Polymer window doors are built for the US Army Corps of Engineers, Rock Island District, replacing traditional oak doors to create adjustable dams. Developed by the USACE engineer research and development center, the Gates received the Prize for the Celebration of Engineering and Technological Innovation. (Photo of courtesy)
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The US Army Corps of Engineers, the Buffalo District and the Inland Navigation Design Center present new technologies at the Black Rock Lock, Buffalo, New York, with the proposed use of polymer reinforced by fibers in the construction of new partitions.
At a lock, the partitions are stackable structures used to undress the room for maintenance. The cranes lower the partitions in place and once all the joints checked, the lock can be pumped dry.
FRP’s strength
The fiber reinforced polymer partitions (FRP) are designed to be just as strong as traditional steel partitions, the most common reinforcement options include glass, carbon fiber and kevlar. When combined with the right resin, there are many other options.
Although the use of composites is not new – they have been used for decades in the maritime, aerospace and wind energy industries – their application in the navigation infrastructure is expanding.
Expert collaboration and world best practices
The interior navigation design center directed the use of the FRP in the body of Engineers and worked with the Buffalo district on the design of new partitions. The INDC provides engineering, design, analysis and examination services for studies, maintenance and operation of locks.
As a national expertise center for all interior navigation design projects within the USACE, the INDC has teamed up with Rijkswaterstaatat – The Department of the Netherlands of Infrastructure and Water Management – to share information and best practices.
In 2016, the Rijkswaterstaatat installed the largest FRP locking doors to the world in Lock III in the Wilhelmina canal in the Netherlands. These doors, measuring 42 feet high and 20 feet wide, allowed a deeper lock while allowing a faster operation due to their reduced weight.
In 2017, the USACE engineer research and development center received the engineering and technological innovation celebration prize for the use of the FRP in the construction of window doors – reduced dams used in locking navigation which are traditionally in oak.
The growing use of the FRP in the body of Engineers has led indc to bring this expertise to the Black Rock lock to improve maintenance operations.
Investment in progress in Black Rock Lock
In recent years, the Black Rock lock has experienced significant maintenance investments, including the replacement of Gudgeon pins, the replacement of the doors of implementation and geotechnical surveys, all requiring miter doors to make repairs. The introduction of FRP partitions will further improve maintenance capabilities for the years to come.
The new polymer partitions at the lock are essential for maintenance when the lock must be dehydrating, specifically replacing aging partitions in the coming years.
At over 100 years old, many components of the black rock lock are original. These parts, such as partitions, are replaced to ensure longevity and safe operation of the lock, and guarantee that it continues to provide safe navigation along the Niagara river.
The gradual replacement of FRP locking components has been in a study underway by indc, identifying the components that the components can and cannot be replaced by FRP.
Research and test for the implementation of the FRP
ERDC studied the state of FRP and evaluated which locking components:
- Can be immediately replaced by FRP
- Can be replaced by FRP by additional research
- Not currently recommended for replacing the FRP
The probable construction method for FRP partitions includes fiberglass shear networks and closed cell foam, covered with facial sheets and fiberglass fabric on the edges.
These studies identify the design possibilities to create locking components which are equal to resistance – if not stronger – than the construction of traditional steel.
Proven durability and repair
Before implementing FRP components, barge impact tests were carried out to simulate collisions at different levels of damage. The tests measured the residual resistance before and after two styles of repair.
Due to the nature of the composites, they are easily repairable using established procedures and keep the majority of its strength. As there is no welding involved, general minor repairs are easier with polymers.
In addition, the FRP has a lifespan of two to three times longer than conventional steel, because it does not corrode or does not decompose.
Future perspectives
With several manufacturers in the northeast of the United States experienced in the USACE projects and the polymers of use, the transition to FRP technology represents an important step in modernizing and maintaining a vital interior navigation infrastructure.
After the success of 10 FRP pilot projects from 2015 to 2022, the Investment and Infrastructure Jobs have financed a roadmap for the progress of the use of the FRP. ERDC has identified nearly 25,000 components in the risk management structures of locks and floods which can be replaced by the FRP, while nearly 30,000 additional components are already commercially available as being manufactured with FRP.
Funding pending, design plans for new stackable partitions for the Black Rock lock is ready to contract. These partitions would replace the existing custody doors over 100 years old and contributing to a sure future for the lock.