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TUNNEL GUARDRAIL
by
Presented to
and
ABSTRACT
The Boston Tunnel pedestrian rail design was analyzed and three modifications to the
current design were proposed: (1) relocation of the existing barrier with the addition of chain
link fencing; (2) retrofit of the existing rail with folded plate sections; and
(3) replacement of the rail with a crashworthy, flexible chain link fence. Rail redesign is
contingent on three critical observations: (1) increased rail offset from the concrete barrier will
result in less motor-vehicle occupant contact, snag, and propensity for a motorcyclist to flail into
the barrier; (2) limiting the occupant’s or motorcyclist's ability to contact the thin plate posts will
decrease the associated hazard; and (3) "softer" and more flexible systems will allow
motorcyclists to slow more gradually and not suffer high accelerations or large forces, which
contribute to injury and fatality. It is expected that the implementation of one of the designs
performance of the rail and save lives, in addition to reducing potential liability to the State of
Massachusetts.
1 INTRODUCTION
pedestrian structure into a potentially hazardous location. When pedestrian rails are mounted on
top of crash barriers, the existing combination rail must have a unique set of qualities: it must be
aesthetic, crashworthy, and appropriately service the needs and provide protection for a
pedestrian. Many times, urban roadways in tunnels or on bridges may implement pedestrian rail
combinations with traffic barriers to more efficiently utilize available space, although these
pedestrian combination barriers commonly service only maintenance or rescue personnel. The
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pedestrian rail on an elevated platform utilized in the Boston Tunnel is one such example of a
combination guardrail.
The Boston Tunnel rail design consisted of rectangular 2⅜-in. wide x ¾-in. thick (60-mm
x 19-mm) steel plate posts welded to pentagonal baseplates, with 2-in. (51-mm) diameter
schedule 40 SST pipes for horizontal members. The pipes were welded to the posts at nominal
mounting heights of 28 and 41 in. (711 and 1,041 mm) from the pedestrian walkway. The flat
plate posts were welded to chamfered base plates, which were epoxied with 6-in. (152-mm) studs
to the top of a 32-in. (813 mm) high safety-shaped concrete barrier. This barrier design is shown
in Figure 1.
This guardrail has been installed in the Boston Tunnel since its partial completion in
2003. Since that time, seven people have died due to crashes with the guardrail, four of which
were motorcyclists and three of which were passengers in vehicles who became entangled in the
rail [1]. Fatalities associated with rail designs result in costly litigation suits, re-evaluation
studies, negative public perception, blockage of major arterials caused both by the accident itself
and the responding crews, and most importantly, loss of human life. Critical analysis of the
guardrail with potential redesigns or retrofits is paramount to improving Boston's way of life.
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3
2 LITERATURE REVIEW
motorcyclist safety when impacting roadside guardrails commonly used to protect occupants of
motor vehicles [2]. Gabler evaluated motorcyclist fatality rates for various guardrail systems
installed on the sides of the road and concluded that most guardrails were not designed for
motorcyclist impact. Gabler further determined that there was a 12.4% motorcyclist fatality rate
when a motorcyclist impacts existing crash barriers, compared with a motor-vehicle fatality rate
of 0.15%. As a result, motorcyclists are more than 82 times more likely to be killed during a
crash with a guardrail system than operators of passenger vehicles. However, since
motorcyclists are under-represented in total vehicle registrations and traffic volume, barriers are
typically not designed to protect both motorcyclists and occupants of passenger vehicles.
Guide Specifications for Bridge Railings set forth the minimum specifications for pedestrian
guardrails and provided the first crash-testing standards for combination pedestrian and traffic
guardrails [3]. Pedestrian rails should be 42 in. (1,067 mm) above the walkway. The minimum
clear spacing is 15 in. (381 mm) for horizontal elements and 8 in. (203 mm) for vertical
elements. Chain link fence is exempt from the rail spacing requirements. The strength
requirement for a pedestrian rail is 50 lb per linear foot (730N per linear meter), transverse and
vertical combination load. For combination guardrails, full-scale vehicle crash tests were
which provides federal research money for the safety improvement of roadways in the United
States. NCHRP provided funds to investigate appropriate impact testing conditions and
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crashworthiness criteria for evaluation of roadside features in NCHRP Report 350 [4]. This
report set a precedent for many types of roadside safety components, including bridge rails,
which had previously been tested according to the AASHTO performance level guidelines [3].
