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Soo Locks

The Soo Locks, formally known as the , are a of parallel locks and canals located at , on the St. Marys River, enabling ships to navigate the 21-foot elevation drop between and . Operated and maintained by the U.S. Army Corps of Engineers, the locks use gravity to raise and lower vessels with approximately 22 million gallons of water per transit, facilitating the passage of freighters carrying essential bulk commodities. As the busiest lock in the by , they handle around 7,000 vessel transits and approximately 80 million tons of freight annually (as of 2024) during a 42-week from late March to mid-January. The site's significance predates European settlement, serving as a key portage and trading hub for the Ojibway people for centuries. The first navigational lock, the State Lock, was constructed in 1855 by the State of Michigan to support growing commercial traffic in iron ore and other goods, dramatically reducing transit time across the rapids from weeks to minutes. Federal involvement began in 1881 when the U.S. government assumed control, eliminating tolls and building additional locks, including the Weitzel Lock (1881), Poe Lock (1896, rebuilt 1968 to accommodate larger vessels), MacArthur Lock (1943), Davis Lock (1914, now decommissioned), and Sabin Lock (1919, now decommissioned). These developments were crucial during the Civil War, enabling the transport of hundreds of thousands of tons of iron ore for Union armaments, and by the late 19th century, the system supported America's industrial expansion. Today, only the Poe and Locks remain in active use, processing over 88 percent of the Navigation System's commercial cargo, including nearly all U.S. domestic shipments, valued at approximately $5 billion annually, supporting key industries and broader economic activity worth hundreds of billions of dollars. This infrastructure underpins key industries like steel manufacturing and is recognized as a for its engineering, transportation, and contributions. To ensure long-term reliability, construction of a new lock—matching the Poe Lock's dimensions—began in 2019 at a total cost of $2.62 billion, with completion expected around 2030, addressing vulnerabilities such as the potential closure of the Poe Lock due to a single-point failure. The site also attracts nearly 500,000 visitors yearly to observation areas and the Soo Locks Visitor Center, highlighting its dual role in commerce and tourism.

Geography and Significance

Location and Physical Features

The Soo Locks are situated on the St. Marys River, which forms part of the international boundary between the United States and Canada, specifically between the cities of Sault Ste. Marie, Michigan, and Sault Ste. Marie, Ontario. This location marks the only navigable passage connecting Lake Superior to Lake Huron, bypassing a series of natural rapids that historically impeded vessel transit. The river itself originates at the eastern end of Lake Superior in Whitefish Bay and flows southeast for approximately 74.5 miles before entering Lake Huron, with the locks complex positioned near the river's upper reaches. The system addresses an elevation of approximately 21 feet (6.4 meters) occurring over the St. Marys Rapids, a turbulent stretch spanning about 0.75 miles (1.2 kilometers) characterized by fast-flowing over cobble, , and bedrock substrates. This creates challenging conditions for , prompting the of artificial canals to regulate levels and enable passage for commercial vessels. The rapids' steep gradient and high velocity necessitate the locks to lift or lower ships incrementally, maintaining consistent depths throughout the transit. The Soo Locks consist of canal systems on of : the U.S. side features multiple locks within the 1.9-mile-long St. Marys Falls , allowing for simultaneous operations and handling of larger vessels, while the Canadian side operates a single canal with one lock for smaller . The U.S. canal, maintained by the U.S. of Engineers, includes separate chambers aligned in to optimize throughput, with water depths maintained at around 30 feet in the approaches. The surrounding is a mix of urban development and natural rocky outcrops, with the International Bridge—a multi-span structure carrying vehicular and pedestrian —crossing the river immediately adjacent to the locks, facilitating cross-border connectivity. In terms of basics, the lock chambers are rectangular basins generally measuring 1,200 feet in and 110 feet in width, designed to accommodate freighters with drafts 29 feet, though dimensions vary by lock. flow through the system is regulated to match river conditions, with peak flows in the St. Marys River reaching 110,000 cubic feet per second (approximately 49 million gallons per minute) during high-water periods, ensuring controlled filling and emptying of the chambers via culverts and gates.

