Amendment 0002 - Results from the Inspection of the Roller Gate Dam Bulkheads at Lock and Dam 5A Attachment UPDATED 25JUNE2024.pdf

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RESULTS FROM THE INSPECTION OF

ROLLER GATE DAM BULKHEADS AT LOCK AND DAM 5A

May 20, 2004

SUMMARY

The primary purpose of the inspection was to complete an “initial inspection” which conformed to most of the requirements of ER 1110-2-8157. Previous inspections did not adequately address the welds on the bulkheads. Although all welds on the FCM w/PLL will not be tested prior to low head use enough inspection and analysis has been done to insure the bulkheads are safe to use under low head conditions.

When the bulkheads are repainted the additional NDT shall be done.

The inspection was also needed to insure the roller gate bulkheads are suitable for use during the upcoming gate and bridge painting contracts for LD5 and LD5A. Since the gate painting at LD 5A can be performed under low head use, the bulkheads can be used for this work.

Due to time limitations the inspection focused almost exclusively on the FCM w/PLL and FCM members. Timbers and rollers were also inspected.

The bulkheads are suitable for low head use at either LD5A or LD6. The design head at LD5A = 5.5’ = 651.0’(normal pool)- 645.5’(normal tailwater). The design head at LD6 = 6.5’ = 645.5’(normal pool)- 639.0’(normal tailwater).

The bulkheads will require additional analysis and/or repair prior to being suitable for high head use. The design head = 20’ 10” = 10”(freeboard) + 651’ 0”(normal pool) – 631’ 0”(bulkhead sill elevation). High head use needed when dewatering a dam gate bay.

EC-D recommends option 2 be used for the long term repair plans(high head use). Additional work will be required to prepare the long term repair plans.

INSPECTION PROCEDURE AND TEAM

The inspection team was composed of an engineer, a CWI(welder with sufficient experience to act as CWI), and a helper. After the first couple bulkheads were inspected a helper went ahead of the CWI to clean off welds so they could be inspected. The CWI would then inspect all welds on the FCM’s and mark them as Ok or indicating a discontinuity.

The engineer followed recording the results of the weld inspection. There was insufficient time for the engineer to crawl into the interior of all the bulkheads. The inspection was originally going to take two days to complete. First

Inspection_results.doc 2 of 8 inspection date was cancelled due to rain(lack of coordination would have delayed the first inspection if it had not rained). A draft bulkhead stacking plan was developed on the first scheduled inspection day. Due to the limited time available only the FCM portions of the bulkhead were closely inspected. Welds were visually inspected to AWS D1.1 static criteria(except for size).

Site staff assistance included two personnel to operate the crane/bulkhead lifter. In addition to providing the CWI and a helper, Fountain City Service Base provided one additional person to assist in moving bulkheads.

BULKHEADS

There are six roller gate bulkheads on site. Only five bulkheads were constructed at the time the dam was built(see M-L5A-58/1). The bulkheads constructed with the dam were built with structural steel(probably ASTM A7-29 to A7-39) and silicon steel(probably ASTM A94-33). One bulkhead was fabricated under a different contract(see M-L4,5,5A&6- 58/23). The bulkhead constructed at a different time was built with structural steel(A7) and manganese steel(unknown specification). Bulkhead D5A-R6 does have girder web splices as shown on M-L4,5,5A&6-58/23. Original design stresses used for axial tension and extreme fiber bending are 27,000 psi for manganese steel and 24,000 psi for silicon steel. It is possible that bulkheads have been moved from site to site since the original construction in the 1930’s.

WELDS

The welds on the FCM(lifting plate assemblies) are structural welds. It is assumed that the majority of the welds on the FCM w/PLL portions of the bulkheads are non-structural welds. The majority of the welds do not show up on the original construction drawings. The original construction drawings indicate welds near section A-A(M-L5A- 58/1), near section E-E(58/2), and on the lifting plate assembly(58/2). Several of the fillet welds appear to be only 1/8” in size and which is below the minimum size recommended in current AISC specifications. Welds near the end diaphragm were specifically called out to make the bulkheads “water tight”. Some of these seal welds are more like plug welds(those which connect the transverse diaphragm to the skin plate, some of these were designated as having lack of fusion during the inspection).

