W-BEAM GUARDRAIL 

REPAIR

A Guide for Highway and Street

Maintenance Personnel

November 2008
Notice

This document is disseminated under the sponsorship 

of the Department of Transportation in the interest of 

information exchange. The United States Government 

assumes no liability for its content or use thereof.

The contents of this report reflect the views of the 

author, who is responsible for the facts and the 

accuracy of the data presented herein. The contents 

do not necessarily reflect the official policy of the 

Department of Transportation. 

This report does not constitute a manual, handbook, 

standard, specification, or regulation. 

The United States Government does not endorse 

products or manufacurers. Trademarks or 

manufacturers’ names appear herein only because they 

are considered considered essential to the objective of 

this document.
i

1. Report No. FHWA 

FHWA-SA-08-002

2. Government Accession No. 3. Recipient’s Catalog No.

4. Title and Subtitle

W-Beam Guardrail Repair: A Guide for Highway and Street Maintenance 

Personnel

5. Report Date

November 2008

6. Performing Organization Code

7. Authors

William J. Fitzgerald, P.E.

8. Performing Organization Report 

No.

9. Performing Organization Name and Address

Vanasse Hangen Brustlin Inc PerformTech Inc.

 8300 Boone Boulevard, Suite 700 810 King Street

Vienna, VA 22182-2626 Alexandria, VA 22314

10. Work Unit No.

11. Contract or Grant No.

DTFH61-05-D-00024

12. Sponsoring Agency Name and Address

Office of Safety

Federal Highway Administration

U.S. Department of Transportation

1200 New Jersey Avenue, S.E.

Washington, D.C. 20590

13. Type of Report and Period 

Covered

Final Report

14. Sponsoring Agency Code

15. Supplementary Notes: The FHWA Office of Safety Contract Task Order Manager was Dr. Clayton Chen. The 

Technical Oversight Working Group included Ed Denehy-NYSDOT, Tom Nutini-Franklin Co, OH, Dennis RandolphCalhoun Co, MI, Gary Rohrer-Washington Co, MD, and Glenn Schulte-UDOT. 

16. Abstract

Roadside barriers are a critical safety device as they shield motorist from what might be a more severe crash when 

leaving the roadway. Therefore, when damaged they need to be repaired so that they can perform this function. The 

purpose of this guide is to provide highway and maintenance personnel with up-to-date information on how to repair 

damaged W-Beam guardrail, the most frequently used barrier system. Three levels of damage are described and 

guidance is provided on the need and procedure for appropriate repairs. Appendices provide information on the 

resources (equipment, tools, crew, and time) that will be needed and forms for inspection and maintenance. This 

guide is an update of a document, W-Beam Guardrail Repair and Maintenance: A Guide for Local Highway and Street 

Maintenance Personnel, published in 1990 by FHWA.

17. Key Words

W-Beam guardrail, repair, maintenance

18. Distribution Statement

No restrictions. This document is available to the public through the 

National Technical Information Service, Springfield, VA 22161.

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this 

page): Unclassified

21. No. of 

Pages: 54

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed pages authorized
ii 

ACKNOWLEDGEMENTS

This guide was prepared by Vanasse Hangen Brustlin, Inc. 

(VHB) under FHWA Contract DTFH61-05-D-00024. Ms. Leslie 

Wright, Federal Highway Administration Office of Safety, 

was the initial Task Order Manager; she was replaced by Dr. 

Clayton Chen. The principal investigator and author was 

William J. Fitzgerald, P.E. as a consultant from PerformTech, 

Inc., to VHB. Technical editing was provided by Dr. Hugh 

McGee, P.E. and Ms. Vicki Glenn and document preparation 

was performed by Ms. Michelle Scism, all from VHB.

A Technical Working Oversight Group was formed to guide the 

preparation of this document. The members included:

h Edward Denehy, New York State Department of 

Transportation

h Thomas Nutini, Franklin County (OH) Engineer’s 

Office

h Dennis Randolph, P.E., Calhoun County (MI) Road 

Commission

h Gary Rohrer, P.E., Washington County (MD) Public 

Works Department

h Glenn Schulte, Utah Department of Transportation
iii

TABLE OF CONTENTS

I. INTRODUCTION: INTENT AND CONTENT............. 1

II. IDENTIFY PROBLEMS AND PLAN APPROPRIATE 

ACTION ................................................................................ 3

ASSESS DAMAGE EXTENT AND REPAIR ........................ 4

STANDARD SECTION.............................................. 5

Damage Examples ............................................. 6

Properly Repaired Standard Section....................... 7

TRANSITION SECTION.......................................... 10

Damage Examples ........................................... 10

Properly Repaired Transition Sections .................. 11

END TREATMENT SECTION .................................... 13

Damage Examples ........................................... 14

Properly Repaired/Replaced End Treatment........... 16

III.REPAIR SEQUENCE GUIDANCE................................. 22

STANDARD AND TRANSITION SECTIONS .................... 23

END TREATMENT SECTION .................................... 26

IV. REPAIR RECORD.............................................................. 29

REFERENCES..................................................................... 30

APPENDIX A: ESTIMATING RESOURCES FOR 

W-BEAM GUARDRAIL REPAIR................................... 31

APPENDIX B: VIRGINIA DOT REPAIR 

GUIDANCE ...................................................................... 42

APPENDIX C: MAINTENANCE GUIDANCE............ 47

APPENDIX D: DESCRIPTION OF CLEAR ZONE .... 52

1

I. INTRODUCTION: INTENT AND CONTENT

Ideally, highways should be designed so there is no need 

for roadside barriers; unfortunately, this is seldom practical. 

Bridge piers, steep side slopes, non-breakaway sign or 

luminaire (street light) posts, or other similar features along 

the road create potential dangers to drivers who leave the 

roadway. Because barriers themselves are potential hazards, 

use them only when necessary to shield a condition that could 

be significantly more hazardous. For example, crews may 

be able to modify a non-traversable, potentially dangerous 

drainage inlet to be safely traversable, making installation of 

a barrier unnecessary. Should the potential hazard be a steep 

embankment, a bridge pier, or a large sign support, installing a 

barrier may be the best option for preventing serious injury or 

fatality.

Deciding whether to install barrier can be a complex decision. 

Guidance on when and where to install a barrier can be found 

in the Roadside Design Guide (see reference list). However, once 

a barrier is installed, road crews must maintain it and repair it 

to ensure it functions as intended. 

This guide focuses on how to repair (not 

design) the most widely used barrier—

the strong post W-beam guardrail 

identified as SGR-04 in the Standardized 

Highway Barrier Hardware Guide. (The 

term guardrail, and in some states 

guiderail, is commonly used either for 

just W-beam barriers or for barriers in 

general; for future use in this guide, the 

term W-beam guardrail will refer to the 

strong post W-beam barrier system.) 

The standard strong post W-beam 

guardrail consists of a W-beam rail element and strong posts 

(wood or steel) spaced at 6 ft 3 in with the rail blocked out from 

the posts. Although the focus is the strong post system, much 

of the guidance that is provided for the repair of the strong post 

design can apply to the weak post design as well. 

Strong post W-beam 

guardrail with wood 

block and metal post.
2 

This guide is structured around the three sections of a guardrail 

that have variations in design to serve their purposes:

h Standard section−the main section that shields the 

obstacle.

h Transition section−which applies when the guardrail 

ties into a bridge rail or other barrier system. 

h Terminal (or End Treatment) section−the initial section at 

the upstream (beginning) and downstream (end). 

Standard sections of roadside barriers. 

(Source: Roadside Design Guide)

The next chapter identifies three levels of damage resulting 

from impacts into each section and suggests corrective action. 

Chapter III provides basic guidance on repair sequence and 

Chapter IV discusses record keeping. Appendix A addresses 

estimating parts and materials and identifying resources 

(work crews and equipment) needed for typical repair work 

and includes two examples of damage inspection reports and 

a tool for estimating the radius of curved guardrail elements. 

Appendix B provides one State’s guardrail repair guidelines. 

Although this guide is for guardrail repair, Appendix C 

provides guidance for maintenance activities that improve the 

likelihood that barriers of all types will perform as intended. 

Finally, Appendix D provides a description of the clear zone, an 

important safety feature of all roads. References are found after 

Chapter IV.
3

II. IDENTIFY PROBLEMS AND PLAN 

APPROPRIATE ACTION

Road agencies can learn of damaged guardrail from several 

sources, an accident report is the most obvious. However, as 

many guardrail impacts are drive-away situations, maintenance 

(or other highway) personnel can identify damage that may 

not be obvious to the casual observer, but that could keep 

the guardrail from performing as intended. Once the agency 

receives notice of damage, make an on-site review of the 

damage. The first priority of a review is to determine whether 

the barrier can be removed—by eliminating the hazard it was 

intended to shield. This is seldom an option, but do not lose the 

opportunity to improve the roadside safety. If the barrier is to 

remain, then the review objective is to determine the extent of 

the damage, what repairs to make, and when to make them.