More recently, an update to the criteria in NCHRP Report 350, entitled the Manual for Assessing
Safety Hardware (MASH), was accepted by the AASHTO, which redefined test impact criteria,
test vehicles, and acceptable safety performance criteria for evaluating roadside structures [5].
A combination traffic/bicycle bridge rail was developed to meet Test Level 4 of NCHRP
Report 350. The bridge rail consisted of a 31⅞-in. (810-mm) high New Jersey safety shape
concrete barrier with steel rail panels attached to the back of the concrete barrier [6]. The steel
rail extended 22½ in. (572 mm) above the concrete barrier and consisted of vertical spindles
spanning in between two horizontal steel tubes. It had a successful performance for a 17,637-lb
(8,000-kg) single-unit truck impact at 50 mph (80 km/h) and at 15 degrees and a 4,409-lb (2,000-
Performance Level 1 of AASHTO guide specifications. The bridge rail consisted of four
horizontal steel tubes spanning in front of a combination of W6x25 (W152x37.2) and tube posts
[7]. The rail had a successful performance with an 1,800-lb (817-kg) small car impact at 50 mph
guide specifications by the Texas Transportation Institute (TTI). The rail consisted of 2-in. (51-
mm) diameter, 7.3-ft (2.2 m) long Schedule 40 pipe spaced at 10 ft (3.0 m) apart and clamped to
the back of a 32-in. (813-mm) high New Jersey safety shape barrier [7]. Other 2-in. (51-mm)
diameter, Schedule 40 pipe horizontal line rails were spaced vertically at 3 ft (0.9 m) apart, with
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the upperr pipe locateed at the top of the barrieer. On the trraffic-side of the barrierr, 1-in. x 1-inn. (25
successfuul performan
nce with a 2,450-kg
2 (5,,400-lb) pickkup truck im
mpact at 62 mph (100 km/h)
k
3 EVA
ALUATION OF CURR
RENT DESIG
GN
element model
m of thee combinatioon concrete barrier and pedestrian
p raail was creatted in LS-DY
YNA
in. (711 and 1,048 mm). The concrete baarrier was modeled
m witth a rigid material,
m sincce its
Figure 2.
2 LS-DYNA
A model of combination
c n rail
(NCAC) LS-DYNA vehicle moddel database,, was modeled in a simuulated 25-deggree, 45-mph (72
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km/h) impact with the Boston Tunnel pedestrian rail. The simulated crash was terminated 350
ms after impact, at which point the vehicle was redirected away from the rail and the potential
for snag, occupant impact with the rail, and vehicle instability was reduced.
Impact with one rail caused the rail to deflect both downstream and backward laterally,
and the posts caused the impacting fender to snag and tear. The Explorer model made contact
with the rail along the top of the occupant compartment. Although it is expected that smaller
vehicles will not be subject to as much occupant head-slap and ejection concerns in free-
wheeling vehicles, the "zone of intrusion" for impacting occupants to project part or all of the
head out of the impacting-side window, even at moderate speeds, was still applicable [9,10] The
acceptable window to prevent head injury requires that either the head be shielded from impact
or that all impacted objects be located 11 in. (279 mm) back from the face of the barrier. Else,
the occupant of a vehicle may make contact with the fixed-object outside of the vehicle.
Based on the results of the simulations, it was very likely that an occupant involved in a
high-angle crash, which is more highly likely to occur when the roadway is curved, would have
made contact with the barrier structure. Occupant impact with a fixed structure represents the
maximum risk to the impacting occupant, significantly increasing likelihood of serious injury or
fatality. These results are consistent with reports that occupants of impacting vehicles have been
Furthermore, vehicle contact with the rail caused excessive rail deflection, contributing to
vehicle snag. The vehicle snagged in the simulation and the rail crushed the right-front corner,
obstructing occupant view with the hood and imparting large accelerations to the vehicle.
