ACFT LANDED ON ACR UNAUTH RWY.

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NORMAL OPS ENRTE TO IAH. ATIS V STATED VFR CONDITIONS CEILING 2700 FT AND RWYS 14L/26/27. WE WERE ANTICIPATING RWY 14L. UPON CHK-IN WITH THE FIRST APCH CTLR; HE STATED THAT THIS WILL BE VECTORS FOR ILS RWY 14L. WE BRIEFED AND SET UP FOR RWY 14L. SWITCHED TO A SECOND APCH CTL FREQ AND WE WERE TOLD TO EXPECT ILS RWY 14L; SIDESTEP RWY 14R. THIS SOUNDED UNUSUAL; SO WE STARTED SCANNING AROUND CHKING FOR LEGALITY AND REQUIREMENTS FOR A SAFE LNDG. I WAS CONCERNED ABOUT THE SIDESTEP MANEUVER AND KNEW THAT IT REQUIRED A PUBLISHED PROC; AND IT DID ON THE RWY 14L PLATE. I HAD NEVER LANDED RWY 14R BEFORE; SO WE CHKED THE LENGTH AND THE WIDTH AND FOUND THEM TO BE ADEQUATE WITH A QUICK XCHK THE LENGTH 6000 FT AND WITH A FOLKER OF 100 FT WIDTH AND A VASI ON THE L SIDE EVERYTHING LOOKED SAFE FOR LNDG RWY 14R. WE ASKED THE TWR AS TO WHY THE UNUSUAL RWY CONFIGN. THEY REPLIED THAT THEY NEEDED RWY 14L TO CATCH UP ON DEPS. WE FELT CAUGHT UP; CONTINUED THE APCH TO A NORMAL LNDG ON RWY 14R. ON POSTFLT REVIEW; WE REALIZED THAT THE GENERAL COMMENTS ON PART 2 NOTED RWY 14R UNAUTH FOR ACR OPS. FURTHERMORE THE FIELD RPT REFLECTED THE SAME EVEN THOUGH THERE IS A TYPO ON RWY 14R/32L. I TALKED TO THE TWR AS TO RWY 14R OPS AND ASKED AS TO THE WT BEARING CAPACITY. HE CHKED AND FOUND 121000 LBS FOR DUAL TANDEM. HE SAID THAT HE HAD BEEN RECOVERING F100'S ALL DAY ON RWY 14R. 737 USE RWY 14R HABITUALLY.