or
railway beneath the bridge and any traffic-related impact
that the widening can have on that roadway. Ideally, a
convenient alternate route should be used as a detour during
bridge-widening operations, so that all traffic can be kept
off the bridge. More commonly, however, the high cost of
a temporary detour bridge dictates that traffic be carried on
the bridge during widening, as shown in Fig. 3.2.3. This may
create congestion at the work site and result in vibrations
and deflections of the bridge (Whiffen and Leonard 1971;
Arnold 1980; Furr and Fouad 1981; Transportation Research
Board 1981; Deaver 1982; Silfwerbrand 1992; Harsh and
Darwin 1983).
When a detour is not feasible and traffic must be carried
through the work area, proper sequencing of construction
operations is essential to minimize these problems. It is
normally preferable to do as much of the work as possible
before the removal of existing curb and railing. Sometimes it
is possible to complete the entire widening before removing
the existing rails, including making the connection between
old and new bridge decks. Otherwise, temporary barriers or
railings must be provided after the existing bridge railings
have been removed.
4 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
The U.S. Department of Transportation (2009) details
the minimum traffic control standards for construction
and maintenance operations on streets and highways. This
manual sets forth principles and standards that apply to both
rural and urban areas and is intended to direct the safe and
expeditious movement of traffic through construction and
maintenance zones and provide for the safety of the work
force. In addition to the requirements of this manual, supple-
mentary protection may be requested by the owner.
The following should be indicated in the contract docu-
ments: the sequence of construction operations, permis-
sible lane closure periods, minimum temporary roadway
widths, temporary traffic striping requirements, signing
layouts, locations and details of temporary barrier railings,
and minimum construction openings for roadways or rail-
ways under the bridge. Contractors should be encouraged to
propose alternative schemes.
When high volumes of traffic need to be carried on a bridge
in which both sides are to be widened, it may be necessary
to complete one side before the other is started to minimize
disruption of traffic.
When heavy volumes of commuter traffic prevent closing
the existing bridge lanes except during brief off-peak
periods each day, special measures may be needed (Precast/
Prestressed Concrete Institute 1980; Sprinkel 1985). For
example, precast bridge deck slabs and concrete-filled steel
grating can be placed during nighttime or weekend closures.
3.3Differential movement
Deflection characteristics and differential expansion
behavior should be considered when a new deck is added or
connected to existing decks.
3.3.1 Vibrations from trafficTraffic-induced vibration
has been blamed for distress occasionally observed in new
construction that connects to structures carrying live loads.
Once concrete is placed, consolidated, and finished, it gener-
ally should not be disturbed until it has gained sufficient
initial strength. For example, over 65 percent of a speci-
fied compressive strength may be achieved after 7 days of
casting when a concrete is mixed with ordinary portland
cement (Gonnerman and Lerch 1951). This requirement
leads to concerns about permitting traffic on bridge decks
during concrete-placing operations. Experience and research
have shown, however, that damage due to traffic-induced
vibrations is very rare when the forms and reinforcing steel
are supported by the same structural members (Whiffen and
Leonard 1971; Arnold 1980; Furr and Fouad 1981; Trans-
portation Research Board 1981; Deaver 1982; Harsh and
Darwin 1983; Silfwerbrand 1992). In these cases, fresh
concrete, reinforcement, and forms are in synchronous
movement. None of these reports were able to identify any
occurrences of damage for these conditions. Therefore,
special precautions, such as closing the bridge to traffic in
such situations, are generally not necessary even though
vibrations may cause some minor cracks during the curing
of concrete members (Ng and Kwan 2007).
Effective ways to reduce the amplitude of traffic-induced
vibrations are to maintain a smooth structure approach and
American Concrete Institute Copyrighted Materialwww.concrete.org
bridge deck riding surface as well as increasing member
stiffness. Vehicle speed and weight restrictions may not be a
critical issue for the magnitude of traffic-induced vibrations
(Kim et al. 2009).
In situations where the vibrations are carried into freshly
placed concrete through reinforcing steel extending from the
existing bridge, damage to new concrete may occur (Silfw-
erbrand 1992). Adequate construction methods can preclude
such damage, for example, by attaching the forms to the
existing bridge, with proper traffic control, or both.
When a reinforcing bar moves relative to the concrete, the
displaced concrete will flow readily back and forth with the
bar because it is still in its plastic state. As initial set begins,
only weak, water-diluted grout flows back to surround the bar.
Also, cracks may develop in the plastic concrete and fill with
weak material along a horizontal plane with adjacent bars or
along sloping planes running from the bar to the surface of the
bridge deck. This condition can result in a severe reduction
in bond to reinforcement and premature bridge deck spalling.
Similar damage can occur in new bridge decks if live loads
from workers or equipment are allowed directly on poorly
supported reinforcing steel on the outside of a construction
joint bulkhead. For this reason, during placing and finishing
operations, workers and equipment near the perimeter of a
reinforced concrete bridge deck should be restricted to planks
or runways supported from the forms, rather than bearing
directly on any reinforcing steel that extends through bulk-
heads and into the concrete being placed.
Although it would seem that any movement of reinforcing
steel extending from a structure carrying traffic into freshly
placed concrete would result in the defects described, certain
practices will generally eliminate such damage. These prac-
tices should be employed on all bridge deck closure place-
ments or in other situations where concrete is placed against
an existing structural element carrying traffic, and include
the following.
3.3.1.1 Use of moderate-slump concrete (2 to 3 in. [50 to
75 mm])Surveys found frequent delamination in bridge
decks built or widened in the 1950s and 1960s (Transporta-
tion Research Board 1981). This damage was noted in bridge
decks connecting to existing structures carrying traffic. Such
damage was attributed to the use of high-slump concrete
(more than 4 in. [100 mm]) that probably contained excess
water. Laboratory research also showed that high-slump
concrete mixtures are especially sensitive to segregation
in the plane of the reinforcing steel (Arnold 1980). Similar
damage was not noticed when the slump was reduced.
3.3.1.2 Reinforcing detailsFurr and Fouad (1981)
reported that reinforcing dowels extending straight from old
concrete and lapping with the new bridge deck reinforcing
bars in fresh concrete did not cause any defects in the fresh
concrete. Splicing dowel bars to existing reinforcement may
be necessary for cantilever slabs.
Good practice also requires that when bridge deck
closure placements are to be employed, the reinforcing bars
or dowels extending from the existing concrete to the new
concrete should not be connected to the reinforcing bars of the
closure placement during concrete placement. They should
 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13) 5