Besides large occupant ridedown decelerations, snag also contributes to vehicle spin-out from
the rail, which could endanger occupants in vehicles adjacent to the impacting vehicle and cause
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subsequent collisions. Snag phenomena in constricted areas, particularly locations with low
visibility, is highly undesirable and potentially hazardous, in addition to being a burden both to
other motorists on the roadway as well as emergency personnel who have to navigate to the
Researchers identified three possible methods of alleviating the hazard associated with
the current rail design. The first method consisted of decreasing the width of the walkway by
relocating the guardrail so that the front face of the posts is 11 in. (279 mm) back from the front
edge of the top of the concrete barrier, so it is out of the zone of intrusion. A second method was
designed to retrofit the existing rail with 8-in. (203-mm) wide folded plates to create a shield in
front of the pedestrian rail to prevent extremities from protruding between the posts, which has
led to significant occupant risk. The last method, which may prove to be the safest and most
aesthetic, is to remove the existing pedestrian rail and install a chain link fence with thin pipe-
type tubes. This design was based on a retrofit of a vandal protection fence evaluated by TTI [7].
The least costly design modification is to relocate the existing rail so that the front face of
the posts is 11 in. (279 mm) from the front edge of the top of the concrete barrier. By doing this,
virtually all risk of occupant interaction with the posts in the current rail design are eliminated,
based on an analysis of occupant head ejections during crashes [9]. Relocation of the existing
rail will not require modification to the rail structure or shape, and will minimize the total cost of
the modification. The zone of intrusion of an occupant with head ejection during a crash event is
8
M
Motorcyclists
s who impacct the barrierr will nonethheless experrience the saame risk of injury
as in the original design. A simpple, cost-effeective solutioon to mitigatte the hazardd to motorcyyclists
mal cost is to
at minim o install impaact attenuatoors around thhe base of thhe posts andd tensioned chain
c
mitigatedd by relocatting the raill and preveenting penetrration into the rail, whhich could cause
c
defenestrration, ampu
utation, or cruushing againnst the stiff plate
p posts.
9
10
The retrofit option is most desirable if relocating the rail is impossible due to narrow
walkways or if the cost of relocation is greater than the cost of materials. Furthermore,
retrofitting the rail could provide adequate impact behavior for all impact types. This design
therefore consisted of a rail element spanning along the front of the barrier.
This design was inspired by the literature review of several motorcycle crash barriers that
are currently used along European roads and highways. However, the cause of motorcyclist
injuries, and thus methods of alleviating these injuries, is currently under considerable debate.
The European designs utilize smooth concrete surfaces or sheet metal to cover the entire zone of
intrusion for motorcyclists to prevent any chance of snagging on the components of the guardrail
[11,12]. The proposed retrofit to the Boston Tunnel combination rail design consists of attaching
three 8 in. wide x 16-gauge thick (203 mm x 1.50 mm) rolled steel folded plate beams along the
lower portion of the guardrail. Detailed drawings of the retrofit design are shown in Figure 5.
The longitudinal beams consist of 8CS2x059 (203CS50.8x1.5) C-sections, which are standard
American Iron and Steel Institute (AISI) cold-formed structural sections [13]. These beams are to
be continuous along the length of the guardrail and are attached by L-angles at each of the posts.
These longitudinal folded plate sections, along with the concrete barrier, provide a smooth
surface that is free of snag points. The three sections may be welded together to act as one
continuous barrier that reduces the chance of penetration into the guardrail posts.
The proposed retrofit design will prevent a motorcyclist from penetrating into the
guardrail, as well as provide adequate protection for other motorists. This design will not require
a complete overhaul of the system because it utilizes the existing guardrails for much of its
structural design. No new drilling or anchoring into the concrete barrier would be required.
