TRAFFIC DIRECTION FOR RAIL LAP AS SHOWN (SEE NOTE 7) "SPLICE BOLT" WITH NUT MIDWEST GUARDRAIL SYSTEM (STANDARD AND REDUCED POST SPACING)

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1 TRAFFIC DIRECTION FOR RAIL LAP AS SHOWN GR-MGS1, 1A (SEE NOTE 7) NOTES: '-3" 6'-3" 3'-1 " 3'-1 " 3'-1 " 3'-1 " GR-MGS1 (6'-3" POST SPACING) SPLICE DETAIL W-BEAM RAIL SPLICE MID-SPAN GUARDRAIL LOCATIONS SHOWN ON PLANS ARE APPROXIMATE ONLY AND CAN BE ADJUSTED DURING CONSTRUCTION IF AND AS DIRECTED BY THE ENGINEER. FOR DETAILS OF POST AND BLOCKOUTS SEE SHEET NO FOR DETAILS OF RAIL ELEMENT, AND ASSOCIATED HARDWARE SEE SHEETS AND ALL GUARDRAIL POSTS SHALL BE SET PLUMB. POST SHALL NOT BE SET WITH A VARIATION OF MORE THAN " PER FOOT FROM VERTICAL. W-BEAM, BLOCKOUTS, AND POSTS SHALL BE SET AND ALIGNED WITHOUT ALTERATION OR FORCE, AS PER SECTION OF THE S. (STANDARD AND REDUCED POST SPACING) * GR-MGS1A (3'-1 " POST SPACING) MIN. DISTANCE FROM FACE OF RAIL TO FIXED OBJECT = 60" MIN. DISTANCE FROM FACE OF RAIL TO FIXED OBJECT = 48" 8 PER SPLICE RAIL SPLICE SHALL BE PLACED MID-SPAN FOR STANDARD POST SPACING (6'-3") "SPLICE BOLT" WITH NUT RAIL ELEMENTS WITH RADII LESS THAN OR EQUAL TO 150 FEET SHALL BE SHOP CURVED AND PAID FOR AS RADIAL GR-MGS1, OR 1A. ALL GR-MGS1 AND GR-MGS1A RAIL SHALL BE MAINTAINED AT A HEIGHT OF 30" MIN - 32" MAX AS MEASURED PER STANDARD GR-INS. POST SPACING. 12" BLOCKOUT OPTIONAL GR-MGS1A METHOD USING NESTED RAIL WITH 6'-3" ALL W-BEAM RAILS SHALL BE LAPPED IN THE DIRECTION OF VEHICULAR TRAVEL FOR THE FINISHED ROADWAY. THE OPTIONAL GR-MGS1A METHOD OF NESTING THE RAIL SHALL BE APPROVED BY THE ENGINEER PRIOR TO INSTALLATION. REVISION DATE SHEET 1 OF

2 GR-MGS1 4'-0" 6"x 12"x1'-2" TREATED PINE BLOCK. 6" SEE NOTE 4 31" W6x9 STEEL POST 6' LENGTH SEE NOTE 4 STANDARD INSTALLATION 6' STEEL POST 31" W6x9 STEEL POST 9' LENGTH 1' -9" 1' -9" STEEPER THAN 4:1 GUARDRAIL INSTALLATION SITES REQUIRING 9' GUARDRAIL POSTS LESS THAN 2' 4" MIN. ƒ" HOLE " 7" 1. " 6" 12" 1ƒ" 14" 12" 14" 6" WIDE ROUTED WOOD BLOCKOUT NOTES: " ƒ" DIA HOLE ƒ" "x14" BOLT & NUT W6x9 STEEL POST 6' OR 9' LENGTH STEEL POST 12" BLOCKOUT ALL BOLTS, NUTS, WASHERS, AND OTHER STEEL ITEMS ARE TO BE GALVANIZED. BLOCKOUTS OTHER THAN SHOWN SHALL BE A VDOT APPROVED PRODUCT MEETING MASH TESTING CRITERIA. BLOCKOUTS SHALL BE FROM THE VDOT APPROVED PRODUCTS LIST. APPROVED BLOCKOUTS MAY BE INTERCHANGED ON ANY ONE PROJECT WITH THE RESTRICTION THAT THE SAME TYPE OF BLOCKOUT MUST BE USED IN ANY SINGLE RUN OF GUARDRAIL. WOOD BLOCKOUTS SHALL BE TREATED WITH A WOOD PRESERVATIVE IN ACCORDANCE WITH THE S. DIMENSION MAY VARY PLUS OR MINUS " DUE TO MANUFACTURING TOLERANCES IN GUARDRAIL COMPONENTS. SHEET 2 OF 2 REVISION DATE (STANDARD AND REDUCED POST SPACING) 236

