7

Part 3

Rating Existing Wood Bridges and Trestles

— 2017 —

TABLE OF CONTENTS

Section/Article Description Page

3.1 Rules for Rating Existing Wood Bridges and Trestles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2
3.1.1 Classification (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2
3.1.2 General (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2
3.1.3 Carrying Capacity (2014). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2
3.1.4 Inspection (2016) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2 1
3.1.5 Computation of Stresses (2016) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-3
3.1.6 Loads and Forces (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-3
3.1.7 Dead Load (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-3
3.1.8 Live Load (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-3
3.1.9 Impact (1988) R(2017). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-3
3.1.10 Centrifugal Force (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-4 3
3.1.11 Other Lateral Forces (1988) R(2017). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-4
3.1.12 Longitudinal Force (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-4
3.1.13 Combined Stresses (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-4
3.1.14 Unit Stresses (2016) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-4
3.1.15 Chord Deflection (2009) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-5
3.1.16 Composite T russes (1988) R(2017). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-5
3.1.17 Action to be Taken (1988) R(2017) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-6

LIST OF TABLES

Figure Description Page

7-3-1 Unit Stresses for Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-5

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Timber Structures

SECTION 3.1 RULES FOR RATING EXISTING WOOD BRIDGES AND TRESTLES1

3.1.1 CLASSIFICATION (1988) R(2017)

Wood railway bridges and trestles shall be classified according to their rated carrying capacity as determined by the rules
specified herein. The work of classifying bridges shall be as described in Chapter 15, Steel Structures, Part 7, Existing Bridges.

3.1.2 GENERAL (1988) R(2017)

Except as otherwise provided in these rules, the recommendations in this part shall govern.

3.1.3 CARRYING CAPACITY (2014)2

a. The carrying capacity of a bridge shall be determined by the computation of stresses based on authentic records of the
design, details, species and grade of wood, materials, workmanship, and physical condition, including data obtained by
inspection. If deemed advisable, field determination of stresses shall be made and the results given due consideration in
the final assignment of the carrying capacity. For a specific service, the location and behavior under load shall be taken
into account.

b. Carrying capacity as determined under this section assumes the structure is stable in accordance with generally
accepted engineering principles.

c. No allowance is made in this section for future growth of traffic, load level, or for future deterioration of the bridge. If
such changes are anticipated, they shall be considered in the evaluation. For any accounted change in traffic or in the
condition of the bridge, the evaluation shall be reviewed and, if necessary, the bridge shall be re-evaluated.

3.1.4 INSPECTION (2016)3

An inspection of the bridge shall be made to determine:

a. Whether the actual sections and details conform to the drawings. Where actual sections and details do not conform to
the drawings the differences shall be noted in detail; of special importance are the number and spacing of piles, size of
cap, height of bents, length of panels, size and number of stringers, positioning of stringer joints on caps, whether
stringers are continuous over bents, size and spacing of ties, and size and location of sway and longitudinal bracing on
bents, if any.

b. Any additions to the dead load not shown on the plan, such as heavier deck or rail, walks, pipelines, conduits, signal
devices, and wire supports.

c. The position of the track with respect to the center line of the bridge.

d. Any loss of wood due to decay and wear. This determination should be made by increment borings.

e. The physical condition, noting such conditions as loose bolts and excessive checks or splits.

f. The condition of all points of bearing.

g. The condition of bents, especially at the ground line and cap connection.

1
References, Vol. 63, 1962, pp. 456, 687; Vol. 89, 1988, p. 106.
2
See Part 6 Commentary.
3 See Part 6 Commentary.

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 Rating Existing Wood Bridges and Trestles

h. Evidence of excessive deflection (c.f. Article 3.1.15), lateral movement, or longitudinal movement that may
necessitate immediate closure of the structure to traffic. Stability of the structure as a whole as well as its parts must be
assured under live load.

3.1.5 COMPUTATION OF STRESSES (2016)

The computation of stresses shall be made for the details as well as for the main members, giving particular attention to:

a. The increased load carried by a stringer, cap, floor member, or truss due to eccentricity of the load. This applies to
bridges on tangent where the tracks are off center as well as to bridges on curves.

b. Spacing of bents.

c. Continuity occurring in stringers. Where the support under a rail consists of three or more stringers assembled as a
chord, or otherwise acting in unison, and extending over two spans with staggered joints, a partially continuous beam
action may be assumed to exist, and the computations may be made for stringers assuming simple spans for bending
but fully continuous for shear (see Articles 2.2.3 and 2.5.9).

3.1.6 LOADS AND FORCES (1988) R(2017)

Stresses shall be computed for the following loads and forces:

a. Dead Load.
1
b. Live Load.

c. Impact.

d. Centrifugal force.

e. Other lateral forces. 3

f. Longitudinal force.

3.1.7 DEAD LOAD (1988) R(2017)

The dead load shall be the weight of the bridge including the deck and track, together with any other fixed loads. 4
3.1.8 LIVE LOAD (1988) R(2017)

a. The live load shall be one of the Cooper E series, other standard loading, or a load consisting of a specific locomotive
or other equipment, depending on the purpose for which the rating is desired.

b. If the live load is to be a specific locomotive and cars (or other equipment), complete data shall be obtained, including
the spacing of axles and the static load on each axle. This data shall be used to convert the specific locomotive and cars
(or other equipment) to equivalent standard loading for the various span lengths of the bridges being rated.