Three categories of functionality can be used to describe the 

extent of damage:

1. Guardrail is no longer reasonably functional.

2. Guardrail should function adequately under a majority 

of impacts.

3. Damage should not affect the guardrail’s ability to 

perform.

Each agency must make a risk assessment about the timing 

of repair for each different category of functionality. The 

assessment would include, among other factors, agency 

resources (within its overall mission), hazard exposure (how 

likely is it the guardrail will be hit again), and hazard severity. 

It is important that each agency develop guidance for when to 

make repairs.
4 

ASSESS DAMAGE EXTENT AND REPAIR

Upon arriving at the site, 

clear any debris from the 

traffic lanes and shoulders. 

Place debris that cannot be 

hauled away at least 3 ft 

behind still-effective 

guardrail. When the 

damage leaves the 

guardrail nonfunctional, 

and it cannot be repaired 

immediately, warn traffic 

of the hazard by putting 

out temporary warning 

devices, such as drums, vertical panels, cones, or other devices, 

in accordance with the Manual on Uniform Traffic Control Devices

(MUTCD), Part 6, Temporary Traffic Control, or local policy.

If a blunt end remains, take steps to minimize its danger. Crews 

could drop the rail forming a turndown; while not desirable, 

it is better than leaving a spear. In extremely dangerous 

situations, use a truck-mounted attenuator (TMA) or other type 

of attenuator. If possible, smooth any rough grading caused by 

the impact. Make a damage inspection report detailed enough 

to estimate repair parts and resources needed. Appendix A 

provides a sample damage inspection report (Item 1); provides 

information on estimating parts and materials (Item 2), 

equipment and tools (Item 3), time needed (Item 4), and crew 

size (Item 5); and a sample repair log (Item 6).

For each of the three sections of the W-beam guardrail system, 

the following is provided: the function of the section, examples 

of extent of damage, proper repair techniques, and a checklist 

for repairs.

Drums, as shown, vertical panels, or 

cones, can be used to warn drivers of 

the damaged guardrail until it can be 

repaired.
5

STANDARD SECTION

The function of the standard W-beam section is to prevent 

penetration by a vehicle, either through, over, or under the 

W-beam and to smoothly redirect the vehicle. You can use the 

chart below to determine the functionality category based upon 

the damage to the standard section of the W-beam guardrail.

STANDARD SECTION OF W-BEAM

EXTENT OF DAMAGE FUNCTIONALITY

RAIL ELEMENT SEPARATED 1

RAIL ELEMENT TORN 1

TOP OF RAIL HEIGHT < 24” 1

RAIL ELEMENTS 

INTACT

FULL SPLICES

TOP OF RAIL 

HEIGHT ≥25”*

AMOUNT OUT OF 

ALIGNMENT

AMOUNT OF 

BROKEN/BENT OR 

SEPARATED POSTS

3

<6”

0

1-2 2

≥3 1

6” – 12” 0-2 2

≥3 1

≥18” NOT APPLICABLE 1

* Guardrail less than 26” should be considered for replacement.

 FUNCTIONALITY CATEGORIES

 1 Guardrail no longer reasonably functional

 2 Guardrail should function adequately under a majority of impacts

 3 Should not impair the guardrail’s ability to perform

In narrative format, this chart shows: Functionality category 

1 applies to any damage where the rail element is separated 

or torn, or the rail height is less than 24 inches. In addition, 

category 1 applies if (1) there are three or more broken, bent, or 

separated posts and the amount out of alignment is less than 

12 inches, or (2) if the amount out of alignment is equal to or 

greater than 18 inches regardless of post damage. Functionality 

category 2 applies if the guardrail is out of alignment no more 

than 12 inches and no more than two broken, bent, or separated 

posts. Functionality category 3 applies only if the guardrail has 

no damage other than being out of alignment by less than 6 

inches.
6 

Damage Examples

1. Damage: Guardrail no longer reasonably functional.

W-beam element is separated 

completely.

W-beam element is torn.

2. Damage: Guardrail should function adequately under a 

majority of impacts.

Rail is bent/pushed out of line less 

than 12 inches — rail element is 

intact (no tears and full splices).*

One or two posts are broken/bent 

over and separated from the rail 

— rail element is intact (no tears 

and full splices).*

Rail is bent/pushed more than 18 

inches out of line, and/or became 

less than 24 inches high, or three or 

more posts are broken/bent over and 

separated from the rail.*
7

3. Damage: Should not impair the guardrail’s ability to 

perform.

*This is the best guidance currently available. An NCHRP study is under way to 

determine the level of damage that should not affect barrier functionality. 

Properly Repaired Standard Section

The primary mechanism enabling guardrail to redirect a 

vehicle is tension developed in the rail element. Therefore, all 

repairs must ensure that full-tension capability is reestablished. 

The strong posts contribute to smooth redirection by limiting 

the amount of deflection and providing consistent stiffness 

along the rail to prevent pocketing. Repair all posts to a 

condition enabling them to perform their function.

A second critical element of functional W-beam is proper 

height. Full-scale tests show that 25-in-high W-beam (measured 

to the top of the rail element) will not contain a design impact 

(a 4,400-lb pick-up truck at 62 mi/h and a 25° impact angle).

If the length of damaged W-beam is significant, then repair 

the barrier to meet the current standard for height. For short 

sections (one or two panels) of repair, it generally is not 

practical to adjust the current height. When the whole run of 

the W-beam guardrail is substantially (3 inches or more) below 

the current standard (and is not repaired at this time), report 

the situation to management to ensure it is included in future 

W-beam upgrade projects.

Rail is bent/pushed out of line less than 

6 inches — rail element is intact (no 

tears and full splices; guardrail height is 

minimum 26 inches).*
8 

Ensure all repaired guardrail meets your agency’s current 

standard (except related to height, as discussed above). For 

repair only, use posts of a material different than the existing 

material only when it is impractical to obtain like-material 

posts. The length of W-beam to be repaired should depend on 

the total length of barrier and the extent of damage. If damage 

is severe and either the length of the whole installation is short 

or the amount of damage is greater than a certain percent of 

the total length, then bring the total system to current agency 

standard (including height). Values for these two criteria are 

arbitrary and should be set by the agency. Appendix B provides 

an example of one State’s criteria (note: the height criteria 

included in this example do not conform to the guidance in this 

booklet). Typical values are 100 to 200 ft to define short length 

and 50 percent to define portion of total length needing repair.

There is an exception to the recommendation in the previous 

paragraph to meet current agency standards: When existing 

steel post/steel block out W-beam needs repair, and it is not 

against agency policy, crews can use (or install) steel blocks 

when the posted speed is 45 mi/h or less. Back-up plates (1-ftlong pieces of W-beam rail) are required at nonsplice rail-topost connections, and there should be no washers under any 

rail-to-post bolt head.
9

Repaired W-beam Checklist

1. Tension capability is intact:

a. No tears.

b. Eight 5⁄8-in splice bolts in each rail connection.

c. No rail subjected to a cutting torch is reused; any new holes are 

drilled.

2. Height is according to standard.

3. Posts are intact and firmly bedded in ground. Use a longer post (7 ft+) 

in front of a fill slope when there is less than 1 ft of relatively flat ground 

behind the post. 

4. No washers under rail-to-post bolt head.

5. Available deflection distance in back of W-beam to a rigid vertical object 

(W-beam deflects as it develops tension — 3 ft is the standard distance 

provided; if 3 ft is not available, then add posts and/or nest rail to stiffen 

the system).

6. Lap rail elements in the direction of traffic (upstream {approach} rail is in 

front of downstream {leave} rail).

7. For wood block on wood posts, use toenails to restrain blocks from 

rotating, preferably one on each side of the block, 2 inches from the top 

or bottom.

8. Guardrail-mounted delineators in damaged section replaced. If no 

guardrail-mounted delineators previously existed, install delineators per 

MUTCD and/or highway agency policy.

(Items 3 and 5 are most applicable for high-speed facilities and could be less 

restrictive for lower speed facilities.)
10 

TRANSITION SECTION

The function of the transition section is to gradually and 

smoothly stiffen a semi-flexible W-beam section having a 3-ft 

dynamic deflection as it attaches to a rigid, non-deflecting 

object such as a concrete bridge parapet or (anchored) concrete 

barrier to prevent pocketing. 