Fig. 3.3.1.2Closure placement reinforcing details.

Fig. 3.3.2aTransverse view showing vertical lip at longi- Fig. 3.3.2bLongitudinal view showing proximity of wheel
tudinal joint in traveled lane. path to joint.
out of the traveled lanes whenever possible; however, most
be adequately connected prior to, but as close to, casting the
frequently the joint between new and existing bridge decks
concrete (Fig. 3.3.1.2). Measures should be taken to avoid the
occurs within the traveled way. If bridge decks with longitu-
formation of corrosion macrocells with the new bars being
dinal joints in the traveled lanes are not structurally connected,
cathodic sites and the existing bars being anodic sites.
differential deflections will create offsets in the riding surface
Some damage was observed in California when a single
that could result in potentially hazardous vehicle control prob-
row of dowels was drilled and grouted into the face of the
lems. Figures 3.3.2a and 3.3.2b show two different views of a
existing bridge deck midway between the steel mats used in
joint with differential deflection. Figure 3.3.2c shows attempts
the widening (Shaw and Stewart 1974). This problem was
to minimize differential deflections; however, such situations
solved when two rows of dowels were used, one secured to
may not be recommended because maintenance of joint seals
each plane of steel in the new bridge deck (refer to the left-
between bridge deck slabs can be difficult, hazardous to
side elevation in Fig. 3.3.1.2).
workers, expensive, and delay road users.
3.3.1.3 Forming detailsWhen the closure is placed, its
Whenever a new bridge deck joins the existing bridge deck
supporting form should be secured to both the old and the
within the roadway, the two should be structurally connected
new structure.
(McMahon and Womack 1965; Whiffen and Leonard 1971;
3.3.2 Superstructure deflection characteristicsDifferen-
Shaw and Stewart 1974; Arnold 1980; Furr and Fouad 1981;
tial deflections between new and existing superstructures are
Transportation Research Board 1981; Deaver 1982; Harsh
not a problem if the joint between the two occurs in a median
and Darwin 1983). The amount of reinforcement across the
or untraveled area. Generally in such cases, the superstruc-
joint should be the same amount that is in the decks being
tures are not structurally connected. Joints should be located
connected. Additional analysis may be required when signif-

American Concrete Institute Copyrighted Materialwww.concrete.org

6 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)

Fig. 3.3.2cAttempt to minimize differential deflections by

means of a continuous bituminous wedge.

