Kentucky River Locks & Dams

The Kentucky River features a series of 14 locks and dams, some operational and some closed, stretching from Carrollton to Beattyville, Kentucky.

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History

Construction

The Kentucky River was a vital conduit for early Native American communities, who settled along its banks, traversed its waters in canoes, and depended on it for sustenance and commerce. ²⁹ With the arrival of European settlers in the 18th century, the river’s banks became sites of industrial activity with the establishment of mills and other works. Vessels such as flatboats and keelboats carried goods like tobacco, hemp, livestock, and whiskey from Kentucky to major cities along the rivers and the Gulf of Mexico, while manufactured goods and foodstuffs were transported upstream.

The river’s navigation was revolutionized in 1815 with the advent of steamboat travel, despite challenges posed by frequent flooding, rocky passages, sandbars, and debris. ²⁹ To improve navigation and expand southern river access, a system of locks and dams was constructed from 1836 to 1917. These 14 structures spanned from Carrollton to Beattyville, creating a navigable waterway even during low water levels, enabling passage over tricky sections.

River travel thrived in the Antebellum period, particularly between Locks No. 1 and 4. ²⁹ However, this was disrupted by the completion of a railroad between Frankfort and Louisville in 1851 and the Civil War, which led to the neglect of river infrastructure. In 1880, federal management took over, with the Army Corps of Engineers restoring the first five locks and building additional ones upriver. These enhancements reinvigorated river trade in the late 19th century. Nevertheless, by 1917, with the lock and dam system complete, the rise of rail transport and automobiles had already shifted the primary modes of passenger and commercial traffic away from the river.

Decline

The Army Corps of Engineers had already suggested in 1951 that Lock Nos. 8 through 14 be shut down since there had been no commercial use of these locks since 1941. ¹⁷ This proposal was unexpected for the Hazard Coal Operators Association, which had been devising a plan to utilize the locks since 1948. Their plan involved spending $250,000 to build a railroad to Bellepoint and establish a transshipment dock where coal could be loaded onto barges. This strategy was intended to help coal companies avoid the expensive rail freight rates. The association, which included 26 coal operators, had the capacity to transport one million tons of coal yearly to consumers in the Kentucky River valley and had the potential to ship an additional 2.5 million tons of coal each year to the coal-powered plants in the Louisville area.

Furthermore, shutting down the locks would have negative repercussions on planned industrial projects. For instance, the Whirlpool Corporation was considering a location along the Kentucky River for an 800,000-square-foot manufacturing facility, but the termination of river navigation would render their plan unfeasible. ¹⁷ The closure would also hinder the plan to transport coal by barge to a new coal-fired power plant at Ford, which was expected to commence operations in 1953. Consequently, the decision was made to maintain the operation of Lock Nos. 8 through 14.

Navigation was the Corps of Engineers’ earliest Civil Works mission, dating to Federal laws in 1824 authorizing and funding the Corps to improve safety on the Ohio and Mississippi Rivers and several ports. The Corps provides safe, reliable, efficient, and environmentally sustainable waterborne transportation systems (channels, harbors, and waterways) for movement of commerce, national security needs, and recreation.

However, after the 1980 boating season, the Army Corps of Engineers announced its plan to cease lock operations along a 170-mile section of the river, from Lock Nos. 5 to 14, and to stop dredging to maintain the river depth above Lock No. 4. ¹³ This decision was based on a significant drop in the use of the river for recreation—plummeting from 12,400 recreational lockages in 1970 to just 3,290 by 1979, and the fact that commercial vessels hadn’t used the locks for years. Contributing factors to the decline in recreational use were the limited lock operating season, from May to October, and the damage to many boat docks caused by a flood in 1978.

On September 30, 1981, the Army Corps of Engineers officially closed the stretch of the Kentucky River from Lock Nos. 5 to 14. ¹⁶ There had been aspirations to transfer ownership of these locks and dams to the state, with the intention of repurposing them into a linear state park, a concept inspired by Ohio’s successful transformation of the Muskingum River’s locks into the Muskingum River Parkway after they were shut down in 1952. On the Muskingum River, the ten remaining locks, which were originally constructed between 1837 and 1841, underwent renovations from 1960 to 1964. By the 1980s, these refurbished locks were accommodating between 8,000 to 10,000 boats annually.

