Phase 4 - Evaluation Report, Bridge Inspection and ...
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Report
Ministry of Transportation and Infrastructure Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 - Evaluation Report Bridge from Mile 79.1 to Mile 135.10 (20 Bridges)
REPORT
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Table of Contents
SECTION PAGE NO.
Table of Contents i
1 Introduction 1
2 Evaluation Scope 1
2.1 Assessment of Bridges 2
3 Design Criteria 3
3.1 Design Code 3
3.2 Assessment Loads 3
3.3 Scour 4
3.4 Life Expectancy of the Structures and Components 5
3.5 Capacity Calculation 7
3.6 Allowable Stresses 8
4 Ratings 9
5 Cost Estimates 10
6 Mile 79.1 – Dumont Road 22
6.1 Mile 79.1 – Description 22
6.2 Mile 79.1 – Inspection 23
6.3 Mile 79.1 – Load Rating 23
6.4 Mile 79.1 – Optional Bridge Replacement 24
6.5 Mile 79.1 – Cost Summary Tables: Present to Year 2021 25
6.6 Mile 79.1 – Cost Summary Table: Years 2021 to 2031 26
6.7 Mile 79.1 – Cost Summary Table: Years 2031 to 2041 27
7 Mile 79.9 – Green Lake 29
7.1 Mile 79.9 Description 29
7.2 Mile 79.9 – Inspection 30
7.3 Mile 79.9 – Load Rating 30
7.4 Mile 79.9 – Optional Bridge Replacement 31
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7.5 Mile 79.9 – Cost Summary Table: Present to Year 2021 32
7.6 Mile 79.9 – Cost Summary Table: Years 2021 to 2031 32
7.7 Mile 79.9 Cost Summary Table: Years 2031 to 2041 33
8 Mile 86.9 – Bonell Creek 35
8.1 Mile 86.9 – Description 35
8.2 Mile 86.9 – Inspection 36
8.3 Mile 86.9 – Load Rating 36
8.4 Mile 86.9 – Optional Bridge Replacement 37
8.5 Mile 86.9 – Cost Summary Table: Present to Year 2021 37
8.6 Mile 86.9 – Cost Summary Table: Years 2021 to 2031 38
8.7 Mile 86.9 – Cost Summary Table: Years 2031 to 2041 38
9 Mile 87.2 – Hamilton Creek 40
9.1 Mile 87.2 – Description 40
9.2 Mile 87.2 – Inspection 41
9.3 Mile 87.2 – Load Rating 41
9.4 Mile 87.2 – Optional Bridge Replacement 42
9.5 Mile 87.2 – Cost Summary Tables: Present to Year 2021 43
9.6 Mile 87.2 – Cost Summary Table: Years 2021 to 2031 44
9.7 Mile 87.2 – Cost Summary Table: Years 2031 to 2041 44
10 Mile 93.0 – Englishman River 46
10.1 Mile 93.0 – Description 46
10.2 Mile 93.0 – Inspection 47
10.3 Mile 93.0 – Load Rating 47
10.4 Mike 93.0 – Optional Bridge Replacement 50
10.5 Mike 93.0 – Cost Summary Tables: Present to Year 2021 51
10.6 Mile 93.0 – Cost Summary Table: Years 2021 to 2031 52
10.7 Mile 93.0 – Cost Summary Table: Years 2031 to 2041 52
11 Mile 98.6 – French Creek 54
11.1 Mile 98.6 – Description 54
11.2 Mile 98.6 - Inspection 55
11.3 Mile 98.6 – Load Rating 55
11.4 Mile 98.6 – Optional Bridge Replacement 56
11.5 Mile 98.6 – Cost Summary Table: Years 2021 to 2031 58
11.6 Mile 98.6 – Cost Summary Table: Years 2031 to 2041 58
12 Mile 103.7 – Little Qualicum River 61
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12.1 Mile 103.7 – Description 61
12.2 Mile 103.7 – Inspection 62
12.3 Mile 103.7 – Load Rating 62
12.4 Mile 103.7 – Optional Bridge Replacement 64
12.5 Mile 103.7 – Cost Summary Table: Present to Year 2021 64
12.6 Mile 103.7 – Cost Summary Table: Years 2021 to 2031 65
12.7 Mile 103.7 – Cost Summary Table: Years 2031 to 2041 65
13 Mile 110.7 – Big Qualicum River 67
13.1 Mile 110.7 – Description 67
13.2 Mile 110.7 – Inspection 68
13.3 Mile 110.7 – Load Rating 68
13.4 Mile 110.7 – Optional Bridge Replacement 69
13.5 Mile 110.7 – Cost Summary Table: Present to Year 2021 70
13.6 Mile 110.7 – Cost Summary Table: Years 2021 to 2031 71
13.7 Mile 110.7 – Cost Summary Table: Years 2031 to 2041 71
14 Mile 113.2 – Nile Creek 73
14.1 Mile 113.2 – Description 73
14.2 Mile 113.2 – Inspection 74
14.3 Mile 113.2 – Load Rating 74
14.4 Mile 113.2 – Optional Bridge Replacement 76
14.5 Mile 113.2 – Cost Summary Table: Present to Year 2021 77
14.6 Mile 113.2 – Cost Summary Table: Years 2021 to 2031 77
14.7 Mile 113.2 – Cost Summary Table: Years 2031 to 2041 78
15 Mile 119.2 – Cook Creek (South Fork) 80
15.1 Mile 119.2 – Description 80
15.2 Mile 119.2 - Inspection 81
15.3 Mile 119.2 – Load Rating 81
15.4 Mile 119.2 – Optional Bridge Replacement 82
15.5 Mile 119.2 – Cost Summary Table: Present to Year 2021 82
15.6 Mile 119.2 – Cost Summary Table: Years 2021 to 2031 83
15.7 Mile 119.2 – Cost Summary Table: Years 2031 to 2041 83
16 Mile 119.50 – Cook Creek (North Fork) 85
16.1 Mile 119.50 - Description 85
16.2 Mile 119.50 - Inspection 86
16.3 Mile 119.50 – Load Rating 86
16.4 Mile 119.50 –Optional Bridge Replacement 87
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16.5 Mile 119.50 – Cost Summary Table: Present to Year 2021 88
16.6 Mile 119.50 – Cost Summary Table: Years 2021 to 2031 88
16.7 Mile 119.50 – Cost Summary Table: Years 2031 to 2041 89
17 Mile 120.20 – Rosewell Creek 91
17.1 Mile 120.20 – Description 91
17.2 Mile 120.20 – Inspection 92
17.3 Mile 120.20 – Load Rating 92
17.4 Mile 120.20 – Optional Bridge Replacement 94
17.5 Mile 120.20 – Cost Summary Tables: Present to Year 2021 95
17.6 Mile 120.20 – Cost Summary Table: Years 2021 to 2031 96
17.7 Mile 120.20 – Cost Summary Table: Years 2031 to 2041 96
18 Mile 122.00 – Waterloo Creek 98
18.1 Mile 122.00 - Description 98
18.2 Mile 122.00 – Inspection 99
18.3 Mile 122.00 – Load Rating 99
18.4 Mile 122.00 – Optional Bridge Replacement 101
18.5 Mile 122.00 – Cost Summary Tables: Present to Year 2021 102
18.6 Mile 122.00 – Cost Summary Table: Years 2021 to 2031 103
18.7 Mile 122.00 – Cost Summary Tables: Years 2031 to 2041 104
19 Mile 123.00 – Coal Creek 106
19.1 Mile 123.00 – Description 106
19.2 Mile 123.00 – Inspection 107
19.3 Mile 123.00 – Load Rating 107
19.4 Mile 123.00 – Optional Bridge Replacement 108
19.5 Mile 123.00 – Cost Summary Table: Present to Year 2021 109
19.6 Mile 123.00 – Cost Summary Table: Years 2021 to 2031 109
19.7 Mile 123.00 – Cost Summary Table: Years 2031 to 2041 110
20 Mile 124.10 – Mill Creek 112
20.1 Mile 124.10 - Description 112
20.2 Mile 124.10 – Inspection 113
20.3 Mile 124.10 – Load Rating 113
20.4 Mile 124.10 – Optional Bridge Replacement 117
20.5 Mile 124.10 – Cost Summary Tables: Present to Year 2021 118
20.6 Mile 124.10 – Cost Summary Table: Years 2021 to 2031 119
20.7 Mile 124.10 – Cost Summary Table: Years 2031 to 2041 120
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21 Mile 125.50 – Tsable River 122
21.1 Mile 125.50 - Description 122
21.2 Mile 125.50 – Inspection 123
21.3 Mile 125.50 – Load Rating 123
21.4 Mile 125.50 – Optional Bridge Replacement 127
21.5 Mile 125.50 – Cost Summary Tables: Present to Year 2021 128
21.6 Mile 125.50 – Cost Summary Table: Years 2021 to 2031 130
21.7 Mile 125.50 – Cost Summary Table: Year 2031 to 2041 130
22 Mile 126.15 – Buckley Bay Road 132
22.1 Mile 126.15 - Description 132
22.2 Mile 126.15 – Inspection 133
22.3 Mile 126.15 – Load Rating 133
22.4 Mile 126.15 – Optional Bridge Replacement 133
22.5 Mile 126.15 – Cost Summary Table: Present to Year 2021 134
22.6 Mile 126.15 – Cost Summary Table: Years 2021 to 2031 134
22.7 Mile 126.15 – Cost Summary Table: Years 2031 to 2041 135
23 Mile 127.60 – Hindoo Creek 137
23.1 Mile 127.60 - Description 137
23.2 Mile 127.60 – Inspection 138
23.3 Mile 127.60 – Load Rating 138
23.4 Mile 127.60 – Optional Bridge Replacement 139
23.5 Mile 127.60 – Cost Summary Table: Present to Year 2021 140
23.6 Mile 127.60 – Cost Summary Table: Years 2021 to 2031 140
23.7 Mile 127.60 – Cost Summary Table: Years 2031 to 2041 141
24 Mile 131.10 – Washer Creek 143
24.1 Mile 131.10 - Description 143
24.2 Mile 131.10 – Inspection 144
24.3 Mile 131.10 – Load Rating 144
24.4 Mile 131.10 – Optional Bridge Replacement 145
24.5 Mile 131.10 – Cost Summary Table: Present to Year 2021 146
24.6 Mile 131.10 – Cost Summary Table: Years 2021 to 2031 146
24.7 Mile 131.10 – Cost Summary Table: Years 2031 to 2041 147
25 Mile 135.10 – Trent River 149
25.1 Mile 135.10 - Description 149
25.2 Mile 135.10 – Inspection 150
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25.3 Mile 135.10 – Load Rating 150
25.4 Mile 135.10 – Optional Bridge Replacement 151
25.5 Mile 135.10 – Cost Summary Table: Present to Year 2021 152
25.6 Mile 135.10 – Cost Summary Table: Years 2021 to 2031 152
25.7 Mile 135.10 – Cost Summary Table: Years 2031 to 2041 153
26 Closure 155
Appendix A - Detailed List of Structures
Appendix B - Typical Rail Car Loading on Victoria Subdivision, Vancouver Island, BC
Appendix C - Equivalent Cooper's E Load Diagrams
REPORT
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1 Introduction
The following comprises the Phase 4 Evaluation Report for the E&N Railway bridges, along the
Victoria and Wellcox Subdivisions of the E&N Railway, owned by the Island Corridor Foundation
(ICF), currently operated by Southern Railway of Vancouver Island (SVI). This report covers 20
bridges in the northern portion of the line between Milepost 79.1 and 135.1. The remaining E&N
Railway bridges are evaluated in the Phase 2 Report, which includes the Summary for Executive
Overview. A detailed list of structures is shown in Appendix A of this report.
This evaluation takes into account the Bridge Inspection findings, outlined in our Phase 1 and 3
Inspection Report.
2 Evaluation Scope
We have conducted the engineering inspection and structural evaluation of the bridges on the E&N
line to evaluate the potential for the bridges to support projected future train loads, and to estimate
costs of future maintenance and repairs to maintain function of the bridges until the year 2041. Our
investigation is limited to the structural aspects of the bridges. We have not investigated the rail
operation and work safety issues such as rails, Jordan rails, walkways, escape platforms and
handrails.
For the purposes of this report, repair activities have been split into the following major groupings:
Maintenance (in 10 year increments) through 2041: Inspection, cleaning and other routine
actions which ensure the bridge is safe for traffic, excluding any structural repairs.
Essential Repairs (Immediate) 1: Repair of deficiencies identified in the Inspection Report
required to safely operate the bridge under the current train loadings and under modified design
speeds specified as a result of the structural assessment and load ratings. Bridge load ratings
shown in this report are based on the assumption that these essential repairs are completed.
Note: 1 It may be possible, through additional testing, analysis, monitoring, and modified
operating procedures to modify or defer the repairs identified as Essential Repairs (Immediate)
included in this report, while still allowing the passage of trains. Modified operating procedures
could include elevated bridge inspection frequencies, reduced maximum permissible operating
speed, reduced train loading by marshaling with idlers between loads, etc. to allow the passage
of trains pending completion of required Essential Repairs. These items are outside the scope
of the current contract.
Projected Repairs: Expected repairs of components required to provide future stability of a
bridge and adequacy to support the train load through 2041. The projected repairs listed in this
report are based on the Phase 1 and Phase 3 Inspection Reports we conducted in 2011, and
on historical information available to our evaluators.
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Requirements for projected repairs may need to be adjusted as a result of findings from future
inspections. Examples could include replacing or reinforcing of the corroded and damaged
components, or major rehabilitation of deteriorated components in timber structures to extend
the life of the structure. Repair or partial replacement costs of timber structures that will have
reached their life expectancy are included in the Projected Repair costs for each bridge. We
are assuming that repair or partial replacement cost for a timber structure is in the order of one
third of the complete replacement cost for each 10 year period after the structure reaches its
expected lifespan. Estimated repair costs for steel structures, to address deficiencies that have
not been observed during the 2011 inspection but can be expected in the future, are included in
the Unallocated Rehabilitation Allowance shown in the summary table and as described in
Section 5.
Strengthening: Structural improvements to bridges that address insufficient capacities for
specific assessment train loadings that were identified by the structural assessment.
Strengthening recommendations may include plating steel members, adding stringers, Dywidag
rod stiffening mechanisms or similar strengthening processes, to timber spans and more, with a
focus on improving the capacity of the structures. 2.1 Assessment of Bridges
Assessment of each bridge focuses on the strength rating of the following:
Steel Trusses: Evaluation of all primary members (i.e. chords, hangers and diagonals) for
maximum axial tension/compression.
Steel Flexural Members (i.e. TPG, DPG, HDPG bridges): Evaluation of girders, floor
beams and stringers for midspan moment and end shear, with consideration of stability of
flanges in compression.
Timber/glulam Flexural Members: CP Rail standard plans for appropriate Cooper
loading used where applicable.
Assessment of the bridges excludes:
Maximum rating.
Fatigue rating.
Substructure members.(such as abutments, piers, wingwalls).
Connections between structural members, except as discussed in this Report.
Lateral bracing members.
Determination of the “actual” bridge capacity as a preparation of Cooper loading for every
component of every bridge.
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3 Design Criteria
3.1 Design Code
2010 AREMA Manual for Railway Engineering (Manual), modified to address site specific
issues, outlined in this report.
Transport Canada’s Guideline for Bridge Safety Management (TCG).
3.2 Assessment Loads
3.2.1 Train Load
The structures are evaluated for the following three Assessment Trains (AT):
AT1: 4 - GP-9 locomotives and 286 kip, 55 ft. long cars
AT2: 2 - GP-9 locomotives and 263 kip, 55 ft. long cars
AT3: 3 - RDC-1 Passenger Vehicles, 130 kip each
Locomotives and cars are as shown on the drawing “Typical Rail Car Loading on Victoria
Subdivision, Vancouver Island, BC”, rev01, dated 18 August 2011, shown in Appendix B.
For evaluation purposes, these trains shall be compared against normal capacities.
Train speed: The bridges are evaluated for the desired track speed, equal to 30 mph for
all the bridges except Bridges Mile 1.30, Wellcox 0.69 and 1.02 where the desired speed is
15 mph, and Mile 28.2 Bridge where the speed is 20 mph. In the case of a negative load
rating for the desired speed, a reduced speed of 20 mph or 10 mph is considered.
All the structures are evaluated for trains (including the passenger train) traveling at a
speed of 30 mph or less. In case that the passenger trains operate at the speed of 40 mph
instead of 30 mph, the stress demands will increase by approximately 4% (based on a
sample calculation conducted for a 100 ft. steel span, note this demand varies depending
on the span length). Although the passenger train is not typically a governing load, and the
impact of passenger train speed from 30 mph to 40 mph is relatively small, we needed to
complete the stress analysis and checking to be able to confirm that the structures can
safely support the passenger train traveling at the speed of 40 mph.
3.2.2 Dynamic Impact
The dynamic impact (effective, instantaneous increase in train loading due to dynamic
effects) is calculated in accordance with Section 15-1.3.5 of the AREMA Manual.
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3.2.3 Dead Load
Dead loads (self weight) are calculated in accordance with Section 7-2.5.2 of the AREMA
Manual for timber structures and Section 15-1.3.2 for steel structures. Dead loads
specified on the available design drawings are used wherever possible.
3.2.4 Wind Load
Considering the low traffic volume on the railway, the structures are evaluated for Train
Loads, excluding wind load, in accordance with standard industry practice. On tall and
slender bridges, where stress due to wind load, or a combination of both wind load and
train load, may cause stresses to exceed the allowable limits, the passage of trains will be
limited to periods when the wind velocity is not significant. Limitations for specific
structures are shown in the “Rating Recommendation” for each structure, shown in the
detailed evaluation report.
3.2.5 Centrifugal Forces
On curved bridges, centrifugal force shall be calculated in accordance with Section 7- 2.5.4
of the AREMA Manual for timber structures and Section 15-1.3.6 for steel structures.
3.2.6 Nosing of the Locomotive
Forces due to nosing of the locomotives and cars are disregarded in the evaluation of
primary load carrying members, in accordance with standard industry practice. These
forces primarily affect the evaluation of secondary bracing members that are not included in
the scope of this report.
3.2.7 Longitudinal Forces
Longitudinal forces from train loading are disregarded in the evaluation of primary load
carrying members, in accordance with standard industry practice. These forces primarily
affect the evaluation of bearings and substructure members that are not included in the
scope of this report.
3.3 Scour
Scour is a possible concern with several crossings along the E&N Rail Line. A complete
investigation of scour risks requires hydrological and hydraulic inputs and potentially underwater
inspections; neither was in the scope of work for this project. Inspection of scour is normally
conducted in the period of low water flows (August and September); however scour holes formed
during high flows can partially or completely fill as high water abates making detection difficult.
We have identified several crossings with scour potential under bridge piers. We recommend that
specific reviews be undertaken to investigate if there is a significant risk to the stability of the
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structures at these crossings. Additionally, railroad personnel should inspect structures after flood
events. The available record information indicates a possibility that the piers of several bridges
(mile 110.7, 113.2, 122.0, 123.0, 131.1 and 135.1) susceptible to scour are founded on timber piles.
However, the original plans for these substructures often include a note stating to “use piles only if
necessary”, we cannot determine whether or not piles are in fact in place without more detailed
investigation. Having a pier cap supported by timber piles may reduce a risk of a catastrophic pier
failure in the event of scour. However, the size and number of piles are not known and the piles
cannot be inspected to confirm their condition and assess their capacity to support the structure in
the event of a scour. Since the piles would be 100 years old we can expect some deterioration,
although under some conditions even untreated timber piles can last beyond this duration.
Therefore, having a pile supported pier does not eliminate the risk of scour on a pier. We
recommend that the crossings identified as susceptible to scour be investigated by an expert
regardless of whether or not the piers are pile supported.
We have also identified the structures where there is the greatest likelihood that work will be
required to mitigate scour damage. The repair could consist of placing rip-rap scour protection
around the piers. Since access to some bridges is difficult, placing scour protection can be costly.
We have included the estimated scour protection cost in the cost estimates for these structures.
We realize that future investigation may reveal that scour protection is required on structures other
than those we have identified in this report. The site inspections, scour assessment and estimated
protection costs we have identified are intended as estimates only, based on the deficiencies noted.
These costs are subject to weather and flood event frequency in the future.
3.4 Life Expectancy of the Structures and Components
The majority of bridges on the E&N Rail Line were constructed in the late 19th and early 20th
century. The timber structures such as trestles and timber stingers, and timber components such
as timber ties, have typically been replaced over the years, however, the timber is reaching its
normal life expectancy on many bridges. Many steel structures are reaching their expected service
life.