Economic and Strategic Importance

The Soo Locks facilitate the transit of approximately 68 million tons of annually, as recorded in the 2024–2025 (typically 80 million tons in previous years), serving as a vital for North American commerce by connecting to the lower and beyond. Recent seasons have seen variations, with lower tonnage in 2024–2025 influenced by economic conditions. This volume includes nearly 100% of the domestic produced in the United States, primarily from mines in the region, underscoring the locks' essential in raw material supply chains. Key commodities transported through the system encompass , coal, limestone, grain, and manufactured goods, which directly bolster the U.S. steel industry by providing inputs for steel production and support the automotive sector through downstream applications. These shipments enable efficient bulk transport that would otherwise be cost-prohibitive by rail or truck, contributing to the competitiveness of Great Lakes-dependent industries. Strategically, the Soo Locks represent a critical chokepoint in the North American , with the Poe Lock handling 89% of the total transiting the complex, creating a for the . An unexpected closure of the Poe Lock could disrupt operations severely, potentially halting up to 75% of U.S. integrated production within two to six weeks due to depleted stockpiles of and other essentials. The U.S. Department of Homeland Security has designated the Soo Locks as , recognizing their potential to trigger widespread disruptions, economic recession, and risks if compromised. The locks underpin a substantial portion of the regional economy, supporting over 120,000 jobs and generating more than $22 billion in annual economic activity through direct shipping, port operations, and related manufacturing. This economic extends to steel mills, , and across multiple states, amplifying the locks' on industrial output and . Looking ahead, poses emerging risks to operations, as projections indicate increased variability in water levels from altered precipitation patterns and evaporation rates, potentially complicating vessel navigation and lock functionality during extreme highs or lows.

History

Early Navigation Challenges

For centuries, the (also known as Chippewa) and other peoples navigated the St. Marys River rapids at Sault Ste. Marie, known to them as Bawaating, a sacred gathering place for fishing whitefish and trading. These communities relied on birchbark canoes to traverse the Great Lakes, portaging their lightweight vessels around the impassable rapids to access fishing grounds and travel routes between Lake Superior and Lake Huron. This traditional practice, involving manual carrying of canoes and goods over established trails, sustained indigenous economies and cultural connections long before European arrival. European exploration began in the early 17th century, with voyageurs facing significant hazards from the rapids' turbulent waters. , sent by , is credited as the first European to reach the Sault Ste. Marie area around 1618, traveling with guides and portaging birchbark canoes to the obstacles. By the mid-1600s, traders and missionaries had established a presence, but upstream remained perilous due to the rapids' 21-foot elevation drop over a short distance, combined with swift currents and rocky outcrops that rendered impossible for larger vessels. In the 18th and early 19th centuries, these natural barriers severely limited navigation, confining travel to small canoes and requiring laborious portages for fur traders. established a portage road in 1798 to facilitate the haul of small boats and goods around the rapids, primarily supporting the fur trade between and the western interior. However, this method was inefficient for anything beyond lightweight cargoes, as heavier loads demanded extensive labor and time, restricting economic activity to seasonal fur brigades. The discovery of vast deposits in the region in , near present-day , dramatically heightened the need for reliable beyond the . A. Burt's surveying party identified high-grade ore outcrops, sparking interest in industrial-scale and shipping to eastern markets. This development underscored the limitations of portage-based , driving demands for engineered solutions to enable movement from 's isolated ports.