icant lateral loads are expected, such as seismic loads. Inad-

equately connected bridge decks typically allow the leakage
of water through the joint, which can cause corrosion and
other related damage of the bridge structure (Fig. 3.3.2d). If
proper attention is not given to construction sequence and
details (for example, use of closure placements between the
new bridge deck and the existing bridge deck), large differen-
tial deflections can cause overloading of the existing structure
or distress in the new work along the joint line (Fig. 3.3.2e). Fig. 3.3.2dCorrosion-related damage under leaking
Deflection characteristics should be taken into account longitudinal bridge deck joint.
when a new bridge deck is to be connected rigidly to the
existing bridge deck. In such cases, the design professional
should consider the relative deflection characteristics of the
existing and the new portions of the bridge.
Appreciable differences in stiffness between existing
and new superstructures may cause the transfer of a larger
portion of live load between the structures than would other-
wise not occur. Refined analysis, such as finite element
modeling, is recommended to adequately predict the effects
of uneven live load.
For spans where differential deflection from live load or
dead load (creep) is expected to exceed 1/4 in. (6 mm), the
design professional should specify the sequence of attaching
new work to the existing bridge deck. Generally, a delay in
the attachment of diaphragms and the placement of bridge
deck closure is needed. This is discussed in more detail in
Chapter 4. Differential live load deflections or relative move-
ments between the first girder of a widening and the adjacent
girder of the existing bridge cause shear stresses in the new
bridge deck concrete and closure placement between the two
girders. Furr and Fouad (1981) reported the magnitude of the
change in differential deflection due to dynamic loading
0.12 in. (3.0 mm)that would cause cracking in a 7 in. (175
mm) concrete slab. Field measurements of typical bridges
in Georgia (Deaver 1982) and Texas (Furr and Fouad 1981) Fig. 3.3.2eBridge deck soffit spalls under reinforcing steel
dowels.
American Concrete Institute Copyrighted Materialwww.concrete.org
 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
showed that deflections actually occurred in bridge deck
slabs by traffic immediately adjacent to the widening during
concrete placement.
Surveys of bridge deck widenings with temporary vertical
displacement control measures in place during concrete
placement (Shaw and Stewart 1974; Furr and Fouad 1981;
Transportation Research Board 1981; Deaver 1982) showed
little evidence of distress due to differential deflection
caused by traffic. This is probably due to the fact that, in
addition to practices recommended previously, one or more
of the following measures were taken:
a) Diaphragms between adjacent girders or a rigid tempo-
rary blocking system were used to equalize girder deflec-
tion until the bridge deck slab pour strip gained sufficient
strength. Sometimes the forming system itself offers suffi-
cient rigidity.
b) A smooth riding surface was maintained on the bridge
deck and the approach roadway, and a good grade match was
obtained where they joined.
c) Traffic speed, allowable loads, or both, were reduced on
the existing bridge during and immediately after placing new
bridge deck concrete. While no recommended speeds were
given, it is generally understood that the lower the speed,
the less the risk of deck cracking. User service level will be
a factor in the speed that is selected. Reduced vehicle traffic
speeds of 20 mph (30 km/h) have been reported in practice.
d) The traffic lane adjacent to the connecting joint was
closed for a few days after placing new bridge deck concrete.
The total load would have approximately been reduced by
the amount of the AASHTO lane load not present during the
lane closure.
e) Temporary shoring was installed under the existing
bridge during this period.
Although all of these measures have been used, Items c
and d are generally more economical when compared to
others. They require only a short-term restriction of traffic.
3.3.3 Differential longitudinal shortening for post-
tensioned applicationsFor cast-in-place, longitudinally-
post-tensioned concrete widening, it is essential that the new
work be allowed to shorten initially without restraint from
the existing bridge. If connected during post-tensioning,
restraints will cause some of the stressing force to be trans-
ferred into the existing bridge, creating undesirable stresses
in it and reducing the prestressing force in the new work.
When the two are to be rigidly connected in their completed
state, a specific construction sequence and the use of delayed
closure placements are strongly recommended.
3.3.4 Differential expansion characteristics for transverse
expansion jointsWhenever the widening is to be connected
to the existing bridge, it is important that transverse bridge
deck joints be located in the superstructure of the widening
in the same longitudinal locations where such joints occur in
the existing bridge.
3.3.5 Differential foundation settlementThe amount
of tolerable differential foundation settlement between old
and new construction depends on the configuration of the
widening. If the joint between the existing structure and
American Concrete Institute Copyrighted Materialwww.concrete.org
7
the new structure is in the median or if rigid attachment of
the widening to the existing structure is not required for
overall stability, the existing and new structures may not
be connected and differential settlements are tolerated. It is
usually necessary for the new foundation to be compatible
with the current condition of the existing one in terms of
settlement.
CHAPTER 4DESIGN AND CONSTRUCTION
DETAILS
4.1General
Standards and guides used for new bridge construc-
tion should be used for bridge widening. These include the
AASHTO LRFD Bridge Design Specifications (AASHTO
2013), AASHTO Guide Specifications for Highway
Construction (AASHTO 2010), state-specific bridge design
manuals, ACI 343R, and ACI 345R. It should be noted that
these provisions are not necessarily used for every project
because each widening represents a unique situation. Some
construction operations unique to widening are discussed in
this chapter.
4.2Demolition
Most bridge widening projects require that a portion of
the existing bridge be removed. This is usually the railing
or sidewalk and sometimes portions of the bridge deck,
substructure, or wing-walls. Methods of removal that could
damage the existing structure to remain should not be
permitted.
4.2.1 Shored excavationBridge widening generally
involves shored excavation immediately adjacent to the
existing bridge and removal of portions of the existing bridge
(Fig. 4.2.1). When groundwater is concerned, the design
professional should minimize the depth of excavation.
Shoring of excavations is usually the responsibility of
the contractor. Construction engineers should monitor this
phase of the work carefully because public safety and safety
of the existing bridge or adjacent highway facilities can be
jeopardized by the failure of shoring. Specifications should
Fig. 4.2.1Shoring to protect roadway during abutment
widening.
8 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)

being corroded away, supplement the existing reinforcement

by lapping new reinforcement.
4.2.2.2 Before beginning the removal of a portion of
a monolithic concrete element, a saw cut should be made
without damaging the reinforcing steel along the limits of
removal on all faces of the element that will be visible in the
completed work.
4.2.2.3 Removal can be done by waterjetting (hydrodemo-
lition), which can remove concrete efficiently without
damaging the reinforcement or introducing microcracking
or other damage into the remaining concrete (Weyers et al.
1993). Removal can also be conducted with light chipping
tools (for example, jack or chipping hammer) that are auto-
mated or operated manually.
4.2.2.4 Unless designed to be used in the new work, rein-
forcing dowels and bars exposed during removal of the rail,
curb, or sidewalk should be cut off below the finished surface
with some chipping and the recess should be filled with a
nonshrink grout (ASTM C1107/C1107M). When dowels or
existing reinforcing bars are in a patch or overlay area, they
should be cut off at the bottom of the overlay or patch. Addi-
tional dowels may be necessary.
Generally, bridge widening involves removal of curbs,
sidewalks, or railings. This often exposes a rough surface
not suitable for traffic (Fig. 4.2.2.4a). Unless a concrete or
bituminous overlay is to be placed, the area must be refin-
ished. The degree of refinishing, which can vary from minor
patching to a complete leveling course (Fig. 4.2.2.4b),
should be specified in the contract documents.
Refinishing can consist of simply grinding off a few high
spots or filling in local depressed areas with concrete repair
materials. If the surface is too rough and requires extensive
Fig. 4.2.2.4aArea under old rail prepared for refinishing.
grinding or patching, it is generally better and more econom-
ical to mill off the entire surface (for example, rotomill and
require that shoring be designed by a professional engineer
hydrodemo) to a depth of at least 3/4 in. (19 mm) below the
and monitored by qualified personnel.
adjacent bridge deck and place a concrete overlay (Flynn
4.2.2 Removal and refinishing of concreteCare should
1992; Loveall 1992). In either case, the recommendations in
be taken during concrete removal to avoid damaging any
ACI E706 should be followed in patching or overlaying the
reinforcing steel that is to remain in place. The following are
bridge deck surface.
suggested specification provisions.
Figures 4.2.2.4c through 4.2.2.4e show unsatisfactory
4.2.2.1 When portions of a bridge are to be removed, the
patches adjacent to a newly widened bridge deck. In such
removal operations should preferably be performed without
cases, it would have been more desirable to have scari-
damage to any remaining structure. In practice, the owner
fied the old bridge deck surface and repaired it as part of a
will decide between expedient demolition, which may
combined bridge-widening and rehabilitation plan.
include hoe ram and heavy hydraulic crunching jaws, and
demolition methods that can minimize the damage of the
4.3Avoidance of damage due to dead load
remaining structure. Suggested methods to ensure limited
deflections
damage include a requirement for a demolition plan from
Two important facts should be recognized when consid-
the contractor to incorporate shallow saw cuts at the edge
ering dead load deflection: 1) portions of the superstructure
of the bridge deck to remain, and concrete removal with
widening should initially be built above the grade of the
tools that are limited in weight class such as a maximum 30
existing structure to allow for dead-load deflection; and 2)
lb (14 kg) jack hammer and 15 lb (7 kg) chipping hammer.
the deflected superstructure widening should meet the grade
Existing reinforcement that is to be incorporated in the
of the existing structure when the final connection is made
new work should be protected from damage and should be
between bridge decks. If dead-load deflection is not prop-
cleaned thoroughly of all adhering concrete material before
erly accommodated, construction, maintenance, and traffic-
being embedded in new concrete. If existing reinforcement
safety problems may occur.
has 20 percent or more section lost as indicated by the ribs
When discussing dead-load deflections, it is necessary
to divide superstructures into two groups: 1) unshored