The timber bridge element life span depends on the load regime, environment and maintenance
effort. The load regime will differ for various elements (ties, stringers, caps, sills, posts, piles and
bracing) but is likely not a major factor for timber deterioration due to historically light and infrequent
loads on the E&N rail line.
The bridge timbers used on the line were usually pressure treated (between 8 and 10 lbs. /cu ft. of
creosote retention) after fabrication, with timbers often incised to enhance preservative penetration
into the wood. This type of preservative treatment provides a protective shell of chemically treated
wood on the outside of the timber. Nevertheless, the depth of checks in the wood may occasionally
exceed the treatment penetration depth, allowing rot-causing fungi access to untreated wood in the
interior of the timber. Other means of fungal access past the treated outer shell include rail spike
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holes, untreated fastener holes or fire damage. Wet conditions on Vancouver Island provide a
good environment for fungal-induced decay in untreated timber. Wet ground conditions may
precipitate decay at mudsills (timber spread footings) or exposed piles in contact with soils in
fluctuating ground water levels.
Based on experience and available information, we have assumed the following life expectancies
for the pressure treated timber on the E&N bridges:
Stringers, caps, sills, posts, piles and bracing: 50 years. Timber bridges will require
periodic maintenance to achieve this life expectancy and that is reflected in the
maintenance costs we have assigned to these structures.
Treated timber ties (bearing and structural): 30 to 35 years. (Track curvature greater
than 3 degrees typically reduces the life span by 5 years.)
Timber tie life is very dependent on traffic loading. The existing treated timber bridge ties on the
E&N Railway are typically between 30 and 40 years old.
It is evident from the age of the existing treated ties on the E&N Railway that tie life has significantly
exceeded the normal tie life expectancy of 20 to 25 years for a lightly trafficked line. This is
because the damage normally expected in timber ties, such as spike kill, has not occurred due to
very light traffic.
Untreated yellow cedar ties (bearing and structural): 20 to 25 years. (Track curvature
greater than 3 degrees typically reduces life span by 5 years.)
For timber structures nearing the end of their assumed life span that are in good to fair condition,
an additional 10 to 15 years is estimated with periodic maintenance of early rot elements.
When a significant percentage of timber ties on a bridge are in poor condition, those ties should be
replaced to ensure the bridge is safe for traffic. Since the remaining ties on the bridge are likely
reaching the end of their life span as well, we recommend that all the ties be replaced at the same
time. Top surfaces of steel girders and floor beams supporting the ties are often corroded more
significantly than the other elements because of dirt accumulating and trapping moisture. We
recommend considering coating the top steel surfaces to reduce corrosion loss in the future. We
recommend an environmentally friendly low Volatile Organic Compound (VOC), paint, that does
not require sand-blasting of steel surfaces.
When the ties are replaced, we recommend that the new ties conform to CP Rail standards for E60
loading. Although the cost of tie replacement was excluded from the scope of this contract, our
estimated costs for tie replacements (including supply of pressure treated D. Fir tie with hardware
and installation) are as follows:
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tie 8”x8” = $ 750
tie 10”x10” = $ 800
tie 10”x16” = $1000
The steel and iron structures have not been repainted for several decades; the existing paint has
mostly fallen off the structures. Our inspections have discovered some corrosion of steel and iron
structures. However there are only a few structures where the corrosion has resulted in a
significant deterioration of the capacity and, even in those structures, the damage is localised to
specific elements, such as top flanges of floor beams or top of bottom girder flanges where flaked
paint and debris has accumulated.
Steel bridges will need to be inspected and tested in the future to investigate potential corrosion as
well as mechanical damage, particularly if the railway traffic intensifies in the future. If the future
bridge inspections discover possible deterioration such as cracking of critical structural
components, failure of pins, scour, significant corrosion or mechanical damage of any structure, the
capacity of that structure will need to be re-evaluated. In case the reduced bridge capacity is
determined to be inadequate, a complete bridge replacement may be required. In this report, we
have provided optional replacement costs for the steel bridges that may require replacement in the
next 30 years, but since a complete replacement of steel structures may not be required, we have
not included the replacement costs in the costs summary.
To increase the life span of the steel structure it may be cost-effective to paint those areas which
are particularly subject to corrosion including:
The top of the top flange of floor beams.
The top of the bottom flanges of deck plate girders.
The base of steel towers in contact with vegetation or dirt.
We recommend local maintenance painting using an environmentally friendly (low VOC) paint, that
does not require sand-blasting of the steel surfaces and is relatively economical. If this local
painting work can be scheduled to coincide with other bridge repairs, the cost should not be
significant.
3.5 Capacity Calculation
Bridge load capacity is determined as outlined in Section 3.2 of Transport Canada’s Guideline for
Bridge Safety Management (TCG): http://www.tc.gc.ca/eng/railsafety/guideline-731.htm. This
Guideline in turn reference current AREMA guide specifications.
Bridge load capacity is typically determined from existing design and available modification records
of a bridge without additional calculation provided that the bridge substantially conforms to its
recorded configuration. The Cooper design loads, obtained for the available record drawings for
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each structure, are shown in Appendix A. This methodology was used where appropriate on a
number of bridges along the E&N Line.
Otherwise, the load capacity of a bridge is determined by measurement and calculation of the
properties of its individual components, or other methods as determined by the Engineer. This was
done for several bridges on this project.
Where a bridge inspection reveals that the condition of a bridge or its component might adversely
affect the load capacity of the bridge to carry the traffic operated, a reduced capacity is determined.
Where the comparison of the effects of the bridge design loads and the Assessment Trains (AT)
are negative (effects of the AT’s are greater that the effects of the design load), bridge load
capacity is determined from existing design and modification records of a bridge, provided that the
bridge substantially conforms to its recorded configuration. Otherwise, the load capacity of a bridge
is determined by measurement and calculation of the properties of its individual components.
Where a bridge inspection revealed that the condition of a bridge or its component might adversely
affect the load capacity of the bridge to carry the traffic operated, a reduced capacity is determined.
In cases where bridge components are damaged in a way that renders determining reduced
capacity unreliable, the load evaluation is based on the assumption that the damaged components
in question will be replaced. These repairs are listed as Essential Repairs for each individual
bridge.
Bridge load capacity is expressed in terms of normal rating capacity. Per AREMA 15-7.3.1.1a,
normal rating is the load level which can be carried by the existing structure for its expected service
life. Maximum rating is not considered in this report.
The Cooper design load used for analysis is prorated from the Cooper E 80 Load, shown in
Figure 15-1-2 of the AREMA Manual. Alternate live load, shown on Figure 15-1-3 of the AREMA
Manual is ignored.
3.6 Allowable Stresses
Allowable stresses for iron and steel components, as some cases as recommended by a steel
manufacturer, are used where appropriate. When the allowable stresses are not specified on the
record drawings by the manufacturer we default to either:
Fabricator’s suggested allowable stresses based on the material type and era of
fabrication, or
The allowable stress table along with yield strengths as suggested in cl. 15-7.3.4.3a of the
AREMA manual.
For more modern structures, where the steel yield strength (Fy) is known, we use the allowable
stresses in steel structure as shown on Table 15-1-11 of the AREMA manual.
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Effective slenderness ratio KL/r (where K is effective length factor, L is unsupported length and r is
radius of gyration) is calculated for compression members in trusses. An effective length factor K
equal to 7/8 is typically used for the truss diagonals and verticals as prescribed in the AREMA
table. The allowable stress in tension hangers is typically based on 0.40 Fy. The allowable stress
in any other tension members is typically based on 0.55 Fy. In computing the capacity of a
member, the gross section area is used for compression members and net section area is used for
tension members. To determine the net section properties we typically exclude the area of rivet
holes in a given cross-section within the member.
For girder spans, the effective lengths of compression flanges based on cross-frame spacing are
calculated. The stability of the top flanges in compression for steel HDPG spans, where there is no
bracing of the top flange, is calculated in accordance with a recognized procedure, such as the
procedure shown in Guide to Stability Design Criteria for Metal Structures, by Theodore Galambos.
4 Ratings
The normal ratings provided in this report are based on the assumption that the Essential Repairs
(Immediate) will be complete.
The Component Cooper Rating (CCR) is defined as:
CCR is the heaviest Cooper train that can cross the bridge before normal capacity of the critical
component is exceeded.
All required ratings are provided as Equivalent Cooper Demand (ECD). Cooper Equivalent load is
defined as:
ECD is the Cooper train that produces the same force effect on the critical member as the
Assessment Train.
Components having no overstress are capable of supporting the Assessment Train at the specified
speed. In specific cases, overstress not exceeding 6% may be considered acceptable by the
evaluator; such cases could include members in a redundant system, such as timber stringers,
where sound condition of the stringers is confirmed by the inspection. No overstress is considered
acceptable for non-redundant primary components or for secondary components where failure of
one member may lead to a progressive collapse, such as steel floor beams.
VANCOUVER ISLAND RAIL CORRIDOR
10
Tables showing the rating results for trusses will not show results for all members. Only the results
for the governing component of each type of component are shown. For instance, a truss has
several diagonal members, each carrying different loads and having different section properties and
different strengths. Tables will only show the results for the diagonal member that had the lowest
CCR/ECD (capacity/demand) ratio, which is the most critical component of the diagonal component
type. The critical component in a bridge may not be the same for every assessment train and this
is sometimes reflected by the Component Cooper Rating for a particular member type (truss
diagonal) being different for different assessment trains.
5 Cost Estimates
The Evaluation Report includes the cost estimates for the following groupings (see section 2 for
definitions of repair types):
Maintenance (in 10 year increments) through 2041: Inspection, cleaning and other routine
actions which ensure the bridge is safe for traffic, excluding any structural repairs.
Essential Repairs (Immediate) 1: Repair of deficiencies identified in the Inspection Report
required to safely operate the bridge under the train loadings and modified design speeds
specified as a result of the structural assessment and load ratings. Bridge load ratings shown
in this report are based on the assumption that the essential repairs are completed.
Note: 1 It may be possible, through additional testing, analysis, monitoring, and/or modified
operating procedures as required to modify and/or defer the repairs identified as Essential
Repairs (Immediate) included in this report, still ensuring safe passage of trains. Modified
operating procedures could include elevated bridge inspection frequencies, reduced maximum
permissible operating speed, reduced train loading by marshaling with idlers between loads,
etc. to ensure the safe passage of trains pending completion of required Essential Repairs.
These items are outside the scope of the current contract.
Projected Repairs: Expected repairs of components required to ensure future stability of a
bridge and adequacy to support the train load through 2041. The projected repairs listed in this
report are based on the Phase 1 and Phase 3 Inspection Reports conducted in 2011 and on
historical information available to the evaluators. Requirements for projected repairs may need
to be adjusted as a result of findings from the future inspections. Examples could include
replacing or reinforcing of the corroded and damaged components, major rehabilitation of
deteriorated components in timber structures to extend the life of the structure. Repair or
partial replacement costs of timber structures that will have reached their life expectancy are
included in the Projected Repair costs for each bridge. We are assuming that repair or partial
replacement cost for a timber structure is in the order of one third of the complete replacement
cost for each 10 year period after the stricter reaches its expected lifespan. Estimated repair
costs for steel structures, to address deficiencies that have not been observed during the 2011
inspection but can be expected in the future, are included in the Unallocated Rehabilitation
Allowance shown in the summary table.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
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Strengthening: Structural improvements to bridges that address insufficient capacities for
specific assessment train loadings that were identified by the structural assessment.
Strengthening recommendations may include plating steel members, adding stringers, Dywidag
rod stiffening mechanisms or similar strengthening processes, to timber spans and more, with a
focus on improving the capacity of the structures.
In our cost estimates we have assumed that the existing bridges will be repaired ‘like-for-like’. The
bridges to be replaced will be replaced by new structures meeting all the relevant operational and
work-safety regulations. The repairs and replacement costs shown in this report are estimated
costs to safely operate the line through each of the 10 year periods, until the year of 2041; we have
not considered residual value of the structures and repair and replacement needs after 2041.
Unallocated Rehabilitation Allowance, value specified in the summary tables represents a
potential value or repairs and replacements of the bridges, addressing deficiencies that have not
been observed during the 2011 inspection, but can reasonably be expected in the future. The
Unallocated Rehabilitation Allowance is not allocated to particular structures but applies to all the
bridges on the line. Considering age and condition of the structures, future deficiencies may occur
on several bridges. The Unallocated Rehabilitation Allowance does not include the costs of repairs
and replacements of timber ties nor trestles.
The following inspection and repair costs are EXCLUDED from the cost summary:
Costs for replacement of deteriorated timber ties.
Regular visual inspections of bridges conducted by SVI forces (Employees of the Southern
Railway of Vancouver Island Limited, performing routine inspection and maintenance of the
track).
The cost estimates for the maintenance, repair and strengthening for the bridges included in
Phase 4 are summarized in the following tables. Detailed descriptions of the repair needs follow on
a bridge by bridge basis.
VANCOUVER ISLAND RAIL CORRIDOR
12
Phase 4 - Projected Cost Summary to Operate Bridges from Present until the Year 2021, Passenger Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $3,000 $7,000 $10,000 $0 $20,000
79.9 $43,000 $0 $60,000 $0 $103,000
86.9 $2,000 $0 $0 $0 $2,000
87.2 $2,000 $0 $0 $0 $2,000
93 $6,000 $0 $10,000 $0 $16,000
98.6 $8,000 $0 $10,000 $0 $18,000
103.7 $6,000 $0 $10,000 $0 $16,000
110.7 $6,000 $0 $20,000 $0 $26,000
113.2 $5,000 $0 $10,000 $0 $15,000
119.2 $3,000 $0 $3,000 $0 $6,000
119.5 $3,000 $5,000 $0 $0 $8,000
120.2 $3,000 $0 $60,000 $0 $63,000
122 $3,000 $40,000 $60,000 $0 $103,000
123 $5,000 $40,000 $30,000 $0 $75,000
124.1 $5,000 $0 $30,000 $0 $35,000
125.5 $40,000 $56,000 $80,000 $0 $176,000
126.15 $3,000 $0 $0 $0 $3,000
127.6 $3,000 $40,000 $0 $0 $43,000
131.1 $7,000 $10,000 $200,000 $0 $217,000
135.1 $6,000 $110,000 $227,500 $0 $343,500
Total (no allowance *) $162,000 $308,000 $820,500 $0 $1,290,500
Unallocated
Rehabilitation
Allowance *
$0 $0 $0 $0 $0
Total with Unallocated
Rehabilitation
Allowances
$162,000 $308,000 $820,500 $0 $1,290,500
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
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Phase 4 - Projected Cost Summary to Operate Bridges from Present until the Year 2021, 263kip Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $3,000 $7,000 $10,000 $0 $20,000
79.9 $43,000 $0 $60,000 $0 $103,000
86.9 $2,000 $0 $0 $0 $2,000
87.2 $2,000 $0 $0 $45,000 $47,000
93 $6,000 $0 $10,000 $0 $16,000
98.6 $8,000 $0 $10,000 $0 $18,000
103.7 $6,000 $0 $10,000 $0 $16,000
110.7 $6,000 $0 $20,000 $0 $26,000
113.2 $5,000 $0 $10,000 $0 $15,000
119.2 $3,000 $0 $3,000 $0 $6,000
119.5 $3,000 $5,000 $0 $0 $8,000
120.2 $3,000 $0 $60,000 $20,000 $83,000
122 $3,000 $40,000 $60,000 $15,000 $118,000
123 $5,000 $40,000 $30,000 $0 $75,000
124.1 $5,000 $0 $30,000 $240,000 $275,000
125.5 $40,000 0 $68,000 $2,850,000 $2,958,000
126.15 $3,000 $0 $0 $0 $3,000
127.6 $3,000 $40,000 $0 $0 $43,000
131.1 $7,000 $10,000 $200,000 $0 $217,000
135.1 $6,000 $110,000 $227,500 $0 $343,500
Total (no allowance *) $162,000 $252,000 $808,500 $3,170,000 $4,392,500
Unallocated
Rehabilitation
Allowance *
$0 $0 $0 $0 $0
Total with Unallocated
Rehabilitation
Allowances
$162,000 $252,000 $808,500 $3,170,000 $4,392,500
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
VANCOUVER ISLAND RAIL CORRIDOR
14
Phase 4 - Projected Cost Summary to Operate Bridges from Present until the Year 2021, 286kip Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $3,000 $7,000 $10,000 $10,000 $30,000
79.9 $43,000 $0 $60,000 $0 $103,000
86.9 $2,000 $0 $0 $0 $2,000
87.2 $2,000 $0 $0 $45,000 $47,000
93 $6,000 $0 $10,000 $150,000 $166,000
98.6 $8,000 $0 $10,000 $10,000 $28,000
103.7 $6,000 $0 $10,000 $0 $16,000
110.7 $6,000 $0 $20,000 $0 $26,000
113.2 $5,000 $0 $10,000 $0 $15,000
119.2 $3,000 $0 $3,000 $0 $6,000
119.5 $3,000 $5,000 $0 $0 $8,000
120.2 $3,000 $0 $60,000 $20,000 $83,000
122 $3,000 $40,000 $60,000 $15,000 $118,000
123 $5,000 $40,000 $30,000 $0 $75,000
124.1 $5,000 $0 $30,000 $360,000 $395,000
125.5 $40,000. 0 $68,000 $2,850,000 $2,958,000
126.15 $3,000 $0 $0 $0 $3,000
127.6 $3,000 $40,000 $0 $0 $43,000
131.1 $7,000 $10,000 $200,000 $0 $217,000
135.1 $6,000 $110,000 $227,500 $0 $343,500
Total (no allowance *) $162,000 $252,000 $808,500 $3,460,000 $4,682,500
Unallocated
Rehabilitation
Allowance *
$0 $0 $0 $0 $0
Total with Unallocated
Rehabilitation
Allowances
$162,000 $252,000 $808,500 $3,460,000 $4,682,500
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
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Phase 4 - Projected Cost Summary to Operate Bridges 2021 - 2031, Passenger Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $8,000 $0 $0 $0 $8,000
79.9 $3,000 $0 $1,250,000 $0 $1,253,000
86.9 $6,000 $0 $0 $0 $6,000
87.2 $6,000 $0 $0 $0 $6,000
93 $16,000 $0 $0 $0 $16,000
98.6 $15,000 $0 $2,000,000 $0 $2,015,000
103.7 $16,000 $0 $0 $0 $16,000
