How long does it take to install a tire spike strip?

A single 8-foot surface-mount tire spike strip on existing concrete pavement installs in 4 to 8 hours including layout, anchor drilling, strip placement, torque, and test pass. Add 2 to 4 hours for MUTCD signage installation. Recessed in-ground units add 1 to 2 days for saw-cutting and concrete pocket cure.

Can I install a tire spike strip myself?

For a single surface-mount strip on existing concrete pavement with no buried utilities, an experienced facilities-management team with proper tools can self-install. For any project involving asphalt pavement, recessed in-ground units, multiple strips, or permit interface with city right-of-way, hire a commercial paving contractor.

What anchor bolts work for tire spike strips?

5/8-inch sleeve or wedge anchors are standard for concrete pavement. 1/2-inch threaded rod with epoxy or polyester anchor adhesive is standard for asphalt pavement. Manufacturer specs always govern. Anchor torque typically runs 50 to 60 ft-lb on the final pass.

Do I need a permit to install a tire spike strip?

On private commercial property with no city right-of-way interface, a building permit is typically the only requirement. When the install touches city right-of-way or a state highway frontage, additional Public Works and ODOT permits apply. Check with your local jurisdiction before mobilizing.

What MUTCD signs are required at a tire spike strip exit lane?

At a minimum, MUTCD R5-1 "Do Not Enter" at the decision point upstream and MUTCD W4-4 "Severe Tire Damage" at the lane mouth within 30 feet of the strip. Custom property-specific signs cover line-of-sight gaps. Sign placement is governed by FHWA MUTCD Chapter 2B.

How to Install a Tire Spike Strip Exit Lane: Step-by-Step (2026)

A commercial tire spike strip installs in a one-way exit lane in roughly 4 to 8 hours per 8-foot strip on existing pavement, plus separate time for MUTCD signage placement and traffic-control plan execution. The install is straightforward but unforgiving — improper anchor depth, reversed spike orientation, or missing signage creates both legal and operational liability. This guide walks the install end-to-end for surface-mount units. Recessed in-ground units follow the same logic with the addition of saw-cutting and concrete pocket work.

For background on what a commercial tire spike strip is and what category fits which use case, start with our commercial tire spike strips guide. For the cost-side breakdown, see tire spike strip cost and installation.

Tools and Materials

8-foot surface-mount tire spike strip unit
5/8-inch concrete anchor bolts (sleeve or wedge style), quantity per manufacturer spec (typically 6 to 10 per 8-ft strip)
Hammer drill with 5/8-inch carbide masonry bit (or 1/2-inch for asphalt anchors)
Torque wrench rated to 60 ft-lb minimum
Chalk line and 4-foot level
8-pound sledge for sleeve-anchor setting
Anchor adhesive (epoxy or polyester) for asphalt installations
Tape measure (50-ft minimum)
MUTCD R5-1 sign with U-channel post and concrete footing
MUTCD W4-4 sign with U-channel post and concrete footing
Custom property warning sign with U-channel post
Traffic-control cones, signage, and ODOT-certified flagger if work zone interferes with active traffic

Time and Skill Level

Time: 4 to 8 hours for a single 8-foot surface-mount strip; add 2 to 4 hours for MUTCD signage placement
Skill level: Commercial paving contractor. NICET Level III or equivalent recommended for the layout-and-anchor phase
Crew: 2 minimum (one operator, one spotter and traffic control)

Step-by-Step Installation

Step 1: Site walk and lane geometry verification

Before any tools come out, verify the exit lane is at least 10 feet wide and 30 feet long upstream of the strip location. Confirm the decision point (where a wrong-way driver would commit to the exit lane) sits at least 50 feet upstream of the strip itself. Confirm an ADA-compatible bypass lane exists or is planned. Confirm no existing buried utilities run under the planned strip footprint.

Step 2: GPR (ground-penetrating radar) survey

Run a GPR survey of the pavement under the planned strip footprint to confirm no buried conduit, fuel lines, or stormwater pipe will be struck by anchor drilling. This step is non-negotiable on any pavement that has seen previous utility work. Skipping it creates a damage-and-repair liability that can double project cost.

Step 3: Layout and chalk-line

Lay the strip in passive position across the exit lane perpendicular to the direction of travel. Snap a chalk line marking the upstream edge of the strip and another marking the anchor-bolt centerline. Verify the line is square to the lane direction (within 2 degrees). For a 10-foot lane, the strip is centered with 1 foot of clearance to each lane edge.

Step 4: Drill anchor holes

For concrete pavement, drill 5/8-inch anchor holes to the manufacturer-spec depth (typically 4 to 6 inches). Use a hammer drill with a carbide masonry bit. For asphalt pavement, drill 1/2-inch anchor holes and plan to use anchor adhesive (epoxy or polyester) rather than wedge anchors -- asphalt does not hold mechanical wedge tension reliably.