3 GR-MGS2 TERMINAL HEAD NOTES: STANDARD GR-MGS1 OR MGS TRANSITION RAIL LAP AT SPLICE, WITHIN TERMINAL PAY LIMITS FOR RUN-ON AND RUN-OFF SEE NOTE 2C. (9) TANGENT END TERMINAL (GR-MGS2) SHALL BE A VDOT APPROVED PRODUCT MEETING MASH TESTING CRITERIA. ANY TERMINAL USED FOR THE GR-MGS2 SHALL BE FROM THE VDOT APPROVED PRODUCTS LIST. ALL TERMINALS SHALL BE INSTALLED ACCORDING TO THE MANUFACTURER'S INSTALLATION INSTRUCTIONS AND THE FOLLOWING VDOT REQUIREMENTS: A. B. C. D. ALL STANDARD GR-MGS2 TERMINALS (SIMILAR TO AS SHOWN ABOVE) SHALL BE INSTALLED WITHOUT AN OFFSET. DIRECTION OF THE REFLECTIVE TAPE ON THE TERMINAL HEAD SHALL CONFORM TO MUTCD APPLICATION FOR DIAGONAL STRIPES ON OBJECT MARKERS AND BRIDGE END PANELS. (SEE NOTE 4) (8) (7) LENGTH OF NEED DO NOT CHANGE THE LAPPING OF TERMINAL FOR ANY INSTALLATIONS. INSTALL AS SHOWN IN THE MANUFACTURER'S INSTALLATION INSTRUCTIONS REGARDLESS OF ADJACENT TRAFFIC DIRECTION. (SEE DETAIL THIS SHEET) HEIGHT MEASURED AT TOP OF W-BEAM IS 30" MIN. - 32" MAX. PLAN ELEVATION (TANGENT END TERMINAL) 50' PAY LIMITS GR-MGS2 TERMINAL W-BEAM RAIL SPLICE MID-SPAN THIS DRAWING IS REPRESENTATIONAL ONLY. DETAILS, DIMENSIONS, QUANTITIES, AND OTHER INFORMATION NOT SHOWN WILL VARY FOR EACH MANUFACTURER. SEE INDIVIDUAL MANUFACTURER'S PLANS FOR THIS INFORMATION. (6) 4. (5) TO PASS. COLOR: (4) 6'-3" (TYP.) 31" (3) FIELD - YELLOW (REFLECTORIZED) THROUGH ROADWAY MARKER POSITION LEFT OF TRAFFIC 6'-3" (TYP.) (2) MESSAGE - BLACK STRIPES (NON-REFLECTORIZED) REVISION DATE TRAFFIC TERMINAL HEAD FLUORESCENT PRISMATIC LENS YELLOW SHEETING SHALL BE USED ON THE REFLECTIVE MARKERS. ALL REFLECTIVE SHEETING IS TO BE IN ACCORDANCE WITH SECTION 701 OF THE ROAD AND BRIDGE S. STRIPES SHALL SLOPE DOWN TOWARD THE SIDE OF THE OBSTRUCTION ON WHICH TRAFFIC IS (1) THROUGH ROADWAY MARKER POSITION RIGHT OF TRAFFIC SHEET 1 OF