110.7 $16,000 $0 $0 $0 $16,000
113.2 $12,000 $0 $0 $0 $12,000
119.2 $6,000 $0 $0 $0 $6,000
119.5 $6,000 $0 $120,000 $0 $126,000
120.2 $6,000 $0 $0 $0 $6,000
122 $6,000 $0 $0 $0 $6,000
123 $10,000 $0 $0 $0 $10,000
124.1 $10,000 $0 $0 $0 $10,000
125.5 $10,000 $0 $970,000 $0 $980,000
126.15 $6,000 $0 $0 $0 $6,000
127.6 $6,000 $0 $160,000 $0 $166,000
131.1 $10,000 $0 $0 $0 $10,000
135.1 $12,000 $0 $0 $0 $12,000
Total (no allowance *) $186,000 $0 $4,500,000 $0 $4,686,000
Unallocated
Rehabilitation
Allowance *
$0 $0 $2,500,000 $0 $2,500,000
Total with Unallocated
Rehabilitation
Allowances
$186,000 $0 $7,000,000 $0 $7,186,000
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
VANCOUVER ISLAND RAIL CORRIDOR
16
Phase 4 - Projected Cost Summary to Operate Bridges 2021 - 2031, 263kip Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $8,000 $0 $0 $0 $8,000
79.9 $3,000 0 $1,250,000 0 $1,253,000
86.9 $6,000 $0 $0 $0 $6,000
87.2 $6,000 $0 $0 $0 $6,000
93 $16,000 $0 $0 $0 $16,000
98.6 $15,000 0 $2,000,000 0 $2,015,000
103.7 $16,000 $0 $0 $0 $16,000
110.7 $16,000 $0 $0 $0 $16,000
113.2 $12,000 $0 $0 $0 $12,000
119.2 $6,000 $0 $0 $0 $6,000
119.5 $6,000 $0 $120,000 $0 $126,000
120.2 $6,000 $0 $0 $0 $6,000
122 $6,000 $0 $0 $0 $6,000
123 $10,000 $0 $0 $0 $10,000
124.1 $10,000 $0 $0 $0 $10,000
125.5 $10,000 0 $970,000 0 $980,000
126.15 $6,000 $0 $0 $0 $6,000
127.6 $6,000 0 $160,000 0 $166,000
131.1 $10,000 $0 $0 $0 $10,000
135.1 $12,000 $0 $0 $0 $12,000
Total (no allowance *) $186,000 $0 $4,500,000 $0 $4,686,000
Unallocated
Rehabilitation
Allowance *
$0 $0 $2,500,000 $0 $2,500,000
Total with Unallocated
Rehabilitation
Allowances
$186,000 $0 $7,000,000 $0 $7,186,000
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
17
Phase 4 - Projected Cost Summary to Operate Bridges 2021 - 2031, 286kip Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $8,000 $0 $0 $0 $8,000
79.9 $3,000 $0 $1,250,000 $0 $1,253,000
86.9 $6,000 $0 $0 $0 $6,000
87.2 $6,000 $0 $0 $0 $6,000
93 $16,000 $0 $0 $0 $16,000
98.6 $15,000 0 $2,000,000 0 $2,015,000
103.7 $16,000 $0 $0 $0 $16,000
110.7 $16,000 $0 $0 $0 $16,000
113.2 $12,000 $0 $0 $0 $12,000
119.2 $6,000 $0 $0 $0 $6,000
119.5 $6,000 0 $120,000 0 $126,000
120.2 $6,000 $0 $0 $0 $6,000
122 $6,000 $0 $0 $0 $6,000
123 $10,000 $0 $0 $0 $10,000
124.1 $10,000 $0 $0 $0 $10,000
125.5 $10,000 0 $970,000 $0 $980,000
126.15 $6,000 $0 $0 $0 $6,000
127.6 $6,000 0 $160,000 0 $166,000
131.1 $10,000 $0 $0 $0 $10,000
135.1 $12,000 $0 $0 $0 $12,000
Total (no allowance *) $186,000 $0 $4,500,000 $0 $4,686,000
Unallocated
Rehabilitation
Allowance *
$0 $0 $2,500,000 $0 $2,500,000
Total with Unallocated
Rehabilitation
Allowances
$186,000 $0 $7,000,000 $0 $7,186,000
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
VANCOUVER ISLAND RAIL CORRIDOR
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Phase 4 - Projected Cost Summary to Operate Bridges 2031 - 2041, Passenger Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $8,000 $0 $170,000 $0 $178,000
79.9 $3,000 $0 $0 $0 $3,000
86.9 $6,000 $0 $0 $0 $6,000
87.2 $6,000 $0 $0 $0 $6,000
93 $16,000 $0 $0 $0 $16,000
98.6 $15,000 $0 $2,000,000 $0 $2,015,000
103.7 $16,000 $0 $0 $0 $16,000
110.7 $16,000 $0 $0 $0 $16,000
113.2 $12,000 $0 $0 $0 $12,000
119.2 $6,000 $0 $0 $0 $6,000
119.5 $6,000 $0 $120,000 $0 $126,000
120.2 $6,000 $0 $0 $0 $6,000
122 $6,000 $0 $0 $0 $6,000
123 $10,000 $0 $0 $0 $10,000
124.1 $10,000 $0 $0 $0 $10,000
125.5 $10,000 $0 $970,000 $0 $980,000
126.15 $6,000 $0 $0 $0 $6,000
127.6 $6,000 $0 $160,000 $0 $166,000
131.1 $10,000 $0 $0 $0 $10,000
135.1 $12,000 $0 $0 $0 $12,000
Total (no allowance *) $186,000 $0 $3,420,000 $0 $3,606,000
Unallocated
Rehabilitation
Allowance *
$0 $0 $2,500,000 $0 $2,500,000
Total with Unallocated
Rehabilitation
Allowances
$186,000 $0 $5,920,000 $0 $6,106,000
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
19
Phase 4 - Projected Cost Summary to Operate Bridges 2031 - 2041, 263kip Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $8,000 $0 $170,000 $0 $178,000
79.9 $3,000 $0 $0 $0 $3,000
86.9 $6,000 $0 $0 $0 $6,000
87.2 $6,000 $0 $0 $0 $6,000
93 $16,000 $0 $0 $0 $16,000
98.6 $15,000 $0 $2,000,000 $0 $2,015,000
103.7 $16,000 $0 $0 $0 $16,000
110.7 $16,000 $0 $0 $0 $16,000
113.2 $12,000 $0 $0 $0 $12,000
119.2 $6,000 $0 $0 $0 $6,000
119.5 $6,000 $0 $120,000 $0 $126,000
120.2 $6,000 $0 $0 $0 $6,000
122 $6,000 $0 $0 $0 $6,000
123 $10,000 $0 $0 $0 $10,000
124.1 $10,000 $0 $0 $0 $10,000
125.5 $10,000 $0 $970,000 $0 $980,000
126.15 $6,000 $0 $0 $0 $6,000
127.6 $6,000 $0 $160,000 $0 $166,000
131.1 $10,000 $0 $0 $0 $10,000
135.1 $12,000 $0 $0 $0 $12,000
Total (no allowance *) $186,000 $0 $3,420,000 $0 $3,606,000
Unallocated
Rehabilitation
Allowance *
$0 $0 $2,500,000 $0 $2,500,000
Total with Unallocated
Rehabilitation
Allowances
$186,000 $0 $5,920,000 $0 $6,106,000
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of
steel bridge structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
VANCOUVER ISLAND RAIL CORRIDOR
20
Phase 4 - Projected Cost Summary to Operate Bridges 2031 - 2041, 286kip Loading
Bridge Mile Post
Category of Work
Total Cost for Bridge Maintenance
Essential Repairs
(Immediate)
Projected Repairs
Strengthening
79.1 $8,000 $0 $170,000 $0 $178,000
79.9 $3,000 $0 $0 $0 $3,000
86.9 $6,000 $0 $0 $0 $6,000
87.2 $6,000 $0 $0 $0 $6,000
93 $16,000 $0 $0 $0 $16,000
98.6 $15,000 $0 $2,000,000 $0 $2,015,000
103.7 $16,000 $0 $0 $0 $16,000
110.7 $16,000 $0 $0 $0 $16,000
113.2 $12,000 $0 $0 $0 $12,000
119.2 $6,000 $0 $0 $0 $6,000
119.5 $6,000 $0 $120,000 $0 $126,000
120.2 $6,000 $0 $0 $0 $6,000
122 $6,000 $0 $0 $0 $6,000
123 $10,000 $0 $0 $0 $10,000
124.1 $10,000 $0 $0 $0 $10,000
125.5 $10,000 $0 $970,000 $0 $980,000
126.15 $6,000 $0 $0 $0 $6,000
127.6 $6,000 $0 $160,000 $0 $166,000
131.1 $10,000 $0 $0 $0 $10,000
135.1 $12,000 $0 $0 $0 $12,000
Total (no allowance *) $186,000 $0 $3,420,000 $0 $3,606,000
Unallocated
Rehabilitation
Allowance *
$0 $0 $2,500,000 $0 $2,500,000
Total with Unallocated
Rehabilitation
Allowances
$186,000 $0 $5,920,000 $0 $6,106,000
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of steel bridge
structures to address possible future deficiencies.
3. The cost for each of the four repair types listed under Category of Work is a discreet cost which does not
include work from another repair type.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
21
Summary of Costs to Operate Bridges Phase 4 until the year of 2041
Br. Milepost Train Type
Passenger 263 286
79.1 $206,000 $206,000 $216,000
79.9 $1,359,000 $1,359,000 $1,359,000
86.9 $14,000 $14,000 $14,000
87.2 $14,000 $59,000 $59,000
93 $48,000 $48,000 $198,000
98.6 $4,048,000 $4,048,000 $4,058,000
103.7 $48,000 $48,000 $48,000
110.7 $58,000 $58,000 $58,000
113.2 $39,000 $39,000 $39,000
119.2 $18,000 $18,000 $18,000
119.5 $260,000 $260,000 $260,000
120.2 $75,000 $95,000 $95,000
122 $115,000 $130,000 $130,000
123 $95,000 $95,000 $95,000
124.1 $55,000 $295,000 $415,000
125.5 $2,136,000 $4,918,000 $4,918,000
126.15 $15,000 $15,000 $15,000
127.6 $375,000 $375,000 $375,000
131.1 $237,000 $237,000 $237,000
135.1 $367,500 $367,500 $367,500
Total (no allowance *) $9,582,500 $12,684,500 $12,974,500
Unallocated
Rehabilitation Allowance
*
$5,000,000 $5,000,000 $5,000,000
TOTAL FOR PHASE 4 $14,582,500 $17,684,500 $17,974,500
Notes: 1. All of the costs are shown in 2011 Canadian Dollars.
2. Unallocated Rehabilitation Allowance (*) is estimated cost of future repairs and replacements of
steel bridge structures to address possible future deficiencies.
VANCOUVER ISLAND RAIL CORRIDOR
22
6 Mile 79.1 – Dumont Road
6.1 Mile 79.1 – Description
The bridge at Mile 79.1 is a seven-span treated timber trestle. Two main spans are crossing over
Dumont Road. The superstructure consists of timber stringers, supported on timber bents. The
bridge is on a tangent alignment. The total bridge length is 105 ft, Span lengths vary between
13’-3” and 18’-7”.
The bridge in present configuration was built in the year 1983.
Bridge Design Load: Cooper E60
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
23
6.2 Mile 79.1 – Inspection
The detailed bridge inspection and field measurement were conducted in 2011. The inspection
revealed the following items of immediate concern:
Approximately 30% of the bridge ties are in poor condition.
The deeper stringers at bents 1 and 5 have only 4” of bearing on pile cap.
The immediate concerns shall be repaired to ensure stability of the bridge.
For detailed inspection results refer to the Phase 3 Inspection Report, dated 2012.
6.3 Mile 79.1 – Load Rating
The load rating by comparison with the design load (E60) was conducted for the timber stringers.
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
15-ft Stringer E60 E57 - Bending
15-ft Stringer E60 E63 5% 1 Shear
19.5-ft Stringer E60 E58 - Bending
19.5-ft Stringer E60 E59 - Shear
20.5-ft Stringer E60 E58 - Bending
20.5-ft Stringer E60 E58 - Shear
Note 1: Additional analysis and detailed inspection required to confirm positive evaluation.
Ratings (2 – GP-9 Locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstres
s Mode
15-ft Stringer E60 E53 - Bending 15-ft Stringer E60 E58 - Shear
19.5-ft Stringer E60 E54 - Bending 19.5-ft Stringer E60 E55 - Shear 20.5-ft Stringer E60 E54 - Bending 20.5-ft Stringer E60 E54 - Shear
VANCOUVER ISLAND RAIL CORRIDOR
24
Ratings (3 – RDC-1 Passenger Vehicles, 130 kip each @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstres
s Mode
15-ft Stringer E60 E22 - Bending 15-ft Stringer E60 E25 - Shear
19.5-ft Stringer E60 E23 - Bending 19.5-ft Stringer E60 E22 - Shear 20.5-ft Stringer E60 E22 - Bending 20.5-ft Stringer E60 E22 - Shear
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
(see Note 1) 4 - GP-9 locomotives and 286kip cars (286) 30 mph see note 2
2 - GP-9 locomotives and 263kip cars (263) 30 mph N / A (see note 1)
3 – RDC-1 Passenger Vehicles (pass.) 30 mph N / A (see note 1)
Notes:
1 The Rating provided in this report is based on the assumption that the Essential Repairs listed below will
be complete.
2 A small overstress was identified in the timber stringers for shear; additional analysis and detailed
inspection required to confirm positive evaluation.
6.4 Mile 79.1 – Optional Bridge Replacement
The bridge constructed in the year 1983; is now 29 years old. The life expectancy of treated
stringers, caps, sills, posts, piles and bracing is 50 years. The expected remaining life span for the
bridge is 21 years; the structure will likely need to be replaced in 2033. The need to replace the
structure shall be re-evaluated in accordance with the results of future inspections.
Based on the experience with similar structures, we estimate that the replacement cost for the
bridge could be in the order of $500,000.
The treated timber ties will likely need to be replaced in 2018.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
25
6.5 Mile 79.1 – Cost Summary Tables: Present to Year 2021
Bridge 79.1 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading and 263 kip
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every five years to
prevent accelerated corrosion of steel members,
in particular around stringer supports - two
required
$3,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
X Replace bad ties (cost excluded) $0
X Add seating angles at piers 1 and 5 $7,000
X Replace split diagonal timber bracing members $5,000
X Replace all ties (cost excluded) $0
X Restore fill behind wing walls. $5,000
Subtotal All Loadings $20,000
Bridge 79.1 – Projected Cost Summary to Operate Bridges until Year 2021,
286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every five years to
prevent accelerated corrosion of steel members,
in particular around stringer supports - two
required
$3,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
X Replace bad ties (cost excluded) $0
X Add seating angles at piers 1 and 5 $7,000
VANCOUVER ISLAND RAIL CORRIDOR
26
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Replace split diagonal timber bracing members $5,000
X Replace all ties (cost excluded) $0
X Restore fill behind wing walls. $5,000
X Additional analysis and inspection to confirm the
capacity of 15 ft trestle to support 286 cars. $10,000
Subtotal All Loadings $30,000
6.6 Mile 79.1 – Cost Summary Table: Years 2021 to 2031
Bridge 79.1 – Projected Cost Summary to Operate Bridges – Years 2021 to 2031, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Detailed bridge inspection in 2021. (investigate
timber stringers and piles – one required $5,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
Subtotal All Loadings $8,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
27
6.7 Mile 79.1 – Cost Summary Table: Years 2031 to 2041
Bridge 79.1 – Projected Cost Summary to Operate Bridges – Years 2031 to 2041, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Detailed bridge inspection in 2031. (investigate
timber stringers and piles – one required $5,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
X Replace / partially replace timber stringers and
piles (1/3 of structure assumed to be replaced). $170,000
Subtotal All Loadings $178,000
VANCOUVER ISLAND RAIL CORRIDOR
28
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
29
7 Mile 79.9 – Green Lake
7.1 Mile 79.9 Description
Bridge 79.9 is a 14-span open deck bridge over Green Lake. The superstructure consists of a
treated timber trestle, with 15 ft long stringer spans supported on timber bents. The bridge is on a
tangent alignment.
The bridge in present configuration was built in the year 1974. This bridge caught fire in 2005 (or
2006), causing damage to the timber. The components that suffered the worst damaged were
subsequently replaced.
Bridge Design Load: Cooper E50
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
30
7.2 Mile 79.9 – Inspection
The detailed bridge inspection and field measurement was conducted in 2011. The inspection
revealed nothing of immediate concern. Detailed drawings showing accurate member sizes were
not available to the evaluator; sizes were obtained by field measurement conducted as a follow up
to the bridge inspection program in November 2011. While the measurements were intended to be
as thorough as possible, the size of each component could not be determined with certainty and
engineering judgment was exercised as required. A potential variation exists in the rating results
that can only be eliminated if accurate plans are procured.
The members that sustained previous fire damage have approximately 3/8” section loss on any
charred face. The stringers are arranged in two groups of four; the bottom surface of all the
stringers as well as the outside faces of outside stringers in this each group are damaged; there is
no significant damage to the top stringer surfaces.
Inspection revealed rot in approximately 25% of the piles, as well as 8 bad ties.
For detailed inspection results refer to the Phase 3 Inspection Report, dated 2012.
7.3 Mile 79.9 – Load Rating
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Stringer E56 E60 7% Bending Stringer E57 E63 11% Shear
Ratings (2 - GP-9 Locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Stringers E56 E55 - Bending Stringers E57 E55 2% 1 Shear
Note 1: 2% overstress is considered acceptable.
Ratings (3 – RDC-1 Passenger Vehicles, 130 kip each @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Stringers E56 E24 - Bending Stringers E57 E25 - Shear
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
31
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286kip Cars 10 mph N / A
2 - GP-9 locomotives and 263kip cars 30 mph N / A
3 – RDC-1 Passenger Vehicles 30 mph N / A
7.4 Mile 79.9 – Optional Bridge Replacement
The bridge was built in the year 1974. Similar structures with treated timber piles and stringers
typically have a design life of approximately 50 years. While stringers appear to be sound at the
moment, 25% of the piles (approximately 15 piles) are rotten. Since most of the creosote on the
exposed portion of the piles and stringers had burned off, we estimate that the design life will be
reduced by 5 or 10 years. Therefore, the structure may need to be replaced in the next 10 years.
The owner may consider the following two options:
(a) Replace the entire structure before 2021. We estimate that the replacement cost of this
bridge would be in the order of $1,250,000.
(b) Repair (post) the rotten piles in the 2012 to 2021 time frame. Conduct regular inspections
to monitor the condition of the remaining piles and stringers. We estimate that the cost to
repair the rotten piles would be in the order of $60,000. We recommend that a detailed
engineering inspection be conducted every two years; we estimate that cost of each
inspection could be $8,000. Since the piles are driven deep through soft material into
hardpan, as a part of the inspection, the inspectors shall look for the signs of possible
settlement of piles, such as uneven bearing. Future repairs and shimming may be required
to compensate for pile settlement. Replace the bridge in the 2021 to 2031 time frame.
We have shown the second option (b) in our cost summary.
VANCOUVER ISLAND RAIL CORRIDOR
32
7.5 Mile 79.9 – Cost Summary Table: Present to Year 2021
Bridge 79.9 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
X Post rotten timber piles (25% of piles) $60,000
X Replace 8 bad ties (cost excluded). $0
X Detailed Engineering Inspections (5 required) $40,000
Subtotal All Loadings $103,000
7.6 Mile 79.9 – Cost Summary Table: Years 2021 to 2031
Bridge 79.9 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every five years. 3,000
X Replace bridge (entire structure) $1,250,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
Subtotal All Loadings $1,253,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
33
7.7 Mile 79.9 Cost Summary Table: Years 2031 to 2041
Bridge 79.9 – Projected Cost Summary to Operate Bridges - Years 2031 to 2041, Passenger Loading, 263kip and 286kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every five years. $3,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
Subtotal All Loadings $3,000
VANCOUVER ISLAND RAIL CORRIDOR
34
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
35
8 Mile 86.9 – Bonell Creek
8.1 Mile 86.9 – Description
Mile 86.9 Bridge is a 66 ft. single span open deck plate girder bridge. The bridge is on a tangential
alignment. The bridge was originally constructed in the year 1909 and the steel span was replaced
in 1976, with a steel girder previously used on a different location. The exact year when the girders
were fabricated is not known, but from the type we assume the girders were fabricated between
1905 and 1925. The girder steel yield strength of 30 ksi was assumed for the analysis.
Bridge Design Load: Cooper E50 (bridge design load is confirmed by analysis or representative
members)
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
36
8.2 Mile 86.9 – Inspection
A detailed bridge inspection was conducted in 2011. The inspection revealed nothing of immediate
concern.
The detailed bridge inspection revealed the following concerns:
Eight timber ties in poor condition; remaining ties are in good condition.
The south abutment back wall and wing walls rotated about 1 ½” on top.
There is local pitting corrosion of steel near the abutments; there is no significant section
loss.
While poor ties may not represent an immediate safety concern, we recommend the ties be
replaced to maximize the safety and load resistance of the structure. We recommend that the
abutment and wing wall movement be monitored in the future.
8.3 Mile 86.9 – Load Rating
The detailed load rating is conducted by comparing the effect of the design load with the effects of
the assessment trains.
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Girder E50 E48 - Bending Girder E50 E49 - Shear
Structural Ties >E80 E72 - Bending Structural Ties >E80 E72 - Horizontal
Shear Structural Ties >E80 E72 - Bearing
We are not showing the tables for the effects for the passenger and 263 trains because they are
lower than the effects for the 286 train, which produce stresses within the allowable limits.
Rating Recommendations
Train Maximum Safe
Speed
Required Retrofit
(see note 1)
4 - GP-9 locomotives and 286kip cars (286) 30 mph N / A
2 - GP-9 locomotives and 263kip cars (263) 30 mph N / A
3 – RDC-1 Passenger Vehicles (pass.) 30 mph N / A
Note 1: We recommend that the poor ties be replaced.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
37
8.4 Mile 86.9 – Optional Bridge Replacement
It is unlikely that this bridge will need to be replaced in the next 30 years; therefore we are not
providing the cost estimate for the replacement of this bridge.