19th Century Construction

The of the first lock on of the St. Marys River at Sault Ste. Marie began in 1853 under the auspices of the State of , which had received a federal to fund the project as a means to bypass the challenging rapids separating from . The resulting State Lock, completed on May 31, 1855, and opened to on June 18, 1855, consisted of two chambers each measuring 350 feet in , 70 feet in width, and 12 feet in depth over the sills, providing a total 18-foot lift via two tandem chambers, each with a 9-foot lift, with stone masonry walls and timber gates operated by capstans. Engineered by Captain Augustus Canfield, the lock and accompanying mile-long canal cost approximately $999,802, enabling the initial shipment of 3,196 tons of copper from regional mines in its first year of operation and facilitating broader economic development around . By the late 1870s, increasing traffic volumes—reaching over 1 million tons annually by 1880—necessitated federal involvement, leading to the U.S. Congress's passage of the Rivers and Harbors Act of 1881, which transferred control of the State Lock and canal to the U.S. Army Corps of Engineers. Under Corps oversight, construction of the Weitzel Lock commenced in 1873 and concluded in 1881, directly adjacent to and south of the State Lock; named for Major Godfrey Weitzel, it spanned 515 feet in length, 80 feet in width (narrowing to 60 feet at the gates), and 16 feet in depth, constructed with cut-stone masonry and timber-lined culverts at a total cost of $2,625,692.61. This lock introduced hydraulic turbines to power its gates and valves, marking an advancement in operational efficiency, though the State Lock remained in use until its demolition in 1888. Further expansion came with the Poe Lock, initiated in 1890 to accommodate larger vessels emerging in Great Lakes trade, and completed in 1896 under the direction of General Orlando M. Poe, after whom it was named. The original structure measured 704 feet long by 100 feet wide with 22 feet of effective depth, featuring stone walls, steel gates, and steam-powered mechanisms for gate and valve operation via floor culverts, at an estimated cost of $3 million; it effectively doubled the system's capacity by absorbing traffic from the Weitzel Lock. The locks proved crucial during the , facilitating the shipment of for Union steel production. On the Canadian side, early efforts predated American developments with the North West Company's construction of a small 38-foot lock in 1798, intended solely for fur-trade canoes navigating the rapids. This primitive structure was destroyed during the , but by the 1890s, pursued a more substantial project; construction for the Sault Ste. Marie Canal began in 1889, yielding a lock that opened in 1895 as the world's longest at the time, though initial work focused on overcoming similar navigational barriers faced by U.S. builders. Key engineering innovations during this era included the widespread adoption of hydraulic cement in for enhanced durability against the river's harsh conditions and the shift to steam-powered gates in the Poe Lock, which allowed for more reliable operation compared to manual systems in earlier locks like the facility. These advancements, combined with hydraulic systems in the Weitzel Lock, underscored the transition from state-led improvisation to federally supported .