4 GR-MGS2 B A NOTES: '-0" STANDARD GR-MGS1 OR MGS TRANSITION TRANSITION TO PROPOSED SLOPE B 50'-0" GR-MGS2 TERMINAL 4:1 MAX. SLOPE TO TOE OF SLOPE 25'-0" SLOPE HINGE POINT (SEE NOTE 2) THE CROSS SLOPE OF THE GRADE APPROACHING THE GUARDRAIL TERMINAL, AND ADJACENT TO FOR ITS FULL LENGTH, MUST BE A MAXIMUM OF 10:1. IF THE EXISTING GRADE IS FLAT OR IS A POSITIVE SLOPE DUE TO THE SUPERELEVATION OF THE ROADWAY PAVEMENT, THE MINIMUM OFFSET FROM THE FACE OF RAIL TO THE HINGE POINT, AS SHOWN, IS REQUIRED. 10'-0" FOR NEW CONSTRUCTION AND RECONSTRUCTION, THE 10:1 SLOPE GRADING SHALL EXTEND A MINIMUM OF 6'-0" MEASURED FROM THE FACE OF RAIL. MEASURED FROM THE FACE OF RAIL A 6'-0" MIN. TRANSITION TO EXISTING SLOPE AT HINGE 15:1TAPER SITE PREPARATION REQUIREMENTS FOR GR-MGS2 THE AREA IMMEDIATELY BEHIND AND BEYOND THE TERMINAL SHALL BE TRAVERSABLE AND FREE FROM FIXED OBJECTS. IF A CLEAR RUN OUT IS NOT ATTAINABLE THIS AREA SHALL AT LEAST BE SIMILAR IN CHARACTER TO THE UPSTREAM UNSHIELDED ROADSIDE AREAS. MEASURED FROM THE CENTER OF POST 1 FOR PROPRIETARY GUARDRAIL TERMINALS, THE MANUFACTURER'S SITE PREPARATION REQUIREMENTS TAKE PRECEDENCE OVER THIS STANDARD IF ADDITIONAL GRADING IS REQUIRED. 10:1 MAX. SLOPE (SEE NOTE 1) 10:1MAX. (SEE NOTE 1) 10:1MAX. (SEE NOTE 1) 15:1TAPER (SEE NOTE 4) SLOPE HINGE POINT 6'-0" SECTION A-A 4'-0" SECTION B-B GRADE TO MATCH EXISTING SLOPE HINGE POINT HINGE POINT 4:1OR FLATTER SHEET 2 OF 3 REVISION DATE 506. (TANGENT END TERMINAL) 236

5 GR-MGS2 B A 236 4'-0" STANDARD GR-MGS1 OR MGS TRANSITION NOTES: TRANSITION TO PROPOSED SLOPE B 50'-0" 4:1 MAX. SLOPE TO TOE OF SLOPE 25'-0" SLOPE HINGE POINT GR-MGS2 TERMINAL (SEE NOTE 2) (TANGENT END TERMINAL) A 10'-0" MEASURED FROM THE CENTER OF POST 1 MEASURED FROM THE FACE OF RAIL 4'-0" MIN. TRANSITION TO EXISTING SLOPE AT HINGE 10:1TAPER LIMITED USE SITE PREPARATION REQUIREMENTS FOR GR-MGS2 NOT FOR USE ON INTERSTATES, FREEWAYS, OR NEW CONSTRUCTION. THE CROSS SLOPE OF THE GRADE APPROACHING THE GUARDRAIL TERMINAL, AND ADJACENT TO FOR ITS FULL LENGTH, MUST BE A MAXIMUM OF 10:1. IF THE EXISTING GRADE IS FLAT OR IS A POSITIVE SLOPE DUE TO THE SUPERELEVATION OF THE ROADWAY PAVEMENT, THE MINIMUM OFFSET FROM THE FACE OF RAIL TO THE HINGE POINT, AS SHOWN, IS REQUIRED. THE AREA IMMEDIATELY BEHIND AND BEYOND THE TERMINAL SHOULD BE TRAVERSABLE AND FREE FROM FIXED OBJECTS. IF A CLEAR RUN OUT IS NOT ATTAINABLE THIS AREA SHOULD AT LEAST BE SIMILAR IN CHARACTER TO THE UPSTREAM UNSHIELDED ROADSIDE AREAS. NOT FOR USE ON INTERSTATES, FREEWAYS, OR NEW CONSTRUCTION. MAY BE USED ON LOWER CLASSIFICATION ROADWAYS WHEN UPGRADING EXISTING TERMINALS WITH SITE LIMITATIONS (WHEN APPROVED BY THE ENGINEER). OR WHEN SPECIFIED IN THE PLANS FOR 3R WORK THAT CANNOT CONFORM TO THE SITE PREPERATION REQUIREMENTS ON PAGE FOR LIMITED APPLICATIONS AS DESCRIBED IN NOTE 3, THE GRADING SHOULD BE AS CLOSE AS POSSIBLE TO THE SITE PREPARATION REQUIREMENTS ON PAGE THE SLOPE SHALL EXTEND A MINIMUM OF 4'-0" FROM THE FACE OF RAIL AND GRADING SHALL CONFORM TO THE DETAILS ABOVE. USE 21B AGGREGATE, OR OTHER SUITABLE MATERIAL AS APPROVED BY THE ENGINEER. 10:1 MAX. SLOPE (SEE NOTE 1) 10:1MAX. (SEE NOTE 1) 10:1MAX. (SEE NOTE 1) 10:1TAPER (SEE NOTE 5) SLOPE HINGE POINT 4'-0" SECTION A-A 4'-0" SECTION B-B REVISION DATE GRADE TO MATCH EXISTING SLOPE HINGE POINT 4:1OR FLATTER HINGE POINT SHEET 3 OF