8.5 Mile 86.9 – Cost Summary Table: Present to Year 2021
Bridge 86.9 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge and vegetation
adjacent to bridge at abutments $2,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
X Replace eight ties in poor condition (cost
excluded) $0
Subtotal all Loadings $2,000
VANCOUVER ISLAND RAIL CORRIDOR
38
8.6 Mile 86.9 – Cost Summary Table: Years 2021 to 2031
Bridge 86.9 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge and vegetation
adjacent to bridge at abutments $2,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
X Replace all ties (cost excluded) $0
X Detailed bridge inspection in 2021 $4,000
Subtotal all Loadings $6,000
8.7 Mile 86.9 – Cost Summary Table: Years 2031 to 2041
Bridge 86.9 – Projected Cost Summary to Operate Bridges - Years 2031 to 2041, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge and vegetation
adjacent to bridge at abutments $2,000
X Bridge annual visual inspections – nine required
(by SVI forces) $0
X Detailed bridge inspection in 2031 $4,000
Subtotal all Loadings $6,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
39
VANCOUVER ISLAND RAIL CORRIDOR
40
9 Mile 87.2 – Hamilton Creek
9.1 Mile 87.2 – Description
Bridge 87.2 is a single span open deck bridge over Hamilton Creek. The superstructure consists of
a 45 ft. steel DPG span with timber ties deck. The bridge is on a curved alignment.
The bridge in present configuration was erected in the year 1909. The bridge is supported by
concrete abutments on pile foundations.
Bridge Design Load: Cooper E50
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
41
9.2 Mile 87.2 – Inspection
A detailed bridge inspection conducted was in 2011. The inspection revealed the following
immediate concern:
Ten ties are in poor condition and should be replaced.
The immediate concern shall be repaired to ensure stability of the bridge.
The inspection also revealed notable corrosion on the web and bottom flanges of the girders.
Based on the inspection findings, there is a corrosion loss of 1/16”deep x 2” high at the bottom of
the web and 1/16” deep x 2” long along the top surface of angles at the bottom flange. For a
conservative analysis, the bottom flange is assumed to have 1/16” corrosion over the entire
surface; the girder capacity was reduced accordingly. The analysis results show that the girders
capacity to resist shear is substantially greater than the demand in shear, so the minor amount of
web corrosion will not affect the rating results.
9.3 Mile 87.2 – Load Rating
A detailed load rating is provided because the load effects of the Assessment Trains are greater
than the effects of the design load. In accordance with the design criteria, we have evaluated the
girders by checking sections with maximum moment and maximum shear, as well as timber ties in
moment, shear and end bearing.
When a component’s load rating is positive for the 286kip AT, results will not be shown for the
lighter Assessment Trains.
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Girders E38 E54 42% Bending Girders E67 E55 - Shear
Structural Ties >E80 E72 - Bending Structural Ties >E80 E72 - Horizontal
Shear Structural Ties >E80 E72 - Bearing
VANCOUVER ISLAND RAIL CORRIDOR
42
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Girders E44 E54 23% Bending Girders E78 E55 - Shear
Ratings (2 - GP-9 Locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Girders E38 E49 30% Bending Girders E67 E50 - Shear
Ratings (2 - GP-9 Locomotives and 263 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Girders E44 E49 12% Bending Girders E78 E50 - Shear
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286kip cars 10 mph See Note 1 below
2 - GP-9 locomotives and 263kip cars 10 mph See Note 1 below
3 – RDC-1 Passenger Vehicles 30 mph N/A
Notes:
1. In order to support the load of the 286 kip train and 263 kip train at 10 mph, strengthening must be carried
out on the bottom flange of both girders. An additional cover plate should be added between the current
outer cover plate and the splice plate. Approximate cover plate size: 3/8” thick, 15” wide and 24’ long.
9.4 Mile 87.2 – Optional Bridge Replacement
Based on our experience, the approximate replacement cost for this bridge could be in the order of
$780,000; however, it is unlikely that this bridge will need to be replaced in the next 30 years.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
43
9.5 Mile 87.2 – Cost Summary Tables: Present to Year 2021
Bridge 87.2 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge and vegetation
adjacent to bridge at abutments $2,000
X Bridge annual visual inspections – nine required
by SVI forces $0
X Replace ten ties in poor condition (cost excluded) $0
Subtotal Passenger Loading $2,000
Bridge 87.2 – Projected Cost Summary to Operate Bridges until Year 2021,
263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge and vegetation
adjacent to bridge at abutments $2,000
X Bridge annual visual inspections – nine required
by SVI forces $0
X Replace ten ties in poor condition (cost excluded) $0
X Reinforce bottom flange $45,000
Subtotal 263kip and 286kip Loading $47,000
VANCOUVER ISLAND RAIL CORRIDOR
44
9.6 Mile 87.2 – Cost Summary Table: Years 2021 to 2031
Bridge 87.2 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge and vegetation
adjacent to bridge at abutments $2,000
X Bridge annual visual inspections – nine required
by SVI forces $0
X Replace all ties cost excluded $0
X Detailed bridge inspection in 2021 $4,000
Subtotal all Loadings $6,000
9.7 Mile 87.2 – Cost Summary Table: Years 2031 to 2041
Bridge 87.2 – Projected Cost Summary to Operate Bridges - Years 2031 to 2041, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge and vegetation
adjacent to bridge at abutments $2,000
X Bridge annual visual inspections – nine required
by SVI forces $0
X Detailed bridge inspection in 2031 $4,000
Subtotal all Loadings $6,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
45
VANCOUVER ISLAND RAIL CORRIDOR
46
10 Mile 93.0 – Englishman River
10.1 Mile 93.0 – Description
The bridge at Mile 93.0 is a three-span open deck truss structure over the Englishman’s River. The
superstructure consists of two 106’-4” side spans and 130’-9” centre span. The bridge is on a
tangent alignment.
The bridge spans were originally erected in the year 1909 (centre span) and 1923 (side spans) and
later all spans were reinforced in 1941 to Cooper E-50 design loading. The bridge is supported on
cast-in-place concrete piers and abutments. The structural timber ties in the centre span were
replaced in 1971; ties in side spans were replaced in 1965 and earlier.
Bridge Design Load: Cooper E50
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
47
10.2 Mile 93.0 – Inspection
A detailed bridge inspection was conducted in October 2011. The inspection revealed the following
immediate concerns:
About 30% of the timber ties are in poor conditions and the others in fair condition. We
recommend all ties be replaced to ensure safe usage of the bridge.
The Inspection also revealed the following:
Some bearings appear seized. However, since no adverse consequences are visible, we
do not recommend the bearing replacement at this point, provided the bridge is
continuously monitored.
Moderate corrosion and pitting of the steel, with no structurally significant corrosion loss.
River piers could not be inspected for scour. However, we note the potential for scour on one of
the river piers, founded on gravel, while the other one is bearing on bedrock. We recommend that
an expert review be undertaken to investigate if there is a significant risk to the stability of structure
because of scour potential. The cost estimate for this bridge includes the cost of scour
investigation, but not the cost of foundation retrofit, because we assume that no retrofit will be
required. This assumption will need to be confirmed by the engineer conducting the scour
investigation.
For detailed inspection results refer to the Inspection Report dated February 2012.
10.3 Mile 93.0 – Load Rating
The record drawings show that the bridge trusses are reinforced to support Cooper E-50 loading.
Rating by comparison between E-50 and all three Assessment Trains was conducted for bottom
chord and diagonal members with positive results. A detailed load rating is required for top chord
members and verticals.
The detailed drawings showing accurate member sizes for the truss top chords were not available
to the evaluator; size of the top cord cover plate was not shown on the available drawings. Sizes
were obtained by field measurement conducted as a follow up to the bridge inspection program in
November 2011. The size of the top cord cover plate had to be obtained by field measurement. It
was determined that size of the cover plate is 1”x21”x7/16”. While the measurements were
intended to be as thorough as possible, the size of each component could not be determined with
certainty and engineering judgment was exercised as required.
VANCOUVER ISLAND RAIL CORRIDOR
48
The load rating result will not be shown for lighter assessment trains when a component’s load
rating is shown to be adequate for a heavier assessment train, as well as for trains traveling at a
reduced speed.
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Side Span – Top Chord E44 E54 22% Bending+axial
Side Span – Vertical E68 E60 - Compression Side Span – Diagonal E48 E48 - Tension Side Span – Diagonal E49 E47 - Compression
Side Span – Bottom Chord E50 E41 - Tension
Centre Span – Top chord
U3-U4 E45 E49 10% Bending+axial
Centre Span – Top chord
U6-U7 E41 E46 12% Bending+axial
Centre Span – Vertical E60 E53 - Compression Centre Span – Diagonal E51 E47 - Tension Centre Span - Diagonal E39 E47 22% Compression Centre Span – Bottom
Chord E50 E42 - Tension
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Side Span – Top Chord E49 E53 9% Bending+axial
Side Span – Vertical Evaluation not required Compression Side Span – Diagonal Evaluation not required Tension Side Span – Diagonal Evaluation not required Compression
Side Span – Bottom Chord Evaluation not required Tension
Centre Span – Top Chord
U3-U4 E50 E49 6% Bending+axial
Centre Span – Top Chord
U6-U7 E45 E46 2%1 Bending+axial
Centre Span – Vertical Evaluation not required Compression Centre Span – Diagonal Evaluation not required Tension Centre Span – Diagonal E43 E47 11% Compression Centre Span - Bottom
Chord Evaluation not required Tension
Note 1: Considered acceptable.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
49
Ratings (2 - GP-9 Locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Side Span – Top Chord E44 E50 13% Bending+axial
Side Span – Vertical E68 E55 - Compression Side Span – Diagonal E48 E45 - Tension Side Span – Diagonal E49 E44 - Compression
Side Span – Bottom Chord E50 E38 - Tension
Centre Span – Top Chord
U3-U4 E45 E46 2%1 Bending+axial
Centre Span – Top Chord
U6-U7 E41 E43 5% Bending+axial
Centre Span – Vertical E60 E49 - Compression Centre Span – Diagonal E51 E44 - Tension Centre Span – Diagonal E39 E43 12% Compression Centre Span - Bottom
Chord E50 E39 - Tension
Note 1: Considered acceptable.
Ratings (2 - GP-9 Locomotives and 263 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Side Span – Top Chord E49 E51 1% 1 Bending+axial
Side Span – Vertical Evaluation not required Compression Side Span – Diagonal Evaluation not required Tension Side Span – Diagonal Evaluation not required Compression
Side Span – Bottom Chord Evaluation not required E50
Centre Span – Top Chord
U3-U4 E50 E46 - Bending+axial
Centre Span – Top Chord
U6-U7 E45 E43 - Bending+axial
Centre Span – Vertical Evaluation not required Compression Centre Span – Diagonal Evaluation not required Tension Centre Span – Diagonal E43 E44 2%1 Compression
Centre Span - Bottom Chord Evaluation not required Tension
Note 1: Considered acceptable.
VANCOUVER ISLAND RAIL CORRIDOR
50
Ratings (3 – RDC-1 Passenger Vehicles, 130 kip each @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Side Span – Top Chord E44 E23 - Bending+axial
Side Span – Vertical E68 E24 - Compression Side Span – Diagonal E48 E16 - Tension Side Span – Diagonal E49 E16 - Compression
Side Span – Bottom Chord E50 E14 - Tension
Centre Span – Top Chord
U3-U4 E45 E21 - Bending+axial
Centre Span – Top Chord
U6-U7 E41 E20 - Bending+axial
Centre Span – Vertical E60 E22 - Compression Centre Span – Diagonal E51 E16 - Tension Centre Span – Diagonal E39 E18 - Compression
Centre Span - Bottom Chord E50 E13 - Tension
Rating Recommendation
Train Maximum Safe
Speed
Required Retrofit
(See Note 1)
4 - GP-9 locomotives and 286 kip cars 30 mph Reinforce truss (see Note 2)
2 - GP-9 locomotives and 263 kip cars 10 mph (see Note 3)
3 – RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1. The rating provided in this report is based on the assumption that the Essential Repairs listed below will
be complete.
2. Centre span truss capacity is insufficient to support 286 kip cars; reinforcing or replacement of the truss is
required.
3. Operating speed for 263 kip train can be increased to 30 mph provided the truss is reinforced as
described above.
10.4 Mike 93.0 – Optional Bridge Replacement
The cost to replace the Mile 93.0 bridge superstructure could be in the order of $4,500,000. Cost to
replace the centre span only could be in the order of $1,800,000. This cost does not include
replacement of the substructure that appears sound and may be salvageable. This assumption will
need to be confirmed by the bridge replacement design engineer.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
51
There is a strong possibility that the existing structure will survive another 30 years, particularly in
case that the traffic is light. Therefore we do not recommend that the above replacement cost is
included as a likely cost to maintain traffic to 2041.
10.5 Mike 93.0 – Cost Summary Tables: Present to Year 2021
Bridge 93.0 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading and 263 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge at 5 years $6,000
X Bridge annual visual inspections (by SVI forces) $0
X Replace 30% ties in poor condition (cost
excluded). The owner should consider complete
deck replacement.
$0
X Conduct scour investigation $10,000
Subtotal Passenger and 263kip Loading $16,000
Bridge 93.0 – Projected Cost Summary to Operate Bridges until Year 2021, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge at 5 years $6,000
X Bridge annual visual inspections (by SVI forces) $0
X Replace 30% ties in poor condition (cost
excluded). The owner should consider complete
deck replacement.
$0
X Conduct scour investigation $10,000
X X Reinforce centre span truss top chord and
diagonals $150,000
Subtotal 286kip Loading $166,000
VANCOUVER ISLAND RAIL CORRIDOR
52
10.6 Mile 93.0 – Cost Summary Table: Years 2021 to 2031
Bridge 93.0 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Detailed bridge inspection in 2021 (investigate
for cracks and corrosion loss in steel members,
investigate timber ties and stringers).
$10,000
X Clean debris on the bridge every 5 years. $6,000
X Replace remaining bridge ties (cost excluded) $0
X Bridge annual visual inspections (by SVI forces) $0
Subtotal All Loadings $16,000
10.7 Mile 93.0 – Cost Summary Table: Years 2031 to 2041
Bridge 93.0 – Projected Cost Summary to Operate Bridges - Years 2031 to 2041, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $6,000
X Detailed bridge inspection in 2031. $10,000
X Bridge annual visual inspections (by SVI forces) $0
Subtotal All Loadings $16,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
53
VANCOUVER ISLAND RAIL CORRIDOR
54
11 Mile 98.6 – French Creek
11.1 Mile 98.6 – Description
Bridge 98.6 is a 63 ft span open deck bridge over French Creek. The superstructure consists of 56
– 15 ft timber stringer spans supported on timber trestle bents, 2 – 45 ft DPG spans, 1 – 75 ft DPG
span and 4 – 15 ft timber stringer transition spans. The bridge is on a straight alignment.
The steel DPG spans and towers were constructed in the year 1913. The timber trestle
approaches were built in 1977.
Bridge Design Load: Cooper E60 for timber spans, E70 for steel girders (design load for steel
girders confirmed by analysis of 45 ft. span)
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
55
11.2 Mile 98.6 - Inspection
A detailed bridge inspection was conducted in 2011. The inspection revealed the following items of
immediate concern:
102 of the bridge ties are in poor condition.
The immediate concerns shall be repaired to ensure stability of the bridge.
The inspection also revealed the following:
Broken cross brace member between Bents 26 and 27, near bottom on west side.
Broken cross brace member between Bents 27 and 28, 3rd storey on west side.
Timber floor board missing from refuge bay on west side of track, second from north end.
For detailed inspection results refer to the Inspection Report dated February 2012.
11.3 Mile 98.6 – Load Rating
The design loading is known for timber spans, so load rating was done by comparison.
Comparison was also done for the 75’ DPG span. The load rating for the 45’ DPG spans was
achieved by detailed analysis, confirming the design loading.
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
15’ Timber Stringer E60 E57 - Bending
15’ Timber Stringer E60 E63 5% 1 Shear
45’ DPG >E70 E54 - Bending
45’ DPG >E70 E54 - Shear
75’ DPG E70 E45 - Bending
75’ DPG E70 E49 - Shear
Structural Ties >E80 E72 - Bending
Structural Ties >E80 E72 - Shear
Structural Ties >E80 E72 - Bearing
Note 1: Additional analysis and detailed inspection required to confirm positive evaluation.
VANCOUVER ISLAND RAIL CORRIDOR
56
Ratings (2 - GP-9 Locomotives and 263 kip cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
15’ Timber Stringer E60 E53 - Bending
15’ Timber Stringer E60 E58 - Shear
Ratings (3 – RDC-1 Passenger Vehicles, 130 kip each @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
15’ Timber Stringer E60 E22 - Bending
15’ Timber Stringer E60 E25 - Shear
Rating Recommendations
Train Maximum Safe
Speed
Required Retrofit (see
Note 1)
4 - GP-9 locomotives and 286 kip Cars 30 mph 3 See note 2
2 - GP-9 locomotives and 263 kip cars 30 mph 3 N / A
3 – RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1 The rating provided in this report is based on the assumption that the Essential Repairs listed below
will be complete.
2 A small overstress was identified in the timber stringers; additional analysis and detailed
inspection required to confirm positive evaluation.
3 Should not be operated under significant wind load.
11.4 Mile 98.6 – Optional Bridge Replacement
As the bridge steel girders and substructure are in good condition, it is unlikely that bridge
replacement will be required in the next 30 years. Therefore we are not including the steel bridge
replacement cost in our cost estimate.
The timber trestle approach span is already 35 years old. It is likely that replacement will be
required in the next 10-20 years. An estimated replacement cost for the 898 ft timber trestle is in
the order of $6,000,000, including substructure elements. Estimated repair / partial replacement
cost equal to 1/3 of the complete replacement cost is included in the cost summary tables for each
10 year period after 2021.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
57
Mile 98.6 – Cost Summary Tables: Present to Year 2021 Bridge 98.6 – Projected Cost Summary to Operate Bridges until Year 2021,
Passenger Loading and 263 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge at 5 years $8,000
X Bridge annual visual inspections –(by SVI forces) $0
X Replace 102 ties in poor cond. (cost excluded) $0
X Repair cross bracing and refuge bay $10,000
Subtotal Passenger and 263 kip Loading $18,000
Bridge 98.6 – Projected Cost Summary to Operate Bridges until Year 2021,
286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge at five years $8,000
X Bridge annual visual inspections –(by SVI forces) $0
X Replace 102 ties in poor cond. (cost excluded) $0
X Repair cross bracing and refuge bay $10,000
X Additional analysis and inspection to confirm the
capacity of 15 ft trestle to support 286 cars. $10,000
Subtotal 268 kip Loading $28,000
VANCOUVER ISLAND RAIL CORRIDOR
58
11.5 Mile 98.6 – Cost Summary Table: Years 2021 to 2031
Bridge 98.6 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip Loading and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Detailed bridge inspection in 2021 (investigate
for cracks and corrosion loss in steel members,
investigate timber ties and stringers).
$10,000
X Replace Remaining Ties on steel span (cost
excluded) $0
X Clean debris on the bridge every 5 years. $5,000
X Repair / Partially Replace Existing timber trestles
(1/3 of 56-15ft spans and transitions) $2,000,000
X Bridge annual visual inspections –(by SVI forces) $0
Subtotal All Loadings $2,015,000
11.6 Mile 98.6 – Cost Summary Table: Years 2031 to 2041
Bridge 98.6 – Projected Cost Summary to Operate Bridges - Years 2031 to 2041, Passenger Loading, 263 kip Loading and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Detailed bridge inspection in 2031. $10,000
X Repair / Partially Replace Existing timber trestles
(1/3 of 56-15ft spans and transitions) $2,000,000
X Bridge annual visual inspections –(by SVI forces) $0
Subtotal All Loadings $2,015,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
59
98.60 – Victoria Subdivision – French Creek Bridge General Arrangement (Page 1 of 2)
VANCOUVER ISLAND RAIL CORRIDOR
60
98.60 – Victoria Subdivision – French Creek Bridge General Arrangement (Page 2 of 2)
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
61
12 Mile 103.7 – Little Qualicum River
12.1 Mile 103.7 – Description
Bridge 103.7 consists of a seven-span deck plate girder (DPG). The superstructure comprises
spans of 1 @ 60’-3”, 4 @ 75’ and 2 @ 45’. The bridge consists of wrought iron girders supported
by cast-in-place concrete abutments at extreme ends; the two internal 45’ spans are supported by
two steel towers designed for an E-50 Cooper Equivalent Rating.
The bridge was originally erected in the year 1913. While Spans 3, 4 and 5 are of the original
structure, Spans 1, 2, 6 and 7 were replaced in 1926.
The bridge is on a straight alignment.
Bridge Design Load: Cooper E50
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
62
12.2 Mile 103.7 – Inspection
A detailed bridge inspection, including non-destructive testing, was conducted in 2011. Based on
these inspections the following deficiencies were noted:
Approximately 100 timber ties are in poor condition.
The inspection also revealed minor corrosion to all steel surfaces, but in general all steel is in good
condition. Localized areas of minor section loss were recorded. Based on the observations in the
inspection report it was deemed unnecessary to reduce the effective area of steel due to corrosion
so the capacity was not reduced as a result.