Damage Examples

1. Damage: Transition no longer reasonably functional.

2. Damage: Transition should function adequately under a 

majority of impacts.

W-beam element is not 

attached to rigid object.

W-beam is severely pocketed in 

advance of the rigid object.

Rail is flattened and bent / pushed out 

of line less than 12 inches; rail element 

is intact and securely attached to the 

rigid object.
11

3. Damage: Should not impair the transition’s ability to 

perform.

Properly Repaired Transition Sections

The traditional transition to concrete bridge parapets 

constructed before the 1990s used 3-ft, 11⁄2-in post spacing for 

25 ft in advance of the connection to the rigid object. When 

tested at a high speed, this design failed miserably.

Many designs meet the current testing requirements for highspeed facilities; for low-speed facilities, the Texas DOT has 

developed a more economical design1

. All accepted transition 

designs incorporate four features: 

h Foremost is a strong tension connection between the 

W-beam and the rigid object. 

h More and/or larger posts close to the rigid object.

h A nested rail element for the last 121⁄2 ft. 

h Some means to prevent wheel snagging, such as a rub 

rail or curbing. 

The whole treatment is typically 25 ft long but could be 181⁄2 or 

311⁄2 ft. Although metal bridge railings may not be as rigid as 

concrete parapets, follow the same concept of a strong tension 

connection, gradual stiffening, and snag prevention.

1 Design can be seen at ftp://ftp.dot.state.tx.us/pub/txdot-info/cmd/cserve/standard/roadway/mbgtl205.pdf

Rail is flattened / pushed out of line 

less than 6 inches; rail element is 

intact and securely attached to the 

rigid object.
12 

Repair transitions that did not 

previously contain all the above 

features to current standards; 

if that is not practical, then 

provide the above features on 

high-type facilities. (A railto-post bolt is not required 

at the locations of any extra 

posts when an installation is not to a standard.) On lower 

type facilities, it may not be practical to include all of the 

features to their full extent, but all repairs should have a strong 

tension connection. Repairs should be conducted to correct the 

connection even if a transition is outside the normal limits of 

repair within a W-beam run or if it does not contain a strong 

tension connection.

Repaired Transition Checklist

1. Tension capability is intact:

a. No tears in rail elements.

b. Minimum of four 7⁄8-in-high 

strength bolts/threaded rods 

in connection to rigid object 

— ensure the bolt heads or 

nuts on the threaded rods 

protrude no more than 3⁄4 

inches from the face of the connection plate.

c. All splices are intact (eight splice bolts in each rail connection)

d. No rail subjected to a cutting torch. 

2. Extra/larger posts — the last post spacing in advance of the rigid object 

should be 1 ft, 63⁄4 in.

3. Nested last rail element. 

4. Rub rail or curb to prevent wheel snagging.

5. Bridge shoe lapped in the direction of the near-side traffic.

6. Damaged or knocked-down object (hazard) marker (if any) replaced on 

or adjacent to bridge parapet.

Traditional Transition.
13

END TREATMENT SECTION

The function of the end treatment is to prevent serious injury to 

occupant when struck on the end and provide tension for the 

W-beam for side (traffic face) impacts.

Over the years end treatments have developed from simply 

ending the W-beam run (probably with a “shovel” end section 

attached — with or without the end section, providing little 

tension but most importantly presenting a spear) to turn 

down systems (that provide tension and won’t spear, but that 

could launch a vehicle) to stand-up “safe” end treatments. The 

two major types of stand-up end treatments are non-energyabsorbing and energy-absorbing. 

End treatments prevent serious injury either by being relatively 

soft for end-on impacts or using an energy-absorbing head 

slipped over the rail element to absorb the energy of the 

impacting vehicle by deforming the rail as it is forced into the 

head during shallow-angle, end-on impacts. For the stand-up 

end treatments, the tension function is provided by a cable 

attached to the rail element and anchored in the first post 

through a bearing plate and the post is placed in a foundation. 

Since the early 1990s, a strut ties post 1 together to post 2 

to provide the needed resistance to the tension in the cable 

developed from a downstream impact.

Non-energy-absorbing end 

treatment.

Energy-absorbing end treatment.
14 

Damage Examples

1. Damage: End treatment no longer reasonably functional.

Energy-absorbing end treatments depend on the column 

strength of the rail element to activate the energy-absorbing 

characteristic of the design. The rail element must be in a 

straight line to develop this strength. If there are dents in the 

rail element, even relatively small, near the impact head, then 

the system will probably not perform as desired for shallowangle, end-on impacts. Replace the dented rail element.

End treatment partially or fully 

destroyed and presents a blunt end 

energy-absorbing system.

End treatment partially or fully 

destroyed and presents a blunt end 

Non-energy-absorbing system.

Energy-absorbing head off of rail 

— probably will not ride down rail 

but may create a spear.
15

2. Damage: End treatment should function adequately 

under a majority of impacts.

Neither the turndown nor the breakaway cable terminal (BCT) 

(see photos below) have been successfully crash tested for 

both a large vehicle (sedan or pick-up) or a small car. One 

should replace them with current standard hardware, even for 

minor damage. This is especially true for high-type facilities. 

Turndowns are easy to identify. The BCT looks similar to a 

MELT (Modified Eccentric Loader Terminal, see photo on next 

page), a stand-up end treatment that passed previous crashtest requirements and can be repaired when it incurs minor 

damage. The BCT has no strut between posts 1 and 2, standard 

strong posts for all posts beyond post 2, and bolts attaching the 

rail element to all posts.

Post 1 is broken such that full 

tension is not developed for 

downstream hits; however, the 

impact head should absorb most 

of a vehicle’s energy for shallow–

angle, end-on impacts.

Turndown is obvious. Breakaway Cable Terminal (BCT)

No strut between posts 1 and 2.

Standard posts beyond post 2.

Bolts attach rail to each post.
16 

3. Damage: Should not impair the end treatment’s ability to 

perform.

Properly Repaired/Replaced End Treatment

For a W-beam guardrail to adequately shield a serious hazard, 

the length of the W-beam guardrail must extend some distance 

upstream in advance of the hazard. If the W-beam guardrail is 

not long enough, then a vehicle can leave the roadway before it 

is beside the hazard and still reach the hazard the W-beam was 

intended to shield. This adequate distance in advance of the 

hazard is called the length of need (LON). Although a designer 

uses a special procedure to determine the LON, a simple field 

expedient procedure, shown in the sketch below, is to multiply 

Post 1 is intact. Rail element is 

less than 12 inches out of line (nonenergy-absorbing end treatment 

only).

Modified Eccentric Loader Terminal (MELT)

Strut between posts 1 and 2.

All weak posts within system.

No rail-to-post bolts except at post 1.
17

the distance between the front of the W-beam and the back of 

the hazard (D-D1) by 15. If the back of the hazard is greater 

than 30 ft from the edge of the travel lane (EOTL) on a highspeed road, then 30 ft is a reasonable value for D. For lower 

speed roads, use a value of 18 ft (or the roadway’s design clear 

zone2

 value, if known) instead of 30 ft.

The best end treatment is probably a properly constructed 

buried-in-backslope (BIB) end treatment. It provides full 

tension for the W-beam and eliminates the possibility of injury 

due to hitting the end since the end is buried. When a natural 

backslope is near where the agency plans to completely replace 

a damaged end treatment, a good option is to use a BIB for 

the repair (conditioned that no access is required behind the 

W-beam at this point).

2 See Appendix D for description of clear zone.
18 

Examples of buried-in-backslope end treatments.

When repairing or replacing a stand-up end treatment with 

a new stand-up end treatment, you should provide the LON. 

However, in the majority of situations, it is either unavailable 

or impractical to provide the LON. Although the non-energyabsorbing end treatments perform well to minimize the hazard 

of the end of the W-beam, their softness allows the vehicle to 

pass through and behind the guardrail, and without adequate 

LON, could reach the hazard the W-beam was intended to 

shield. An energy-absorbing end treatment has an additional 

capability beyond developing tension and not causing serious 

injury on end-on impact: for shallow-angle, end-on hits, it can 

absorb much of the vehicle’s energy and either stop the vehicle 

within the system itself or slow the vehicle significantly such 

that any downstream impact should be less severe. Therefore, 

use energy-absorbing systems to repair or upgrade damaged 

end treatments if they do not have acceptable LON and 

satisfactory grading, as discussed below.