Ultimately, the Corps closed Lock Nos. 11 to 14 on September 30, 1981. ¹⁸ It had been hoped to convey ownership of the locks and dams to the state for use as a linear state park, similar to what Ohio had done with the Muskingum River’s locks were closed in 1952, which became the Muskingum River Parkway. ¹⁶ The remaining ten locks on that river, which were built between 1837 and 1841, were refurbished between 1960 and 1964, and about 8,000 to 10,000 boats were locking through by the 1980s.

Starting on November 30, 1984, the Army Corps of Engineers began minor dredging at Lock No. 5, and subsequently carried out comparable dredging at Lock Nos. 6 and 7. ¹⁵ Additionally, repairs were undertaken on Locks No. 5 to No. 14. ¹⁹ These actions were taken as part of an agreement to conduct repairs valued at $50,000, with the aim of reopening these locks and transferring their ownership to the state. Related, Congress agreed that the Corps could dispose of Locks No. 5 to No. 14. ²⁴ Under the agreement was a deal to split the cost of major maintenance of those locks between the Corps and the state to the end of the 1988 boating season. ²⁰ The state would assume full responsibility afterward.

Related, the Kentucky General Assembly created the Kentucky River Authority in 1984 ²⁰ to assume control of Lock Nos. 5 through 14 from the Corps, ² and operate and maintain the locks through October 15, 1988. ²⁰ It planned on charging a users fee to boaters who travel through the locks and tax those who draw water from the river to raise money to maintain the navigational system. ²² The change in ownership was pushed back to October 15, 1989, ²² and then indefinitely delayed. ²³ Without an agreement in place, Locks Nos. 5 through 14 were closed at the end of 1989. ²⁵

In the same year, the state filed a lawsuit against the Army Corps of Engineers, accusing them of neglecting maintenance on the locks and demanding that the Corps perform repairs estimated to be worth millions of dollars before the locks could be transferred to state control. ²³ This lawsuit, however, was dismissed in September 1992. ²⁴ The following month, Congress directed the Corps to allocate $5 million for repairs, even though the state had indicated that a complete restoration would require $9.5 million.

By that time, the annual boat traffic through the locks had dwindled to just 2,076, marking the second-lowest figure in ten years. ²⁴ However, the greater concern arose from the water impounded by the dams. As the dams started to deteriorate, the impounded water became a critical issue since the river served as a source of water for Lexington, Richmond, and other communities. In 2000, commercial traffic on the river ceased above Carrollton. ³⁰

From 1996 to 2006, the control of Locks No. 5 through 14 on the Kentucky River was handed over from the Army Corps of Engineers to the Kentucky River Authority. ²⁹ By 2006, these locks no longer accommodated through traffic. Meanwhile, a limited amount of freight traffic continued to pass through Locks No. 1 through 4 until 2002, after which the Army Corps of Engineers leased these locks to the Kentucky River Authority.

Locations

River	Location	Opened	Rebuilt	Closed
Kentucky	No. 1 (Carrollton)	1842	1882
Kentucky	No. 2 (Lockport)	1842	1882
Kentucky	No. 3 (Gest)	1842	1882
Kentucky	No. 4	1842	1882
Kentucky	No. 5	1842	1886	1990/2006
Kentucky	No. 6 (Oregon)	1891		1990/2006
Kentucky	No. 7 (High Bridge)	1897		1990/2006
Kentucky	No. 8 (Camp Nelson)	1900		1990/2001
Kentucky	No. 9	1903		1990/1995
Kentucky	No. 10 (Fort Boonesboro)	1905		1990/1994/2000
Kentucky	No. 11	1906		1981/1990/1997
Kentucky	No. 12	1910		1981/1990/1998
Kentucky	No. 13	1915		1981/1990/1999
Kentucky	No. 14	1917		1981/1990/1999

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Lock No. 1

Lock No. 1, situated 4 miles upstream from the Ohio River near Carrollton, was originally built from 1836 to 1842. ¹² It featured a timber crib design, which involved a timber frame filled with dirt and rock, and the lock itself was constructed using stone masonry. This lock maintains a 27-mile long water pool.