20th Century Expansions

In the early 20th century, the growing size and volume of freighters necessitated expansions to the Soo Locks system to reduce delays and accommodate larger vessels. The Davis Lock, completed in after six years of , measured 1,350 feet in , 80 feet in width, and 24 feet in depth, making it the longest lock in the world at the time and capable of handling two 600-foot freighters simultaneously. Named for U.S. Army Corps of Engineers officer Charles E. L. B. Davis, it was built parallel to existing locks using traditional techniques to address congestion from increasing shipments. The Sabin Lock followed in 1919 as a companion to the Lock, sharing identical dimensions of 1,350 feet long, 80 feet wide, and 24 feet deep, but introducing innovative concrete walls and electrically operated winding machines for gates—the first such implementation at the Soo Locks. Named after civilian engineer Louis C. Sabin, it further alleviated bottlenecks by allowing transits and supporting the post-World War I in . These additions marked a shift toward modern materials and , enhancing for the era's expanding fleet. World War II accelerated further development amid urgent demands for iron ore to fuel the U.S. , with the MacArthur Lock constructed in just 16 months from 1942 to 1943 on the site of the obsolete Weitzel Lock. Measuring 800 feet long, 80 feet wide, and 30 feet deep, it was designed to bypass shallower older locks and handle the wartime traffic spike, processing millions of tons of ore critical to steel production for tanks, ships, and munitions. Named in honor of General , the lock's rapid completion under wartime priorities exemplified engineering urgency, with its miter gates and filling valves optimized for quick cycles despite resource constraints. By war's end, it had solidified the system's capacity for postwar industrial growth. The Poe Lock underwent a major upgrade in 1968 to meet the needs of emerging "1,000-foot lakers," the massive self-unloading freighters dominating commerce. Extended to 1,200 feet long, 110 feet wide, and 32 feet deep, the rebuilt lock replaced the original 1896 structure and became the only facility capable of accommodating these vessels, which carried up to 70,000 tons of per transit. This expansion, completed amid booming demand, ensured the Soo Locks' continued role in transporting over 80 million tons of goods annually by the late . As vessel sizes stabilized and maintenance costs rose, decommissioning trends emerged in the late 20th and early 21st centuries. The Sabin and Locks were both decommissioned in 2010 for similar reasons, leaving only the and Poe Locks active for commercial use. On the Canadian side, the Sault Ste. Marie Canal Lock, completed in 1895 as the world's longest at 900 feet (274 meters) and the first electrically powered lock with automated gates and valves, saw its commercial role diminish after as U.S. locks handled most bulk traffic. By the late 20th century, it transitioned primarily to recreational use for smaller pleasure craft, reopening in 1998 following designation as a National Historic Site in 1990.

United States Locks

Current Operational Locks

The Poe Lock, the largest operational lock on the U.S. side of the Soo Locks, measures 1,200 feet in length, 110 feet in width, and 32 feet in depth, enabling it to accommodate the largest freighters, including 1,000-foot vessels with beams up to 105 feet. It handles approximately 89% of the total cargo tonnage transiting the complex, primarily consisting of , , and shipments critical to the regional economy. In the , upgrades to the Poe Lock have focused on enhancing operational efficiency, including the 2024 rehabilitation of its ship arrestor system using innovative 3D-printed components and ongoing miter gate replacements to ensure reliable performance for high-volume traffic. The MacArthur Lock, a smaller parallel facility, spans 800 feet in length, 80 feet in width, and 30 feet in depth, making it suitable for vessels up to 730 feet long, such as coastal freighters, supply ships, and icebreakers that cannot fit in the Poe Lock. It primarily supports secondary commercial traffic and seasonal ice management, providing redundancy during peak periods or maintenance on the larger lock, though its aging infrastructure limits it to lighter-duty operations ahead of eventual modernization efforts. Collectively, the two locks process over 7,000 transits each year across a 42-week season from late March to mid-January, with operational protocols prioritizing cargoes—accounting for about 88% of total throughput—over recreational and smaller pleasure craft to minimize delays in the . The facilities are arranged along two parallel canals—the upstream North Canal and the South Canal, also known as the Power Canal—with integrated control gates and valves that regulate water levels and flow rates to maintain the 21-foot elevation differential between and while preventing uncontrolled discharge. Security at the operational locks has been bolstered since the September 11, 2001 attacks through U.S. Army Corps of Engineers initiatives, including perimeter fencing, restricted access zones, and 24-hour surveillance monitoring to protect this from potential threats. These measures ensure uninterrupted service for the locks' role in facilitating roughly 80 million tons of annual cargo vital to North American trade.