6 GR-MGS3 PAY LIMIT MGS TIMBER POST GR-MGS3 END SECTION SEE STD GR-HDW SEE DETAIL A " MGS TIMBER POST 6 " 6'-3" " x 7 " LONG HEX HEAD BOLT AND NUT WITH " FLAT WASHERS 3'-11ƒ" STANDARD SPLICE HOLES TYP. STRUT AND YOKE ASSEMBLY " GUARDRAIL BOLT 10" LONG AND NUT ANCHOR BRACKET ƒ" CABLE ANCHOR ASSEMBLY 6'-3" 10'-3ƒ" 12" PLAN ELEVATION W BEAM END PANEL DETAIL MGS TIMBER POST W-BEAM END PANEL 6'-3" " GUARDRAIL BOLT 10" LONG AND NUT TOP OF GROUND OR PAVEMENT " HEX. BOLT AND NUT 10" LONG WITH WASHERS STEEL FOUNDATION TUBE 3'- " 6 " STANDARD MID-SPAN SPLICE ƒ" x 2 " SLOTTED HOLES TYP. ANCHOR BRACKET HOLES TYP. (TRAILING END ANCHORAGE) 2'-7" POST SLEEVE BEARING PLATE, NUT AND WASHER " HEX. BOLT 10" LONG AND NUT WITH WASHERS W6x9 STEEL POST 6' LENGTH NOTES: 2. DETAIL A " x 1 " LONG HEX HEAD BOLT AND NUT REVISION DATE ƒ" CABLE ANCHOR ASSEMBLY STEEL FOUNDATION TUBE ANCHOR BRACKET BOLT DETAIL USE OF THIS TRAILING END ANCHORAGE IS RESTRICTED TO RUN-OFF CONDITIONS ON DIVIDED HIGHWAYS. STEEL POST, BLOCKOUT, AND SPLICE SHALL BE IN ACCORDNCE WITH THE GR-MGS1 STANDARD AND LOCATED AS SHOWN IN THE DETAILS ABOVE. 1. SHEET 1 OF