Weld discontinuities found included lack of fusion, piping porosity, and undercut. No cracks were found. The attached drawings indicate where welds were found on the FCM w/PLL portion of the bulkheads. Welds are designated as being inside(10) or on the outside(1) of the bulkhead. If a visual inspection reveled any discontinuities they are recorded on the drawings. Unless otherwise indicated the welds are on

Inspection_results.doc 3 of 8 both the top and bottom of the bulkhead. Sizes of the discontinuities were not recorded.

Weld types identified on FCM w/PLL Transverse angle to FCM w/PLL angle Vertical channel to FCM w/PLL angle Transverse diaphragm to FCM w/PLL angle and/or skin plate

Other welds There are some welds between the vertical channels and transverse angles. There are welds on the very end panels of the bulkheads. Original construction drawings show welds on all the diagonal angles. There are other welds on the compression side of the bulkhead in the end diaphragm area.

None of these welds were on FCM members and their locations were not recorded. They were generally not inspected.

HOLES

Rough cut drain holes are located near the tension flange of the FCM w/PLL. The holes are approximately 1” in diameter.

Holes were noted on all bulkheads but the locations were only recorded on the drawings for D5A-R5 and D5A-R6.

MISCELLANEOUS

The timbers and connections are all in fair condition. The rollers do not roll. Many of the downstream bulkhead supports are bent.

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ANALYSIS

A cursory analysis has been done for this site. The original calculations have not been located. It appears the original bulkheads were conservatively designed as a “single girder” and are internally redundant if a single tension angle fails. Welds found on the FCM w/PLL were generally confined to “single” tension angles. As failure of a single angle would not result in a failure of the bulkhead under low head use the bulkheads are suitable for use during the upcoming painting contract.

The roller gate bulkheads at LD5A are very similar to the roller gate bulkheads at LD6 and the same analysis is applicable. The differences between the LD5A and LD6 bulkheads are shown on the sheet in the calculations titled “Main structural components of roller gate bulkheads(LD6 & LD5A)” For low head use the design head at LD6 is 6.5’ vs. a design head of 5.5’at LD5A. Ayres analysis of the LD6 roller gate bulkheads found that the maximum tensile stress for low head situation was ~4 ksi and for high head situation was ~11 ksi. Similar results would be expected for the LD5A bulkheads. See Ayres report on the LD6 roller gate bulkheads for additional information.

All discontinuities appeared less severe than the cracks Ayres found on the LD4 dam gate tainter gate bulkheads which required long term repairs(high head situation). Using similar methodology as Ayres LD4 tainter gate bulkhead analysis and assuming a surface crack ¼” deep x 5” long the bulkheads appear to be suitable for low head use, unfortunately Ayres analysis did not include consideration of residual stress. A simplified analysis which included residual stress indicated a crack smaller than 1/32” deep x ½” long could lead to fracture under low head use.

An analysis of the rough cut drain holes indicated the bulkheads appear to be suitable for low head use.

RECOMMENDATIONS

Recommendations for long term repairs(high head situation)

1. Option 1, This work shall be performed the next time the bulkheads are painted.

a) Bulkheads shall be inspected to verify there are no additional welds on the FCM w/PLL portions of the bulkhead.

b) Charpy tests should be performed on both the silicon and manganese steels. The manganese steel should be tested to determine the chemistry, yield strength, and ultimate tensile strength.

c) Remove all welds on the FCM w/PLL portions of the bulkheads.

b6ecjjh9 Cross-Out

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i) Includes welds which were visually inspected and had no discontinuities other than not meeting the minimum size requirements.

ii) After welds are removed use PT or MT to verify there are no cracks in the vicinity of the old welds. If a crack is found and is less then 1/32” deep, the crack and 2” of sound metal beyond each end of the crack(in the length direction) shall be ground out. MT or PT shall be used to verify the crack is removed. If a crack is found and is more than 1/32” deep the situation will require analysis.