11
12
However, this design was based on analytical calculations and has not been crash tested
according to federal crashworthiness evaluation criteria. In addition, the weld-on L-angle option
requires extensive field welding that is likely to be labor-intensive, whereas the bolt-on L-angle
design will require three holes to be drilled in each of the ¾-in. (19-mm) thick plates. The
retrofit design was created for the practical purpose of maintaining the existing rail and
protecting motorcyclists and impacting occupants, which may incur a higher price than the
A practical method of optimizing the barrier for the design criteria is to remove the rail
entirely and replace it with a new, crashworthy design which is capable of withstanding impact
and safely redirecting motorcyclists with minimal injury or hazard. This design option
incorporates the benefits of relocation, since the rail will be removed and the new rail may be
installed as far from the front side of the concrete barrier as space allows. It also incorporates the
benefits of retrofitting, since contact with all elements of the new proposed barrier will be
A chain link guardrail may used as a safety treatment for the Boston Tunnel. Installation
of chain link fence will prevent occupants of errant vehicles and motorcyclists from penetrating
through the rail and making direct contact on the post structures. It is inexpensive to install and
maintain and does not have any sharp edges in the design which couch seriously affect motorists.
This design is modified from a crashworthy vandal protection fence tested at TTI [7].
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The proposed chain link pedestrian rail design consists of 2½-in. (64-mm) diameter
schedule 40 pipes, measuring 42 in. (1,067 mm) tall and welded to 6.5-in. diameter x ⅜-in. thick
(165-mm x 10-mm) circular base plates. Four ¾-in. diameter x 6-in. long (19-mm x 152-mm)
ASTM A449 bolts epoxied to the top of the concrete barrier are located on a 5-in. (127-mm)
Longitudinal barrier strength will be provided by two 2-in. (51-mm) diameter Schedule
40 pipes measuring 10 ft (3.0 m) long, spanning between vertical posts. The top longitudinal rail
is located at the top of the barrier, and the lower longitudinal rail is located 3 ft (0.9 m) below it.
On the traffic face of the barrier, 1 in. x 1 in. (25 mm x 25 mm) 11-gauge wire mesh is installed
The chain link fence has a distinct advantage that the impacts are distributed (non-
localized) along a wide contact patch. The small mesh size will ensure that impacting occupants
do not penetrate through the rail, and the round support posts reduce severity of impact by
distributing contact over a large area. There was concern that the mesh was not dense enough,
and motorcyclists or occupants which impact the barrier may project appendages (i.e. fingers)
through the mesh and suffer cuts or loss of fingers. However, analysis of approach vectors of
occupants and flailing motorcyclists indicate that there is a generally-low risk of such injuries
Preliminary cost estimates were assembled for the options discussed using the 2009
edition of the Building Construction Cost Data Manual published by RSMeans [14]. This
contains the national average for standard construction costs and location factors to compensate
for the differing construction prices at locations across the country. The estimated costs were
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normalized as costs per linear foot (LF) and linear meter (LM) of installation. This unit cost is
multiplied by the total length of installation to calculate the total cost of the project. However, it
should be noted that guardrail installation is highly specialized, and it is recommended to get
estimates from contractors experienced with guardrail installation to verify these estimates.
The estimated unit cost of the relocation option is $14.91/LF (48.92/LM), which is based
the relocation of the barrier and new material costs for chain link fence, impact attenuators, and
anchors. The total installation cost over approximately 6 miles (9.7 km) is $473,000. This option
is the lowest-cost option for redesigning the rail element; however, it may not be applicable at all
locations. Relocating the rail away from the concrete barrier may introduce additional free space
between individual joints at turns which was not included in the original manufacturing design.
Roadway curvature may cause unintended difficulty and confusion for construction crews, and
The estimated unit cost of the proposed retrofit design is $63.38/LF ($207.94/LM).