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 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
Fig. 4.2.2.4bBridge deck refinishing complete with
concrete overlay in place.
Fig. 4.2.2.4cExcessive spalled area at widening.
American Concrete Institute Copyrighted Materialwww.concrete.org
9
Fig. 4.2.2.4dCorner spall repair needed after widening.
Fig. 4.2.2.4eSevere edge spall needing immediate perma-
nent repair.
construction, such as precast prestressed concrete girders or
steel girders, where the largest percentage of girder deflec-
tion occurs when the bridge deck is placed; and 2) shored
construction, such as cast-in-place concrete superstructure
construction, where the deflection occurs when the false-
work is released.
In precast concrete girders, the effect of creep deflection
should be considered. The creep deflection is influenced
by several factorsnamely, the dimensions of the girder,
concrete mixture, environmental conditions (for example,
relative humidity and temperature), concrete age, and the
magnitude of loading (AASHTO 2010).
4.3.1 Unshored constructionFigure 4.3.1 shows the
different stages of simple-span precast or steel-girder deflec-
tion as the bridge deck concrete is placed from one end of the
girder to the other. The concept is the same for continuous
10 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
Fig. 4.3.1Dead-load deflection and camber.
spans, whereas the design will change. Analysis of these
sketches illustrates the importance of using a closure place-
ment between the new bridge deck and the existing bridge
deck so that the grade of the widening will match that of the
existing bridge. Differential settlement between the existing
deck and the widening is of importance when concrete is
cast. One end of the screed needs to rest on the existing deck,
whereas the other end rests on the forming system to match
the grades.
4.3.2 Cast-in-place concrete constructionThe elastic
deflection of cast-in-place concrete structures, which is only
approximately one-fourth to one-third of the total deflec-
tion, occurs immediately after the falsework is released. The
remaining deflection (creep) continues at a diminishing rate,
which becomes negligible after approximately 5 years (ACI
318). A theoretical analysis of stresses caused by differential
deflection that occurs between the new and existing struc-
tures usually predicts that distress will occur when connected
rigidly and even when a delayed closure placement is used.
Minimal distress may occur if the procedures in this guide
are followed because the long-term deformation of concrete
allows these theoretical overstresses to dissipate before
damage is caused to the structures.
When the total dead-load deflection, including creep, of
the new cast-in-place structure is expected to exceed 3/8 in.
(10 mm), it is common practice to use a closure placement
after the falsework is released. This is done to minimize the
stresses caused by differential deflections and the transfer of
dead load from the new to old structure. Good engineering
practice suggests that the closure width and the length of the
delay period (after falsework release and before placing the
closure placement) should relate to the amount of dead-load
deflection that can occur after the closure is placed. This is
discussed in more detail in 4.4.5.
American Concrete Institute Copyrighted Materialwww.concrete.org
Fig. 4.3.3Spalls in bituminous concrete surfacing over
longitudinal expansion joint.
4.3.3 Prestressed concrete constructionFor the same
span lengths, prestressed members generally deflect less than
reinforced concrete structures; therefore, their use decreases
the difficulty of getting a good grade match between new
and existing bridge decks. The use of prestressed concrete
structures, however, does not eliminate the need for a closure
placement, but may affect closure width and ability to place
closures in traveled lanes. Differential longitudinal elastic
shortening during stressing requires that superstructures
remain unconnected until all prestressing work is complete.
This longitudinal shortening continues as a result of creep.
For some structures, creep can be of sufficient magnitude
to warrant a greater delay in placing the closure. Accurate
prediction of dead-load deflection is more important when
existing bridges are widened in comparison to new bridges,
as it is essential that the bridge deck grades match. The total
dead-load deflection varies with the strength and maturity
of the concrete when the falsework is released (Roberts
1972; Scordelis and Seible 1983). It is, therefore, neces-
sary to consider a time frame that the falsework will support
the widening when determining the camber of the bridge,
with particular importance for long-span bridges. This time
period should be included in the contract documents.
When the design calls for connecting new and existing
substructures on continuous, multiple-span, post-tensioned,
rigid-frame structures, the piers, caps, and superstructure
of the existing bridge must remain unconnected to the new
structure until after the new structure is stressed. The only
exceptions are piers or caps at the point of zero movement
during stressing (for example, the center pier of a symmet-
rical three-pier frame).
The previously discussed problems created by traffic
vibrations, dead-load deflections, and longitudinal short-
ening due to post-tensioning may be mitigated by the use
of longitudinal expansion joints. When the junction of the
 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
widening to the existing bridge deck falls within the traveled
way, however, longitudinal expansion joints are generally
avoided because such joints are more difficult to maintain
(Fig. 3.3.2d and 4.3.3).
4.4Closure placement details
Closure placements may not be needed on very short spans
or on very narrow widenings if the bridge deck concrete is
placed fast enough to permit dead-load deflection and the
concrete placement is completed before final strikeoff and
initial set of the concrete. Retarding admixtures may be used
to ensure that initial elastic deflections have completely
taken place before the concrete begins to set.
When closure placements between the new bridge deck
and the existing bridge deck are used, the construction
sequence and details employed are critical to the successful
performance of the structure. The recommended width of
closure placements should allow for an adequate develop-
ment length, including reinforcement laps.
A closure placement accomplishes two purposes: 1) it
permits the widening to remain isolated from live-load
deflections and vibrations from traffic on the existing bridge;
and 2) it allows dead-load deflection and prestressing short-
ening of the widening to reach a stage where the portion of
the new bridge deck that connects to the old will not be over-
stressed due to differential movements between old and new
structures.
4.4.1 Attachment to existing bridgeStructures with large
bridge deck overhangs should have a sufficient width of
concrete removed from the overhang to permit lap-splicing
the original transverse bridge deck reinforcing with that of
the widening.
Structures with small or no overhangs should either be
connected to the widening with dowels (Fig. 3.3.1.2 and
4.4.1) or have sufficient transverse reinforcement exposed
to permit splicing by welding or mechanical connections.
Existing reinforcement may not be weldable and preheating
may be required.
Cutting a seat into the existing exterior girder as a means
of support has proven to be unsatisfactory because of diffi-
culty in reinforcing the area around the seat.
Double rows of dowels, as shown in Fig. 4.4.1, perform
better than a single row. Dowels can be smooth or deformed
and may be anchored into the existing concrete with grout
or adhesive. This method requires a hole sloped one vertical
to three horizontal or steeper so the fluid grout will not
escape. Nonshrink grout (ASTM C1107/C1107M) performs
better than other portland-cement grouts for this use (Dusel
et al. 1979). Epoxy may be preferred when high strength is
necessary.
The maximum service design load for adhesive-bonded
dowels is usually taken as 25 percent of the pullout force
for example, a safety factor of 4, determined in accordance
with ASTM E1512 (ACI 355.4). If sustained loads are
expected, the total displacement (initial plus creep) should
not exceed 0.03 in. (0.8 mm) when tested at 40 percent of the
ultimate load, in accordance with the creep testing procedure
of ASTM E1512. Strength design of post-installed adhesive
American Concrete Institute Copyrighted Materialwww.concrete.org
11
Fig. 4.4.1Widening slab bridges.
anchors is provided in ACI 318. In all circumstances, strict
conformance with the adhesive manufacturers recommen-
dations is required.
The holes should be drilled by methods that do not shatter
or damage the concrete adjacent to the holes. They should be
located at least 3 in. (75 mm) from the edge of the concrete
and be no more than 1/4 in. (6 mm) larger than the diam-
eter of the dowels or as recommended by the manufacturer.
The holes must be free of dust and drilling slurry and in a
surface-dry condition before placing the grout or epoxy. The
holes are then filled with grout or epoxy before the dowels
are inserted.
As an alternative to conventional holes, horizontal holes
approximately 3/4 in. (20 mm) larger than the dowel may be
drilled and the dowels are bonded in place with nonshrink
grout. The dowel is centered in the hole and the grout is then
injected into the hole so that filling is accomplished outward
from the base of the hole. A gasket is used around the dowel
at the face of the hole to retain the grout while allowing the
air to escape. Alternatively, a vertical inlet and vent holes
can be drilled from the top of the bridge deck into the hori-
zontal dowel hole to allow the air and excess predampening
moisture to vent to the top if the exterior face of the dowel
hole is sealed with a tight gasket around the dowel. For
either injection method, confirmatory investigation should
be undertaken to ensure that the grout fully encapsulates
the dowel. The manufacturers literature is a good source of
finding adequate injection methods.
4.4.2 ReinforcementDuring placement of bridge deck
concrete in the widening, reinforcing bars protruding from
the new bridge deck into the closure space should be kept
completely free of contact with the existing reinforcing
steel, concrete forms, or attachments (Fig. 3.3.1.2).
During placement of the bridge deck closure concrete,
the new and existing transverse reinforcing steel within the
closure should be connected securely together or to common
longitudinal reinforcement, as shown in Fig. 3.3.1.2.
Reinforcing bars extending from the existing bridge deck
should be straight rather than hooked. Reinforcing bars
12 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)