The U.S. Army Corps of Engineers reconstructed the dam in 1882. ¹² Between 1902 and 1908, a concrete overlay was applied to the original timber crib. Significant upgrades occurred in the 1950s, with a new upper miter sill installed in the lock chamber and the upper gates converted from wood to steel in 1953. Two years later, the lower gates also received a steel upgrade. In 1977-78, further enhancements were made, including the addition of new concrete to the dam’s crest and various other repairs. The most recent significant update was in 1991 when new lower lock gates were installed.

Lock No. 2

Lock No. 2, positioned 31 miles upstream from the Ohio River in Lockport, was originally constructed from 1836 to 1842 using a timber crib method, with a surrounding timber frame packed with dirt and rock and a stone masonry lock. ⁴ This structure creates an 11-mile long reservoir of water.

In 1882, the U.S. Army Corps of Engineers undertook a complete reconstruction of the dam and later reinforced the timber crib with a concrete overlay during the early 1890s. ⁴ The wooden lock gates were substituted with steel ones in 1950. Substantial maintenance work was carried out in 1977, including repairs to the upper guide wall. Further reinforcement, including the installation of sheet piling in front of the dam, was completed in 1980. The lock was shut down in 2007 due to a combination of structural and mechanical issues, but it was subsequently repaired and restored to service.

Lock No. 3

Lock No. 3, situated 42 miles upstream from the Ohio River in Gest, was built from 1836 to 1842. ⁷ It features a timber crib design where a timber frame encapsulates a core of soil and stone, complemented by a lock made of stone masonry. This structure maintains a 23-mile long water reservoir.

The U.S. Army Corps of Engineers reconstructed the dam in 1882 and applied a concrete overlay to the timber crib in the early 1890s and again in 1911. ⁷ In 1908, a 70-foot concrete wall was erected next to the lock’s abutment, extending upstream. In 1941, necessary repairs were made to address cracks and holes in the concrete cap. Further renovations in 1977 included pouring new concrete on the dam’s crest and installing sheet piling at the front for enhanced stability. In 2005, rock armoring was used to reinforce the abutment on the side opposite the lock. However, despite these efforts, the lock was closed in 2007 due to ongoing structural and mechanical issues.

In 2012, the Kentucky River Authority signed a $4 million contract with Brayman Construction for a five-month project. ⁸ The contract included dredging the lock’s approach and chamber, and reconstructing the lock gate.

Lock No. 4

Lock No. 4 was built in 1842 and rebuilt in 1881.

Lock No. 5

Lock No. 5 was built in 1842 and rebuilt in 1886.

The lock was shut down after the 1981 boating season due to the decline in commercial traffic. ¹⁸ It reopened in 1985 under an interim agreement with the state ²⁰ and closed again in 1989. ²⁵

Lock No. 6

Lock No. 6, located 96 miles from the confluence with the Ohio River in Oregon, was constructed between 1888 and 1891. ³ This lock featured a timber crib design, an outer framework of timber filled with earth and stones, and included a stone masonry lock chamber. It facilitated the creation of a 21-mile-long reservoir.

In 1911, the original timber crib was strengthened with a concrete overlay. ³ In 1966, the structure was further fortified when steel sheet pilings were added on the upstream side for additional stability, and the upper slope was reshaped and solidified with new concrete.

The lock was closed after the 1981 boating season due to diminished commercial use. ^{15 18} It briefly reopened in 1985 through a temporary agreement with the state ²⁰ but was closed again in 1989. ²⁵

In an effort to repair and stabilize the structure, 22,000 tons of derrick stone were placed in 1983 to fill voids within the dam and prevent erosion at the abutment. ³ The lock reopened in 1985 after the Army Corps of Engineers dredged the navigation channel. ¹⁵

Additional repairs were conducted in 1994, which included laying derrick stone beneath the dam, deconstructing the river guide wall, and filling downstream face voids with a concrete overlay. ³ In 2006, a cutoff wall was built within the lock chamber, which ceased its operational capabilities.