Decommissioned Locks

The State Lock, the first lock constructed on the U.S. side of the St. Marys River, operated from 1855 to and was limited in capacity to vessels of approximately 350 feet in length, 70 feet in width, and 12 feet in depth over the sills, accommodating smaller commercial craft typical of mid-19th-century shipping. Built by the State of to bypass the rapids, it handled tandem operations with two parallel chambers but quickly became obsolete as ship sizes and traffic volumes grew, leading to its starting in 1888 to make way for the larger Poe Lock. Its closure marked the transition from state to federal management under the U.S. Army Corps of Engineers, which assumed control in 1881. The Weitzel Lock, completed in 1881, measured 515 feet long, 80 feet wide, and 17 feet deep, serving as the world's largest lock at the time and enabling night operations with electric lighting by 1884. It operated until the mid-1890s, when it was largely superseded by the Poe Lock opened in 1896, though it continued limited use until full decommissioning around 1914 with the advent of the Davis Lock; a notable incident in 1909 involved a vessel collision that damaged one of its gates, highlighting vulnerabilities to increasing traffic demands. The lock's innovative system for filling and emptying improved efficiency but could not accommodate the era's rapidly enlarging freighters, contributing to its replacement. The Sabin Lock, opened in 1919 adjacent to the Davis Lock, spanned 1,350 feet in length and 80 feet in width with a 21-foot lift, designed for tandem passage of two 600-foot vessels to boost throughput during post-World War I industrial expansion. It was permanently closed in 2010 due to structural deterioration from age and its shallower depth of 25.5 feet, which rendered it obsolete for modern deep-draft ships requiring greater clearance. By the late , usage had declined sharply as larger locks like the expanded Poe handled the majority of cargo, leaving the Sabin idle except for rare maintenance or emergency scenarios. The Davis Lock, constructed from 1914 and measuring 1,350 feet long with an 80-foot width and 25.5-foot depth, was the world's longest lock upon completion and facilitated tandem operations similar to the Sabin. Decommissioned in the mid-2010s after years of limited use due to structural wear that made it uneconomical compared to primary facilities, its site is now being filled as part of the New Lock project. It saw occasional emergency activation for U.S. Army Corps of Engineers vessels or overflow traffic until then, but persistent issues like outdated controls and led to its permanent shutdown. The decommissioned locks' sites have enduring legacy as foundational to commerce, enabling the transport of billions of tons of and other goods that fueled U.S. industrialization; today, the footprints of the Sabin and Locks form the basis for the New Lock at the Soo project, providing space for modern infrastructure while preserving historical elements. Historical markers at Soo Locks Park and nearby sites, including those denoting the status granted in 1966, commemorate their engineering innovations and economic impact, with conserved models and interpretive displays educating visitors on their role in navigation history.

New Lock Project

The New Lock Project at the Soo Locks involves constructing a second large lock to replace the functionality of the aging Lock, thereby mitigating the risk of a single-point at the critical Poe Lock. Authorized under the Water Infrastructure Improvements for the Nation (WIIN) Act of 2018, the project saw initial site preparation groundbreaking in 2009, with major construction commencing in 2020 following federal funding resumption after economic delays. The new lock, built in the footprint of the decommissioned Sabin Lock, measures 1,200 feet long by 110 feet wide by 32 feet deep, matching the Poe Lock's dimensions to ensure full interoperability and seamless integration into existing operations. The initiative is structured in three phases. Phase 1, which deepened the upstream approach channel to 30 feet for safer vessel navigation, was completed in 2022. Phase 2, rehabilitating the century-old upstream approach walls through and new installations, reached completion in October 2024. Phase 3, the core construction phase for the lock chamber, gates, pump well, and ancillary features like hands-free mooring and downstream ship arrestors, began in late 2022; remaining contract options were awarded on June 16, 2025, to the Kokosing-Alberici-Traylor for $95.3 million in downstream and operational work. As of November 2025, Phase 3 construction continues with demolition of the Sabin Lock advancing and the project halfway through overall construction, remaining on track for operational readiness in summer 2030. Funding totals $2.62 billion as of September 2025, a revision downward from the prior $3.22 billion estimate, supported entirely by federal appropriations including $478.9 million from the Bipartisan Infrastructure Law in 2022 and ongoing annual allocations via the Water Resources Development Act. Key engineering advancements include modernized filling and emptying systems using high-capacity valves and pumps, enabling lockage times of approximately 12-13 minutes—significantly faster than the 45 minutes required at the Lock—along with integrated ice-resistant designs and automated controls for enhanced efficiency and safety. These features will support year-round operations for larger freighters, boosting commerce capacity without disrupting current traffic. By late 2025, with Phases 1 and 2 fully complete, the project has achieved major milestones, including excavation progress and structural concrete placement in the chamber, positioning it as a cornerstone of U.S. .