The EOR will perform fracture analysis and investigate weld procedures.

iii) Writing a WPS for any FCM w/PLL weld repair will require preparing a test for a PQR using steel obtained from the bulkheads. One PQR is needed for bulkheads D5A-R1 through D5A-R5. An additional PQR will be required for bulkhead D5A-R6.

d) Discontinuities on the FCM will be repaired in accordance with AWS D1.1 static criteria. Will need to prepare WPS and PQR for these welds.

e) Undercut shall be removed by grinding, AWS D1.1:2002,

5.15.4.4 shall be used as a guide for removing undercut(i.e. the undercut shall be treated as a gouge or notch).

f) Grind the edges of the rough cut drain holes smooth.

The holes are located near the tension flange of the FCM w/PLL. Alternately the holes could be drilled to a slightly larger diameter.

g) Make the rollers roll. Lubricate and/or rehabilitate.

h) Weld permanent bulkhead numbers on the right upstream end of the bulkheads, same place numbers are currently located. Numbers shall not be located within 4” of the center of existing rivets or bolts. Use E7018 electrode.

i) Paint the bulkheads. Existing paint contains lead(Pb- 250,000 ppm).

j) Replace timber seals and connections. Timber seals and connections are adequate at this time although a number of the connectors have rusted.

k) Remove pack rust and caulk area shown on the left end of D5A-R5. Inspect other areas for pack rust during the inspection and repair as appropriate. The 1996 inspection indicated that pack rust was encountered between the upstanding legs of the double angled horizontal stiffeners at the ends of the bulkhead plate girders(none was recorded during this inspection).

l) Repair cost data. During the inspection Mike Scheel indicated it would take about 3 hours with a pencil grinder to grind out one weld and there will probably be a gouge. He would suggest arc gouging as it would take less time but could also cause gouges.

b6ecjjh9 Cross-Out b6ecjjh9 Cross-Out b6ecjjh9 Cross-Out b6ecjjh9 Cross-Out b6ecjjh9 Cross-Out

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2. Option 2 Same as above but remove only FCM w/PLL welds which have discontinuities. After weld removal check the areas for cracks. If no cracks are found then assume the weld procedure used in the original construction or subsequent repairs did not cause cracking in the base metals and that there is not a reason to remove the other welds. During the repainting inspection, MT all the welds on the FCM w/PLL to verify there are no cracks around the existing welds. All paint shall be removed from welds for this inspection.

3. Option 3 Same as option 1 but repair all discontinuities by welding. Prepare WPS and PQR for all welding repairs.

Ayres prior bulkhead repair plans have required preparation of a PQR prior to performing welding on an FCM w/PLL. Preparation of a PQR will require removal of some of the existing steel on the bulkhead. AWS D1.1:2002, 5.26.1.2 could be used to repair undercut.

During the repainting inspection, MT all the welds on the FCM w/PLL to verify there are no cracks around the existing welds. All paint shall be removed from welds for this inspection. Assumes that small weld size would not induce significant cracking which would not be found by the MT.

Recommendations for future inspections

4. For bulkhead inspections recommend that ED-D develop a draft written stacking procedure prior to the inspection. Final written stacking procedure to be agreed upon by both ED-D and CO prior to inspection.

5. Better lighting would aid the inspection, should have a drop light and extension chord to be used during the inspection.

6. A 6’ step ladder would provide safer access to the top of the bulkheads.

7. When inspecting welds additional time should be spent to note the size and length of undocumented welds.

Additional time should also be spent to quantify the actual discontinuity size rather than just noting it does not meet criteria. If the size of a discontinuity is known an assumed crack size can be better estimated for fracture calculations.

8. Determine if bulkheads could be stacked in a manner where they do not need to be moved in order to perform a close up inspection of the FCM and FCM w/PLL. Timber blocking could possibly be placed between the top and bottom bulkheads which would allow some access to the inaccessible areas when the bulkheads are stacked. If bulkheads do not need to be moved during the inspections a lot of time could be saved.

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9. Determine if there is a problem with the non-bearing support blocks on the downstream side of the bulkhead.

Have assumed there is no problem with this but have not verified this through analysis.

10. One intent of the inspection was to locate every weld on an FCM or FCM w/PLL. Future inspections should verify there are no unidentified welds on the FCM w/PLL.

11. Future inspection drawings should be done in microstation and follow the normal CAD standards. Notes and arrows cannot be accurately placed in WORD.