Although no scour was visible during the 2011 inspection, the inspection report also notes potential
for scour in the river piers. The 2003 inspection report, prepared by James McLeman, notes that
water erosion on #3 pedestal on west side is visible. We therefore recommend that the bridge piers
be investigated for scour. The pier drawings note that there is “Rock with little gravel over”. We
recommend that expert reviews be undertaken to investigate if there is a significant risk to the
stability of structure because of scour potential. The cost estimate for this bridge includes the cost
of scour investigation, but not the cost of foundation retrofit, because we assume that no retrofit will
be required – this assumption will need to be confirmed by the engineer conducting the scour
investigation.
For detailed inspection results refer to the Inspection Report dated February 2012.
12.3 Mile 103.7 – Load Rating
A detailed load rating was conducted by comparing the effect of the design load with the effects of
the assessment trains. The rating is based on the assumptions that the immediate concerns, listed
above, are addressed.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
63
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Plate Girder (60’ – 3”) E50 E50 - Bending
Plate Girder (60’ – 3”) E50 E49 - Shear
Plate Girder (75’) E50 E45 - Bending
Plate Girder (75’) E50 E49 - Shear
Plate Girder (45’) >E60 E55 - Bending
Plate Girder (45’) >E60 E54 - Shear
Structural Ties >E80 E72 - Bending
Structural Ties >E80 E72 - Horizontal
Shear
Structural Ties >E80 E72 - Bearing
Ratings (2 - GP-9 Locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Plate Girder (60’ – 3”) E50 E46 - Bending
Plate Girder (60’ – 3”) E50 E47 - Shear
Plate Girder (75’) E50 E42 - Bending
Plate Girder (75’) E50 E45 - Shear
Plate Girder (45’) Rating not required, see results for 286 kip cars at 30 mph
Plate Girder (45’) Rating not required, see results for 286 kip cars at 30 mph
Ratings (3 – RDC-1 Passenger Vehicles, 130 kip each @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Plate Girder (60’ – 3”) E50 E17 - Bending Plate Girder (60’ – 3”) E50 E19 - Shear
Plate Girder (75’) E50 E16 - Bending Plate Girder (75’) E50 E17 - Shear Plate Girder (45’) Rating not required, see results for 286 kip cars at 30 mph Plate Girder (45’) Rating not required, see results for 286 kip cars at 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
64
Rating Recommendations
Train Maximum Safe
Speed
Required Retrofit
(see note 1)
4 - GP-9 locomotives and 286kip cars 30 mph 2 N/A
2 - GP-9 locomotives and 263kip cars 30 mph 2 N/A
3 – RDC-1 Passenger Vehicles 30 mph N/A
Note 1: Ties in poor condition shall be replaced.
2: Should not be operated under significant wind load.
12.4 Mile 103.7 – Optional Bridge Replacement
It is unlikely that this bridge will need to be replaced in the next 30 years; therefore we are not
providing the cost estimate for the replacement of this bridge.
12.5 Mile 103.7 – Cost Summary Table: Present to Year 2021
Bridge 103.7 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge at 5 years $6,000
X Bridge annual visual inspections (by SVI forces) $0
X Replace 100 ties in poor cond. (cost excluded) $0
X Conduct scour investigation $10,000
Subtotal All Loadings $16,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
65
12.6 Mile 103.7 – Cost Summary Table: Years 2021 to 2031
Bridge 103.7 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip Loading and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Detailed bridge inspection in 2021 (investigate
for cracks and corrosion loss in steel members,
investigate timber ties and stringers).
$10,000
X Replace remaining timber ties on the bridge (cost
excluded) $0
X Clean debris on the bridge every 5 years. $6,000
X Bridge annual visual inspections –(by SVI forces) $0
Subtotal All Loadings $16,000
12.7 Mile 103.7 – Cost Summary Table: Years 2031 to 2041
Bridge 103.7 – Projected Cost Summary to Operate Bridges - Years 2031 to 2041, Passenger Loading, 263 kip Loading and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $6,000
X Detailed bridge inspection in 2031. $10,000
X Bridge annual visual inspections –(by SVI forces) $0
Subtotal All Loadings $16,000
VANCOUVER ISLAND RAIL CORRIDOR
66
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
67
13 Mile 110.7 – Big Qualicum River
13.1 Mile 110.7 – Description
Bridge 110.7 is a five-span open deck bridge over the Big Qualicum River. The superstructure
consists of two 45 ft DPG spans and three 75 ft DPG spans, resting on concrete abutments and
steep tower piers.
Spans #2, #3, #4 and the steel towers were constructed in the year 1913. Span #1 was
constructed in 1926, while Span #5 was constructed in 1928. The bridge was redecked in 1971.
The bridge is on a straight alignment.
Bridge Design Load: Cooper E50
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
68
13.2 Mile 110.7 – Inspection
A detailed bridge inspection was conducted in 2011. The inspection revealed the following items of
immediate concern:
42 of the bridge ties are in poor condition.
Timber boards between the bottom of the ties and the top of the stringers are rotten and
crushing (span 3 is severely deteriorated; the other spans are starting to deteriorate).
The immediate concerns shall be repaired to ensure stability of the bridge.
The Inspection also revealed the following:
The bearings are heavily corroded. The expansion bearings are likely frozen, however
there are no obvious adverse consequences.
Corrosion and minor section loss in the steel girders. The steel girder capacity was
reduced accordingly.
The refuge bays are in poor condition.
Pier foundations could not be inspected for scour due to high water level. Substructure drawings
indicate that all foundations are based on piles. We recommend that the bridge piers be
investigated for scour. We also recommend that an expert review be undertaken to investigate if
there is a significant risk to the stability of structure because of scour potential. The cost estimate
for this bridge includes the cost of scour investigation, but not the cost of foundation retrofit,
because we assume that no retrofit will be required. This assumption will need to be confirmed by
the engineer conducting the scour investigation.
For detailed inspection results refer to the Inspection Report dated February 2012.
13.3 Mile 110.7 – Load Rating
The load rating of 75 ft and 75’-4” spans was conducted by comparison with the design load; the
girder capacity in bending was reduced to allow for flange corrosion loss. The capacities of the
45 ft steel girder in bending and shear were obtained by calculating the actual girder section
capacity.
The rating is based on the assumption that the immediate concerns, listed above, are addressed.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
69
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Span 1 and 5 – 45’ DPG >E60 1 E55 - Bending Span 1 and 5 – 45’ DPG >E60 E54 - Shear
Span 1 and 5 – 75’-4” DPG E48 1 E45 - Bending Span 1 and 5 – 75’-4” DPG E50 E49 - Shear
Span 3 – 75’ DPG E48 1 E45 - Bending Span 3 – 75’ DPG E50 E49 - Shear
Structural Ties >E80 E72 - Bending Structural Ties E79 E72 - Shear Structural Ties >E80 E72 - Bearing
Note 1: Corrosion loss is taken into account.
Since the load rating results for the 286 kip load at traveling at 30 mph are positive, we are not
showing the results for the lighter trains.
Rating Recommendations
Train Maximum Safe
Speed
Required Retrofit (see
Note 1)
4 - GP-9 locomotives and 286kip Cars 30 mph N / A
2 - GP-9 locomotives and 263kip cars 30 mph N / A
3 – RDC-1 Passenger Vehicles 30 mph N / A
Note 1: The rating provided in this report is based on the assumption that the Essential Repairs listed above
are complete.
13.4 Mile 110.7 – Optional Bridge Replacement
It is unlikely that this bridge will need to be replaced in the next 30 years, therefore, we are not
providing the cost estimate for the replacement of this bridge.
VANCOUVER ISLAND RAIL CORRIDOR
70
13.5 Mile 110.7 – Cost Summary Table: Present to Year 2021
Bridge 110.7 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge at 5 years $6,000
X Bridge annual visual inspections (by SVI forces) $0
X Replace 42 ties in poor condition, refuge bays
and crushing timber boards between bottom of
ties and top of stringers (cost excluded). The
owner should consider complete deck
replacement.
$0
X Conduct scour investigation $10,000
X Protect bearings from further corrosion $10,000
Subtotal All Loadings $26,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
71
13.6 Mile 110.7 – Cost Summary Table: Years 2021 to 2031
Bridge 110.7 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Detailed bridge inspection in 2021 (investigate
for cracks and corrosion loss in steel members,
investigate timber ties and stringers).
$10,000
X Replace remaining timber ties and boards on the
bridge (cost excluded) $0
X Clean debris on the bridge every 5 years. $6,000
X Bridge annual visual inspections –(by SVI forces) $0
Subtotal All Loadings $16,000
13.7 Mile 110.7 – Cost Summary Table: Years 2031 to 2041
Bridge 110.7 – Projected Cost Summary to Operate Bridges - Years 2031 to 2041, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $6,000
X Detailed bridge inspection in 2031. $10,000
X Bridge annual visual inspections –(by SVI forces) $0
Subtotal All Loadings $16,000
VANCOUVER ISLAND RAIL CORRIDOR
72
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
73
14 Mile 113.2 – Nile Creek
14.1 Mile 113.2 – Description
Bridge 113.2 consists of three steel deck plate girder (DPG) spans. The superstructure span
configuration is spans of 1 @ 50’, 1 @ 54’-4” and 1 @ 60’. The bridges consist of wrought iron
girders supported by cast-in-place concrete abutments at extreme ends; the internal spans are
supported by two cast-in-place concrete piers.
The bridge was erected in the year 1914. While Span 2 is of the original structure, Spans 1 and 3
were replaced in 1925. The treated timber deck was replaced in 1971. The bridge is on a tangent
alignment.
Bridge Design Load: Cooper E50
Current Bridge Load: 2-GP9 Locomotives and 263 kip cars
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
74
14.2 Mile 113.2 – Inspection
A detailed bridge inspection, including non-destructive testing, was conducted 2011. The
inspection revealed the following items of immediate concern:
33 ties are in poor condition.
The ties in poor condition need to be replaced to ensure traffic safety.
Based on these inspections the following deficiencies were also noted:
The base of Pier 1 appears to be susceptible to scour but is presently in good condition.
Refuge bays are in poor condition.
Our Inspection also revealed minor corrosion to all steel surfaces, but in general all steel is in good
condition. Localized areas of minor section loss were recorded. Based on the photograph in the
inspection report it was deemed unnecessary to reduce the effective area of steel due to corrosion
so the capacity was not reduced as a result.
We recommend that the bridge piers be investigated for scour. Substructure drawings indicate that
all piers are on piles. We recommend that an expert review be undertaken to investigate if there is
a significant risk to the stability of structure because of scour potential. The cost estimate for this
bridge include the cost of scour investigation, but not the cost of foundation retrofit, because we
assume that no retrofit will be required – this assumption will need to be confirmed by the engineer
conducting the scour investigation.
For detailed inspection results refer to the Inspection Report dated February 2012.
14.3 Mile 113.2 – Load Rating
A detailed load rating is provided because the design load is not known for the entire bridge.
The rating is based on the assumptions that the immediate concerns, listed above, are addressed.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
75
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Plate Girder (50’) E47 E53 12% Bending Plate Girder (50’) E53 E52 - Shear
Plate Girder (54’-4”) E66 E52 - Bending Plate Girder (54’-4”) E68 E50 - Shear
Plate Girder (60’) E90 E50 - Bending Plate Girder (60’) E63 E49 - Shear
Structural Ties >E80 E72 - Bending Structural Ties >E80 E72 - Horizontal
Shear Structural Ties >E80 E72 - Bearing
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Plate Girder (50’) E55 E53 - Bending Plate Girder (50’) E61 E52 - Shear
Plate Girder (54’-4”) Rating not required, see results at 30mph Plate Girder (54’-4”) Rating not required, see results at 30mph
Plate Girder (60’) Rating not required, see results at 30mph Plate Girder (60’) Rating not required, see results at 30mph
Ratings (2 - GP-9 Locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Plate Girder (50’) E47 E49 3%¹ Bending Plate Girder (50’) E53 E48 - Shear
Plate Girder (54’-4”) E66 E48 - Bending Plate Girder (54’-4”) E68 E46 - Shear
Plate Girder (60’) E90 E46 - Bending Plate Girder (60’) E63 E45 - Shear
Structural Ties >E80 E66 - Bending Structural Ties >E80 E66 - Horizontal
Shear Structural Ties >E80 E66 - Bearing
Note 1: 3% overstress is considered acceptable; we recommend reducing the speed of 263 kip cars to 20
mph.
VANCOUVER ISLAND RAIL CORRIDOR
76
Ratings (3 – RDC-1 Passenger Vehicles, 130 kip each @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Plate Girder (50’) E47 E16 - Bending Plate Girder (50’) E53 E18 - Shear
Plate Girder (54’-4”) E66 E16 - Bending Plate Girder (54’-4”) E68 E18 - Shear
Plate Girder (60’) E90 E16 - Bending Plate Girder (60’) E63 E18 - Shear
Structural Ties >E80 E33 - Bending Structural Ties >E80 E33 - Horizontal
Shear Structural Ties >E80 E33 - Bearing
Rating Recommendations
Train Maximum Safe
Speed
Required Retrofit (see
Note 1)
4 - GP-9 locomotives and 286 kip cars 10 mph N/A
2 - GP-9 locomotives and 263 kip cars 20 mph N/A
3 - RDC-1 Passenger Vehicles 30 mph N/A
Note 1: We recommend that the poor ties be replaced.
14.4 Mile 113.2 – Optional Bridge Replacement
It is unlikely that this bridge will need to be replaced in the next 30 years; therefore we are not
providing the cost estimate for the replacement of this bridge.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
77
14.5 Mile 113.2 – Cost Summary Table: Present to Year 2021
Bridge 113.2 – Projected Cost Summary to Operate Bridges until Year 2021, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required Estimated
Cost of Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris from the bridge at 5 years $5,000
X Bridge annual visual inspections (by SVI forces) $0 X Replace 33 ties in poor condition and repair
refuge bays (cost excluded). The owner should consider complete deck replacement.
$0
X Conduct scour investigation $10,000 Subtotal All Loadings $15,000
14.6 Mile 113.2 – Cost Summary Table: Years 2021 to 2031
Bridge 113.2 – Projected Cost Summary to Operate Bridges - Years 2021 to 2031, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required Estimated
Cost of Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Detailed bridge inspection in 2021 (investigate for cracks and corrosion loss in steel members, investigate timber ties and stringers).
$6,000
X Replace remaining timber ties on the bridge (cost excluded)
$0
X Clean debris on the bridge every 5 years. $6,000X Bridge annual visual inspections –(by SVI forces) $0 Subtotal All Loadings $12,000
VANCOUVER ISLAND RAIL CORRIDOR
78
14.7 Mile 113.2 – Cost Summary Table: Years 2031 to 2041
Bridge 113.2 – Projected Cost Summary to Operate Bridges - Year 2031 to 2041, Passenger Loading, 263 kip and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
Pro
ject
ed
Rep
airs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $6,000
X Detailed bridge inspection in 2031. $6,000
X Bridge annual visual inspections –(by SVI forces) $0
Subtotal All Loadings $12,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
79
VANCOUVER ISLAND RAIL CORRIDOR
80
15 Mile 119.2 – Cook Creek (South Fork)
15.1 Mile 119.2 – Description
Bridge 119.20 is a single span open deck bridge over the South Fork of Cook Creek. The
superstructure consists of a 28’-7” deck plate girder span with timber structural ties. The bridge is
on a tangent alignment and is supported by closed concrete abutments.
The bridge was erected in 1914. In 1941 the span was replaced with an existing steel deck girder
span of unknown age.
Bridge Design Load: E-50 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
81
15.2 Mile 119.2 - Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed no immediate concerns.
Inspection revealed minor corrosion in the steel girders, but no structurally significant damage.
Inspection also revealed the following:
Moss and ferns are growing on abutment seats.
Several poor ties.
For detailed inspection results refer to the Inspection Report dated February 2012.
15.3 Mile 119.2 – Load Rating
Detailed load rating is provided because load effects of the assessment trains are greater than the
effects of the SVI inventory design load (design load also unconfirmed). In accordance with the
design criteria, we have evaluated the girders by checking sections with maximum moment and
maximum shear, as well as timber ties in flexure, shear and end bearing.
Detailed drawings showing accurate member sizes were not available to the evaluator; sizes were
obtained by field measurement conducted as a follow up to the bridge inspection program in
November 2011. While the measurements were intended to be as thorough as possible, the size of
each component could not be determined with certainty and engineering judgment was exercised
as required. A potential variation exists in the rating results that can only be eliminated if accurate
plans are procured.
Load rating result are not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (Steel)
E57 E55 - Bending
Deck Plate Girder (Steel)
E62 E61 - Shear
Timber Structural Tie >E80 E72 - Bending
Timber Structural Tie >E80 E72 - Horizontal
Shear Timber Structural Tie >E80 E72 - End Bearing
VANCOUVER ISLAND RAIL CORRIDOR
82
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286kip cars 30 mph N / A
2 - GP-9 locomotives and 263kip cars 30 mph N / A
3 - RDC-1 Passenger Vehicles 30 mph N / A
15.4 Mile 119.2 – Optional Bridge Replacement
Based on the age and expected service life of the structure, there is a possibility that this bridge will
need to be replaced in 20 years to maintain railway traffic. An estimated replacement cost for this
bridge is $558,000, including substructure elements. It is also possible that replacement will not be
required before 2041, particularly in the event that traffic is light and the maintenance and repairs
suggested in this report are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. The potential cost for replacement is captured within the steel bridge replacement
allowance in the project summary tables.
15.5 Mile 119.2 – Cost Summary Table: Present to Year 2021
Bridge 119.2 – Projected Cost Summary to Operate Bridges until Year 2021 Passenger Loading, 263 kip Loading and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
X Remove moss and ferns from abutment seats. $3,000
Subtotal All Loadings $6,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
83
15.6 Mile 119.2 – Cost Summary Table: Years 2021 to 2031
Bridge 119.2 – Projected Cost Summary to Operate Bridges Years 2021 to 2031 Passenger Loading, 263 kip Loading and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2021. $3,000
Subtotal All Loadings $6,000
15.7 Mile 119.2 – Cost Summary Table: Years 2031 to 2041
Bridge 119.2 – Projected Cost Summary to Operate Bridges Years 2031 to 2041 Passenger Loading, 263 kip Loading and 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $3,000
Subtotal All Loadings $6,000
VANCOUVER ISLAND RAIL CORRIDOR
84
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
85
16 Mile 119.50 – Cook Creek (North Fork)
16.1 Mile 119.50 - Description
Bridge 119.50 is a single span open deck bridge over Cook Creek (North Fork). The superstructure
consists of a 24 ft timber stringer span with timber bearing ties. The bridge is on a tangent
alignment and is supported by closed concrete abutments.
The bridge was originally built in 1913. The timber stringers were replaced in 1977.
Bridge Design Load: E-60 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
86
16.2 Mile 119.50 - Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed the following immediate
concern:
South wingwall is being undermined.
The immediate concerns shall be repaired to ensure stability of the bridge.
Inspection revealed that the timber stringers are in good condition with only minor splits. No
structurally significant damage was observed.
Inspection also revealed the following:
Several ties were counted as poor.
For detailed inspection results refer to the Inspection Report dated February 2012.
16.3 Mile 119.50 – Load Rating
Detailed load rating is provided for the timber spans because the design load could not be
confirmed and load effects of the assessment trains may be greater than the effects of the design
load. In accordance with the design criteria, we have evaluated the stringers for flexure, horizontal
shear and end bearing.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating
Component
Cooper
Rating
Eqv. Cooper
Demand Overstress Mode
Timber Stringers E64 E55 - Bending
Timber Stringers >E70 E61 - Horizontal
Shear
Timber Stringers >E70 E61 - End Bearing
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
87
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286 kip cars 30 mph N / A
2 - GP-9 locomotives and 263 kip cars 30 mph N / A
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1. The Rating provided in this report is based on the assumption that the Essential Repairs listed below will
be completed.
16.4 Mile 119.50 –Optional Bridge Replacement
Based on the age of the structure (stringers replaced in 1977), we estimated that this bridge will
need to be replaced in 10-20 years to maintain railway traffic. An estimated replacement cost for
this bridge is $350,000, including removal/erection of substructure elements. It is possible that only
the timber superstructure will require replacement and the existing concrete abutments can be re-
used; however, without more detailed knowledge of the foundation system (i.e. timber piles or
spread footings) and its condition, substructure replacement should be anticipated in order to
comply with modern codes. It is also possible that replacement will not be required before 2041,
particularly in the event that traffic is light and the maintenance and repairs suggested in this report
are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. One third of the replacement cost has been included in both the 2021-2031 and 2031-2041
time periods to account for significant repair work performed in lieu of full replacement.