Canadian Lock

Historical Development

The earliest efforts to navigate the rapids at Sault Ste. Marie on the Canadian side date to 1797, when constructed a small wooden lock approximately 38 feet long to facilitate the passage of canoes and bateaux carrying goods, avoiding the labor-intensive portage. This primitive structure, built by British interests, operated successfully into the 1820s but was destroyed during the by American forces in 1814, after which portaging resumed with rudimentary aids like railways and warehouses. In response to growing commercial pressures and a desire for an independent Canadian waterway, the Dominion government initiated construction of the Sault Ste. Marie Canal in 1888, completing it in 1895 as an all-Canadian alternative to the parallel U.S. locks across the St. Marys River. The project involved blasting through approximately 2.2 kilometers of and on St. Marys Island to create the canal, with the lock chamber measuring 900 feet long, 60 feet wide, and 19 feet deep over the mitre sills—dimensions that made it the world's longest lock at the time. Powered entirely by from an on-site plant equipped with turbines and dynamos supplied by , it became the first lock globally to operate without steam engines, marking a significant innovation. The total cost reached about $3.5 million CAD by completion, funded through federal appropriations to support national trade security amid potential U.S. conflicts. Designed primarily for commercial shipping to ensure reliable access to resources like grain and lumber, the lock opened to traffic on September 7, 1895, with the steamer as the first vessel, and quickly handled bulk cargoes that bolstered regional industry. Its development aligned with broader plans for the , providing a strategic Canadian link in the navigation system while offering a bypass during U.S. lock maintenance or disputes.

Current Operations

The Canadian lock at the Sault Ste. Marie Canal National Historic Site is a replacement recreational lock built in 1998, following the closure of the original 1895 lock to commercial traffic in 1987 due to structural failure; it measures 77 meters (250 feet) in length, 15.4 meters (50 feet) in width, and accommodates a draft of 3 meters (9.8 feet), making it suitable primarily for pleasure craft and tour boats under 100 feet in length. Operated by , the lock functions seasonally from May 15 to October 16, with daily hours varying from 9:00 a.m. to 9:00 p.m. during peak summer months (June 20 to September 1) to 10:00 a.m. to 6:00 p.m. in early and late season; lockage is free for qualifying small recreational vessels. Boaters contact the lock using radio VDX23 on VHF Channel 14 for coordination, facilitating thousands of recreational transits annually during the navigation season. As of 2025, the lock remains fully operational for tourism and recreational use, integrated with the site's for heritage tours and exhibits, following the completion of Powerhouse stabilization work earlier in the year. Due to its dimensions, the lock has not handled commercial traffic since the late , when structural issues led to its for larger vessels, and operations now emphasize recreational access while adhering to environmental protections for nearby wetlands in the St. Marys River watershed.

