Kentucky Lock Gateway to the Ohio

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Kentucky LockGateway to the Ohio
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Welcome to Kentucky Lock, the Gateway to the
Ohio on the Tennessee River.

• Kentucky Lock is maintained and operated by the
  Nashville District, U.S. Army Corps of Engineers.
  
• This presentation has five parts
• 1) Update on traffic levels
• 2) Description of the new lock and the history of
  its development
• 3) Nashville Districts accomplishments in Fiscal
  Year 1998
• 4) Plans for Fiscal Year 1999
• 5) Schedule for lock construction and impact on
  shipping.

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Kentucky/Barkley Navigation System
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This map shows the Kentucky and Barkley locks to
emphasize how much these two locks work as a
system.

• Their waterways are connected both upstream and
  downstream of the Dams. While the lower
  Cumberland River presents navigational problems,
  the actual and anticipated traffic at Barkley
  Lock is a factor in any analysis for the new lock
  at Kentucky.

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Proposed 1200 Lock Addition
Proposed Lock Operations Building
Existing 600 Lock
Proposed Island Access Ramp
Pedestrian/Bike Bridge
Kentucky Lake
Proposed Transmission Towers
RelocatedTransmissionTowers
Tennessee River
Proposed 2-Lane US 62/641
Proposed PL R.R.
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New Lock Placement
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• The new locks upstream miter gates will be about
  100 feet downstream of the existing locks
  upstream miter gates, so much of the new lock
  will extend downstream of the existing lock.

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Relocations
There are three major relocations that are a
significant part of the total project cost. The
first two are Highway 62 and the PL Railroad
which currently cross the lock and dam. The
current plan is to relocate them to a new bridge
downstream of the dam. This is a change from the
1992 Feasibility Report which proposed closing
Hwy 62 for a period of at least 4.5 years during
lock construction, then reopening it on its
existing alignment.
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New Lock Placement
The third major relocation involves the seven
large TVA transmission towers just downstream
from the lock. In 1992, planners proposed
relocating all seven towers, but because of
design changes, the revised plan is to relocate
just the four upstream towers.
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KY-BAR Lock System Traffic Comparison

Actual cargo levels of 43.5 million tons (in
1997) were not expected to occur until the year
2000. This is causing a bottleneck at the
existing lock. Also, the 1995 forecast did not
include about 6.5 million tons of product
associated with new steel mills in the Decatur,
Alabama, area.
This shows forecasted traffic levels for Kentucky
Lock (as developed in 1995) versus actual traffic
levels through the end of 1997. The left axis is
in millions of tons.
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KY-BAR Lock System Traffic Comparison
Impact of bottleneck on shipping over the past
eight years
Delay times have steadily increased from a little
over three hours in 1991 to more than 6.5 hours
in 1997
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KY Lock Economics

• Cost - 533 M
• Benefit/Cost ratio of 25
• Forecast Traffic levels are probably going to
  increase and costs may decrease so BC will
  probably increase

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KY Lock Economics

• Since the 1992 Feasibility Study was approved,
  the Corps of Engineers has been working on the
  design of the project within the limits of
  funding provided by Congress
• About 9 million was spent on this project prior
  to the beginning of Fiscal Year 1998
• Design efforts in recent years have been focused
  on areas where costs could be reduced with
  minimum negative impact
• In 1995, a Tier II Report identified 98 million
  dollars in savings from the 1992 Feasibility
  Studys estimated project cost of 598 million

• Since 1995, engineers have refined the design in
  four major areas that will result in significant
  cost savings
• These include the selection of a through-sill
  intake system and an interlaced lateral discharge
  system, the use of roller compacted concrete in
  the lock walls, and constructing the downstream
  guidewall "in the wet" versus constructing a
  cofferdam around it as proposed in the 1992
  Feasibility Study.

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Lock Model
Engineers have used this model in the selection
and design of the intake, chamber, and discharge
systems. It will also be used to determine some
of the guidewall and guardwall features and the
upstream excavation plan. The total cost to
construct and run the lock model tests will be
about 1.2 million
Nashville planners know that the model has
allowed them to save more than 20 Million
dollars in consruction costs over some earlier
designs.
This photo was taken from the downstream side.
The length of the lock models chamber is about
50 feet. The existing locks chamber is not
included in the model but its upstream and
downstream approaches are included. What you see
is the new downstream guardwall and the
interlaced laterals.

• 125 scale lock model at the Corps of Engineers
  Waterways Experiment Station in Vicksburg,
  Mississippi.
• This model verifies and refines all of the
  hydraulic features and many of the basic geometry
  features of the new lock.

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Lock Model Coordination

• The lock model has proven a valuable tool for
  engineers as well as a vehicle to involve the
  navigation industry in the design process.
• In July 1997, representatives from the
  navigation industry were invited to WES to view
  the model and provide input to the design.
• Important design changes include selecting the
  interlaced lateral discharge system over a more
  expensive land-side channel system allowing
  tows to moor to the downstream guidewall during a
  lock discharge under most conditions - similar to
  how the existing lock operates.
• Other changes that came out of that meeting were
  to the upstream and downstream guardwalls a
  floating pontoon section for the upstream
  guardwall is being planned. A decision was also
  made to shorten the upstream guidewall.