extending from the existing bridge deck that are too short
to give sufficient development length may be extended by
approved mechanical connections or full-strength welds.
Welding can be used when the extension being welded is
free from restraint during the welding process to permit
shortening of the bar as the weld cools.
AWS D1.4/D1.4M contains recommended details for
making welded splices in reinforcing steel and requires
making a chemical analysis of the steel to determine its
weldability. The document provides procedures for welding
splices if chemical composition is unknown.
In addition, AASHTO LRFD (AASHTO 2010) includes
additional limits on maximum slip. Several types of mechan-
ical connectors are available that meet the ACI 318 criteria
of development of at least 125 percent of the yield strength
of the bar. AASHTO LRFD (AASHTO 2010) includes limits
on maximum slip not included in ACI 318. Fig. 4.4.7Corrosion of epoxy-coated reinforcement at the
Longitudinal reinforcing bars should be placed in the leaking closure pour construction joint.
closure placement to distribute shrinkage cracks and mini-
The amount of creep deflection in concrete members is a
mize crack width per the distribution reinforcement require-
direct function of the level of applied stresses. The rate of
ments in AASHTO LRFD (AASHTO 2010).
creep decreases with the age of the concrete and the length
4.4.3 FormsForms for the bridge deck closure place-
of time since the formwork has been removed. Any creep
ment should be supported from the superstructure on both
deflection of the girders in the widening that occurs after the
sides of the closure. They then act as an articulated ramp to
bridge deck closure has been placed will produce stresses in
spread the effect of any differential vertical movements over
the closure and adjacent bridge deck. These stresses will, in
the widths of the closure. These forms should not be placed
turn, however, be reduced by creep in the closure concrete.
between old and new structures until all other concrete in
The rate of deflection of the girders must be considered
the widening has been placed and the falsework is released.
to decrease to a level that can be tolerated by the closure
4.4.4 ConcreteSpecific requirements are necessary for
concrete before closure concrete is placed.
encasing reinforcing steel that is subject to vibration from
These combined actions, with younger concrete in the
external forces during the first few days after placement
closure than in the widening, make the required delay period
(Whiffen and Leonard 1971; Arnold 1980; Furr and Fouad
very difficult to calculate and is normally based on experi-
1981). This applies to closure placements and bridge deck
ence. For several years, the California Department of Trans-
widenings when traffic is allowed on the old bridge during
portation (Caltrans) has required that whenever the false-
construction. An appropriate specification for the concrete for
work is removed at the earliest permitted date, the closure
bridge decks will include performance criteria for concrete
concrete should not be placed until at least 60 days after the
mixture design development and quality control as well
falsework is removed (Caltrans 1991). As an alternative, if
as quality assurance that is used to accept concrete during
the falsework is left in place for at least 28 days after casting,
construction. If the quality of existing concrete is consider-
then the closure concrete should not be placed sooner than
ably different from that of new concrete, constructed bridge
14 days after falsework removal.
decks may need a corrosion protection system to preclude
4.4.6. DiaphragmsWhen bridge deck closure placements
the potential of corrosion propagation.
are employed, diaphragms connecting new to old girders are
4.4.5 Time of placementThe timing of the placement
left disconnected until all other work is completed, except
of concrete for closure placements depends on the type of
for the placement of the closure. The diaphragms are then
structure. For steel girders or precast prestressed concrete
connected just before the placement of the closure.
girder bridges, closure placements can be made as soon as
4.4.7 MaintenanceExperience indicates that one or
the majority of new dead load (for example, any overlay,
both of the longitudinal construction joints in a closure
sidewalk, or other) is on the widening. For widenings
pour can leak. The joints may leak because of shrinkage of
consisting of more than one girder, the exterior railing need
the concrete in the closure pour as well as shrinkage of the
not be placed before closure.
concrete in widened portion of the bridge deck. Reinforce-
For cast-in-place concrete construction, a delay after
ment, including epoxy-coated reinforcement, across the
removal of falsework should be provided to allow the rela-
leaking joint can corrode, lose section, and fail as shown in
tively rapid early dead-load deflection to occur before the
Fig. 4.4.7 (Sprinkel et al. 2010). The problem can be reduced
bridge decks are connected. The length of the delay period,
by using concrete materials that do not have high exotherm
along with the width of the closure placement, should be
and drying shrinkage. These infill sections are highly
engineered to accommodate the dead-load deflection that
restrained and small shrinkages will induce large tensile
will occur in the widening after the closure is placed.
stresses leading to cracking upon later shrinkage. Leaking