VANCOUVER ISLAND RAIL CORRIDOR
88
16.5 Mile 119.50 – Cost Summary Table: Present to Year 2021
Bridge 119.50 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Investigate undermined wingwalls at south
abutment. $5,000
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
Subtotal All Loadings $8,000
16.6 Mile 119.50 – Cost Summary Table: Years 2021 to 2031
Bridge 119.50 – Projected Cost Summary to Operate Bridges Years 2021 to 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2021. $3,000
X Repair / Partially Replace bridge with new
structure (1/3 br. Assumed replaced). $120,000
Subtotal All Loadings $126,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
89
16.7 Mile 119.50 – Cost Summary Table: Years 2031 to 2041
Bridge 119.50 – Projected Cost Summary to Operate Bridges Years 2031 to 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Repair / Partially Replace bridge with new
structure (1/3 br. Assumed replaced). $120,000
X Detailed bridge inspection in 2031. $3,000
Subtotal All Loadings $126,000
VANCOUVER ISLAND RAIL CORRIDOR
90
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
91
17 Mile 120.20 – Rosewell Creek
17.1 Mile 120.20 – Description
Bridge 120.20 is a single span open deck bridge over Rosewell Creek. The superstructure consists
of a 67’-8” steel half deck plate girder span with timber structural ties. The bridge is on a tangent
alignment and is supported by closed concrete abutments.
The bridge was originally built in 1914.
Bridge Design Load: E-50 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
92
17.2 Mile 120.20 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed no immediate concerns.
Inspection revealed minor surface corrosion in the steel girders with some section loss in the
bottom flange angles. No structurally significant damage was observed.
Inspection also revealed the following:
18 ties were counted as poor, ties generally in fair condition..
Moderate corrosion on bearings and bottom flange near bearings.
Anchor bolt at SE bearing is bent slightly.
For detailed inspection results refer to the Inspection Report dated February 2012.
17.3 Mile 120.20 – Load Rating
Detailed load rating is provided because there is a concern that the knee braces in place may not
have adequate stiffness to ensure stability of the compression flange of the girders. In accordance
with the design criteria, we have evaluated the girders by checking sections with maximum moment
and maximum shear, as well as timber ties in flexure, shear and end bearing.
Detailed drawings showing accurate member sizes were not available to the evaluator; sizes were
obtained by field measurement conducted as a follow up to the bridge inspection program in
January 2012. While the measurements were intended to be as thorough as possible, the size of
each component could not be determined with certainty and engineering judgment was exercised
as required. A potential variation exists in the rating results that can only be eliminated if accurate
plans are procured.
The load rating result is not be shown for lighter assessment trains when a component’s load rating
is shown to be adequate for a heavier assessment train.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
93
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder* E70 E47 - Bending Deck Plate Girder* E70 E49 - Shear
Deck Plate Girder (as-is) E33 E47 42% Bending Deck Plate Girder (as-is) E70 E49 - Shear
Timber Structural Tie E71 E72 1% 1 Bending
Timber Structural Tie >E80 E72 - Horizontal
Shear Timber Structural Tie >E80 E72 - End Bearing
* Deck plate girder rating presented for existing girder if knee braces were stiffened to provide
adequate lateral support. 1 1% overstress is considered acceptable.
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E37 E47 27% Bending Deck Plate Girder (as-is) >E70 E49 - Shear
Timber Structural Tie E71 E72 1% 1 Bending
Timber Structural Tie >E80 E72 - Horizontal
Shear Timber Structural Tie >E80 E72 - End Bearing
1 1% overstress is considered acceptable.
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E33 E43 30% Bending Deck Plate Girder (as-is) E70 E45 - Shear
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E37 E43 16% Bending Deck Plate Girder (as-is) >E70 E45 - Shear
Ratings (3 – RDC-1 Passenger Vehicles @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E33 E17 - Bending Deck Plate Girder (as-is) E70 E18 - Shear
VANCOUVER ISLAND RAIL CORRIDOR
94
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286 kip cars 10 mph Knee Brace
Strengthening (note 1)
2 - GP-9 locomotives and 263 kip cars 10 mph Knee Brace
Strengthening (note 1)
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1 The steel knee braces in place on the steel girders have inadequate stiffness. The knee
braces should be stiffened to provide adequate restraint and stability to the girders.
17.4 Mile 120.20 – Optional Bridge Replacement
Based on the age and expected service life of the structure, there is a possibility that this bridge will
need to be replaced in the next 20 years to maintain railway traffic. An estimated replacement cost
for this bridge is $1,213,000, including substructure elements. It is also possible that replacement
will not be required before 2041, particularly in the event that traffic is light and the maintenance
and repairs suggested in this report are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. The potential cost for replacement is captured within the steel bridge replacement
allowance in the project summary tables.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
95
17.5 Mile 120.20 – Cost Summary Tables: Present to Year 2021
Bridge 120.20 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Replace 18 ties in poor condition (cost excluded). $0
X Replace bottom flange angles & plate that are
corroded near bearings. $40,000
X Replace corroded bearings (moderate corrosion
in 2011). $20,000
Passenger Loading $63,000
Bridge 120.20 – Projected Cost Summary to Operate Bridges until Year 2021 –
263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(Im
med
iate
)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Replace 18 ties in poor condition (cost excluded). $0
X Add flange plate to knee braces to increase
lateral stiffness. $20,000
X Replace bottom flange angles & plate that are
corroded near bearings. $40,000
X Replace corroded bearings (moderate corrosion
in 2011). $20,000
263 kip / 286 kip Loadings $83,000
VANCOUVER ISLAND RAIL CORRIDOR
96
17.6 Mile 120.20 – Cost Summary Table: Years 2021 to 2031
Bridge 120.20 – Projected Cost Summary to Operate Bridges Years 2021 to 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Replace remaining bridge ties (cost excluded) $0
X Detailed bridge inspection in 2021. $3,000
Subtotal All Loadings $6,000
17.7 Mile 120.20 – Cost Summary Table: Years 2031 to 2041
Bridge 120.20 – Projected Cost Summary to Operate Bridges Years 2031 to 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $3,000
Subtotal All Loadings $6,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
97
VANCOUVER ISLAND RAIL CORRIDOR
98
18 Mile 122.00 – Waterloo Creek
18.1 Mile 122.00 - Description
Bridge 122.0 is a single span open deck bridge over Waterloo Creek. The superstructure consists
of a 64 ft steel half deck plate girder span with timber structural ties. The bridge is on a tangent
alignment and is supported by closed concrete abutments.
The bridge was originally built in 1928 and the steel was erected in 1930 from an existing span of
unknown age.
Bridge Design Load: E-50 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
99
18.2 Mile 122.00 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed the following immediate
concern:
South abutment is being undermined; substructure drawings suggest the abutment may be
supported by timber piles, but this has not been confirmed.
The immediate concerns shall be repaired to ensure stability of the bridge.
Inspection revealed minor surface corrosion in the steel girders however no structurally significant
damage was observed.
Inspection also revealed the following:
South wingwalls are being undermined similarly to the abutment.
Four ties were counted as poor.
Expansion bearings appear to be frozen.
Lateral bracing system is corroded with moderate section loss.
Gusset plates in lateral bracing system are severely corroded.
For detailed inspection results refer to the Inspection Report dated February 2012.
18.3 Mile 122.00 – Load Rating
Detailed load rating is provided because load effects of the assessment trains are greater than the
effects of the SVI inventory design load (design load also unconfirmed). In accordance with the
design criteria, we have evaluated the girders by checking sections with maximum moment and
maximum shear, as well as timber ties in flexure, shear and end bearing.
Detailed drawings showing accurate member sizes were not available to the evaluator; sizes were
obtained by field measurement conducted as a follow up to the bridge inspection program in
November 2011. While the measurements were intended to be as thorough as possible, the size of
each component could not be determined with certainty and engineering judgment was exercised
as required. A potential variation exists in the rating results that can only be eliminated if accurate
plans are procured.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
VANCOUVER ISLAND RAIL CORRIDOR
100
Ratings (4 – GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder* E55* E48 - Bending Deck Plate Girder* E54* E50 - Shear
Deck Plate Girder (as-is) E29 E48 66% Bending Deck Plate Girder (as-is) E54 E50 - Shear
Timber Structural Tie E72 E72 - Bending
Timber Structural Tie >E80 E72 - Horizontal
Shear Timber Structural Tie >E80 E72 - End Bearing
Note: *Deck plate girder rating presented for existing girder if knee braces were stiffened to provide adequate
lateral support.
Ratings (4 – GP-9 locomotives and 286 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E34 E48 41% Bending Deck Plate Girder (as-is) E62 E50 - Shear
Timber Structural Tie E72 E72 - Bending
Timber Structural Tie >E80 E72 - Horizontal
Shear Timber Structural Tie >E80 E72 - End Bearing
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E34 E44 29% Bending Deck Plate Girder (as-is) E62 E46 - Shear
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E29 E17 - Bending Deck Plate Girder (as-is) E54 E18 - Shear
Ratings (3 – RDC-1 Passenger Vehicles @ 30mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (as-is) E29 E17 - Bending
Deck Plate Girder (as-is) E54 E18 - Shear
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
101
Rating Recommendations
Train Maximum Safe
Speed
Required Retrofit (see
note 1)
4 - GP-9 locomotives and 286 kip cars 10 mph Knee Brace
Strengthening (note 2)
2 - GP-9 locomotives and 263 kip cars 10 mph Knee Brace
Strengthening (note 2)
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1 The Rating provided in this report is based on the assumption that the Essential Repairs listed below
will be completed.
2 The steel knee braces in place on the steel girders have inadequate stiffness. The knee braces
should be stiffened to provide adequate restraint and stability to the girders.
18.4 Mile 122.00 – Optional Bridge Replacement
Based on the age and expected service life of the structure, there is a possibility that this bridge will
need to be replaced in the next 20 years to maintain railway traffic. An estimated replacement cost
for this bridge is $857,000, including substructure elements. It is also possible that replacement will
not be required before 2041, particularly in the event that traffic is light and the maintenance and
repairs suggested in this report are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. The potential cost for replacement is captured within the steel bridge replacement
allowance in the project summary tables.
VANCOUVER ISLAND RAIL CORRIDOR
102
18.5 Mile 122.00 – Cost Summary Tables: Present to Year 2021
Bridge 122.00 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Investigate scour. $10,000
X Restore undermined south abutment and place
rip-rap to prevent future damage. $30,000
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
X Replace corroded gusset plates located at
various locations throughout the bridge. $10,000
X Replace members of lateral bracing system that
are corroded. $40,000
X Replace frozen expansion bearings. $10,000
Subtotal Passenger Loading $103,000
Bridge 122.00 – Projected Cost Summary to Operate Bridges until Year 2021 –
263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Investigate scour . $10,000
X Restore undermined south abutment and place
rip-rap to prevent future damage. $30,000
X Add flange plate to knee braces to increase
lateral stiffness. $15,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
103
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
X Replace corroded gusset plates located at
various locations throughout the bridge. $10,000
X Replace members of lateral bracing system that
are corroded. $40,000
X Replace frozen expansion bearings. $10,000
Subtotal 263 kip / 286 kip Loadings $118,000
18.6 Mile 122.00 – Cost Summary Table: Years 2021 to 2031
Bridge 122.00 – Projected Cost Summary to Operate Bridges Years 2021 to 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2021. $3,000
Subtotal All Loadings $6,000
VANCOUVER ISLAND RAIL CORRIDOR
104
18.7 Mile 122.00 – Cost Summary Tables: Years 2031 to 2041
Bridge 122.00 – Projected Cost Summary to Operate Bridges Years 2031 to 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $3,000
Subtotal All Loadings $6,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
105
VANCOUVER ISLAND RAIL CORRIDOR
106
19 Mile 123.00 – Coal Creek
19.1 Mile 123.00 – Description
Bridge 123.00 is a three-span open deck bridge over Coal Creek. The superstructure consists of a
30’-3” steel deck plate girder span, a 48’-10” steel deck plate girder span and a 33’-3” steel deck
plate girder span. All spans carry structural timber ties. The bridge is on a tangent alignment and
is supported by closed concrete abutments and concrete piers
The bridge was originally built in 1914 with span replacements in 1925 and 1941 using existing
deck plate girders of unknown age.
Bridge Design Load: E-50 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
107
19.2 Mile 123.00 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed the following immediate
concern:
Undermining at base of piers; substructure drawings suggest the abutment may be supported
by timber piles, but this has not been confirmed.
The immediate concerns shall be repaired to ensure stability of the bridge.
Inspection revealed minor surface corrosion in the steel girders however no structurally significant
damage was observed.
Inspection also revealed the following:
A total of twenty-nine ties were counted as poor.
Bearings are moderately corroded; expansion bearings appear to be frozen.
For detailed inspection results refer to the Inspection Report dated February 2012.
19.3 Mile 123.00 – Load Rating
Detailed load rating is provided because load effects of the assessment trains are greater than the
effects of the SVI inventory design load (design load also unconfirmed). In accordance with the
design criteria, we have evaluated the girders by checking sections with maximum moment and
maximum shear, as well as timber ties in flexure, shear and end bearing.
Detailed drawings showing accurate member sizes were not available to the evaluator for the 34’
and 50’ spans; sizes were obtained by field measurement conducted as a follow up to the bridge
inspection program in January 2012. While the measurements were intended to be as thorough as
possible, the size of each component could not be determined with certainty and engineering
judgment was exercised as required. A potential variation exists in the rating results that can only
be eliminated if accurate plans are procured.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
VANCOUVER ISLAND RAIL CORRIDOR
108
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
31’ Deck Plate Girder (Steel) E59 E56 - Bending 31’ Deck Plate Girder (Steel) E68 E61 - Shear 50’ Deck Plate Girder (Steel) >E70 E54 - Bending 50’ Deck Plate Girder (Steel) >E70 E53 - Shear 34’ Deck Plate Girder (Steel) >E70 E57 - Bending 34’ Deck Plate Girder (Steel) >E70 E60 - Shear
Timber Structural Tie >E80 E72 - Bending
Timber Structural Tie >E80 E72 - Horizontal
Shear Timber Structural Tie >E80 E72 - End Bearing
Rating Recommendations
Train Maximum Safe
Speed
Required Retrofit (see
note 1)
4 - GP-9 locomotives and 286 kip cars 30 mph N / A
2 - GP-9 locomotives and 263 kip cars 30 mph N / A
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1. The Rating provided in this report is based on the assumption that the Essential Repairs listed
below will be completed.
19.4 Mile 123.00 – Optional Bridge Replacement
Based on the age and expected service life of the structure, there is a possibility that this bridge will
need to be replaced in the next 20 years to maintain railway traffic. An estimated replacement cost
for this bridge is $2,491,000, including substructure elements. It is also possible that replacement
will not be required before 2041, particularly in the event that traffic is light and the maintenance
and repairs suggested in this report are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. The potential cost for replacement is captured within the steel bridge replacement
allowance in the project summary tables.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
109
19.5 Mile 123.00 – Cost Summary Table: Present to Year 2021
Bridge 123.00 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Investigate scour at Pier 2. $10,000
X Place rip-rap at Pier 2 to inhibit further
undermining. $30,000
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
X Replace frozen expansion bearings. $30,000
Subtotal All Loadings $75,000
19.6 Mile 123.00 – Cost Summary Table: Years 2021 to 2031
Bridge 123.00 – Projected Cost Summary to Operate Bridges Years 2021 to 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2021. $5,000
Subtotal All Loadings $10,000
VANCOUVER ISLAND RAIL CORRIDOR
110
19.7 Mile 123.00 – Cost Summary Table: Years 2031 to 2041
Bridge 123.00 – Projected Cost Summary to Operate Bridges Years 2031 to 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $5,000
Subtotal All Loadings $10,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
111
VANCOUVER ISLAND RAIL CORRIDOR
112
20 Mile 124.10 – Mill Creek
20.1 Mile 124.10 - Description
Bridge 124.10 is a two-span open deck bridge over Mill Creek. The superstructure consists of a
65’-4” steel deck plate girder span and a 106’-04” steel deck truss span. All spans carry structural
timber ties. The bridge is on a tangent alignment and is supported by closed concrete abutments
and a concrete pier.
The bridge was originally built in 1925. In 1941 the truss span was reinforced to account for the
heavier loading.
Bridge Design Load: E-50 (deck plate girder and steel truss)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
113
20.2 Mile 124.10 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed no immediate concerns.
Inspection revealed minor surface corrosion in the steel girders however no structurally significant
damage was observed.
Inspection also revealed the following:
Minor debris around the bearings.
Twelve total ties counted as poor.
Bearings are moderately corroded; expansion bearings appear to be frozen.
Gusset plates in the Span 1 bracing system are pitted.
For detailed inspection results refer to the Inspection Report dated February 2012.
20.3 Mile 124.10 – Load Rating
Detailed load rating is provided for the truss span because load effects of the assessment trains in
comparison with the effects of the design load cannot be determined without an analysis. We have
evaluated the truss members by checking axial tension and compression. The ties bear directly on
the top chord of the truss, thus the top chord must be checked for combined bending and
compression.
Detailed load rating is provided for the deck plate girder span because load effects of the
assessment trains are nearly equal to load effects of the design load. In accordance with the
design criteria, we have evaluated the girders by checking sections with maximum moment and
maximum shear. Timber structural ties on both the truss span and DPG span have been checked
in flexure, shear and end bearing.
Detailed drawings showing accurate member sizes were not available to the evaluator; sizes were
obtained by field measurement conducted as a follow up to the bridge inspection program in
November 2011. While the measurements were intended to be as thorough as possible, the size of
each component could not be determined with certainty and engineering judgment was exercised
as required. A potential variation exists in the rating results that can only be eliminated if accurate
plans are procured. The potential for variation is highest for the truss where more complexity
exists.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
VANCOUVER ISLAND RAIL CORRIDOR
114
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (Steel) >E70 E49 - Bending Deck Plate Girder (Steel) >E70 E50 - Shear
Truss Top Chord (U3U4) E35 E46 31% Bending &
Compression
Truss Top Chord (U4U5) E44 E49 11% Bending &
Compression
Truss Top Chord (U5U6) E40 E45 13% Bending &
Compression Truss Bottom Chord
(L0L2) E39 E46 18% Bending & Tension
Truss Bottom Chord (L2L4)
E38 E45 18% Bending & Tension
Truss Bottom Chord (L4L5’)
E32 E41 28% Bending & Tension
Truss Diagonals (L2U3) E51 E48 - Tension Truss Verticals (U2L2) >E70 E59 - Compression Timber Structural Tie
(DPG) >E80 E72 - Bending
Timber Structural Tie (DPG)
E73 E72 - Horizontal Shear
Timber Structural Tie (DPG)
>E80 E72 - End Bearing
Timber Structural Tie (Truss)
>E80 E72 - Bending
Timber Structural Tie (Truss)
>E80 E72 - Horizontal Shear
Timber Structural Tie (Truss)
>E80 E72 - End Bearing
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
115
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Truss Top Chord (U3U4) E39 E46 18% Bending &
Compression
Truss Top Chord (U4U5) E49 E50 2% Bending &
Compression
Truss Top Chord (U5U6) E45 E46 2% Bending &
Compression Truss Bottom Chord
(L0L2) E43 E47 9% Bending & Tension
Truss Bottom Chord (L2L4)
E42 E45 7% Bending & Tension
Truss Bottom Chord (L4L5’)
E36 E42 17% Bending & Tension
Truss Diagonals (L2U3) E56 E48 - Tension Truss Verticals (U2L2) >E70 E59 - Compression
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (Steel) >E70 E45 - Bending Deck Plate Girder (Steel) >E70 E46 - Shear
Truss Top Chord (U3U4) E35 E43 23% Bending &
Compression
Truss Top Chord (U4U5) E44 E45 2% Bending &
Compression
Truss Top Chord (U5U6) E40 E42 5% Bending &
Compression Truss Bottom Chord
(L0L2) E39 E43 10% Bending & Tension
Truss Bottom Chord (L2L4)
E38 E42 11% Bending & Tension
Truss Bottom Chord (L4L5’)
E32 E38 19% Bending & Tension
Truss Diagonals (L2U3) E51 E44 - Tension Truss Verticals (U2L2) >E70 E54 - Compression Timber Structural Tie
(DPG) >E80 E66 - Bending
Timber Structural Tie (DPG)
E73 E66 - Horizontal Shear
Timber Structural Tie (DPG)
>E80 E66 - End Bearing
Timber Structural Tie (Truss)
>E80 E66 - Bending
Timber Structural Tie (Truss)
>E80 E66 - Horizontal Shear
VANCOUVER ISLAND RAIL CORRIDOR
116
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Timber Structural Tie (Truss)
>E80 E66 - End Bearing
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Truss Top Chord (U3U4) E39 E43 10% Bending &
Compression
Truss Top Chord (U4U5) E49 E46 - Bending &
Compression
Truss Top Chord (U5U6) E45 E43 - Bending &
Compression Truss Bottom Chord
(L0L2) E43 E44 2% Bending & Tension
Truss Bottom Chord (L2L4)
E42 E43 2% Bending & Tension
Truss Bottom Chord (L4L5’)
E36 E39 8% Bending & Tension
Truss Diagonals (L2U3) E56 E44 - Tension Truss Verticals (U2L2) >E70 E54 - Compression
Ratings (3 - RDC-1 Passenger Vehicles @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Deck Plate Girder (Steel) >E70 E17 - Bending Deck Plate Girder (Steel) >E70 E18 - Shear
Truss Top Chord (U3U4) E35 E20 - Bending &
Compression
Truss Top Chord (U4U5) E44 E21 - Bending &
Compression
Truss Top Chord (U5U6) E40 E21 - Bending &
Compression Truss Bottom Chord
(L0L2) E39 E19 - Bending & Tension
Truss Bottom Chord (L2L4)
E38 E19 - Bending & Tension
Truss Bottom Chord (L4L5’)
E32 E19 - Bending & Tension
Truss Diagonals (L2U3) E51 E16 - Tension Truss Verticals (U2L2) >E70 E20 - Compression Timber Structural Tie
(DPG) >E80 E33 - Bending
Timber Structural Tie (DPG)
E73 E33 - Horizontal Shear
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
117
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
Timber Structural Tie (DPG)
>E80 E33 - End Bearing
Timber Structural Tie (Truss)
>E80 E33 - Bending
Timber Structural Tie (Truss)
>E80 E33 - Horizontal Shear
Timber Structural Tie (Truss)
>E80 E33 - End Bearing
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286kip cars 10 mph Truss top chord (U3-U6), Truss
bottom chord (L0-L5’) (note 1)
2 - GP-9 locomotives and 263kip cars 10 mph Truss top chord (U3-U4), Truss
bottom chord (L0-L5’) (note 1)
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1. Strengthening of certain truss top and bottom chord members is required to support 263 kip and
286 kip cars at 10 mph.