Many current crashworthy end treatments are proprietary 

and have been designed and engineered with unique details 

necessary to allow them to perform properly. For example, 

some posts in the installations have bolts connecting the rail to 

the post while others do not. Also, most designs have evolved 

to make them more effective as well as more economically 

competitive. Therefore, before beginning repair on these 

systems, or installing new as replacements, be sure you have 

the manufacturer’s shop drawings and installation manual for 

the particular model on site.
19

Grading: All accepted end terminals (except the BIB) were 

tested on flat ground. Therefore, it is best to duplicate this 

condition in the field so the end treatment has the best chance 

of performing as intended. This is generally accepted as being 

provided when there is 5 ft of relatively flat ground (1:10 

[Vertical:Horizontal] or flatter) behind the first post of the 

system (and gradually tapered back to the existing cross section 

in advance of the end treatment), as shown below.

Recommended Grading Plan.

Source: Roadside Design Guide

The grading downstream of the end treatment should be 

available clear zone in accordance with the LON concept 

describe above. Also, because the posts of the system are 

designed to break off or bend upon end-on hits to allow 

the vehicle to continue down or through the system, ensure 

whatever posts remain after breaking or bending extend no 

more than 4 inches above the ground.

The previous recommendation to use energy-absorbing end 

treatments is re-emphasized because the 5 ft flat grading is 

seldom achievable in the field.

Guidelines for the Selection of W-beam Barrier Terminals developed 

by FHWA, provides additional information on the selection 

and performance of the different currently accepted end 

treatments. The CD-ROM (Publication Number FHWASA-06-19) containing these guidelines can be obtained from the 

FHWA Report Center. Fax requests to (301) 577-1421 or email 

requests to report.center@fhwa.dot.gov. 
20 

The Vermont End Terminal is a 

relatively inexpensive end 

treatment that provides both 

tension and a “safe” impact for 

lower speed (≤ 45 mph) 

facilities: (Additional 

information on this end 

treatment is available in the 

AASHTO Roadside Design 

Guide (RDG), chapter 8). Its use 

is also appropriate on a higher speed facility at the approach to 

a STOP sign. It uses a typical cable to develop the required 

tension and a radius W-beam element to prevent spearing. It is 

also fairly easy to construct.

When an end treatment’s only function is to develop tension, 

such as when used at the downstream end of a run of 

barrier (that is outside the clear zone of opposing traffic), an 

economical system is to simply attach the typical cable to the 

last rail element and anchor the cable in the last post that uses 

a steel foundation tube for resistance (see photo and figure 

below).

Vermont End Terminal.
21

Repaired/Replaced End Treatment Checklist:

1. Use no interchanged parts from different manufacture’s systems for 

parts unique to the particular end treatment being repaired.

2. For energy-absorbing systems, place the head completely onto the rail 

element.

3. For energy-absorbing systems, the cable anchorage to the rail element 

allows the cable to release from the rail if the head slides.

4. Post 1’s top part will separate from its foundation for end-on impacts.

5. Replace any damaged posts within the end treatment that were 

originally breakaway or yielding posts with breakaway or yielding posts 

approved by the system’s manufacturer.

6. Grading provides no more than 4 inches above ground to the strut or to 

what will remain as a stub.

7. Bearing plate is properly oriented.

8. Cable is tightened to a taut condition; cannot lift up on the cable more 

than 1 inch.

9. Retroreflective object (hazard) marker in place on non-buried end 

treatments per highway agency policy.
22 

III. REPAIR SEQUENCE GUIDANCE

This chapter provides guidance on how to repair W-beam 

guardrail sections. Some critical actions you should take before 

the actual repair include:

h Upon notification of damage and when the damage 

leaves the guardrail nonfunctional, and it cannot be 

repaired immediately, warn traffic of the hazard by 

putting out temporary warning devices in accordance 

with the MUTCD, such as drums, vertical panels, 

cones, or other devices.

h Contact your local Dig Safe utility protection well in 

advance of going to the site.

h Take enough signs and channelizing devices to the site 

to properly mark the repair zone. When your agency 

uses an arrow board and/or a shadow truck or Truck 

Mounted Attenuator (TMA), be certain there is enough 

equipment and personnel to handle these items. 

h Set up the Temporary Traffic Control Plan for the work 

area to repair the guardrail in accordance with the 

MUTCD or your agency requirements.

h Ensure all workers wear equipment as provided by the 

Occupational and Safety Administration (OSHA) or 

local requirements, such as safety visibility vests, safety 

glasses, and protective-type shoes.

h Ensure all equipment and procedures conform to 

OSHA guidance.

The remaining portion of this chapter is divided into standard 

and transition sections, and end treatments
23

STANDARD AND TRANSITION SECTIONS

The following sequence is usually followed in repairing the 

standard or transition sections:

1. Disassemble damaged guardrail.

•	 Spray the connecting bolts with penetrating oil 

for easier removal. Unbolt the damaged rail-beam 

sections.

•	 If the elliptical shoulder is worn off the bolt, then 

hold the smooth round head with vise grips to 

unscrew the nut. Use a torch to cut stubborn bolts. 

Do not torch cut rail sections to be reused.

2. Pull out damaged posts.

•	 Steel posts can often be worked out by hand or with 

a crowbar. Crews may have to use a chain and hoist 

to dig or pull wood posts.

•	 Slightly twisted steel posts still firmly in the ground 

can often be straightened in place by pulling with 

a chain attached to a truck. Provide traffic control 

warning if the truck’s operation encroaches on the 

traveled roadway. Use a crowbar to pull posts only 

pushed off-line back into line.

3. If necessary, use a grader to reshape the shoulder area 

and recompact the soil for posts. If placing new post(s), 

then rework the area before installing the post(s), if 

practical.

4. Set up a stringline to position posts at the proper 

height, alignment, and spacing. If repairing more than 

two panels, then set the W-beam to the standard height. 

It is relatively easy to create up to a 4-in change in 

height over one panel length. (When the rail height is 

not adjusted and is 3 or more inches below standard, 

report it to your maintenance supervisor.) Mark the 

stringline for the proper post height and alignment. 

Use a tape or a measuring stick to mark the proper post 

spacing.
24 

5. Drill or dig holes for the posts, if necessary.

6. Set or drive posts to the proper height.

7. Backfill and compact the soil around the posts.

8. Check post alignment and height. Correct any major 

deviations.

9. Starting downstream and working backwards, loosely 

hang new rail sections and offset blocks. Lap rail 

elements in the direction of traffic. In general, do 

not use washers under the bolt heads of the rail-topost bolts. When using steel posts with steel offset 

blocks, a back-up plate is needed 

at the intermediate posts (the posts 

between the rail splices).

10. If necessary, use a drift pin to line up 

the holes for bolting.

11. Make sure all 8 bolts are in place in 

each splice connection.

12. Leave all connections finger tight to allow for 

lengthwise adjustment after all sections are installed.

13. Final assembly — when all rail is hung, go back and 

snugly tighten all bolts. There is no need to overtighten.

14. Cleanup — smooth out the shoulder and slope 

approaching the guardrail so the next vehicle to run 

into it has a smooth path.

15. Install guardrail-mounted delineators and, if 

appropriate, object hazard markers.

Make a final inspection before leaving the site. Complete the 

suggested checklist at each location to document the work.
25

Completed Work Inspection Checklist 

(Standard Section and Transitions)

____Do all splices have eight bolts; have all bolts—both splice and rail-topost—been checked to see that each is tightened snug?

____Is a blockout used on each post?

____ Guardrail height was checked to make sure it is correct and did not shift 

up or down out of tolerance during the final assembly?

____ Deflection distance is provided from any vertical, rigid object or the 

W-beam system appropriately stiffened?

____ Adequate soil backing is provided behind the posts; if not, are longer 

posts used?

____ A nail(s) is driven in each wood blockout on wood posts to toenail the 

block to the post to prevent rotation?

____ If steel blockouts are retained, does each steel post between the splices 

have a back-up plate behind the rail element?

____ Were all washers between the bolt head and the rail element removed 

(unless required) from the repaired W-beam length?

____ Is the lap of the rail elements correct?

____ Are guardrail-mounted delineators located properly on the guardrail?

For repair including transitions:

____ Are the four (minimum) 7⁄8-inch-high strength bolts properly anchored 

and NOT protruding significantly in front?

____ Is the last rail element nested?

____ Are there enough/properly sized posts adjacent to the rigid object?

____ Has a means to prevent wheel snagging (rub rail or curbing) been 

applied, if necessary?

____ Is the lap of the bridge shoe correct?

Date repair completed: _________________________

Repair completion inspected by:

______________________________ (Signed)
26 

END TREATMENT SECTION

The following steps are suggested for end treatments:

1. Remove the damaged hardware as described for the 

standard W-beam section. If the end treatment is an 

energy-absorbing type, and the impact head is pushed 

down the rail element, cut off the deformed steel 

and pull off the head — do not cut the rail or unbolt 

the splice downstream of the head until the head 

is removed. Guidance for determining whether an 

impacted head can be reused: Reuse it when there is 

obviously no damage; replace it if questionable.