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 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
Fig. 4.5aPartial pier elevation.
joints can be routed and sealed with an epoxy or injected
with epoxy to prevent leakage and costly repairs.
4.5Substructure details
Typically, the new substructure is attached rigidly to the
existing substructure, as shown in Fig. 4.5a. The dowel bars
connecting existing and widened piers transfer interfacial
stresses and may also provide the continuity of reinforcing
steels. In cases where measurable settlement (greater than
1/2 in. [12.5 mm] total instantaneous settlement) is antici-
pated from the geotechnical analysis, closure placements
in footing and substructures have been used to prevent the
transfer of load from new to old structures (McGraw-Hill
Companies, Inc. 1991). For example, elastic shortening
of the piles at the Hackensack Bridge (Soto 1978) due to
the dead load of the new pier was allowed to occur before
the old and new substructures were connected by a closure
placement (Fig. 4.5b).
CHAPTER 5SUMMARY OF RECOMMENDATIONS
Many design and construction issues are unique to the
widening of bridges. Most of the major problems can be
avoided by adequate decisions regarding the choice of struc-
ture type, whether or not to connect the bridge deck of the
widening to the bridge deck of the existing bridge, and the
method and sequence of making such connections.
In terms of general appearance, the type of bridge used
for the widening does not have to be the same as the
existing. Economy, site geometrics (for example, roadway
or waterway clearances), and aesthetics should determine
the choice.
The joint between the widening and the existing bridge
decks generally occurs within the area that will be traversed
by vehicles. In these cases, it is recommended that the bridge
decks be structurally connected. If the two spans are to be
connected structurally, however, the live-load deflection
characteristics of the superstructure chosen for the widening
should be similar to those of the existing bridge.
When the bridge deck of a widening is to be connected
structurally to the existing bridge deck, it is generally
recommended that the final connection be delayed until the
widening is nearly complete. Consequently, it will avoid the
American Concrete Institute Copyrighted Materialwww.concrete.org
13
Fig. 4.5bPartial footing elevation.
possibility of damage to the new work caused by: 1) vibra-
tions of traffic on the existing bridge; 2) dead-load deflec-
tion of the widening that occurs as bridge deck concrete is
placed or as falsework is removed; or 3) shortening of the
new bridge deck work if it is longitudinally post-tensioned.
For continuous post-tensioned bridge decks of rigid-frame
bridges, the new substructures should also not be connected
to the existing bridge in any way that would prevent the
longitudinal shortening of the new work. For cast-in-place
spans, it may be advisable to delay making this final connec-
tion for several days after the falsework is released to allow
for some of the more rapid early dead-load deflection caused
by creep in the concrete to occur (refer to 4.4.5 for suggested
delay times).
The recommended method of making structural connec-
tions between widenings and existing bridge decks is to leave
a gap between the two sections with a width appropriate for
the selected reinforcing bar splice method, which is later filled
with concrete. This closure placement should be reinforced
with top and bottom mats of reinforcing bars that extend out
of both the new and existing bridge deck slabs. All reinforce-
ment must be tied together securely to minimize differential
movements and corresponding damage to the fresh closure
concrete caused by vibrations from traffic. These reinforcing
steel ties should not be made, however, until just before
the closure concrete is placed. Likewise, the connection of
diaphragms between the existing bridge and the widening,
and the installation of the forms for the closure placement,
should not be done until just before the closure is placed.
CHAPTER 6REFERENCES
Committee documents are listed first by document number
and year of publication followed by authored documents
listed alphabetically.
American Concrete Institute
ACI 318-11Building Code Requirements for Structural
Concrete and Commentary
14 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13)
ACI 343R-95Analysis and Design of Reinforced
Concrete Bridge Structures (Reapproved 2004)
ACI 345R-11Guide for Concrete Highway Bridge Deck
Construction
ACI 355.4-11Qualification of Post-Installed Adhesive
Anchors in Concrete and Commentary
ACI E706Repair Application Procedures
American Welding Society
AWS D1.4/D1.4M-11Structural Welding CodeRein-
forcing Steel
ASTM International
ASTM C1107/C1107M-11Standard Specification for
Packaged Dry, Hydraulic-Cement Grout (Nonshrink)
ASTM E1512-01(2007)Standard Test Methods for