12. ED-D needs to develop consistent procedures for inspections. Should revisit what is wanted from the inspections and look at ways to obtain and document the inspections at minimum cost. REMR had developed condition index procedures for most COE structures. The cost for performing these detailed inspections has exceeded available funding but certain portions of these documents should be incorporated into a written plan.

The benefit of the condition index is that it gives a ranking that can be used to determine to help determine the urgency of a repair. ED-D has to determine what is needed for the inspections and then discuss and finalize inspection plans based on input from the PM’s.

Recommendations for future maintenance

13. Do not weld or cut holes in FCM or FCM w/PLL without prior approval from ED-D.

14. Unless all the welds are removed, when the bulkheads are painted all welds on the FCM w/PLL shall be tested with PT or MT to verify there are no cracks in these welds.

Inspect to verify that no additional welds on the FCM w/PLL portions of the bulkheads.

15. Site staff should develop written bulkhead stacking procedures which prevents misalignment of bulkheads when stacked. When stacking bulkheads care should be taken to insure that both ends of the bulkhead above are aligned with the bulkhead below. This may require a person at both ends of the bulkhead and a lever to align the bulkheads as they are lowered.

REFERENCES

ER 1110-2-8157, Responsibility for Hydraulic Steel Structures(01/97) “Lock and Dam 4 Tainter Gate Bulkheads”, Ayres report dated 5/21/03.

“Analysis Report, Lock and Dam 6 Roller Gate Bulkheads”, Ayres report dated 8/19/03.

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“Repair Plans For The Lock And Dam 6 Roller Gate Bulkheads”, dated 3/16/04. Bulkheads to be repaired during the 2005/2006 gate painting contract at Lock and Dam 6.

Attachments Calculations Final inspection plan Selected photographs Bulkhead inspection sheets Bulkhead inspection drawings

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CALCULATIONS FOR THE INSPECTION OF

PREFACE

The five bulkheads constructed with the dam were built with structural steel(probably ASTM A7-29 to A7-39) and silicon steel(probably ASTM A94-33). The one bulkhead constructed at a different time was built with structural steel(A7) and manganese steel(unknown specification). Original design stresses used for axial tension and extreme fiber bending are 27,000 psi for manganese steel and 24,000 psi for silicon steel. Silicon steel has a yield strength of 45,000 psi and an ultimate tensile strength from 80,000 to 95,000 psi.

A cursory analysis has been done for this site. The original calculations have not been located. The roller gate bulkheads at LD5A built under the original contract(M-L5A- 58/1) are the same size and approximately the same configuration as the roller gate bulkheads built under the original contract(M-L5A-58/1) at LD6. Two other bulkheads were constructed later(M-L4,5,5A,&6-58/23), one was sent to LD5A and the other to LD6. A sketch showing the components of the three drawings is attached. It is assumed that the results from Ayres analysis at LD6 would be close to a detailed analysis done for this site. Ayres analysis of the LD6 roller gate bulkheads found that the maximum tensile stress for low head situation was ~4 ksi and for high head situation was ~11 ksi. Similar results would be expected for the LD5A bulkheads. See Ayres report on the LD6 roller gate bulkheads for additional information.

All discontinuities appeared less severe than the cracks Ayres found on the LD4 dam gate tainter gate bulkheads which required long term repairs(high head situation). Ayres LD4 tainter gate bulkhead analysis had assumed a 2” through thickness crack in the flange and a surface crack(2” long x ¼” deep). The 2” through thickness crack was critical for long term situation. See Appendix F of the Ayres report for additional information.

DESCRIPTION OF CALCULATIONS

Single girder calculations(high head use)

• Appears that original design could have been based on a single girder, bending and shear forces calculated in this manner are close to values shown on original drawings.

• Using the single girder model for M-L6-58/1, loss of a single tension angle under high head use does not cause stresses to exceed allowable stresses(i.e. there is internal redundancy in the bulkhead).

• Using a single girder for the design results in a conservative model. Ayres model of the entire bulkhead resulted in stresses at about half the level obtained from the single girder model. Maximum stress at mid span is 20.5 ksi for the single girder model versus 10.7 ksi with Ayres model(page 3 of Ayres “Analysis Report, Lock and Dam 6 Roller Gate Bulkheads”).