2. For damage meeting criteria that requires replacing the 

whole end treatment, check the LON to determine if 

appropriate W-beam length is available to adequately 

shield the hazard. Add any standard W-beam as 

deemed necessary before installing the new end 

treatment. Provide the necessary grading platform 

prior to constructing any end treatments.

Because of the many possible options that repair/replace 

damaged end treatments, it is virtually impossible to give 

detailed instructions for their treatment. However, two items 

must be discussed.

Many different types of posts are used in the different end 

treatments, both generic and proprietary. Examples are: 

h Weakened wood posts, called CRT posts, that are 6 ft 

long and have 31⁄2-in-diameter holes drilled at ground 

line and 16 inches below the ground. 

h Short wood posts 45 inches long with a 21⁄2-in hole, 

which slip into steel foundation tubes driven in the 

ground —foundation tubes have different lengths and 

may or may not have soil plates attached to them. 

h Steel posts that come in two parts and are attached by 

bolts at the ground line.
27

h Steel posts having two parts that are plug welded

together.

h Steel posts that look like standard 6-ft steel posts, but 

have four holes in the flanges at ground line; and more. 

Because of this variety, make a detailed inspection of the 

type in the existing installation. Replace damaged posts in an 

installation that is only to be partially repaired with the same 

type of the original posts. However, several manufacturers 

have developed steel posts that facilitate repair — be sure to 

check with each manufacturer for approved variations and 

mixing of post types before using a post type different than the 

damaged one(s).

To repair or replace any proprietary types of end treatments, 

it is imperative that crews have the manufacturer’s shop 

drawings and installation manual on site during repairs. 

Installation manuals also contain guidance for repairing 

damaged installations and can be used on generic installations 

as well, such as removing the wood stub left in a foundation 

tube.
28 

Completed Work Inspection Checklist (End Treatments)

___Is the anchor cable properly attached to the rail element? 

____Is the grading correct under the appropriate standard (including 4-in stub 

height requirement for post foundations and for struts)?

____ Will post 1 separate from its base on end-on impacts?

____ Has the LON been reviewed for appropriateness? 

____ For energy-absorbing end treatments, is the rail element inserted 

deeply inside the head, and is there NO bolt connecting the rail to post 

1?

____ Is the bearing plate properly oriented and restrained from turning?

____ Are all rail-to-post bolts located according to the manufacturer’s 

drawings?

____ Is the anchor cable taut?

____ Are all wood block-outs on wood posts properly toenailed to prevent 

rotation?

____ Is the object (hazard) marker installed?

Date repair completed: _________________________

Repair completion inspected by:

______________________________ (Signed)
29

IV. REPAIR RECORD 

All agencies should maintain work records of maintenance 

performed. If your agency has an existing system for keeping 

track of maintenance work, then use it to record work to repair 

the guardrail, record the parts used, when the repair was made, 

and verify that work was checked for correctness.

If your agency does not have a complete record system, then 

consider the following suggestions:

h Completed Work Inspection Checklist (provided in 

appendix A) is a simple record that the repair was 

inspected when performed.

h Keep a copy of the Checklist of Materials for Repair

worksheet (see appendix A, Item 2) filled in with the 

parts you actually used. Write in salvaged or reused 

parts by hand. Sign and date the materials checklist 

when the repair is complete.

h If a camera is available, then take pictures of the 

condition before and after the completed repair. Note 

the location and date of the repair on any printed 

pictures. 
30 

REFERENCES

1. Manual on Uniform Traffic Control Devices (MUTCD): 

http://mutcd.fhwa.dot.gov/

2. Standardized Highway Barrier Hardware Guide: http://

aashtotf13.tamu.edu/index.htm

3. FHWA-accepted roadside hardware: http://safety.fhwa.

dot.gov/roadway_dept/road_hardware/index.htm

4. End-treatment manufacturers: 

Road Systems Inc: http://www.roadsystems.com/

Trinity Industries: http://www.highwayguardrail.com/

5. AASHTO Roadside Design Guide: https://bookstore.

transportation.org/item_details.aspx?id=1172

6. Guidelines for the Selection of W-beam Barrier 

Terminals: FHWA Publication FHWA-SA-06-19, 

December 2006 (available from FHWA Report Center; 

request by email at Report.Center@fhwa.dot.gov)
31

APPENDIX A: ESTIMATING RESOURCES FOR 

W-BEAM GUARDRAIL REPAIR

1. EXAMPLE OF DAMAGE INSPECTION REPORT

Damage inspection Report – New York State DOT

Calculating Guardrail Radius (to complete form above)
32 

2. ESTIMATING PARTS AND MATERIALS FOR STANDARD 

SECTION W-BEAM REPAIR

Typical elements of the W-beam guardrail (a standard 12-

ft, 6-in rail length is assumed; if an agency allows a 25-ft 

rail length, then make appropriate adjustments) include the 

following:

h 12-ft, 6-in steel W-beam rail sections (matching existing 

material – gauge, galvanizing, treated, or “rusting 

steel”, etc.).

h Eight each 5⁄8-in by 11⁄4-in galvanized buttonhead bolts 

with recessed nuts for each rail splice.

h One each, 5⁄8-in rail-to-post galvanized buttonhead bolt 

with round washer and recessed nut for fastening rail 

to post; length varies depending on the type of offset 

block and type of post:

1. Wood block to wood post: 18 inches.

2. Wood or approved block to steel post: 10 inches.

3. Steel block to steel post: 2 inches (no washer on 

back + 2 each —11⁄2-in bolts to connect blockout to 

post).

h One each, 1-ft, 2-in wood offset block for wood post or 

approved offset block for steel post, to space the rail 

away from the post to minimize snagging.

h 6-ft, 0-in posts. To agency standard (6 by 8 or 8 by 8 

wood posts or W6 by 8.5 or W6 by 9 steel posts.

h 12-in galvanized W-beam backup plate at intermediate 

steel post locations with steel offset block for placing 

behind rail where no rail splice occurs.

h 10d to 16d galvanized nail(s) to keep wood offset block 

from rotating on wood post.
33

---------- Traffic

W-Beam with Wood Offset Block on Wood Post

---------- Traffic

W-Beam with Approved Offset Block on Steel Post
34 

---------- Traffic

W-Beam with Steel Offset Block on Steel Post

Checklist of Materials for Repair

Item Compute Number

needed

W-beam galvanized steel rail sections

12-ft, 6-in-long, desirably punched @ 3ft, 

11⁄2 -in spacing

Tally # of damaged 

Sections @ 12ft, 

6 in

5⁄8-in by 11⁄4 -in-long splice bolts with nuts (# sections x 8) + 8

5⁄8–in rail-to-post bolts with recess nuts 

and round washers for connecting rail to 

post and block

(# sections x 2) + 1

6-ft , 0-in posts* (# sections x 2) + 1

Offset blocks Same as # of posts

For wood block on wood post:

10 16d galvanized nails 

(preferably two per offset block)

2 x # of offset 

blocks

For steel block on steel post:

12-in W-beam back-up plate

Same as # of 

sections

For steel block on steel post:

5⁄8 -in by 11⁄2 -in hex-head bolts to connect 

block

2 x # of offset 

blocks

Guardrail-mounted delineators Same as # of 

sections

Object (hazard) marker 1 for each end

* If there is not adequate soil support behind the posts, use 7 ft or longer posts. 
35

This list indicates an exact number of parts. Be sure to take into 

account additional numbers of each part for damage, loss, etc.

A detailed list like this is not appropriate for end-treatment 

repair/replacement. The proprietary manufacturers’ 

installation manuals contain bills of material for each model 

of their products. Check these when conducting a complete 

replacement installation or for the appropriate quantities based 

on the amount of repair/replacement.

3. ESTIMATING EQUIPMENT AND TOOLS

The following is a listing of equipment and tools that will be 

needed for guardrail repair. There are two lists: the first is from 

a typical state highway agency truck; and the second is from a 

typical guardrail contractor truck. Make sure you comply with 

OSHA or your local regulations when using this equipment.