Lock No. 7

Lock No. 7, situated 117 miles from the Ohio River at High Bridge, was built in 1896-97 using the timber crib method, with an exterior timber frame packed with earth and stones and accompanied by a stone masonry lock. ⁵ This structure supported a 23-mile stretch of pooled water.

In 1914, the timber crib foundation was reinforced with a concrete overlay. ⁵

Following a significant drop in commercial traffic, the lock ceased operations after the 1981 boating season. ¹⁸ However, it was temporarily reopened in 1985 through an agreement with the state government. ²⁰

Between December 1984 and January 1985, Lock No. 7 was subject to repairs. ¹⁹ This maintenance work involved replacing cracked steel panels on the gate, installing new timber supports, valves, and locks, and making the lock functional once again.

The facility was closed once more in 1989. ²⁵

In the period from 1993 to 1995, despite years of inactivity, the lock received further maintenance. ⁵ This included positioning derrick stone below the dam, dismantling the river guide wall, and filling gaps in the downstream side of the dam with a concrete overlay. In 2006, a cutoff wall was installed inside the lock, leaving it non-functional.

Lock No. 8

Lock No. 8, positioned 140 miles from the Ohio River near Camp Nelson, was constructed between 1898 and 1900. This lock was built using a timber crib structure—an exterior frame of timber filled with soil and stones—and featured a stone masonry lock. ⁶ It created a pool of water stretching over 7½ miles.

As early as 1951, there were proposals to shut down the lock due to a lack of commercial use since that year. ¹⁷ Nevertheless, the dynamic shifted in 1953 when a coal-fired power plant was established at Ford. Subsequently, coal was transported by barge from a transfer station above Lock No. 14 to the power plant, reviving the lock’s use.

Despite years of disuse, from 1993 to 1995, significant repair work was carried out at Lock No. 8. ⁶ This included placing derrick stone beneath the dam, removing the river guide wall, and filling cavities in the downstream side with a concrete overlay. In 2001, a cutoff wall was installed within the lock, which made it non-functional. Additionally, in 2002, grout bags were laid along the far abutment to address leakage issues.

Lock No. 9

Lock No. 9 was constructed in 1903.

The suggestion to close the lock to traffic emerged as early as 1951 due to the absence of commercial activity since that year. ¹⁷ However, the situation changed after 1953 with the establishment of a coal-fired power plant at Ford. Following this, coal began to be transported by barge from a transloading station located upstream of Lock No. 14 to the power plant.

The lock was shut down after the 1981 boating season due to the decline in commercial traffic. ¹⁸ It reopened in 1985 under an interim agreement with the state ²⁰ and closed again in 1989. ²⁵

Lock No. 10

Lock No. 10, situated 176 miles from the Ohio River in Fort Boonesboro, was built from concrete between 1902 and 1905. ¹⁰ It maintains a water pool that extends for 24½ miles. In 1906, to address a breach where an embankment had eroded away, an auxiliary dam was constructed.

The suggestion to close the lock to traffic emerged as early as 1951, due to the absence of commercial activity since that year. ¹⁷ However, the situation changed after 1953 with the establishment of a coal-fired power plant at Ford. Following this, coal began to be transported by barge from a transloading station located upstream of Lock No. 14 to the power plant.

The lock was shut down after the 1981 boating season due to the decline in commercial traffic. ¹⁸ It reopened in 1985 under an interim agreement with the state ²⁰ and closed again in 1989. ²⁵

Lock No. 10 was not opened to traffic in 1994 because of leaks and structural beams that were near the point of rusting through. ²¹ In that year, derrick stone was placed below the dam, sheet piling was backfilled with gravel and capped with concrete upstream of the dam, and the lock gates were reinforced and painted. ¹⁰

On July 7, 2000, a gate failure resulted in the closure of the lock. ²⁶ Given the low number of boats using the lock, the state considered shutting it down permanently. In 1998, the lock accommodated 679 recreational boats, but this number fell to 582 in 1999, a decrease partly attributed to a drought. There was a concern that if the gate were to fail completely, only one remaining old gate would be left to maintain the reservoir of water that supplied the city of Winchester.