Therefore, the total cost to install the retrofit design on the approximate 6 miles (9.7 km) of
guardrail is $2,008,000. A possible alternative to installing this design over the entire portion of
the Boston Tunnel would be to only install the plate shielding on the curved sections of the
roadway. A benefit-to-cost analysis would be required, based on layout and traffic volume, to
decide the most critical areas for increased protection. The unit cost can be applied to the
The installation cost of the chain link combination rail is significantly less than that of the
proposed retrofit design, but is more than the anticipated cost of the rail relocation. An estimate
for demolition and removal cost was 25% more than the total construction cost. The demolition,
material, and installation cost of the chain link combination rail is $27.55/LF ($90.39/LM).
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However, this alternative requires the complete removal of the existing rail. The total installation
cost over the 6 miles (9.7 km) of guardrail is estimated at $873,000. This option is substantially
less expensive than the retrofit option. The costs associated with the three proposed options are
summarized in Table 1.
Relocation Option
Total with
Item Labor Material Equipment Total Overhead
and Profit
($/LF) ($/LF) ($/LF) ($/LF) ($/LF)
Chain Link Fencing 0.41 1.20 0.11 1.72 2.01
Energy Absorbing Impact Attenuators 0.37 1.37 0.00 1.73 2.01
Anchors/Ties 3.55 1.01 0.36 4.92 6.69
Relocation of Existing Barrier 1.78 0.00 0.00 1.78 2.22
Totals 6.10 3.57 0.46 10.14 12.92
Total Including Location Factor: $ 14.91
Retrofit Option
Total with
Item Labor Material Equipment Total Overhead
and Profit
($/LF) ($/LF) ($/LF) ($/LF) ($/LF)
3 ‐ Cold‐Formed C Sections (16 Ga., 8" Deep) 18.00 10.68 0.00 28.68 36.36
L4x3‐1/2x1/4" Angle Connections 1.05 3.10 0.10 4.25 5.40
Attachments to Existing Rail 7.15 0.38 0.00 7.53 13.16
Totals 26.20 14.16 0.10 40.46 54.92
Total Including Location Factor: $ 63.38
Replacement Option
Total with
Item Labor Material Equipment Total Overhead
and Profit
($/LF) ($/LF) ($/LF) ($/LF) ($/LF)
Chain Link Fencing with Posts 3.77 4.00 1.01 8.78 11.60
Anchors/Base Plate 3.50 2.00 0.10 5.60 7.50
Demolition/Haul‐Off 25% of Construction Cost 4.78
Totals 7.27 6.00 1.11 14.38 23.88
Total Including Location Factor: $ 27.55
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6 DISCUSSION
It should be clear that relocating the rail is the most cost-effective treatment method.
Relocation of the hazardous rail element reduces the chances of occupant or motorcyclist impact
with the rail altogether. Clearly, the risk of injury is minimal if the rail is located a long distance
from the side of the road. Although the liberty to use such space is significantly limited by the
width of the walkway, narrowing the walkway to the minimum permissible width is the best
option to reduce occupant and motorcyclist risk alike. If rail relocation is a possible venue of
approach, or if the walkway permits narrower paths, the only remaining problem is to make the
rail safe for motorcyclists, and all user groups will experience maximum safety benefit.
Occupants which make contact with the semi-rigid rail element proposed for the retrofit
will experience risk which is not present in the barrier replacement option and is minimized in
the relocation option. Head ejection during concrete barrier impacts results in up to an 11-in.
(279-mm) wide window in which the head may extend out of the vehicle. Occupants of
passenger vehicles which contact the retrofitted rail may experience greater lateral accelerations
due to impact with a semi-rigid structure than would be experienced if the rail were relocated.