7 GR-MGS3 1" - 8UNC STUD THREADED ENTIRE LENGTH STANDARD SWAGGED FITTING " STEEL ANCHOR PLATE ONE PIECE COLD FORM 16" 2" 4" 4" 4" 2" ƒ" DIA. TYP. SEE DETAIL B ƒ" 6X19 IWRC IPS CABLE CABLE ANCHOR ASSEMBLY 15" 7" 5" ƒ" 6X19 IWRC IPS CABLE DETAIL B 1 " DIA. STRUT STRUT AND YOKE ASSEMBLY 67" 78" 75" 6" x 3" 10 GAUGE STRUT ANCHOR BRACKET DETAILS YOKE 80" 50" 3" R= " Ž" 6" 5 " 1ƒ" 35 1 " DIA. 1ƒ" 3Š" 5 " " SECTION A-A 3" 8" 4" BEARING PLATE 6" POST SLEEVE YOKE 2ƒ" 1 " " 8" 2 " O.D. ASTM A53 GRADE B SCHEDULE 40 R= " " 8 " ANCHOR BRACKET END PLATE 4 " " x 2" SLOT 3" 4" 1 " DIA. HOLE 1 " " ANCHOR BRACKET END PLATE 7 " 23 " ƒ" DIA. 3" 5 " 2ƒ" ƒ" DIA. 2 " DIA. " DIA. 7 " 3ƒ" MGS TIMBER POST 3" 1" 1" DIA. 6" 8" 1 " 17 " 17" 72" STEEL FOUNDATION TUBE " WALL THICKNESS 46" SHEET 2 OF 2 REVISION DATE 506. (TRAILING END ANCHORAGE)

8 GR-MGS '-0" MIN. 27ƒ" NOTES: " BLOCKOUT 12" BLOCKOUT PLAN 6'-3" 6'-3" 6'-3" 3'-1 " 6'-3" W-BEAM RAIL SPLICE AT POST HINGE POINT 28' - 1 " ELEVATION TRANSITIONS FROM 31" GR-MGS1 TO 27ƒ" GR-2 SHALL BE ACCOMPLISHED WITH 2 STANDARD 12 FOOT SECTIONS OF W-BEAM. W-BEAM RAIL SPLICE AT POST POSTS, BLOCKOUTS, AND SPLICES SHALL BE IN ACCORDNCE WITH THE GR-MGS1 STANDARD AND LOCATED AS SHOWN IN THE DETAILS ABOVE. STANDARD 6 FOOT POSTS SHALL BE USED UNLESS OTHERWISE NOTED ON PLANS STANDARD GR-MGS1 TRANSITION SHALL BE PAID FOR AS EACH COMPLETE IN PLACE. END TERMINAL SHALL BE A VDOT APPROVED PRODUCT MEETING MASH TESTING CRITERIA. (TRANSITION FROM MGS 31" HEIGHT TO GR-2 27ƒ" HEIGHT) W-BEAM RAIL SPLICE MID-SPAN 13' - 6 " 12' - 6" 4'-0" MIN. 31" STANDARD 12 FOOT W-BEAM SECTION STANDARD GR-MGS1 31" GUARDRAIL OR 31" MASH TERMINAL 5 ƒ" x 2 " SLOTTED HOLES AT 3'-1 " SPACING REVISION DATE SHEET 1 OF

9 166 November 18, 2016 MwRSF Report No. TRP Anchor damage or disengagement would require replacement. For the end shoe bracket, it may only require installation of new mounting bolts if the bracket is undamaged. The blockout mounting bracket could be replaced using the two unused anchor holes if one of the anchors is damaged or becomes disengaged Integration with Other Barrier Systems The guardrail to PCB transition system developed herein focused on the MGS guardrail system and the 12.5-ft (3.81-m) long, F-shape PCBs that were developed through the Midwest States Pooled Fund Program. While the transition was designed specifically for these two barrier systems, there may be a desire to integrate this transition using other barrier systems, including existing G4(1C) W-beam guardrail or alternative PCB designs. Because a majority of the guardrail currently on the highway system consists of the G4(1S) guardrail, there will likely be a need to attach the G4(1C) guardrail to a PCB transition. Two issues must be addressed to transition the G4(1S) system to the MGS guardrail. They related to differences in rail height and splice location. Previous guidance has been given to raise rail height from the G4(1S) to the MGS over a distance of 25 ft to 50 ft (7.62 m to m). Several options exist to reposition the rail splices from the posts to the mid span locations by including omitting a post or use of ½ post spacing. Three layout options are proposed, but each requires a slightly different layout depending on the preferred splice repositioning method. In addition, each guardrail to PCB transition option requires a slightly different connection point to the nested MGS guardrail to provide a short length of standard MGS prior to the beginning of the guardrail to PCB transition. The three recommended G4(1S) to MGS transitions are detailed below. 1. Omitted Post Option The transition between the rail splice locations for the G4(1S) to MGS transition can be accomplished through omission of a post after the rail height transition is completed, as shown in Figure 107. Recent research has shown that the