• The fact that the bulkhead is internally redundant for loss of a single tension angle allows for low head use since most of the welds on the FCM w/PLL are to an individual tension angle. The seal welds which connect a tension angle to the skin plate occur at the end of the skin plate so there should be very little stress in the skin plate, here again loss of a single tension angle should not result in failure of the bulkhead.

Fracture calculations

• Non-crack like discontinuities:

Welds which do not meet minimum size requirements. I am not aware of a methodology to quantify the effects of these welds being undersized.

My opinion- small welds mean small heat input which could lead to quick cooling which could lead to martinsite(brittle steel). Brittle steel would have an elevated ultimate tensile strength which could be detected by hardness tests.

Ayres does not consider this a problem as there is no hardness testing required in their repair plans.

My recollection- Chon may have mentioned there was a possibility of hydrogen cracking when the welds were made(possibly because of the bare steel electrodes?). I think this is why we are grinding out the welds on the lock 6 dam bulkheads. It seems we should grind out the welds on the FCM w/PLL with discontinuities and MT for cracks. If no cracks are found then we should be able to leave the other welds in place.

• Crack like discontinuities:

The size of discontinuities were not recorded during the inspection. Used similar methodology as was used in Ayres report on the LD4 tainter gate. That indicates a surface crack ¼” deep x 5” long in the 6” leg of the tension angles would not fracture under low head usage. All discontinuities appear less severe than the assumed crack. Ayres did not include residual stress in their calculations as recommended by the EM. Using a simplified method to include residual stress a crack that is 1/32” deep x ½” long would result in fracture during low head use.

• Rough cut holes:

Used methodology in EM 1110-2-6054 to check the fracture potential of the rough cut drain holes. It does not appear that a 1” crack emanating from one of the undocumented drain holes would present a problem under low head usage.

REFERENCES

Ayres draft report dated 5/21/03, “Lock and Dam 4 Tainter Gate Bulkheads”.

Ayres draft report dated 8/19/03, “Analysis Report, Lock and Dam 6 Roller Gate Bulkheads” EM 1110-2-6054, “Inspection, Evaluation, and Repair of Hydraulic Steel Structures”, draft dated 1 Dec 01

Calculation table of contents:

Single girder calculations

Main structural components of LD6 & LD5A roller gate bulkheads(1 page) Determination of section properties(1 page) Spreadsheet calculations(1 page)

Fracture calculations(4 pages) Surface crack spreadsheet calculations Crack growing from rough cut drain hole spreadsheet calculations

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Inspection Of The Roller Gate Dam Bulkheads At Lock And Dam 5A 5/20/04

Sheet Description

1. Index

2. Right half of D5A-R1

3. Left half of D5A-R1

4. Right half of D5A-R2

5. Left half of D5A-R2

6. Right half of D5A-R3

7. Left half of D5A-R3

8. Right half of D5A-R4

9. Left half of D5A-R4

10. Right half of D5A-R5

11. Left half of D5A-R5

12. Lifting plate of D5A-R5

13. Right half of D5A-R6

14. Left half of D5A-R6

15. Lifting plate of D5A-R6

Reference Drawings(Index of original drawings) excerpt from M-L5A-0/2, dated March 1938, 58/1 represents drawing M-L5A-58/1 excerpt from M-L4,5,5A,&6-58/20, titled “Emergency Bulkheads-Roller gates”, dated July 1936

Shop drawings D5A-85, stop logs, RLR + TNTR GTE bulkheads D5A-86, wood seals, RLR + TNTR GTE bulkheads D5A-102, RLR GTE emergency bulkhead assembly

Notes

1. Inspection conducted 5/20/04. Peformed portion of the “initial inspection” requirements of ER 1110-2-8157. Prior inspections had not addressed welds on the bulkheads.

2. Inspection conducted by engineer and CWI.

3. Welds on FCM and FCM w/PLL were visually inspected to AWS D1.1 static criteria.

4. All welds on FCM w/PLL portion of bulkhead were identified and are marked on these drawings. If a discontinuity is noted the weld does not meet AWS D1.1 static criteria(minimum size requirements are not noted).