Step 5: Set anchors

For concrete: set sleeve anchors with an 8-pound sledge until flush with the pavement surface. Tighten with a torque wrench to manufacturer-spec torque (typically 50 to 60 ft-lb). For asphalt: clean the hole, inject anchor adhesive per the adhesive manufacturer's spec, set the threaded rod, and allow cure time (typically 4 hours minimum at 70 degrees F, longer in cold weather).

Step 6: Verify spike orientation

Orient the strip so the spikes angle into the wrong-way direction. Verify all teeth pivot freely from passive position to upright protrusion -- 1.5 to 2 inches typical -- and back to passive when depressed. Any tooth that fails this test is rejected and replaced before the strip is finalized.

Step 7: Final torque and inspection

Torque all anchor bolts to manufacturer spec. Verify strip is flush with pavement (no rocking or daylight under the strip body). Run a test pass with a service vehicle in the exit direction; all teeth should depress smoothly and spring back upright after the tire passes.

Step 8: Place MUTCD signage

Install the R5-1 "Do Not Enter" sign at the decision point upstream (typically 50 feet from the strip). Install the W4-4 "Severe Tire Damage" warning at the lane mouth, within 30 feet of the strip. Install any custom property warning signs at line-of-sight gaps. Sign placement governed by FHWA MUTCD Chapter 2B (see FHWA MUTCD chapter 2B). For the full signage placement detail, see our tire spike strip signage requirements cluster article.

Step 9: ADA bypass-lane verification

Walk the accessible route from the parking lot to the building entrance. Confirm the bypass lane is marked, unobstructed, and connects to a continuous accessible path. The U.S. Access Board's ADAAG Section 4.3 governs accessible-route obstruction (see U.S. Access Board ADAAG).

Step 10: Documentation and closeout

Photograph the install from four angles (upstream, downstream, oblique, plan). Photograph each sign with its address-side context. File the manufacturer mill cert, anchor torque log, and final-installation photo log with the property's permit record. Provide the property manager with a maintenance schedule (quarterly inspection recommended).

Safety Warnings

All anchor drilling generates concrete or asphalt dust. OSHA 29 CFR 1926.1153 requires a respirable crystalline silica control plan on commercial concrete drilling work (see OSHA silica standard).
Active spike strips create a tire-damage hazard during install. Maintain a 30-foot buffer zone with cones and signage during anchor work.
Anchor adhesive (epoxy or polyester) is a skin and eye hazard. Use PPE per the SDS.
Test pass should be made with a designated service vehicle, not random employee or customer traffic.

Common Install Mistakes

Spike orientation reversed. Spikes must angle into the wrong-way direction. A reversed install punctures every legitimate exit pass. Caught at the test-pass step, but better caught at layout.
Anchor depth too shallow. Shallow anchors pull out under repeated traffic loading. Always drill to manufacturer-spec depth — not a "looks about right" judgment.
Missing signage. The strip isn't legally defensible without proper MUTCD signage. Never leave a project without R5-1 and W4-4 in place.
No ADA bypass. An accessible-route obstruction without a marked bypass creates immediate ADA liability.
GPR skipped. Striking buried utilities is the single most expensive avoidable mistake on a spike-strip install.

Inspection Checklist

Before leaving the site:

All teeth retract and protrude smoothly
Anchor bolts torqued to manufacturer spec
Strip flush with pavement (no rocking, no daylight)
R5-1 sign installed at decision point
W4-4 sign installed at lane mouth
Custom property sign installed at any line-of-sight gap
ADA bypass lane marked and connected to accessible route
Test pass completed with service vehicle
Photo log captured

When to Hire a Contractor

For a single surface-mount strip on existing concrete pavement with no buried utilities and no ADA retrofit required, an experienced facilities-management team can self-install. For any project involving asphalt pavement, recessed in-ground units, multiple strips, ADA bypass design, or any permit interface with city or state right-of-way, hire a commercial paving contractor. We handle the full scope including permit, GPR survey, install, and signage.

For Salem-area projects bundled with striping, see our Salem parking lot striping page. For clearance-height detail, see tire spike strip clearance height.

Or Hire Our Installation Crew

We install commercial tire spike strips across the Oregon I-5 corridor. Senior crew members hold NICET Level III, OSHA-30, and ODOT-certified flagger credentials. Get a custom quote.

Compliance disclaimer: Always verify current requirements with your local jurisdiction and the manufacturer's installation manual. This article reflects May 2026 specifications and is not a substitute for the controlling installation manual.