Testing Bond Performance of Bonded Anchors
AASHTO, 2010, Guide Specifications for Highway
Construction, ninth edition, American Association of State
Highway and Transportation Officials, Washington, DC.
AASHTO, 2013, AASHTO LRFD Bridge Design Speci-
fications, sixth edition with 2013 interim revisions, Amer-
ican Association of State Highway and Transportation Offi-
cials, Washington, DC.
Arnold, C. J., 1980, Concrete Bridge Decks: Does Struc-
tural Vibration Plus Excess Water Form the Fracture Plane?
Research Laboratory Section, Michigan Department of
Transportation.
Asnaashari, A.; Grafton, R. J.; and Johnnie, M., 2005,
Precast Concrete DesignConstruction of San Mateo-
Hayward Bridge Widening Project, PCI Journal, V. 50, No.
1, pp. 26-43.
Caltrans (California Department of Transportation), 1991,
Widening Existing Bridges, Section 9-3, Bridge Memo to
Designers Manual.
Deaver, R. W., 1982, March 1982 Bridge Widening
Study, Final Report, FHWA/GA-82/008, GDOT Research
Project No. 7604, Georgia Department of Transportation.
Dusel, J. P.; Stoker, J. R.; and Nordlin, E. F., 1979, Devel-
opment of a Rebar Dowel Anchorage System for Attaching
the California Type 25 Barrier to Existing Bridges, Report
No. FHWA-CA-TL-69-16, Caltrans, June.
Flynn, L., 1992, Contract Drives Raleigh Beltline
Rubblization, Roads and Bridges, V. 30, No. 1, Jan.
Furr, H. L., and Fouad, F. H., 1981, Bridge Slab Concrete
Placed Adjacent to Moving Loads, Research Report No.
266-1F, Study 21-5-79-266, Texas Transportation Institute,
State Department of Highways and Public Transportation,
College Station, TX.
Gonnerman, H. F., and Lerch, W., 1951, Changes in
Characteristics of Potland Cement as Exhibited by Labora-
tory Yests over Period 1904 to 1950, ASTM Special Publi-
cation 127, ASTM International, West Conshohocken, PA.
Harsh, S., and Darwin, D., 1983, Effects of Traffic-
Induced Vibrations on Bridge Deck Repairs, Project No.
P-0255, Kansas Department of Transportation.
American Concrete Institute Copyrighted Materialwww.concrete.org
Kim, Y. J.; Tanovic, R.; and Wight, R. G., 2009, Recent
Advances in Performance Evaluation and Flexural Response
of Existing Bridges, Journal of Performance of Constructed
Facilities, V. 23, No. 3, pp. 190-200.
Loveall, C. L., 1992, Experience with a Thick Reinforced
Overlay for Bridge Deck Rehabilitation, Proceedings of
the Third International Workshop on Bridge Rehabilitation,
Technical University Darmstadt, Darmstadt, Germany.
McGraw-Hill Companies, Inc., 1991, Interstate Rehab
Called Biggest Job in Illinois, V. 226, Engineering News
Record, New York.
McMahon, J. E., and Womack, J. C., 1965, Bridge
Widening Problems, Report No. 951120, HPR-1 (2),
DO422, California Division of Highways.
Ng, P. L., and Kwan, A. K. H., 2007, Effects of Traffic
Vibration on Curing Concrete Stitch: Part IICracking,
Debonding, and Strength Reduction, Engineering Struc-
tures, V. 29, No. 11, pp. 2881-2892.
Operation Bridgeguard, 1992, World Highways/Routes
Du Monde, V. 2, No. 1, Nov.-Dec. Route One Publishing,
Kent, UK
Precast/Prestressed Concrete Institute, 1980, Precast
Prestressed Concrete Short Span Bridges (Spans to 100
Feet), Chicago, IL.
Roberts, J. E., 1972, Effects of Curing and Falsework
Support Periods on Dead Load Deflections of Reinforced
Concrete Slab Bridges, California Division of Highways.
Scordelis, A. C., and Seible, F., 1983, Time-Depen-
dent Behavior of a Skew Reinforced Concrete Box Girder
Bridge, Concrete International, V. 5, No. 1, Jan., pp. 84-92.
Seible, F.; Priestley, M. J. N.; and Krishnan, K., 1991,
Bridge Superstructure Rehabilitation and Strengthening,
Transportation Research Record No. 1290, Transportation
Research Board.
Shaw, T. V., and Stewart, C. F., 1974, Effectiveness
of Attached Bridge Widenings, Report No. CA-DOT-
ST-4165-1-74-2, California Division of Highways.
Silano, L. G.; Swindlehurst, J.; and Parkinson, F. H., 1992,
Steel Structures, Bridge Inspection and Rehabilitation: A
Practical Guide, John Wiley and Sons, Inc.
Silfwerbrand, J. L., 1992, Influence of Traffic Vibra-
tions on Repaired Concrete Bridge Decks, Proceedings of
the Third International Workshop on Bridge Rehabilitation,
Darmstadt, Germany, pp. 416-474.
Soto, M. H., 1978, Some Considerations in Widening and
Rehabilitation of Bridges, Transportation Research Record
664, Bridge Engineering, V. 1, Transportation Research
Board, Washington, DC.
Sprinkel, M. M., 1985, Prefabricated Bridge Elements
and Systems, NCHRP Synthesis 119, Transportation
Research Board, Washington, DC.
Sprinkel, M. M.; Weyers, R.; Blevins, C.; Ramniceanu,
A.; and Weyers, S. A., 2010, Failure and Repair of Deck
Closure Pour on Interstate 81, Transportation Research
Board, Washington, DC.
Transportation Research Board, 1981, Effects of Traffic-
Induced Vibrations on Bridge Deck Repairs, NCHRP
Synthesis of Highway Practice No. 86, Washington, DC.
 GUIDE FOR WIDENING HIGHWAY BRIDGES (ACI 345.2R-13) 15