5. The welds are predominantly non-structural in nature. Most do not meet the minimum size requirements of AWS D1.1.

6. See the document “Results From The Inspection Of Roller Gate Dam Bulkheads At Lock And Dam 5A dated May 20, 2004” for additional information.

Legend Indicates weld is on outside portion of bulkhead(both top and bottom unless otherwise noted). See sheet 2 of 15 for clarification of top and bottom.

Indicates weld is on inside portion of bulkhead(both top and bottom unless otherwise noted). See sheet 2 of 15 for clarification of top and bottom.

Indicates undocumented rough edged drain hole(~1” diameter) in main girder web(both top and bottom unless otherwise noted). Locations of holes only recorded on bulkheads D5A-R5 and D5A-R6.

VT- visual inspection LF- lack of fusion UC- undercut PP- piping porosity FCM- fracture critical member FCM w/PLL- fracture critical member with probable loss of life potential

H, top

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BULKHEAD D5A-R1

5/20/04

VT FCM OK

10 10

1, LF, verify location

1, top of bulkhead location, typical.

Viewed from top of bulkhead.

1, bottom of bulkhead location, typical.

viewed from underneath bulkhead.

10, bottom of bulkhead location, typical.

Viewed from inside of bulkhead.

10, top of bulkhead location, typical.

Viewed from inside of bulkhead.

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BULKHEAD D5A-R1

VT FCM OK

10 10

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BULKHEAD D5A-R2,

5/20/04

VT FCM OK

1, PP, top

1, bottom only

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BULKHEAD D5A-R2,

10, top, PP10

VT FCM OK

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BULKHEAD D5A-R3,

5/20/04

VT FCM OK

Top angle bent, ~1/2” x 6”

10 10 1010, LOF,bottom 101010 10

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BULKHEAD D5A-R3,

VT FCM OK

1, LF top, 1/16” UC bottom, verify location10, LF, bottom

10, LF top, transverse angle to

FCM angle

10, LF, top & bottom, transverse diaphragm to FCM angle, this is noted as lack of fusion but it is one of the seal welds where they only welded 2” of space out of

5” available

10 10, LF, verify location

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BULKHEAD D5A-R4,

5/20/04

1, LF, 1/16”,

verify location 10 10

10, LF, top

VT FCM OK

b6ecdbas Callout Upstream Bulkhead Supports (typ.)

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BULKHEAD D5A-R4,

VT FCM OK

1, UC top

1, LF top, reject bottom

10 10

10, UC(verify location) 10

(1, not inspected), cannot see weld because it is covered by timber seal, typical

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BULKHEAD D5A-R5,

5/20/04 Top angle bent, ~1/2” x 6”

H, top H, top

H, top & bottom

H, top

VT FCM OK

Rust packing and pitting on the inside bottom web

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H, top & bottom

H, top & bottom

H, top & bottom

H, top & bottom

H, top, verify location

H, top

H, top

Pack rust on bottom interior web, ~1’ long

VT FCM OK except one vertical weld with LF

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LF, vertical weld

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BULKHEAD D5A-R6,

5/20/04

10, LF top

10, LF top

H, bottom

H, top

H, top H, top

H, top H, top

H, top H, top

VT FCM OK

Girder web splice is actually located here

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10, 1/16” UC top, LF bottom

VT FCM OK except 2 welds with UC of 1/16”

H, top & bottom

Girder web splice is actually located here

1, no weld on bottom

H, top H, top H, top H, top H, top H, top H, top

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Left lifting plate, UC of 1/16”, verify location

Left lifting plate, UC of 1/16”, verify location

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SELECTED PHOTOS FROM THE INSPECTION OF

Photo Listing Page

Welds on FCM w/PLL 2 Welds on FCM 5 Other welds 6 Rough cut drain holes 8 Bent downstream bulkhead supports 8 Rust packing and pitting 9 Bulkhead stacking on piers 10 Bulkhead stacking in storage yard 10

Additional photos are available. See file:

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PICT00027.jpg, downstream side of bulkheads

PICT00029.jpg, upstream side of bulkheads

PICT00026.jpg, bulkhead numbers, on upstream right side of bulkhead

Skin plate(FCM w/PLL)

Tension angles(FCM w/PLL)