Head impact into the rigid structure has been observed in accident reports and field investigation
death. However, most data collected for the head ejection criteria was obtained from high-speed
testing at 60 mph, and clearly a smaller window of head ejection will occur at the posted speed
limit in the Boston Tunnel. Thus, although the retrofit option is the most costly and poses a
significantly better than the current rail design by preventing impact with the plate posts, may
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offer an aesthetic improvement, is believed to be crashworthy, and will improve behavior of the
Clearly, the most desirable option is the replacement of the barrier with a chain link
fence. Although this option requires that the existing rail be removed, the reward due to safety
improvement and decreased liability is substantially higher than the temporary costs associated
with the idea. The chain link fence is highly versatile and adaptable, easily repaired in the event
of a significant impact, and has aesthetic appeal. Furthermore, the chain link fence design may
enable unparalleled roadside access for emergency personnel through the use of reinforced gates,
minimizing obstruction which may be present using the existing rail design. It should be noted
that gate designs are typically weak, and any design incorporating a gate will have to ensure
adequate continuity of strength if it can be impacted. By incorporating the benefits of the retrofit
through a more flexible and forgiving rail element, and the benefits of relocation through
portability and freedom to install wherever it is convenient, the chain link fence is the most
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Use if space available for relocation is Use if there is no space for relocation and Use if funds and construction time are available
RECOMMENDATION
significant. walkway is very frequently used. as the primary recommendation.
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Design of the current Boston Tunnel guardrail was evaluated using finite element
analysis and compared to real-world accident history. The guardrail was relatively weak in
bending and would not prevent a vehicle which had climbed the traffic barrier from impacting
the guardrail and would allow the vehicle to penetrate the gaps between the rail and snag on the
posts, causing damage to the rail and deforming or potentially penetrating the occupant
contact with the posts, defenestration, severe spinal compression, or significant brain injury may
result. Likewise, occupants of errant vehicles, when subjected to the lateral accelerations in rigid
concrete barrier impacts, tend to project toward the impact-side window of the vehicle and may
extend out of the vehicle through the window. The head ejection analysis indicated a high
propensity for occupants of impacting vehicles to become snagged by the rail and, in worst-case
Three modifications were proposed to increase the safety of the Boston Tunnel's
pedestrian guardrail design. The first option discussed was to relocate the barrier 7½ in. (191
mm) backward from its current position. The second option was to install three 8-in. (203-mm)
wide folded plate retrofits on the front of the traffic barrier by installing attachment brackets on
the plate posts and drilling holes in the folded plates to install button-head bolts. This design
option prevents occupants from penetrating into the system and impacting the rail. A more cost-
effective, crashworthy option with less optical obstruction consisted of a bolted-down chain link
guardrail system installed on the top of the concrete barrier. This design has the advantage of
improved pedestrian and motorist vision, maintains aesthetics of the walkway, improves
motorcyclist safety, and prevents post snagging with the continuous rail element.
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The installation cost of the chain link combination rail is approximately 57 percent less
expensive than the proposed retrofit design. However, the cost of either solution is not
annual budgetary losses due to liability. Over the course of the last eight years, the State of
Massachusetts has already experienced equivalent or higher costs from liability lawsuits based
on the existing rail design. A relatively small investment in the safety of the Boston Tunnel could
retrofit or replacement of the Boston Tunnel guardrail immediately. The cost of litigation using
the currently non-crashworthy design is considerable, and the tunnel has a high fatality rate.
Following federally-accepted societal costs associated with motor-vehicle fatalities and critical
injuries [15], the annualized cost to the state from occupant injuries is more than $3.3 million per
year. As long as the existing rail is in place in its current location, the Massachusetts Department
of Transportation stands to incur a significant cost via litigation, plus reinforcing a societal
perspective of insensitivity on behalf of governing authorities. The expected payback period for
installation of either the retrofit design or recommended replacement design is less than one year,
if severe injuries and fatalities can be prevented. A new rail design may improve perceptions of
safety among motorists, societal perspective of transportation safety, and sensitivity to needs and
8 ACKNOWLEDGEMENTS
The authors would like to acknowledge Mr. Maurer, who provided funding for research
in this project. The authors would also like to express gratitude to Larry Bock and Drs. Dean
Sicking, Ronald Faller, and John Reid for their guidance and contributions to this project. This
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analysis was dedicated to the motorists who were killed during impact with the Boston Tunnel
railing. The authors also express appreciation to NCAC for use of the vehicle model.
9 REFEERENCES
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