EXAMPLE 1– A TYPICAL STATE HIGHWAY AGENCY 

TRUCK

Supervisor Truck Supplies

3⁄8-in drive ratchet and socket set 

(end treatments have small nuts 

and bolts)

3⁄4-in drive ratchet and socket set 

(bridge connections and anchor 

terminals)

1⁄2-in drive ratchet and socket set with 

3-in and 10-in extensions

7/16 to 11⁄8” sockets

5 to 11⁄4” bell sockets 4-in to 1⁄2-in drive sockets

Four - splice pins, 2 pinch bars / pry 

bars

Open end and box wrench set 5/16 

to 11⁄4 inch

Two 1⁄2-in impact wrench Two 5/16-in impact sockets

Two 11⁄8-in impact socket Three 11⁄4-in impact bell socket

Two 11⁄4-in Impact Deep Bell Socket

One 15-in adjustable wrench One 20-in adjustable wrench

Four vise grip pliers Two 4-lb hammers

One 18 lb sledge hammer One 10-lb sledge hammer

Two flat shovels Two round shovels

Two post hole digger Two digging bars
36 

One post puller Cut-off saw, extra blades

Chain saw, bar oil Mix oil for saws

2- or 3-gal mix gas can 2 5-gal gas cans

Hilti concrete drill set Hilti 1⁄2, 5⁄8, 7⁄8, 1-in bits

3 7/8–inch-hole saws Epoxy

Long heavy-duty jumper cables Ink markers

Acetylene torch set Two chisels

3500-watt generator Two 100-ft electric cords

Two1/2-in VSR drills Two 1-in step bits

Paint & cold galvanizer Penetrating oil / spray

Two- Line levels String line

Line pins 200-ft steel tape

G/R Standards and Specifications Construction Log Book

Accident Investigation Reports Two Pull binders

Maintenance of Traffic Standards Work zone signs & stands

STOP / SLOW paddles Cones

Hard hats, safety vests, safety 

glasses, gloves, hearing 

protection, dust masks

MSDS Manual, Hazard 

Communication, Safety Manuals

First-aid kit Blood-Born Pathogen Kit

First-Aid Reports Wasp and bee spray

5-gal water cooler Quantity sheets

Respirators Camera

Clipboard Timesheets

Cell phone Credit cards

Guardrail-mounted delineators Object Markers

Post Pounder Truck / Rail Truck

Add to Supervisor Truck Supplies:

Truck-mounted post pounder — holds 30 posts — grease gun

Air compressor, 92 CFM Two air hoses

Hydraulic cylinder (pulling) Three chains

Canvas strap for lifting One 60-lb jack hammer

Two vehicle battery chargers Two Dewalt 18-volt wrenches
37

EXAMPLE 2– A TYPICAL GUARDRAIL CONTRACTOR 

REPAIR TRUCK

Foreman Truck Supplies

3⁄8-in drive ratchet and socket set (end treatments have small nuts and bolts)

3⁄4-in drive ratchet and socket set (bridge connections and anchor terminals)

1⁄2-in drive ratchet and socket set with 3” and 10-in extensions 

7/16-in to at least 11⁄8inch sockets One 20-in adjustable wrench

Five 11⁄4-in bell sockets 110-lb sledge hammer

41⁄2-in drive sockets 118-lb sledge hammer

Four splice pins 115-in adjustable wrench

Four vise grip pliers Combo open end and box wrench 

Two 4lb. hammers set 5/16 to 11⁄4 inch

Post puller Chain saw

Two flat shovels Cut-off saw

Two round shovels Saw blades

Two digging bars Mix oil for saws

Two- post-hole diggers Bar oil

Long, heavy-duty jumper cables Two or three gallon mix gas cans

Two 5-gal gas cans Acetylene Torch Set

Ink markers 3500-watt generator

Two 100-ft electric cord Two 1⁄2-in VSR drills

Two 1-in step bits Three 7⁄8-in hole saws

Two 1⁄2-in impact wrenches Two 1⁄2-in impact wrenches

Two 1⁄2-in impact wrenches Four swivel sockets

Two 5/16-in impact sockets Two 11⁄8-in impact socket

Three 11⁄4-in impact bell socket Two 11⁄4-in impact deep bell sockets

HILTI concrete drill set with bits 1⁄2, 

5⁄8, 7⁄8, 1 inch

Clipboard, time sheets, quantity 

sheets 

Epoxy Dust mask

Line levels Construction Log Book

Line pins G/R Standards and Specifications

String line Cell phone

Credit cards Paint and cold galvanizing spray

Accident Investigation Reports Two pull binders

Camera Proper work zone signs & stands

200-ft steel tape STOP / SLOW paddles / cones

First-aid kit Blood-born pathogen kit
38 

First-Aid Reports M.O.T. Standards

5 gal water cooler Penetrating oil / spray

Wasp and bee spray Object Markers

Guardrail-mounted delineators

MSDS manual, hazard communication, safety manuals

Hard hats, safety vests, safety glasses, gloves, hearing protection

4. ESTIMATING TIME NEEDED FOR REPAIR

General guidelines:

1. Include travel time to and from the repair site when 

this is a maintenance activity scheduled from a central 

garage.

2. Plan about 30 to 45 minutes to place the traffic control 

devices. It will take about the same time to gather the 

control devices after repair work is completed.

3. Allow 30 minutes for final inspection of guardrail after 

finishing the repair and for recording the repair job.

4. The time needed to make ANY repair depends on 

the experience and skill of the crew. The number of 

workers for the job and the amount of power-assisted 

tools available will also affect the time required.

Repairing cosmetic damage to guardrail installations--Should 

your agency want to repair the very minor type of damage 

mentioned earlier in this handbook, the actual repair (which 

may only be painting or minor straightening of a dented rail) 

should not require more than 30 minutes to 1 hour. 

Repairing damage that still permits the guardrail to function

When the inspection of the damage at the site indicates:

h Only a few posts are broken.

h Only a few posts are pushed badly off line.

h A rail is bent out of line less than 18 inches.
39

Or other conditions exist that permit routine scheduling of the 

repair (rather than emergency repair), plan for 1 to 2 hours of 

repair time, plus traffic control, inspection, and recording.

Repairing major damage requiring prompt attention--When 

the guardrail damage is extensive, such as four or more posts 

are knocked out or several rail beam sections are broken, plan 

on one half day time requirement, including the traffic control 

setup, inspection, and recording.

FOR AGENCIES WITH MAINTENANCE MANAGEMENT 

SYSTEMS THAT GIVE A MORE DETAILED TIME 

BREAKDOWN, USE THAT TO ESTIMATE TIME.

5. ESTIMATING CREW SIZE

The crew size will depend upon the extent of the damage 

and the needs for traffic control. Two workers and a person 

in charge should be enough to repair minor damage where 

the guardrail is allowed to remain assuming the guardrail 

would function satisfactorily while the repair was scheduled. 

This assumes the work involves only a few posts or rail beam 

sections. When four or more posts are involved, or more than 

two rail beam sections are to be replaced, expect to need a crew 

of four. If a wide range of power-assisted tools is available, then 

a crew of three should work well.

Traffic control crew needs are as follows:

1. If no person is to be assigned to flag traffic through 

the repair work zone, then no additional workers are 

needed. Workers repairing the rail can place and collect 

the traffic control devices. There can be situations 

causing short-term encroachment on the road to move 

equipment or to make brief repairs. Provide warning to 

traffic in such cases.

2. Assign one worker as a flagger when the traffic cones or 

temporary barricades around the repair site restrict the 

road or street to alternating one-way traffic. USE ONE 
40 

FLAGGER WHEN THAT WORKER CAN CLEARLY 

SEE TRAFFIC APPROACHING THE REPAIR SITE 

FROM BOTH DIRECTIONS AND THE FLAGGER 

SIGNAL CAN BE SEEN BY DRIVERS WELL IN 

ADVANCE OF THE REQUIRED STOP POINT.

3. Assign two workers as flaggers for any other work 

zone conditions where traffic cones or barricades create 

alternating one-way traffic flow around the repair.

IF YOUR MAINTENANCE MANAGEMENT SYSTEM GIVES 

MORE DETAILED CREW SIZE INFORMATION BY WORK 

TASK FOR GUARDRAIL REPAIR, THEN USE THAT CREW 

SIZE ESTIMATE.
41

6. EXAMPLE W-BEAM GUARDRAIL REPAIR LOG

W-beam guardrail repair log
42 

APPENDIX B: VIRGINIA DOT REPAIR 

GUIDANCE

The following Instructional and Informational Memorandum 

can be found at: http://www.extranet.vdot.state.va.us/locdes/

electronic%20pubs/iim/IIM220.pdf

VIRGINIA DEPARTMENT OF TRANSPORTATION

LOCATION AND DESIGN DIVISION

INSTRUCTIONAL AND INFORMATIONAL 

MEMORANDUM

GENERAL SUBJECT:

GUARDRAIL REPAIR, REPLACEMENT 

AND UPGRADE GUIDELINES

NUMBER: IIM-LD-220.2

MM – 327 CD – 2003 

– 4

SPECIFIC SUBJECT: DATE: 

NOVEMBER 21, 2003

SUPERSEDES: IIM-LD-220.1

TE - 305 CD – 2001 - 9

LOCATION AND DESIGN DIVISION APPROVAL:

Mohammad Mirshahi, P.E.