Selected_photos.doc 2 of 10

Welds on FCM w/PLL Transverse angle to FCM w/PLL angle

PICT00055.jpg, weld on outside of bulkhead

PICT00025.jpg, photo which shows where weld above located(except opposite hand)

Welds, typical locations

Tension angle(FCM w/PLL) Transverse angles

Tension side of girder web(FCM w/PLL)

Transverse angles

Tension angle(FCM weld

Selected_photos.doc 3 of 10

Welds on FCM w/PLL(continued) Transverse angle to FCM w/PLL angle

PICT00045.jpg.jpg, weld on inside of bulkhead

PICT00058.jpg, weld on inside of bulkhead

Tension angle(FCM w/PLL)

Transverse angles weld Skin plate(FCM w/PLL)

Tension angle(FCM w/PLL) weld Transverse angle

Transverse diaphragm

Skin plate(FCM w/PLL)

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Welds on FCM w/PLL(continued) Vertical channel to FCM w/PLL angle

PICT00070.jpg, interior weld, channel to FCM angle. See bottom photo on page 7 for a better overall view of the channel

Transverse diaphragm to FCM w/PLL angle and/or skin plate

PICT00021.jpg, seal weld location

Transverse diaphragm

Downstream skin plate(FCM w/PLL)

Tension angle(FCM w/PLL)

Tension portion of girder web(FCM w/PLL) weld

Tension angle(FCM w/PLL)

Vertical channel weld

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Welds on FCM

PICT0005.jpg, FCM(lifting plate assembly)

PICT0006.jpg, Welds on FCM(lifting plate assembly). Weld on left side of page was a reject.

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Other welds

PICT00013.jpg, Welds on the end of the bulkheads. See the next two photos. Welds were not inspected and locations were not recorded.

PICT00014.jpg, Welds on the end of the bulkheads.

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Other welds(continued)

PICT00015.jpg, Welds on the end of the bulkheads.

PICT00012.jpg, weld between transverse angle and vertical channel. Not on FCM w/PLL portion of the bulkhead. Lower end of angle leg and lower part of channel are not welded to the tension angle(FCM w/PLL), see top photo on page 4.

Locations of these welds were not recorded during the inspection.

Downstream skin plate(FCM w/PLL)

Tension angle(FCM w/PLL)

Tension side of girder web(FCM w/PLL)

Vertical channel

Transverse angle

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Rough cut drain holes

PICT0008.jpg, undocumented modification, several holes cut in girder webs near the tension flange of the FCM w/PLL portion of the bulkhead. Holes are approximately 1” in diameter with very rough edges. Holes probably cut to try to get water to drain out of bulkheads when the bulkheads are stored. When bulkheads are repainted these holes should all be ground smooth.

Bent downstream supports

PICT00050.jpg, Why do the supports get bent? Misalignment during stacking may be one reason.

Tension flange of FCM w/PLL

Tension portion of Girder web(FCM

Rough cut hole

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Rust packing and pitting

PICT00010.jpg, rust packing in diaphragm corner, clean out and caulk when repainting. Photo taken on left end of D5A- R5.

PICT00016.jpg, note pitting on web

Compression side of bulkhead

Transverse diaphragm

Girder web, compression side

Rust packing

Tension side of girder web(FCM w/PLL) pitting

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Bulkhead stacking on piers

PICT00030.jpg, During the inspection some of the bulkhead were temporarily stored on the piers. Recommend that when bulkheads are stored on the piers the downstream bulkhead supports sit on the tainter gate pier. See the bulkhead stacking sketch in the inspection plan. See page 1 of the for a picture of the bulkheads sitting on the piers.

Bulkhead stacking in storage yard

PICT00052.jpg, This is the way we left the middle stack of bulkheads, they are not aligned to bear properly, it seemed like one person needed at either end of bulkhead to insure they are lined up properly. Person needs a pry bar too.

Recommend bulkheads be properly aligned when being stacked.

F:\Lock5A\dambulkheads\rollergate\2004\final_inspection_documents\backup\Selected_photos.doc Started 5/28/04, last modified 6/3/04

Downstream bulkhead support should sit securely on tainter gate pier Upstream bull nose on tainter gate pier