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FY 98 Activities (4M)

• Construction on Kentucky Lock began in August
  last year with a 4 million dollar appropriation.
  
• Nashville District spent about 250 thousand
  dollars to begin the process of relocating the
  large TVA transmission towers.
• An access road on the powerhouse island was built
  - necessary to construct a large pull-off
  structure.
• The downstream guardwall agreed upon at WES was
  redesigned and testing of the lock model was
  completed.
• Design of the upstream, floating guardwall was
  completed and tested in the lock model last fall.

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FY 98 Activities (4M) cont.

• Engineers analyzed the possibility of relocating
  Hwy 62 to a new bridge downstream. This analysis
  was prompted by both the Kentucky Highway
  Department and local businesses concerned about
  the proposed 4.5 year closure planned for the
  highway during lock construction.
• Analysis showed that the construction of the new
  highway bridge would add about 15 million to the
  projects construction while the cost of closing
  the road for 4 ½ years was calculated to be 23
  million dollars. A detailed design for the
  railroad bridge was initiated.

• Engineers are working on a new project cost
  estimate, to include all of the changes that have
  occurred since the 1995 Tier II report. These
  include the intake system, the discharge system,
  upstream and downstream guidewalls and
  guardwalls, roller compacted concrete in the lock
  walls, and the downstream highway bridge.
  Planners are also continuing to design the lock.
  There is an extensive geo-technical exploration
  program underway - about 80 holes were drilled
  last year.

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Anticipated FY 98 Activities

• This year the Nashville District will spend 12.6
  million dollars, 8.5M is included in the
  Congressional budget for FY-99 and the remainder
  will come from funds reprogrammed within the
  Corps' budget
• One of the Corps top priorities this year is the
  completion of a 1100 scale navigation model at
  WES
• This model will cover just the area of the
  project from the dam to about two miles
  downstream
• The main purpose of the model is to assess the
  downbound navigation problems of the new lock and
  develop ways to minimize the problems.
• Training dikes and right bank excavation plans
  are possible outcomes of the model

• The model will also help to determine the length
  of the downstream guidewall and the location of
  the first pair of mooring cells.
• A draft scope of work for the model was sent to
  the Navigation Industry for their input.
• Engineers at the Nashville District are
  interested in what navigation customers think of
  the draft.

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Anticipated FY 98 Activities (cont.)

• Continued construction on relocation of TVA
  transmission towers
• Continued design of lock, RR and Hwy bridges, and
  cofferdams

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Future Milestones Based on Fast-track Schedule

• Schedule based on unconstrained funding. Lower
  funding levels will lengthen completion date
• 2001 Complete Transmission Towers. Start
  construction of cofferdams, RR and Hwy bridges
• 2002 Start Lock Construction
• 2008 Project Construction Complete
• The milestones shown in this slide are for a
  schedule that assumes an aggressive funding level
  each year. With high funding levels, the new
  lock could be completed by 2008. With less
  aggressive funding levels, the locks completion
  will be pushed out according to the actual
  funding levels received.

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KY Lock Construction Delay Impacts

• Cost of Delay to Industry 1.04 Billion if
  delayed from 2008 to 2018
• Based on Dec. 95 forecast

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Construction Impacts to Navigation

• RR and Highway bridges will be clear spans across
  the lock canal
• Constructed off-site and floated in-place
• Construction of D/S cofferdam
• Close Kentucky Lock for a total of about 90 days.
  This non-continuous closure will be closely
  coordinated with shippers

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Construction Impacts to Navigation

• A final concern is the impact to tows using the
  existing lock during construction of the new
  lock.
• Both the Railroad and Highway bridges will be
  clear truss spans across the canal below the
  lock.
• These trusses should be floated into place,
  possibly during a normal lock outage minimizing
  the interruption of traffic.
• Should this not be possible during a scheduled
  outage the impact to navigation would be in the
  order of one or two weeks.
• Construction of the downstream cofferdam may
  present more of a problem.

• Engineers guess that construction of this
  cofferdam will close the lock to navigation for a
  total of about 180 days. Planners dont expect
  this to be a continuous closure, possibly only
  two weeks at a time, and they will try to
  schedule it so that it minimizes the impact to
  shippers.
• Efforts are being made to shorten this impact
  period. Engineers plan to investigate two means
  to lessen or eliminate these closures.
• One method is to incorporate the downstream
  cofferdam into the middle lock wall thus mooring
  it away from the current navigation channel.
• The second method under consideration is to
  float-in of some of the middle lock wall
  sections, eliminating the need for the section of
  cofferdam affecting existing navigation patterns.

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The Nashville District appreciates your interest
in Kentucky Lock. Make plans now to attend the
groundbreaking ceremonies for the Kentucky Lock
Addition at 2 p.m. on October 15, 1999.
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