3.1.9 IMPACT (1988) R(2017)

The dynamic increment of load due to the effects of speed, roll and track irregularities is not well established for timber
structures. Its total effect is estimated to be less than the increased strength of timber for the short cumulative duration of

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Timber Structures

loading to which railroad bridges are subjected in service, and is taken into consideration in the derivation of allowable
working stresses for design.

3.1.10 CENTRIFUGAL FORCE (1988) R(2017)

Centrifugal force shall be determined as specified in Article 2.3.4.

3.1.11 OTHER LATERAL FORCES (1988) R(2017)

Other lateral forces shall be determined as specified in Article 2.3.5, except that the wind force shall be taken as not exceeding
two-thirds of the forces shown and the nosing load shall be taken as 1/16 the weight of one locomotive without tender, both
applied as stated. Due to their limited duration, wind forces may be ignored in the rating of pile or frame trestles where the
bridge is geographically located in an area not normally exposed to winds of exceptional magnitude.

3.1.12 LONGITUDINAL FORCE (1988) R(2017)

Longitudinal force shall be determined as specified in Article 2.3.6.

3.1.13 COMBINED STRESSES (1988) R(2017)

For stresses produced by longitudinal or other lateral forces, or by a combination of these forces with dead and live loads and
centrifugal force, the allowable rating stresses may be twice the working unit stress shown in Table 7-2-9, provided the stress
resulting from dead and live loads and centrifugal force only does not exceed the rating unit stress established in
Article 3.1.14.

3.1.14 UNIT STRESSES (2016)1

a. Loading beyond Design Load without careful regular inspection is not recommended. Frequent loading beyond the
Design Load shortens the useful life considerably. Recommendations in this Article assume the structural connections
are tight and structure geometry is correct.

b. The permissible unit stresses for rating resulting from dead and live loads and centrifugal force for structures inspected
in accordance with Article 3.1.4 are shown in Table 7-3-1, to be used without allowance for impact due to live load.

1
See Part 6 Commentary.

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 Rating Existing Wood Bridges and Trestles

Table 7-3-1. Unit Stresses for Rating

Equipment or Regularly Assigned

Description Locomotives Not Equipment or
Regularly Assigned Locomotives
f= unit stress in extreme fiber in bending, in pounds per square inch 1.3 kFh 1.1 kFh
All other unit stresses 1.3 k 1.1 k
E= modulus of elasticity, in thousands of pounds per square inch. As shown in Table 7-2-9
where:
k= Unit Stress for Structural Lumber Subject to Railway Loading, Section 2.5, Allowable Unit Stresses for Stress-
Graded Lumber, or values for Engineered Wood Products, Section 2.4.
Fh = depth factor.
2
H + 143
= 0.81 ----------------------
2
H + 88

where: H is the depth of the beam. For H of 16 inches or less, Fh = 1 may be used.

c. For structures inspected with a full tactile inspection by qualified timber inspectors, the permissible stress for regularly
assigned equipment or locomotives may be increased from 1.1 to 1.2 kFh for bending and 1.2k for all other stresses
except shear. This does not apply to caps or similar non-load sharing members, and does not apply to members with
end splits.
1
d. If the actual section modulus or cross-section area is less than 75% of that for which the Rating was calculated, a new
Rating using the revised properties must be made.

e. For unit stress in compression parallel to grain for columns with L/d ratio greater than 11, see Article 2.5.4b.

f. Where the grade of timber actually in use in any structure is not definitely known, k shall be assumed as 1.0 times the 3
minimum grade shown in Table 7-2-9 for the species used, for timbers usually used in stress grades.

g. If a structure fails to qualify under the foregoing permissible stresses for equipment or locomotives not regularly
assigned, then speed may be restricted to not to exceed 10 mph and the members recomputed with the k coefficient
increased 15 percent.

h. For glulam beams with wane on one side, the k value for shear shall be multiplied by 0.83. For glulam beams with 4
wane on both sides, the k value for shear shall be multiplied by 0.67.

i. For timbers with notches, refer to Article 2.5.10 Notched Beams (2016) and utilize unit stresses in Table 7-3-1.

3.1.15 CHORD DEFLECTION (2009) R(2017)

Measured net chord deflection (inches) under live load should not exceed L/250, where L is the span length in inches.

3.1.16 COMPOSITE TRUSSES (1988) R(2017)

For trusses composed of both wood and steel or iron members, the metal portions shall be rated using stresses as specified in
the Rules for Rating Existing Steel Bridges, Chapter 15, Steel Structures; Part 7, Existing Bridges.

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Timber Structures

3.1.17 ACTION TO BE TAKEN (1988) R(2017)

If the stresses exceed those permissible under these rules, the loading shall be restricted so that the permissible stresses will not
be exceeded until the indicated remedial work has been done. The remedial work in general will consist of replacing defective
parts, adding posts or piles to bents where required, or placing additional stringers. When the permissible stresses are closely
approached, or when the physical condition of the main members or the details are not good, the bridge shall be kept under
frequent inspection as long as it is continued in service.

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