Approved November 12, 2003

SCHEDULING & CONTRACT DIVISION 

APPROVAL:

W. Byron Coburn, Jr., P.E.

Approved November 19, 2003

MOBILITY MANAGEMENT DIVISION APPROVAL:

Raymond J. Khoury, P.E.

Approved November 20, 2003

ASSET MANAGEMENT DIVISION APPROVAL:

James R. Smith, Jr.

Approved November 21, 2003

CURRENT REVISION

•	 This memorandum has been revised for clarification and emphasis in several 

areas.

EFFECTIVE DATE

•	 These instructions are effective upon receipt.
43

POLICY

•	 These instructions apply to the Repair, Replacement and Upgrade of Existing 

Guardrail Installations Only. New Installations SHALL be in accordance with 

current VDOT Standards.

•	 For the following situations all existing substandard guardrail systems and 

components shall be upgraded to the latest standard in accordance with 

current VDOT Road and Bridge Standards and this memorandum.

1. When located within the project limits of a construction project. When the 

line of rail extends outside the project limits, if more than 60% of the existing 

substandard line of rail lies within the project limits, then the entire run shall be 

replaced/upgraded as a part of that project.

2. When guardrail needs to be repaired/replaced under a maintenance project 

and/or contract (e.g. guardrail, pavement, etc.).

During routine maintenance projects and/or contracts of any roadway, all 

guardrail shall be reviewed, deficiencies identified, costs budgeted, and 

schedules set for replacement or upgrading to ensure that all existing guardrail 

meets current VDOT Standards. During these reviews if the guardrail is found 

to be more than 75 mm (three inches) lower or 75 mm (three inches) higher 

than current Standard requirements, then replacement or resetting shall be 

scheduled as soon as possible. For strong post guardrail (Standard GR-2) no 

metal blockouts are to be replaced in-kind or installed new, and no washers 

will be used other than those for the last 15.2 meters (50 feet) of a trailing end 

anchorage.

3. When located within the project limits of transportation improvements 

associated with permitted land development projects.

4. When any road is taken into the State roadway systems, all guardrail must 

comply with current Standards, and must include NCHRP 350 approved 

terminals and rail systems.

GUARDRAIL TERMINALS – DAMAGED AND SUBSTANDARD

•	 All terminals shall be installed as they were tested in accordance with NCHRP 

350. Lapping of guardrail must be in the direction of traffic, per NCHRP 350 

testing. DO NOT CHANGE THE DIRECTION OF THE LAPPING.

•	 When terminal damage occurs, a site investigation shall be made to determine 

whether the terminal should be repaired, replaced or eliminated. If a gap exists 
44 

between two runs of guardrail and it is approximately 60 meters (200 feet)+

, closing the gap by continuing the run of guardrail is recommended, thereby 

eliminating the need for a terminal. If a cut slope is within approximately 60 

meters (200 feet) + longitudinal distance from the location of the terminal and is 

sufficient to install a Standard GR-6, the guardrail shall be extended to the cut 

slope and a cut slope terminal (Standard GR-6) should be used.

•	 If the installation site does not provide at least 22.8 meters (75 feet ) of clear 

run-out path in addition to the length of need required for the barrier (exclusive 

of the terminal), a parallel terminal (Standard GR-9) shall be used instead of 

a flared terminal (Standard GR-7). If an extensive amount of grading would 

be required for site preparation to install a flared terminal (Standard GR-7), 

consideration should be given to using a parallel terminal (Standard GR-9) that 

does not require as much site preparation.

•	 The site preparation for all installations shall be in accordance with current 

Standards.

•	 Before replacing a damaged or substandard terminal, the location of the 

existing terminal should be checked to ensure sufficient length of need has 

been provided in the run of guardrail to adequately shield the hazard for which 

it was installed. In some cases it may be necessary to extend the guardrail to 

better shield the hazard or to provide for a more suitable site that would not 

require grading.

•	 Breakaway Cable Terminals (BCT’s)

BCT’s had concrete footings for the first two posts, did not have the metal 

strut at ground level between the first two posts and all posts were not 

breakaway.

Completely replace BCT’s with new NCHRP 350 approved terminals 

whenever they are damaged or if they are within the limits of a 

construction or maintenance project/contract.

•	 Modified Eccentric Loading Terminals (MELT’s)

The MELT provides a 1.2-meter (4-foot) offset, a 1.5-meter (5-foot) flat 

area behind the first post and a metal strut at ground level between the 

first two wooden breakaway posts.

If the MELT (Standard GR-7) is improperly installed or when damage 

includes the nose assembly and first two posts, replace with new NCHRP

350 approved terminals (revised Standard GR-7) such as the SRT-350, 

FLEAT 350, REGENT or other approved NCHRP 350 product. When 

replacing substandard GR-7 terminals, make sure that the section of rail 
45

and posts adjoining the new terminal installation is at the proper height.

•	 Strong Post Turned-down Terminals (Std. GR-5’s)

All turned-down strong post terminals (run-on locations) should have 

already been removed from roadways on the National Highway System. 

Any that have not been removed shall be removed immediately.

When these terminals that may remain on non-NHS roadways are 

damaged, they shall be replaced with NCHRP 350 approved terminals.

•	 Weak Post Turned-down Terminals (Std. GR-8, Type II’s)

Since no weak post terminals have been approved in accordance with 

NCHRP 350 for use in run-on locations, any of these terminals that 

are damaged shall be replaced with NCHRP 350 approved strong post 

terminals incorporating the appropriate transition required between a 

strong post terminal and weak post guardrail (in accordance with VDOT 

Road and Bridge Standards), regardless of the design speed of the 

roadway.

Any weak post run-on terminals within the limits of a construction project, 

maintenance project and/or contract shall be upgraded as part of the 

project.

For run-off locations, turned down terminals incorporating a concrete 

anchor (Standard GR-8, type I or II) are acceptable, regardless of the 

design speed of the roadway; however, the Type I and II terminals shall be 

outside of the clear zone of opposing traffic on two-way roadways. This 

includes existing installations in locations with design speeds greater than 

70 km/h (45 mph) for which new installation of weak post guardrail must 

be in accordance with the new approved TL-3 weak post design.

•	 TERMINALS BURIED IN THE CUT SLOPE (OLD 

STANDARD GR-6)

Existing GR-6 installations that are not NCHRP 350 compliant (in 

accordance with current VDOT Standards) should be evaluated to ensure 

the following:

- Proper Height per current standards -

Where existing GR-6 Terminals were installed with the height of rail 

following the ground line at a height of 27” to 28”, this installation 

method caused the terminals to be low, both in front of and behind 

the ditch line. These low installations may allow an errant vehicle to 

vault over the top rail and go behind the guardrail, failing its intended 

protection from hazards.
46 

- The end anchorage is sufficiently buried in the slope 0.3 m (min. 1 

foot cover).

Repair or replacement of either of these situations shall be to current 

VDOT Standards.

FIXED OBJECT ATTACHMENTS (FOA’S)

•	 Whenever a substandard fixed object or BR-GR attachment is damaged, it 

shall be replaced or upgraded with current Road and Bridge Standard fixed 

object attachments including the nesting of the rail, shortened post spacings 

and rubrail.

•	 When substandard FOA’s or BR-GR’s exist within the limits of construction 

projects or when replacement is required under a guardrail maintenance 

project and/or contract; both FOA’s and BR-GR’s shall be upgraded or replaced 

in accordance with the current VDOT Road and Bridge Standard.

W-BEAM GUARDRAIL

•	 During NEW CONSTRUCTION, always install to the current Standard heights.

•	 ALL W-beam guardrail panels shall be lapped in the direction of traffic. With 

two-way traffic, the laps on the right side of traffic are to be in the direction of 

traffic or toward the downstream end.

•	 Any existing guardrail (GR-2, GR-8) that does not meet current VDOT 

Standards or is identified to be greater than 75 mm (three inches) higher or 

lower than the Standard for the system being used, shall be scheduled for 

resetting or replacement. For sections of guardrail that are longer than 60 

meters (200 feet), if more than 60% of the entire run has been damaged, or 

does not meet current Standards, the entire run shall be replaced with current 

Standards. If less than 60% of the entire run has been damaged, the damaged 

section should be replaced with current Standards.