U.S. Department of Transportation, 2009, Manual for
Uniform Traffic Control Devices for Streets and Highways,
Federal Highway Administration.
Weyers, R. E.; Prowell, B. D.; Sprinkel, M. M.; and
Vorster, M., 1993, Concrete Bridge Deck Protection,
Repair, and Rehabilitation Relative to Reinforcement Corro-
sion: A Methods Application Manual, National Research
Council, Washington, DC.
Whiffen, A. C., and Leonard, D. R., 1971, Survey of
Traffic-Induced Vibrations, Report LR418, Transport and
Road Research Laboratory, England.

American Concrete Institute Copyrighted Materialwww.concrete.org

 American Concrete Institute
Advancing concrete knowledge

As ACI begins its second century of advancing concrete knowledge, its original chartered purpose
remains to provide a comradeship in finding the best ways to do concrete work of all kinds and in
spreading knowledge. In keeping with this purpose, ACI supports the following activities:

Technical committees that produce consensus reports, guides, specifications, and codes.

Spring and fall conventions to facilitate the work of its committees.

Educational seminars that disseminate reliable information on concrete.

Certification programs for personnel employed within the concrete industry.

Student programs such as scholarships, internships, and competitions.

Sponsoring and co-sponsoring international conferences and symposia.

Formal coordination with several international concrete related societies.

Periodicals: the ACI Structural Journal and the ACI Materials Journal, and Concrete International.

Benefits of membership include a subscription to Concrete International and to an ACI Journal. ACI
members receive discounts of up to 40% on all ACI products and services, including documents, seminars
and convention registration fees.

As a member of ACI, you join thousands of practitioners and professionals worldwide who share a
commitment to maintain the highest industry standards for concrete technology, construction, and
practices. In addition, ACI chapters provide opportunities for interaction of professionals and practitioners
at a local level.

American Concrete Institute

38800 Country Club Drive
Farmington Hills, MI 48331
U.S.A.
Phone: 248-848-3700
Fax: 248-848-3701
www.concrete.org
 Guide for Widening Highway Bridges

The AMERICAN CONCRETE INSTITUTE

was founded in 1904 as a nonprofit membership organization dedicated to public

service and representing the user interest in the field of concrete. ACI gathers
and distributes information on the improvement of design, construction and
maintenance of concrete products and structures. The work of ACI is conducted by
individual ACI members and through volunteer committees composed of both members
and non-members.

The committees, as well as ACI as a whole, operate under a consensus format,

which assures all participants the right to have their views considered. Committee
activities include the development of building codes and specifications; analysis of
research and development results; presentation of construction and repair
techniques; and education.

Individuals interested in the activities of ACI are encouraged to become a member.

There are no educational or employment requirements. ACIs membership is
composed of engineers, architects, scientists, contractors, educators, and
representatives from a variety of companies and organizations.

Members are encouraged to participate in committee activities that relate to their

specific areas of interest. For more information, contact ACI.

www.concrete.org

American Concrete Institute

Advancing concrete knowledge