20.4 Mile 124.10 – Optional Bridge Replacement
Based on the age and expected service life of the structure, there is a possibility that the deck plate
girder span and steel truss span will need to be replaced in 15-20 years and 20-30 years,
respectively, to maintain railway traffic. An estimated replacement cost for this structure in its
entirety is $3,518,000, including substructure elements. It is also possible that replacement will not
be required before 2041, particularly in the event that traffic is light and the maintenance and
repairs suggested in this report are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. The potential cost for replacement is captured within the steel bridge replacement
allowance in the project summary tables.
VANCOUVER ISLAND RAIL CORRIDOR
118
20.5 Mile 124.10 – Cost Summary Tables: Present to Year 2021
Bridge 124.10 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Replace 12 ties in poor condition (cost excluded). $0
X Replace frozen expansion bearings. $20,000
X Replace pitted gusset plates. $10,000
Passenger Loading $35,000
Bridge 124.10 – Projected Cost Summary to Operate Bridges until Year 2021 – 263 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Replace 12 ties in poor condition (cost excluded). $0
X Replace frozen expansion bearings. $20,000
X Replace pitted gusset plates. $10,000
X Strengthen truss members U3U4, L0L2, L2L4,
L4L5'. $240,000
263 kip Loading $275,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
119
Bridge 124.10 – Projected Cost Summary to Operate Bridges until Year 2021 – 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Replace 12 ties in poor condition (cost excluded). $0
X Replace frozen expansion bearings. $20,000
X Replace pitted gusset plates. $10,000
X Strengthen truss members U3U4, U4U5, U5U6,
L0L2, L2L4, L4L5'. $360,000
286 kip Loading $395,000
20.6 Mile 124.10 – Cost Summary Table: Years 2021 to 2031
Bridge 124.10 – Projected Cost Summary to Operate Bridges Years 2021 to 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
Regular visual inspection (by SVI forces). $0
X Replace all bridge ties (cost excluded)
X Detailed bridge inspection in 2021. $5,000
Subtotal All Loadings $10,000
VANCOUVER ISLAND RAIL CORRIDOR
120
20.7 Mile 124.10 – Cost Summary Table: Years 2031 to 2041
Bridge 124.10 – Projected Cost Summary to Operate Bridges Years 2031 to 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $5,000
Subtotal All Loadings $10,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
121
VANCOUVER ISLAND RAIL CORRIDOR
122
21 Mile 125.50 – Tsable River
21.1 Mile 125.50 - Description
Bridge 125.50 is a twenty-five span open deck bridge over Tsable River. The superstructure
consists of twenty-three 15 ft timber stringer spans, a 154’-6” steel deck truss span and a 100’-8”
steel deck plate girder span. The steel spans carry timber structural ties and the timber spans carry
timber bearing ties. The bridge is on a tangent alignment and is supported by closed concrete
abutments, intermediate timber frame bents and two concrete piers.
The bridge was originally built in 1914. In 1977 the timber trestle on the south approach was
replaced in kind and the timber trestle on the north approach was replaced with an existing deck
plate girder span.
Bridge Design Load: E-60 (timber trestle and steel deck plate girder); E-50 (steel truss)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars
Current Speed Limit: 10 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
123
21.2 Mile 125.50 – Inspection
A bridge inspection conducted in 2011 revealed the following immediate concerns:
Heavy corrosion was found on pins during NDT testing.
Cracks were found in one diagonal member (L2L-U1L) and a turnbuckle in a Queen post truss;
one eye bar member (L3L-L4L) had an irregular groove that may be from fabrication.
Only a sampling of timber elements could be inspected in detail in 2011.
The immediate concerns shall be repaired to ensure stability of the bridge.
Inspection revealed minor surface corrosion in the steel spans and minor deterioration in the timber
spans. No structurally significant damage was observed.
Inspection also revealed the following:
Concrete wingwalls are leaning approximately 1” at top of walls.
Several of the posts on the timber trestle were found to contain section loss due to rot.
Cross brace is split on the east side of Bent 22 (one story down from top).
Cross brace is fractured at Bent 23 (one story down from top).
16 total ties counted as poor.
Expansion bearings at deck truss span appear to be frozen.
Pitting in top plate of deck truss top chord.
For detailed inspection results refer to the Inspection Report dated February 2012.
21.3 Mile 125.50 – Load Rating
Detailed load rating is provided for the truss span because load effects of the assessment trains in
comparison with the effects of the design load cannot be determined without an analysis. We have
evaluated the truss members by checking axial tension and compression. The truss floor system
has been evaluated for maximum moment and shear.
Detailed load rating is not provided for the deck plate girder span because load effects of the
assessment trains are less than load effects of the design load.
Detailed load rating is provided for a typical timber trestle span because load effects of the
assessment trains are greater than load effects of the design load. In accordance with the design
criteria, we have evaluated the stringers for flexure, horizontal shear and end bearing. The timber
cap has been evaluated for compression perpendicular to its grain above the posts.
VANCOUVER ISLAND RAIL CORRIDOR
124
Detailed drawings showing accurate member sizes were not available to the evaluator; sizes were
obtained by field measurement conducted as a follow up to the bridge inspection program in
November 2011. While the measurements were intended to be as thorough as possible, the size of
each component could not be determined with certainty and engineering judgment was exercised
as required. A potential variation exists in the rating results that can only be eliminated if accurate
plans are procured. The potential variation is highest for the truss span where more complexities
exist.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
101’ Deck Plate Girder (Steel) E60* E42 - Bending 101’ Deck Plate Girder (Steel) E60* E47 - Shear
Timber Stringer (typ.) E61 E61 - Bending Timber Stringer (typ.) >E70 E64 - Horizontal ShearTimber Stringer (typ.) >E70 E63 - End Bearing
Timber Cap (typ.) >E70 E54 - Bearing on PostsSteel Floorbeam E57 E55 - Bending Steel Floorbeam E57 E55 - Shear
Steel Stringer E38 E57 50% Bending Steel Stringer >E70 E60 - Shear
Truss Top Chord (U4U5) E45 E43 - Compression Truss Bottom Chord (L3L4) E40 E44 10% Tension
Truss Bottom Chord (L3L4**) E31 E44 42% Tension Truss Bottom Chord (L5L6) E37 E43 16% Tension
Truss Diagonals (U2L3) E43 E45 5% Tension Truss Diagonals (U3L4) E42 E44 5% Tension Truss Verticals (U1L1) E36 E46 28% Compression Truss Verticals (U2L2) E42 E45 7% Compression Truss Counters (L3U4) E39 E44 13% Tension Truss Counters (L4U5) E29 E37 28% Tension
Notes: *CCR not calculated, value based on bridge design loads.
**Rating for bottom chord member L3L4 where eye bar with crack was observed; rating omits cracked eye bar
from section (6 bars total, 5 contributing to calculated load capacity).
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
125
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Steel Stringer E44 E57 30% Bending Steel Stringer >E70 E60 - Shear
Truss Top Chord (U4U5) E49 E43 - CompressionTruss Bottom Chord (L3L4) E44 E44 - Tension
Truss Bottom Chord (L3L4**) E34 E44 29% Tension Truss Bottom Chord (L5L6) E40 E43 8% Tension
Truss Diagonals (U2L3) E47 E45 - Tension Truss Diagonals (U3L4) E46 E44 - Tension Truss Verticals (U1L1) E39 E46 18% CompressionTruss Verticals (U2L2) E46 E45 - CompressionTruss Counters (L3U4) E43 E44 2% Tension Truss Counters (L4U5) E32 E37 16% Tension
Note: Only members that did not rate for 286 kip cars at 30 mph shown in the above table.
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
101’ Deck Plate Girder (Steel) E60* E39 - Bending 101’ Deck Plate Girder (Steel) E60* E44 - Shear
Timber Stringer (typ.) E61 E56 - Bending Timber Stringer (typ.) >E70 E59 - Horizontal ShearTimber Stringer (typ.) >E70 E58 - End Bearing
Timber Cap (typ.) >E70 E50 - Bearing on PostsSteel Floorbeam E57 E51 - Bending Steel Floorbeam E57 E51 - Shear
Steel Stringer E38 E52 37% Bending Steel Stringer >E70 E56 - Shear
Truss Top Chord (U4U5) E45 E39 - Compression Truss Bottom Chord (L3L4) E40 E40 - Tension
Truss Bottom Chord (L3L4**) E31 E40 29% Tension Truss Bottom Chord (L5L6) E37 E39 5% Tension
Truss Diagonals (U3L4) E42 E41 - Tension Truss Verticals (U1L1) E36 E43 19% Compression Truss Verticals (U2L2) E42 E41 - Compression Truss Counters (L3U4) E39 E40 3% Tension Truss Counters (L4U5) E29 E34 17% Tension
Notes:
*CCR not calculated, value based on bridge design loads.
**Rating for bottom chord member L3L4 where eyebar with crack was observed; rating omits cracked eyebar from
section (6 bars total, 5 contributing to calculated load capacity).
VANCOUVER ISLAND RAIL CORRIDOR
126
Ratings (2 - GP-9 locomotives and 263 kip Cars @ 10 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Steel Stringer E44 E52 18% Bending Steel Stringer >E70 E56 - Shear
Truss Bottom Chord (L3L4**) E34 E40 18% Tension Truss Bottom Chord (L5L6) E40 E39 - Tension
Truss Verticals (U1L1) E39 E43 10% CompressionTruss Counters (L3U4) E43 E40 - Tension Truss Counters (L4U5) E32 E34 6% Tension
Note: Only members that did not rate for 263 kip cars at 30 mph shown in the above table.
Ratings (3 – RDC-1 Passenger Vehicles @ 30 mph)
Normal Rating Component
Cooper Rating Eqv. Cooper
Demand Overstress Mode
101’ Deck Plate Girder (Steel) E60* E15 - Bending 101’ Deck Plate Girder (Steel) E60* E15 - Shear
Timber Stringer (typ.) E61 E20 - Bending Timber Stringer (typ.) >E70 E23 - Horizontal ShearTimber Stringer (typ.) >E70 E23 - End Bearing
Timber Cap (typ.) >E70 E17 - Bearing on PostsSteel Floorbeam E57 E17 - Bending Steel Floorbeam E57 E17 - Shear
Steel Stringer E38 E20 - Bending Steel Stringer >E70 E22 - Shear
Truss Top Chord (U4U5) E45 E12 - Compression Truss Bottom Chord (L3L4) E40 E14 - Tension
Truss Bottom Chord (L3L4**) E31 E14 - Tension Truss Diagonals (U3L4) E42 E14 - Tension Truss Verticals (U1L1) E36 E15 - Compression Truss Counters (L4U5) E29 E15 - Tension
Notes
* CCR not calculated, value based on bridge design loads.
**Rating for bottom chord member L3L4 where eyebar with crack was observed; rating omits cracked eyebar from
section (6 bars total, 5 contributing to calculated load capacity).
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
127
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit (see note 1)
4 - GP-9 locomotives and 286 kip cars 10 mph Replace truss (see note 2)
2 - GP-9 locomotives and 263 kip cars 10 mph Replace truss (see note 2)
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1 The Rating provided in this report is based on the assumption that the Essential Repairs listed below will be
completed.
2 Span replacement is recommended for 263kip and 286kip traffic based on the analysis results and common
industry practice for handling similar inadequate aged steel pin-connected truss structures. Note that it may
be possible to strengthen the inadequate truss members; however, any considerations would require a
significant amount of complex engineering and design that is outside the scope of this assessment.
21.4 Mile 125.50 – Optional Bridge Replacement
The steel deck truss span was erected at 125.5 in 1914; fabrication was an unknown time prior to
1914. The truss is likely over 100 years old. Multiple members in the truss are either overstressed
or nearly overstressed for freight trains, based on the calculation results presented above. Field
inspection and NDT revealed cracks in various members and an overall poor condition of the truss
members. Based on these items, we recommend that this bridge be replaced if it is to facilitate
263kip and 286kip freight trains. An estimated replacement cost for the steel truss span is
$2,850,000, provided the existing concrete piers are adequate to support freight traffic (a pier
investigation is recommended). The bridge replacement is not expected if the bridge will be used
only for the specified passenger trains, provided the repairs and maintenance discussed in this
report are completed.
The timber trestle approach span is already 35 years old. It is likely that replacement will be
required in the next 10-20 years. An estimated replacement cost for the 343’ timber trestle is
$2,900,000, including substructure elements. Based on the intent to extend the life of the railway
structures to their maximum utility, the estimated replacement cost for the timber trestle has not
been included as a singular cost in the tables below. One third of the replacement cost has been
included in both the 2021-2031 and 2031-2041 time periods to account for significant repair work
performed in lieu of full replacement.
The steel girder span is not expected to require replacement in the next 30 years.
VANCOUVER ISLAND RAIL CORRIDOR
128
21.5 Mile 125.50 – Cost Summary Tables: Present to Year 2021
Bridge 125.50 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Replace cracked eyebar member (found during
NDT testing in 2011). $20,000
X Replace diagonal member with groove
discontinuity (found during NDT testing in 2011). $20,000
X Further investigate heavy corrosion on pins. $15,000
X Replace missing pins in top lateral bracing (Span
24). $1,000
X Perform special timber assessment of all timber
load carrying elements. $35,000
X Replace 16 poor ties (cost excluded). $0
X Monitor leaning concrete wingwalls at north
abutment. $2,000
X Replace timber post segments that exhibit
section loss. $25,000
X Replace broken cross bracing at Bent 23 (one
level from top). $500
X Replace split cross bracing on east side of Bent
22 (one level from top). $500
X Replace frozen expansion bearings at Span 24. $10,000
X Replace corroded top splice plate of top chord
(Span 24). $2,000
X Replace pitted gusset plates (Span 25). $40,000
Passenger Loading $176,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
129
Bridge 125.50 – Projected Cost Summary to Operate Bridges until Year 2021 – 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Perform special timber assessment of all timber
load carrying elements. $35,000
X Replace 16 poor ties (cost excluded). $0
X Monitor leaning concrete wingwalls at north
abutment. $2,000
X Replace timber post segments that exhibit
section loss. $25,000
X Replace broken cross bracing at Bent 23 (one
level from top). $500
X Replace split cross bracing on east side of Bent
22 (one level from top). $500
X Replace pitted gusset plates (Span 25). $40,000
X Replace truss span (span 24). $2,850,000
263 kip / 286 kip Loading $2,958,000
VANCOUVER ISLAND RAIL CORRIDOR
130
21.6 Mile 125.50 – Cost Summary Table: Years 2021 to 2031
Bridge 125.50 – Projected Cost Summary to Operate Bridges Years 2021 to 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Replace remaining ties (cost excluded). $0
X Detailed bridge inspection in 2021 (steel). $5,000
X Detailed bridge inspection and timber element
replacements in timber trestle approach. $970,000
Subtotal All Loadings $980,000
21.7 Mile 125.50 – Cost Summary Table: Year 2031 to 2041
Bridge 125.50 – Projected Cost Summary to Operate Bridges Years 2031 to 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Replace remaining ties (cost excluded). $0
X Detailed bridge inspection in 2031 (steel). $5,000
X Detailed bridge inspection and timber element
replacements in timber trestle approach. $970,000
Subtotal All Loadings $980,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
131
VANCOUVER ISLAND RAIL CORRIDOR
132
22 Mile 126.15 – Buckley Bay Road
22.1 Mile 126.15 - Description
Bridge 126.15 is a single span ballast deck bridge over Buckley Bay Road. The superstructure
consists of a 32’-1” steel through plate girder with timber bearing ties. The bridge is on a tangent
alignment and is supported by closed concrete abutments.
The bridge was originally built in 1998.
Bridge Design Load: E-80
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
133
22.2 Mile 126.15 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed no immediate concerns.
Inspection revealed minor surface corrosion in the steel girders however no structurally significant
damage was observed.
For detailed inspection results refer to the Inspection Report dated February 2012.
22.3 Mile 126.15 – Load Rating
Detailed load rating was not performed because load effects of the Assessment Trains are less
than the design load. This is summarized in the 286kip table below.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Bridge Component Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
65’ Deck Plate Girder (Steel) E80* E48 - Bending
65’ Deck Plate Girder (Steel) E80* E50 - Shear
Note: *CCR not calculated, value based on bridge design loads.
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286 kip cars 30 mph N / A
2 - GP-9 locomotives and 263 kip cars 30 mph N / A
3 - RDC-1 Passenger Vehicles 30 mph N / A
22.4 Mile 126.15 – Optional Bridge Replacement
It is unlikely that this bridge will need to be replaced in the next 30 years; therefore, we are not
providing a cost estimate for the replacement of this bridge.
VANCOUVER ISLAND RAIL CORRIDOR
134
22.5 Mile 126.15 – Cost Summary Table: Present to Year 2021
Bridge 126.15 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(Im
med
iate
)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Replace all bridge ties (ballast deck and tangent
alignment, cost excluded). $0
Subtotal All Loadings $3,000
22.6 Mile 126.15 – Cost Summary Table: Years 2021 to 2031
Bridge 126.15 – Projected Cost Summary to Operate Bridges Years 2021 - 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2021. $3,000
Subtotal All Loadings $6,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
135
22.7 Mile 126.15 – Cost Summary Table: Years 2031 to 2041
Bridge 126.15 – Projected Cost Summary to Operate Bridges Years 2031 - 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $3,000
Subtotal All Loadings $6,000
VANCOUVER ISLAND RAIL CORRIDOR
136
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
137
23 Mile 127.60 – Hindoo Creek
23.1 Mile 127.60 - Description
Bridge 127.60 is a single span open deck bridge over Hindoo Creek. The superstructure consists
of a 19’-6” timber stringer span with timber bearing ties. The bridge is on a tangent alignment and
is supported by closed concrete abutments.
The bridge was originally built in 1926. The timber stringers were replaced in 1974.
Bridge Design Load: E-60 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
138
23.2 Mile 127.60 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed the following immediate
concern:
The apron in front of the abutments drops off approximately 6 feet due to scour.
The immediate concerns shall be repaired to ensure stability of the bridge.
Inspection revealed that the timber stringers are in good condition and no structurally significant
damage was observed.
Inspection also revealed the following:
Six ties were counted as poor.
For detailed inspection results refer to the Inspection Report dated February 2012.