•	 Weak post W-beam Guardrail (Std. GR-8)

When substandard GR-8 is damaged, the extent of damage should govern 

repair/replacement. If the total run of guardrail is 60 meters (200 feet) or 

less, the entire run shall be replaced with the latest GR-8 design (which 

meets NCHRP 350 Test Level 3 criteria) or if the particular site conditions are 

appropriate a Standard GR-2 or GR-3 system can be used.

For substandard sections of GR-8 guardrail that are longer than 60 meters (200 

feet), if more than 60% of the entire run has been damaged, or does not meet 

current Standards, the entire run shall be replaced with the latest GR-8 design 
47

or if the particular site conditions are appropriate a Standard GR-2 or GR-3 

system can be used.

If less than 60% of the entire run has been damaged, the damaged section 

should be replaced with the latest GR-8 design or if the particular site 

conditions are appropriate a Standard GR-2 system can be used.

When either of these designs is used, the proper transitions MUST be 

incorporated. Transitions to the new height, splice locations and backup plates 

for the GR-8, and for the GR-2 transitions from GR-8, 8A, 8B to the GR-2 must 

be done in accordance with current Standard designs. The latest GR-8 design 

can be used even for speeds greater than 70 km/h (45 mph).

Existing weak post W-beam, not meeting NCHRP 350, that is within the limits 

of a reconstruction or maintenance project shall be upgraded to the new 

Standard design. When resetting or reusing rail, the height of the rail shall be 

installed to meet the current VDOT Road and Bridge Standards.

•	 Strong Post W-beam with 12' 6" Post Spacing and no 

blockout (Std. GR-1)

All Standard GR-1 guardrail should be identified and 

replacement schedules set for all roadway systems so 

that appropriate funding can be budgeted for upgrades. 

Standard GR-1 on any roadway within the National Highway 

System (NHS) shall receive first priority for upgrading as 

soon as possible.

Existing strong post guardrail (Standard GR-1) and end terminals within the 

project limits of any project/contract should always be replaced with a new 

NCHRP 350 approved system.

When damaged, the extent of damage should govern repair/replacement. If 

the total run of guardrail is 60 meters (200 feet)+ or less, the entire run shall be 

replaced with strong post (Standard GR-2) guardrail.

For sections of guardrail that are longer than 60 meters (200 feet), if more 

than 60% of the entire run has been damaged, the entire run shall be replaced 

with strong post (Standard GR-2) guardrail. If less than 60% of the entire run 

has been damaged, the damaged section should be replaced with strong post 

(Standard GR-2) guardrail.

•	 Strong Post W-beam Guardrail with Steel Posts (Std. GR-2)

When damaged, replace in kind in accordance with current standards; NO 

STEEL BLOCKOUTS shall be used. Rectangular washers shall be 

removed on a regular run of guardrail with the exception that washers should 
48 

still be retained or added to the last 15 meters (50 feet) of a trailing end to 

provide end anchorage on the run-off end of a one-way roadway. Discard the 

steel blockouts and use routed 150x150x360 mm (6”x6”) wood or composite 

blockouts. The wood and composite blockouts can be used interchangeably 

within a single run of guardrail for both NEW or repair,replacement and 

upgrades. When existing 150x200x360 mm (6x8) wood or composite 

blockouts are replaced during repairs, the blockouts shall include routing to 

prevent blockouts from rotating. When wood posts with wood blockouts are 

used, they should have TWO nails (one on each side) to prevent rotation of 

blockouts.

When posts are removed and meet current specifications for reuse, they 

should be reused only if they are 1.75 m (5’ 9”) or longer with Standard 

wood or composite blockouts. When resetting rail, the posts shall be removed 

and the holes backfilled prior to reinstalling the posts. The height of the rail 

should be measured to ensure it meets the current VDOT Road and Bridge 

Standards.

CABLE GUARDRAIL (STANDARD GR-3) DAMAGE

•	 When damaged, replace in kind in accordance with current VDOT Road and 

Bridge Standards (Standard GR-3).

•	 Any existing GR-3 that is identified to be more than 75 mm (three inches) lower 

or 75 mm (three inches) higher than current Standard requirements shall be 

scheduled for resetting.
49

APPENDIX C: MAINTENANCE GUIDANCE

As resources (funding, staff, and equipment) allow, the 

following best practices are recommended as part of a regular 

maintenance program. Conduct an annual or biannual review 

of all W-beam guardrail in a jurisdiction. Keep a record of the 

inspection by date and person carrying out the inspection. This 

will be helpful in the event of a lawsuit resulting from a crash. 

Look for the following features:

h Continuity of tension is preserved: no tears in the 

W-beam elements, all eight bolts are in each splice; all 

transitions are firmly connected to rigid objects; anchor 

cables are firmly attached to rail and posts.

h Rail height is adequate. Erosion and debris buildup can 

affect the effective rail height. Identify rail significantly 

low — 24 inches or less —or rail significantly high — 

more than 30 inches —for upgrading or modification, 

as resources permit.

h Integrity of the material is sound: no significant 

corrosion of the steel in the rail elements (especially 

watch for rusting steel), the offset blocks, or the posts, 

and no significant rotting of wood material.

h The amount of guardrail in advance of the hazard 

(length of need) is long enough to adequately shield the 

hazard.

h Identify older, nonstandard W-beam (or other types) 

systems (such as nonblocked out rail).

h For end treatments, ensure post #1 is sound and 

connected to its foundation.

h For energy-absorbing end treatments, the impact head 

is attached to post 1.

h The grading around the end treatment allows a 

small vehicle impacting on the end to pass over any 

remaining foundation/post/strut.
50 

h Ensure adequate, available deflection distance 

(generally 3 ft for the standard W-beam system) to 

vertical rigid objects.

h Flare (the rate at which the guardrail moves closer to 

the travel way going downstream) is not excessive (not 

sharper than 1:7 (Vertical:Horizontal)). 

h Check for adequate soil backing (1ft of 1:3 or flatter soil 

for standard 6-ft posts) to provide the stiffness for the 

posts.

h Ensure guardrail located on a steeper slope is in 

compliance with the figure below in order to prevent 

vaulting. 

h Ensure the offset blocks are not rotated.

A useful tool for managing this asset is an inventory (with 

possibly a rating system) of existing W-beam barrier, indicating 

the type of W-beam (post and offset block material, rail 

material) and the type of end treatment (model name and 

materials). The inventory is also useful in setting priorities 

for improvement projects. The following is an example 

inventory system being developed by New York State DOT. 

For additional information on this inventory system, contact 

NYSDOT’s Transportation Systems Maintenance, 50 Wolf Road, 

Albany, NY 12232; phone: 518-457-6435.
51

New York State Dot Guardrail Inventory System Report.
52 

APPENDIX D: CLEAR ZONE DESCRIPTION

The concept of clear zone is an approach to minimize the 

number and severity of crashes involving vehicles running 

off the road. Simply stated, it is a traversable area that starts 

at the edge of the traffic lane and extends laterally a sufficient 

distance to allow a driver to stop or return to the road before 

encountering a hazard or overturning. The traversable area 

would be considered safe, if there were no fixed objects, unless 

they are breakaway, and if the roadside geometry (either the 

fore slope, back slope, or ditch) was flat enough that a vehicle 

could safely traverse the area without tipping and rolling 

over. Roadside safety features include breakaway sign and 

light posts, and traversable drainage structures. Curbs are not 

considered a roadside safety feature since they can be easily 

mounted by errant vehicles; hence, their presence does not alter 

how clear zone is measured. 

A safe traversable slope can be either a recoverable slope or a 

non-recoverable slope with a clear run-out area at the bottom. 

A recoverable slope is a slope on which a motorist may, to a 

greater or lesser extent, retain or regain control of a vehicle 

and recover or stop. Slopes 1:4 (Vertical:Horizontal) or flatter 
53

are generally considered recoverable. A non-recoverable, 

traversable slope is a slope which is considered traversable 

but on which an errant vehicle will continue to the bottom. 

Embankment slopes from 1:3 and 1:4 may be considered 

traversable but non-recoverable if they are smooth and free of 

fixed objects. A clear run-out area is the flatter area at the toe 

of a non-recoverable slope available for safe use by an errant 

vehicle. Slopes steeper than 1:3 are not considered traversable 

and should not be found in the clear zone. 

The objective of roadside safety is to provide and maintain 

as much clear zone as practical. The design clear zone is the 

minimum width to be provided on a project and is dependent 

upon speeds, the roadside geometry, and traffic volumes. 

Further details on clear zone can be found in the Roadside 

Design Guide.


Office of Safety

Federal Highway Administration

U.S. Department of Transportation

1200 New Jersey Avenue, S.E.

Washington, D.C. 20590

FHWA-SA-08-002