In response to the 1999 drought, the Lexington-Fayette Urban County Council concluded that increasing the height of Lock No. 10 would be the most effective measure to secure a future water supply. ^{27 28} The Kentucky River Authority concurred with this decision and started to develop plans for raising the dam by four feet. However, upon inspecting the dam’s condition, engineers discovered significant deterioration of the concrete, perforations in the lock wall, and erosion at the base of the dam’s downstream side. They also found that the limestone bedrock beneath the dam, which contained layers of shale, had weakened to a soft, clay-like state.

A study to assess the necessary work for the dam’s rehabilitation was carried out. According to a report from Fuller Mossbarger Scott & May Engineers, the estimated expense for elevating and stabilizing the dam was projected to be between $12 million and $24 million. ²⁸ A significant portion of this cost would be allocated to guarantee that the current structure would remain intact and not be eroded or swept away by water.

In 2004, the void at the base of the dam was repaired with concrete. Significant rehabilitation work took place between 2020 and 2021, which included building eight circular cells made of steel sheet piles filled with concrete. These were constructed 72 feet upstream from the main part of the dam and 222 feet upstream from the auxiliary dam. ¹¹

Lock No. 11

Lock No. 11 was constructed in 1906.

The suggestion to close the lock to traffic emerged as early as 1951, due to the absence of commercial activity since that year. ¹⁷ However, the situation changed after 1953 with the establishment of a coal-fired power plant at Ford. Following this, coal began to be transported by barge from a transloading station located upstream of Lock No. 14 to the power plant.

Despite this, the lock was eventually shut down after the 1981 boating season, again due to the decline in commercial traffic. ¹⁸ It reopened in 1985 under an interim agreement with the state ²⁰ and closed again in 1989. ²⁵

Lock No. 12

Lock No. 12 in Ravenna was constructed using concrete between the years 1907 and 1910. ¹⁴ The Ohio River Contract Company built it at a cost of $392,486. Additionally, on June 10, 1907, contracts were awarded to William Preston Eckley of Winchester for the construction of residences and auxiliary buildings, which were completed by December 4, costing $71,773. Furthermore, Augustus Snyder of Louisa was contracted to build an extra dwelling, which was completed in 1911 for $3,240.

Activity at Lock & Dam No. 12 increased in 1963 due to the consistent movement of coal barges from Beattyville and Heidelberg to the coal power plant at Ford. ¹⁴ That year, the lock facilitated the transportation of 7,600 tons of coal each month. During the summer and fall, commercial shipping averaged about 20 vessels per month, while in the winter, the average was between 10 to 15 vessels per month. In addition, around 200 recreational boats used the lock annually.

The suggestion to close the lock to traffic emerged as early as 1951, due to the absence of commercial activity since that year. ¹⁷ However, the situation changed after 1953 with the establishment of a coal-fired power plant at Ford. Following this, coal began to be transported by barge from a transloading station located upstream of Lock No. 14 to the power plant.

Despite this, the lock was eventually shut down after the 1981 boating season, again due to the decline in commercial traffic. ¹⁸ It reopened in 1985 under an interim agreement with the state ²⁰ and closed again in 1989. ²⁵

Lock No. 13

Lock No. 13 was built in 1915.

The suggestion to close the lock to traffic emerged as early as 1951, due to the absence of commercial activity since that year. ¹⁷ However, the situation changed after 1953 with the establishment of a coal-fired power plant at Ford. Following this, coal began to be transported by barge from a transloading station located upstream of Lock No. 14 to the power plant.

Despite this, the lock was eventually shut down after the 1981 boating season, again due to the decline in commercial traffic. ¹⁸ It reopened in 1985 under an interim agreement with the state ²⁰ and closed again in 1989. ²⁵

Lock No. 14

Lock No. 14, located 249 miles from the Ohio River in Heidelberg, was built out of concrete from 1911-17. ⁹

The suggestion to close the lock to traffic emerged as early as 1951, due to the absence of commercial activity since that year. ¹⁷ However, the situation changed after 1953 with the establishment of a coal-fired power plant at Ford. Following this, coal began to be transported by barge from a transloading station located upstream of Lock No. 14 to the power plant.