23.3 Mile 127.60 – Load Rating
Detailed load rating is provided for the timber spans because the design load could not be
confirmed and load effects of the assessment trains may be greater than the effects of the design
load. In accordance with the design criteria, we have evaluated the stringers for flexure, horizontal
shear and end bearing.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
Timber Stringers E70 E57 - Bending Timber Stringers >E70 E59 - Horizontal ShearTimber Stringers >E70 E59 - End Bearing
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
139
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit (see note 1)
4 - GP-9 locomotives and 286 kip cars 30 mph N / A
2 - GP-9 locomotives and 263 kip cars 30 mph N / A
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1 The Rating provided in this report is based on the assumption that the Essential Repairs listed below will
be completed.
23.4 Mile 127.60 – Optional Bridge Replacement
Based on the age of the structure (stringers replaced in 1974), we estimated that this bridge will
need to be replaced in 10-20 years to maintain railway traffic. An estimated replacement cost for
this bridge is $472,000, including removal/erection of substructure elements. Salvaging the
substructure elements may be problematic due to channel degradation.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. One third of the replacement cost has been included in both the 2021-2031 and 2031-2041
time periods to account for significant repair work performed in lieu of full replacement.
VANCOUVER ISLAND RAIL CORRIDOR
140
23.5 Mile 127.60 – Cost Summary Table: Present to Year 2021
Bridge 127.60 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(Im
med
iate
)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Investigate scour at abutments. $10,000
X
Restore fill beneath aprons in front of abutments;
place ballast to inhibit future erosion (action
expected, but may not be required pending
expert investigation).
$30,000
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
Subtotal All Loadings $43,000
23.6 Mile 127.60 – Cost Summary Table: Years 2021 to 2031
Bridge 127.60 – Projected Cost Summary to Operate Bridges Years 2021 - 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection and element
replacements. $157,000
Subtotal All Loadings $160,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
141
23.7 Mile 127.60 – Cost Summary Table: Years 2031 to 2041
Bridge 127.60 – Projected Cost Summary to Operate Bridges Years 2031 - 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $3,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection and element
replacements. $157,000
Subtotal All Loadings $160,000
VANCOUVER ISLAND RAIL CORRIDOR
142
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
143
24 Mile 131.10 – Washer Creek
24.1 Mile 131.10 - Description
Bridge 131.10 is a three-span open deck bridge over Washer Creek. The superstructure consists
of a 28’-2” steel deck plate girder span, a 49’-4” steel deck plate girder span and a 28’-2” steel deck
plate girder span. All spans carry timber structural ties. The bridge is on a tangent alignment and
is supported by spill-through concrete abutments and concrete piers.
The bridge was originally built in 1914. In 1926 approach spans were added new steel deck plate
girders. In 1941 the flanges of the center span were reinforced for heavier loading.
Bridge Design Load: E-50 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
144
24.2 Mile 131.10 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed no immediate concerns.
Inspection revealed minor corrosion on all steel surfaces however no structurally significant
damage was observed.
Inspection also revealed the following:
Erosion of embankment at upstream side on north end of Pier 2; substructure drawings
suggest the pier may be supported by timber piles, but this cannot be confirmed.
Fourteen ties counted as poor.
Bent end plate at Span 3.
Exterior web stiffeners are bent at bottom in multiple locations (Span 2).
For detailed inspection results refer to the Inspection Report dated February 2012.
24.3 Mile 131.10 – Load Rating
Detailed load rating is provided because load effects of the assessment trains are greater than the
effects of the SVI inventory design load (design load also unconfirmed). In accordance with the
design criteria, we have evaluated the girders by checking sections with maximum moment and
maximum shear, as well as timber ties in flexure, shear and end bearing.
Detailed drawings showing accurate member sizes were not available to the evaluator; sizes were
obtained by field measurement conducted as a follow up to the bridge inspection program in
November 2011. While the measurements were intended to be as thorough as possible, the size of
each component could not be determined with certainty and engineering judgment was exercised
as required. A potential variation exists in the rating results that can only be eliminated if accurate
plans are procured.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
145
Ratings (4 - GP-9 locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
50’ Deck Plate Girder (Steel) E59 E54 - Bending 50’ Deck Plate Girder (Steel) E53 E53 - Shear 30’ Deck Plate Girder (Steel) E67 E55 - Bending 30’ Deck Plate Girder (Steel) >E70 E61 - Shear
Timber Structural Tie >E80 E72 - Bending Timber Structural Tie >E80 E72 - Horizontal ShearTimber Structural Tie >E80 E72 - End Bearing
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit
4 - GP-9 locomotives and 286 kip cars 30 mph N / A
2 - GP-9 locomotives and 263 kip cars 30 mph N / A
3 - RDC-1 Passenger Vehicles 30 mph N / A
24.4 Mile 131.10 – Optional Bridge Replacement
Based on the age and expected service life of the structure, there is a possibility that this bridge will
need to be replaced in 20 years to maintain railway traffic. An estimated replacement cost for this
bridge is $1,914,000, including substructure elements. It is also possible that replacement will not
be required before 2041, particularly in the event that traffic is light and the maintenance and
repairs suggested in this report are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. The potential cost for replacement is captured within the steel bridge replacement
allowance in the project summary tables.
VANCOUVER ISLAND RAIL CORRIDOR
146
24.5 Mile 131.10 – Cost Summary Table: Present to Year 2021
Bridge 131.10 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Investigate scour. $10,000
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
X Monitor condition of bent end plate at Span 3. $1,000
X Monitor bent intermediate stiffeners in Span 2. $1,000
X Pier scour protection. $100,000
X Restore eroded embankment at upstream side of
Pier 2. $100,000
Subtotal All Loadings $217,000
24.6 Mile 131.10 – Cost Summary Table: Years 2021 to 2031
Bridge 131.10 – Projected Cost Summary to Operate Bridges Years 2021 - 2031 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2021. $5,000
Subtotal All Loadings $10,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
147
24.7 Mile 131.10 – Cost Summary Table: Years 2031 to 2041
Bridge 131.10 – Projected Cost Summary to Operate Bridges Years 2031 - 2041 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $5,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $5,000
Subtotal All Loadings $10,000
VANCOUVER ISLAND RAIL CORRIDOR
148
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
149
25 Mile 135.10 – Trent River
25.1 Mile 135.10 - Description
Bridge 135.10 is a five-span open deck bridge over Trent River. The superstructure consists of two
73’-1” steel deck plate girder spans, two 43 ft steel deck plate girder spans and a 48 ft steel deck
plate girder span. All spans carry timber structural ties. The bridge is on a tangent alignment and
is supported by spill-through concrete abutments and steel bent towers.
The bridge was originally built in 1913. The steel deck plate girders in the end spans were replaced
in 1928.
Bridge Design Load: E-50 (per SVI inventory, could not confirm)
Current Bridge Load: 2-GP9 locomotives w/ 263 kip cars.
Current Speed Limit: 30 mph
Desired Speed: 30 mph
VANCOUVER ISLAND RAIL CORRIDOR
150
25.2 Mile 135.10 – Inspection
Detailed bridge inspection conducted in 2011. The inspection revealed the following immediate
concern:
Footing of SW leg at Tower 1 has been undermined; substructure drawings suggest the footing
may be supported by timber piles, but this has not been confirmed.
The immediate concerns shall be repaired to ensure stability of the bridge.
Inspection revealed minor corrosion on all steel surfaces however no structurally significant
damage was observed.
Inspection also revealed the following:
Slope erosion occurring in front of south abutment.
West wingwall of north abutment and both south wingwalls are being undermined slightly.
Heavy corrosion at base and top of steel tower legs.
Forty-two ties counted as poor.
One broken floor plank in refuge bay.
For detailed inspection results refer to the Inspection Report dated February 2012.
25.3 Mile 135.10 – Load Rating
Detailed load rating is provided because load effects of the assessment trains are greater than the
effects of the SVI inventory design load (design load also unconfirmed). In accordance with the
design criteria, we have evaluated the girders by checking sections with maximum moment and
maximum shear, as well as timber ties in flexure, shear and end bearing.
Detailed drawings showing accurate member sizes were not available to the evaluator; sizes were
obtained by field measurement conducted as a follow up to the bridge inspection program in
November 2011. While the measurements were intended to be as thorough as possible, the size of
each component could not be determined with certainty and engineering judgment was exercised
as required. A potential variation exists in the rating results that can only be eliminated if accurate
plans are procured.
Load rating result will not be shown for lighter assessment trains when a component’s load rating is
shown to be adequate for a heavier assessment train.
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
151
Ratings (4 - GP-9 Locomotives and 286 kip Cars @ 30 mph)
Normal Rating Component
Cooper Rating
Eqv. Cooper
Demand Overstress Mode
45’ Deck Plate Girder (Steel) >E70 E55 - Bending 45’ Deck Plate Girder (Steel) >E70 E55 - Shear 49’ Deck Plate Girder (Steel) >E70 E55 - Bending 49’ Deck Plate Girder (Steel) >E70 E54 - Shear 75’ Deck Plate Girder (Steel) >E70 E46 - Bending 75’ Deck Plate Girder (Steel) >E70 E49 - Shear
Timber Structural Tie >E80 E72 - Bending Timber Structural Tie >E80 E72 - Horizontal ShearTimber Structural Tie >E80 E72 - End Bearing
Rating Recommendations
Train Maximum Safe
Speed Required Retrofit (see note 1)
4 - GP-9 locomotives and 286 kip cars 30 mph 2 N / A
2 - GP-9 locomotives and 263 kip cars 30 mph 2 N / A
3 - RDC-1 Passenger Vehicles 30 mph N / A
Notes:
1. The Rating provided in this report is based on the assumption that the Essential Repairs listed below will
be completed.
2. Should not be operated under significant wind load.
25.4 Mile 135.10 – Optional Bridge Replacement
Based on the age and expected service life of the structure, there is a possibility that this bridge will
need to be replaced in 20 years to maintain railway traffic. An estimated replacement cost for this
bridge is $4,320,000, including substructure elements. It is also possible that replacement will not
be required before 2041, particularly in the event that traffic is light and the maintenance and
repairs suggested in this report are complete.
Based on the intent to extend the life of the railway structures to their maximum utility, the
estimated replacement cost for this bridge has not been included as a singular cost in the tables
below. The potential cost for replacement is captured within the Unallocated Rehabilitation
Allowance in the project summary tables.
VANCOUVER ISLAND RAIL CORRIDOR
152
25.5 Mile 135.10 – Cost Summary Table: Present to Year 2021
Bridge 135.10 – Projected Cost Summary to Operate Bridges until Year 2021 – Passenger Loading, 263 kip Loading, 286 kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al
Rep
airs
(I
mm
edia
te)
Pro
ject
ed
Rep
airs
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $6,000
X Regular visual inspection (by SVI forces). $0
X Investigate scour. $10,000
X Pier scour protection at SW leg of Tower 1. $100,000
X Replace all bridge ties (open deck and tangent
alignment, cost excluded). $0
X Restore undermined wingwalls. $25,000
X Install measures to arrest erosion in front of
south abutment before it reaches the abutment. $100,000
X Monitor corroded steel at top of towers. $2,000
X Replace broken floor plank in refuge bay. $500
Subtotal All Loadings $243,500
25.6 Mile 135.10 – Cost Summary Table: Years 2021 to 2031
Bridge 135.10 – Projected Cost Summary to Operate Bridges Years 2021 - 2031 – Passenger Loading, 263kip Loading, 286kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $6,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2021. $6,000
Subtotal All Loadings $12,000
Bridge Inspection and Assessment - E&N Railway, Vancouver Island, BC, Canada Phase 4 – Evaluation Report
153
25.7 Mile 135.10 – Cost Summary Table: Years 2031 to 2041
Bridge 135.10 – Projected Cost Summary to Operate Bridges Years 2031 - 2041 – Passenger Loading, 263kip Loading, 286kip Loading
Category of Work
Action Required
Estimated
Cost of
Action
Mai
nte
nan
ce
Ess
enti
al R
epai
rs
(Im
med
iate
)
Pro
ject
ed R
epai
rs
or
Rep
lace
men
t
Str
eng
then
ing
X Clean debris on the bridge every 5 years. $6,000
X Regular visual inspection (by SVI forces). $0
X Detailed bridge inspection in 2031. $6,000
Subtotal All Loadings $12,000
VANCOUVER ISLAND RAIL CORRIDOR
154
REPORT
A-1
Appendix A - Detailed List of Structures
E&N Railway Bridge List
Bridge Inventory
# Mileage Year Built Description of Structure TypeLength (feet)
Height (feet)
Name of Crossing
Victoria Subdivision1 1.30 1914 1-45' HDPG 56 15 Herewood St 2 4.00 2010 1-40' BDHDPG 44 17 Hwy 1A 3 4.50 1961 1-45' BDHDPG 45 18 Helmeken Road 4 5.20 1998 1-65' BDTPG 65 21 Burnside Rd 5 5.34 1998 3 BDTPG (1-89'; 1-118'; 1-126') 220 27 Island Hwy 6 5.45 1998 1-65' BDTPG 78 26 Thetis Lake Rd 7 5.80 1998 1-106' BDTPG 90 21 Six Mile Rd 8 14.00 1912 529' Pin/Cantilever 529 246 Niagra Canyon 9 14.90 1914 2-50'DPG; 2-75' DPG; 2-106' DPG 463 183 Arbutus Canyon
10 18.20 1935 1-16' Posted Trestle 17 7 Unnamed
Watercourse 11 26.80 2002 1-33' HDPG 34 14 Shawnigan Lake Rd
12 28.20 1907 1-40' HDPG 44 20 Creek from
Shawnigan Lake
13 28.40 1907 1-43' HDPG 44 18 Creek from
Shawnigan Lake
14 28.60 1907 1-43' HDPG 44 17 Creek from
Shawnigan Lake 15 29.80 1978 1-47' BDPG 48 18 Northgate Rd 16 35.60 1908 1-28' HDPG 28 46 Koksilah Rd
17 37.60 1965 1-75' Timber Pile Trestle 75 20 Koksilah Overfow
Channel 18 37.80 1940 1-157' Thru Truss 158 22 Koksilah River 19 39.30 1908/188? 1-219' Pin Con Truss 224 32 Cowichan River
20 40.60 1940 1-38' HDPG 38 11 Unnamed
Watercourse 21 46.60 1973 1-45' Pile Trestle 45 11 Overflow 22 46.80 1940 1-30' DPG 31 13 Whitehouse Creek 23 47.90 1909 1-155' Thru Truss 157 23 Chemainus River 24 60.70 1915 1-106' Thru Truss (Pony) 107 38 Harrison Creek
25 64.40 1911 1-26' IB, 1-76' Deck Truss 103 30 Lochner Rd & Haslam
Crk 26 65.10 1909 1-129' DPT; 1-40' Rolled Beam 200 112 Nanaimo River 27 79.10 Timber Pile Trestle 85 21 Dumont rd 28 79.90 Timber Pile Trestle 210 26 Green Lake 29 86.90 DPG 66 20 Bonell Creek 30 87.20 Steel Girders & Beams 46 22 Hamilton Creek 31 93.00 3-TD Steel Structure 335 80 Englishman River
Page 1 of 3
E&N Railway Bridge List
Bridge Inventory
# Mileage Year Built Description of Structure TypeLength (feet)
Height (feet)
Name of Crossing
32 98.60 1913240' Framed Timber Trestle; 2-45'DPG/ 1-75' DPG (E50?); 570'
Framed Timber Trestle1063 92 French Creek
33 103.70 1913 2-45' DPG; 1-60' DPG; 4-75' DPG 450 132 Little Qualicum River
34 110.70 1913 3-75'DPG; 2-45' DPG 316 97 Big Qualicum River 35 113.20 1914 1-54'DPG; 1-50' DPG; 1-60' DPG 167 55 Nile Creek
36 119.20 1914 1-30' DPG 31 14 Cook Creek south
fork
37 119.50 1913 28' Glulam Stringers 30 13 Cook Creek north fork
38 120.20 1914 1-70' HDPG 71 25 Rosewell Creek 39 122.00 1928 1-65' HDPG 66 16 Waterloo Creek 40 123.00 1914 1-31' DPG; 1-34' DPG; 1-50' DPG 118 35 Coal Creak 41 124.10 1925 1-65' DPG; 1-106' DT 173 40 Mill Creek
42 125.50 19141-101' DPG; 1-154' DT (E50?); 315'
FT; 2-14'FT603 75 Tsable River
43 126.15 1998 1-65' BDPG 66 25 Buckley Bay Rd 44 127.60 1974 21' Timber Stringer Deck 21 25 Hindoo Creek 45 131.10 1914 1-50' DPG; 2-30' DPG 111 13 Washer Creek
46 135.10 19142-45' DPG; 1-75' DPG; 1-49'DPG;1-75'
DPG289 80 Trent River
Page 2 of 3
E&N Railway Bridge List
Bridge Inventory
# Mileage Year Built Description of Structure TypeLength (feet)
Height (feet)
Name of Crossing
Wellcox Spur47 0.69 1953 4-15' PT; 2-53' DPG 168 25 Old Island Hwy 48 1.02 1953/69 4-15' PT(69); 1-53' DPG (53) 104 32 Chase River
Page 3 of 3
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REPORT
B-1
Appendix B - Typical Rail Car Loading on Victoria Subdivision, Vancouver Island, BC
63,400 63,400 63,400 63,400 63,400 63,400 63,400 63,400 65,750 65,750 65,750 65,750 65,750 65,75065,750 65,750 65,750 65,750 65,750 65,750 65,750 65,75065,750 65,750 65,750 65,750 65,750
9.00 9.00 9.00 9.0031.00 3.58 3.58 31.00 3.58 4.92 5.00 35.75 5.00 4.92 4.92 5.00 35.75 5.00 4.92 4.92 5.00 35.75 5.00 4.92 4.92 5.00 35.75 5.00 4.92 4.92 5.00 35.75 5.00
GP-9 Locomotive GP-9 Locomotive 55 foot Box Car 55 foot Box Car 55 foot Box Car 55 foot Box Car 55 foot Box Car
Typical 263,000 Pound Loading
- Two typical locomotives
- Typically 40 railcars
- Locomotive Axle loading = 63,400 pounds
- Rail car Axle loading = 65,750 pounds
- Measurements in feet and tenths of feet
71,500 71,500 71'500 71,500
5.00 35.75 5.00 4.92
4.92
5.00 35.75 5.00 4.924.92
5.00 35.75
55 foot Box Car 55 foot Box Car 55 foot Box Car
Typical 286,000 Pound Loading
- Four typical locomotives, high horsepower GP-9 platform
- Typically 50 railcars
- Locomotive Axle loading = 63,400 pounds
- Rail car Axle loading = 71,500 pounds
- Measurements in feet and tenths of feet
71,500 71,500 71'500 71,500 71,500 71,500
8.50 51.009.75
RDC-1 Passanger Vehicle
Typical 130,000 Pound Loading
- Typically two passenger vehicles
- Future growth could require Third vehicle
- RDC-1 Axle loading = 32,500 pounds
- Measurements in feet and tenths of feet
32,500 32,500 32,500 32,500
8.50 9.75 8.50 51.009.75
RDC-1 Passanger Vehicle
32,500 32,500 32,500 32,500
8.50 9.75 8.50 51.009.75
RDC-1 Passanger Vehicle
32,500 32,500 32,500 32,500
8.50 9.75
63,400 63,400 63,400 63,400
9.00 9.0031.00 3.5863,400 63,400 63,400 63,400
9.00 9.0031.00 3.583.58
63,400 63,400 63,400 63,400
9.00 9.0031.00 3.583.58
GP-9 Platform Equivalent Locomotive GP-9 Platform Equivalent Locomotive GP-9 Platform Equivalent Locomotive
63,400 63,400 63,400 63,400
9.00 9.0031.00 3.58
3.58
GP-9 Platform Equivalent Locomotive
4.92
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REPORT
C-1 P:\20112892\00_Insp_Assessment\Engineering\05.00_Design\Evaluations\Report\Ph 4_Final_2012-Feb-15\rpt_mot_E&N_Eval_Ph4_20120215_nc.doc
Appendix C - Equivalent Cooper's E Load Diagrams
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0
10
20
30
40
50
60
70
0 50 100 150 200 250 300
Equ
ival
ent
Co
op
er's
E L
oad
Span Length (ft)
Equivalent Cooper's E Load for Bending
4 GP9 & 286 (55ft) Equiv. Cooper (Moment)
2 GP9 & 263 (55ft) Equiv. Cooper (Moment)
3 RDC Equiv. Cooper (Moment)
0
10
20
30
40
50
60
70
0 50 100 150 200 250 300
Equ
ival
ent
Co
op
er's
E L
oad
Span Length (ft)
Equivalent Cooper's E Load for Shear
4 GP9 & 286 (55ft) Equiv. Cooper (Shear)
2 GP9 & 263 (55ft) Equiv. Cooper (Shear)
3 RDC Equiv. Cooper (Shear)