10 167 November 18, 2016 MwRSF Report No. TRP omission of a single post in the MGS and creation of a 12.5 ft (3.81 m) unsupported span is acceptable under MASH TL-3 impact conditions [15]. As such, it is recommended that the splice repositioning can occur following the rail height transition through omission of the post at the first splice following the height transition. This option creates a 9 ft 4½ in. (2.86 m) span between G4(1S) spacing and MGS spacing. MGS attachment to the nested MGS may begin at the first splice following the splice repositioning. 2. Half-Post Spacing in MGS Option A second option for transitioning from G4(1S) to MGS consists of adding an additional post following the rail height transition, as shown in Figure 108. For this transition, a post at ½-post spacing is added after the second post following the rail height repositioning, and standard MGS begins after that point. Attachment of the MGS to the nested rail that begins the guardrail to PCB transition may begin after one 12.5-ft (3.81-m) long section of standard MGS following the splice repositioning. 3. Half-Post Spacing in G4(1S) Option A third option for transitioning from G4(1S) to MGS consists of adding an additional post prior to the rail height repositioning, as shown in Figure 109. For this transition, a post at ½-post spacing is added after the final post in the G4(1S) prior to the rail height repositioning, and standard MGS post spacing begins after that point. Attachment of the MGS to the nested rail that begins the guardrail to PCB transition may begin after one 12.5-ft (3.81-m) long section of standard MGS following the rail height repositioning. The blockout depth may be converted from the 8-in. deep G4(1S) blockouts to the 12-in. deep MGS blockouts at whatever point is convenient. Finally, the guardrail to PCB transition that was tested and evaluated herein used a common 12.5-ft (3.81-m) long, F-shape PCB that is used by a majority of the Pooled Fund states in the

11 November 18, 2016 MwRSF Report No. TRP Midwest. However, there may be potential to use this transition system with alternative PCBs if some basic criteria are met. 1. The reinforcement in alternative PCB designs would need to provide equal or greater barrier capacity to that provided by the PCBs used in this research. 2. Alternative PCB segment connections must have comparable or greater structural capacity and torsional rigidity about the longitudinal barrier axis when compared to the as-tested PCB. 3. Alternative barrier geometry may affect the performance of the system. As such, barrier height should be maintained at 32 in. (813 mm) to maintain a similar or less risk for wheel snag. Differences the barrier face geometry, such as New Jersey and single-slope barriers, may be acceptable, but they are not recommended at this time without further study. There are concerns that the difference in face geometry may affect vehicle interaction with the PCB in the overlapped barrier region. Thus, it may require revised connection hardware for the W-beam end shoe and blockouts. 4. The PCB segments with alternative lengths could potentially be used but are not recommended without further study due to concerns for potential differences in the PCB deflection and stiffness. 5. Any alternative PCB should have similar mass per unit length to the as-tested PCB system to provide similar inertial resistance, stiffness, and dynamic deflections. 6. Finally, it is recommended that any alternative PCB should meet MASH TL-3. It is also recommended that any alternative PCB have similar MASH TL-3 dynamic deflections to the as-tested PCB. Significantly increased or decreased dynamic deflections may adversely affect the performance of the guardrail to PCB transition system. 168

12 November 18, 2016 MwRSF Report No. TRP Figure 107. Schematic for Transitioning G4(1S) to MGS Prior to Guardrail to PCB Transition, Omitted Post Option 169

13 November 18, 2016 MwRSF Report No. TRP Figure 108. Schematic for Transitioning between G4(1S) and MGS Prior to Guardrail to PCB Transition, Half-Post Spacing in MGS Option 170

14 November 18, 2016 MwRSF Report No. TRP Figure 109. Schematic for Transitioning between G4(1S) and MGS Prior to Guardrail to PCB Transition, Half-Post Spacing in G4(1S) Option 171