Despite this, the lock was eventually shut down after the 1981 boating season, again due to the decline in commercial traffic. ¹⁸ It reopened in 1985 under an interim agreement with the state ²⁰ and closed again in 1989. ²⁵

In 1999, long after the lock had ceased operations, several upgrades were made. ⁹ Sheet piling filled with gravel was installed across the main dam and topped with a concrete cap. The dam’s abutments were reconstructed with new release valves, and large stones known as derrick stone were placed downstream of the dam for protection. Additionally, a concrete barrier was constructed within the lock chamber, and the valves used to fill the lock were permanently sealed, which left the lock system nonfunctional.

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Sources

1. Jenior, Pete. “Kentucky River Lock and Dam Guide.” March 9, 2007.
2. “Kentucky River Authority.” Kentucky Finance Cabinet. March 9, 2007.
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5. “Lock and Dam 7.” Finance and Administration Cabinet. Commonwealth of Kentucky, 13 Mar. 2008. Web. 6 Mar. 2012.
6. “Lock and Dam 8.” Finance and Administration Cabinet. Commonwealth of Kentucky, 13 Mar. 2008. Web. 6 Mar. 2012.
7. “Lock and Dam 3.” Finance and Administration Cabinet. Commonwealth of Kentucky, 13 Mar. 2008.
8. “Kentucky River Lock and Dam 1, 3 and 4.” Brayman Construction. Article.
9. “Lock and Dam 14.” Finance and Administration Cabinet. Commonwealth of Kentucky.
10. “Lock and Dam 10.” Finance and Administration Cabinet. Commonwealth of Kentucky.
11. “RFB-166-18 KRA – Renovation of Kentucky River Lock & Dam #10.” Lynn Imaging, 12 Feb. 2018.
12. “Lock and Dam 1.” Finance and Administration Cabinet. Commonwealth of Kentucky.
13. Bailey, Marilyn. “Kentucky River Locks 5-14 may be closed.” Lexington Herald-Leader, 4 Apr. 1980, p. B1.
14. Treadway, C. M. “Traffic Is Picking Up On Kentucky River.” Lexington Herald-Leader, 8 Apr. 1964, p. 6.
15. “Kentucky River lock work begins.” Lexington Herald-Leader, 1 Dec. 1984, p. B2.
16. Mead, Andy. “Future of the Locks: Does the State Hold the Key?” Lexington Herald, 29 Sept. 1981, p. C1.
17. Kirkpatrick, Richard. “Industry Opposes Closing of Kentucky River Navigation.” Cincinnati Enquirer, 7 Jul. 1951, p. 2.
18. Gordon, Linda. “River task force chairman optimistic about future of locks.” Advocate-Messenger, 19 Jul. 1982, pp. 1-6.
19. “Corps works on Kentucky River lock.” Courier-Journal, 4 Dec. 1984, p. B3.
20. “Kentucky River locks to reopen in spring.” Paducah Sun, 31 Jan. 1985, p. A18.
21. “Deteriorating locks threatening economy along Kentucky River.” Courier-Journal, 6 MAy 1994, p. B2.
22. Kleffman, Todd. “State postpones taking over lock system.” Advocate-Messenger, 14 Oct. 1988, p. 2.
23. Edwards, Brenda S. “Photos show construction of Kentucky River locks.” Advocate-Messenger, 9 Aug. 1992, p. C2.
24. Mead, Andy. “Central Kentucky water customers might share cost of dam repairs.” Lexington Herald-Leader, 12 Oct. 1992, pp. A1-A4.
25. “Locks are closed on Kentucky River.” Courier-Journal, 27 Dec. 1989, p. B3.
26. “Permanent closure of Lock 10 on Kentucky River pondered.” Courier-Journal, 16 Jul. 2000, p. B6.
27. Mead, Andy. “Dam work may take longer, cost more.” Lexington Herald-Leader, 17 Feb. 2001, pp. A1-A8.
28. “Stabilizing Kentucky River dam, lock studied.” Courier-Journal, 28 Apr. 2000, p. B3.
29. “An Introduction to the History of the Kentucky River as a Transportation Route.” Kentucky River Authority.
30. Lander Jr., Art. “Unlock Its Potential.” Lexington Herald-Leader, 23 Oct. 2005, p. C12.