WARSAW, Ky. (AP) -- On any given day, the Ingram Barge Company has about 30 towboats pushing barges of coal, grain, road salt and other commodities up and down the Ohio River. Some of those vessels must move through the Markland Locks and Dam near Warsaw.
So when a gate on the main lock failed two months ago, leaving only the smaller auxiliary lock available to handle river traffic, Ingram officials braced for the worst.
"Compared to our initial fears when the failure occurred, the effects have not been as severe as we had feared," said Steve Porth, assistant vice president of customer service at Ingram. "It's hard to really quantify too much at this point how much effect, but it's been less than we were brainstorming about."
The disabled lock has slowed and complicated river traffic and will for several more weeks. The U.S. Army Corps of Engineers says it could be April before the 1,200-foot lock reopens.
River traffic moving through Markland remains steady, but it is taking tows double or triple the amount of time to get through the 600-foot chamber, corps spokeswoman Carol Labashosky said. A boat hired by the corps is stationed nearby to assist towboats that must divide their barge sets and move them through the auxiliary lock in sections.
"Industry is experiencing delays," Labashosky said. "It changes day to day...Generally the delays have been on average close to eight or 10 hours."
The two gate leaves damaged Sept. 27 have been removed and shipped downriver to Shippingport Island in Louisville for repairs. Meanwhile, across the country, Oregon Iron Works is expediting its production of two new 250-ton gates for the lock. Those are expected to arrive around mid-March.
"Obviously there's been some delays just because there has to be," said Lynn Muench, senior vice president-regional advocacy with the American Waterways Operators. "I think probably we're pleased that the corps has gone ahead and provided a helper boat there.
"Big picture what the industry is most concerned about is the fact that it happened, that a gate literally fell into the water and we had this unscheduled closure."
More than 55 million tons of cargo passed through the two locks at Markland last year, according to the corps. The Port of Cincinnati and the Port of Louisville, the third and fourth largest ports in the Ohio River basin, annually ship and receive more than 21 tons of commodities alone, according to Waterways Council Inc.
"When you start going from a 1,200-foot lock to a 600-foot lock it's not just an impact on that lockage but it really bottles up the entire system," Muench said.
The banks of the Ohio River are home to 56 coal-fired power plants, nine of which are in Kentucky, according to the minutes of a recent Subcommittee on Kentucky Waterways meeting.
Duke Energy has facilities along the river or close to it that rely on coal, including the East Bend Station in Boone County.
"We were able to meet our needs to get coal into this area through other sources," Duke spokeswoman Johnna Reeder said. "We always have to be prepared with backup plans and although we do depend on that outlet we were able to obtain our coal through other sources. So there was no impact to us.
"We would like to see that situation rectified, but it did not affect our customers or our ability to produce energy."
With the winter storm season looming, Highland Heights Public Works Director Rick Little had some initial concerns about the lock closure and its potential impact on his city's ability to replenish its road salt supply quickly if needed.
The city ordered 150 tons of road salt from Morton Salt and has more on standby, he said.
"I talked to a lady who we have been dealing with for years over there," he said. "She didn't seem to think it was going to be that critical. It all depends on how the winter goes, obviously."
Cargill also supplies road salt to local municipalities.
"Could it be a problem? Well, we're aware of the situation and we're trying to work around it the best we can by looking at other arrangements," Cargill spokesman Mark Klein said. "Ultimately it would be the severity of the winter that's going to determine if this is an issue or not. And at this point, that's really unclear."
In response to September's gate failure, the corps has been closing the 600-foot lock for inspection every other week for six to eight hours, according to the American Waterways Operators. The corps' updates about the lock repairs have included reminders for boat operators to exercise care and caution when passing through the smaller lock.
"The situation at Markland is one step away from being a true catastrophe," said Dan Mecklenborg, senior vice president and chief legal officer at Ingram. "If somehow we were to have a similar failure of the gates on that (smaller) chamber you'd take what has been a matter of significant concern and turn it into a true catastrophe."
(Copyright 2009 by The Associated Press. All Rights Reserved.)