Engineering and Operations

Lock Mechanisms and Technology

The Soo Locks facilitate vessel transit between and by overcoming a 21-foot difference through a gravity-based , where no pumps are used. Vessels enter an empty or filled lock chamber depending on direction of travel, after which miter gates close to seal the chamber. Water then flows in or out via underwater culverts and valves controlled electrically or hydraulically, raising or lowering the vessel to the required level; the process typically takes 10 to 45 minutes per lockage. For the U.S. Poe Lock, each cycle utilizes approximately 22 million gallons of water drawn from or released to the adjacent lake. In the U.S. locks, gate operations rely on electrical and hydraulic mechanisms for precise control, with modern upgrades incorporating automated systems, digital instrumentation, and camera surveillance to enhance efficiency and oversight. The Poe and locks support simultaneous operations, governed by standardized departure procedures to coordinate vessel exits and prevent collisions in the shared . The forthcoming new lock will feature interoperability with the Poe Lock, enabling concurrent use for upbound and downbound traffic to boost throughput without expanding the footprint. The Canadian Sault Ste. Marie Canal lock, originally engineered in the , pioneered electrically operated gates and valves powered by an on-site powerhouse, marking the first such implementation worldwide for canal infrastructure. Subsequent modernizations have refined the water intake and system, distributing flow evenly across the lock floor to minimize during level adjustments. For smaller recreational vessels, lockmasters provide manual guidance and assistance during the locking process to ensure safe alignment and securement. Safety features across the locks include robust mooring bollards and energy-absorbing fenders to secure vessels against chamber walls during operations. The Canadian lock incorporates a unique emergency swing at the upper entrance, which can rapidly deploy to halt uncontrolled water flow in the event of gate malfunction, as demonstrated effectively during a 1909 incident. To prevent introduction, vessels must perform open-lake ballast water exchange prior to transiting the system, in compliance with U.S. and international regulations aimed at protecting the ecosystem. Engineering challenges include seasonal ice formation in the St. Marys River, where jams can disrupt flow and cause upstream flooding or damage to during winter shutdowns. Water level regulation is achieved via the compensating works—a series of gated structures spanning U.S. and Canadian waters—that adjust outflows from to balance levels across the system and mitigate velocity in downstream rapids.

Maintenance and Public Engagement

The U.S. Army Corps of Engineers (USACE) allocates an annual budget exceeding $50 million for Soo Locks , covering essential activities such as to ensure navigable depths and repairs to critical components like miter gates. For instance, fiscal year 2023 funding for asset renewal and reached approximately $52.91 million, including targeted projects to replace gate anchorage components on the MacArthur Lock. Seasonal closures facilitate these efforts, with the locks undergoing routine inspections and repairs each winter to maintain operational reliability. As part of contingency planning, the USACE has developed protocols to reactivate the decommissioned Davis Lock in emergencies, such as a of the primary Poe Lock, ensuring continued during the New Lock period. This involves rehabilitating the lock's infrastructure, including removal of surplus WWII-era gates from the St. Marys River to support potential rapid redeployment. Environmental measures at the Soo Locks prioritize minimizing ecological impacts, particularly during construction of the New Lock. Since 2021, the USACE has employed dry blasting techniques to reduce sediment disturbance and vibrations, thereby protecting fish spawning habitats in the adjacent St. Marys River, including species like and . These methods, combined with vibration monitoring, limit harm to fish larvae and eggs during bedrock excavation. The New Lock's design incorporates climate-resilient features, such as enhanced approach walls and adaptable infrastructure to withstand events like intensified storms and fluctuating water levels in the . Public engagement at the Soo Locks fosters community involvement and education through events and access programs. , an annual U.S. celebration held on June 27, 2025, from 9 a.m. to 3:30 p.m., highlights engineering achievements with demonstrations, vendor fairs at Canal Park, and interactions with USACE staff, drawing thousands to learn about the locks' operations. Due to ongoing construction and heightened security, the 2025 event restricted access to the lock walkways, focusing activities on Canal Park to ensure safety while maintaining family-friendly exhibits and open houses. Visitors can explore the free Soo Locks , which offers exhibits on and live ship views, or join narrated boat tours that pass through the locks for an up-close experience. On the Canadian side, the Sault Ste. Marie Canal National Historic Site provides guided tours of its heritage locks, emphasizing the engineering legacy and ecological context of the waterway. Looking ahead, maintenance efforts will emphasize proactive monitoring for in the St. Marys River, with partnerships conducting surveillance for high-risk aquatic invasives like to prevent establishment in . Additionally, enhancements to cyber-physical are planned, including assessments of vulnerabilities in lock control systems to safeguard against digital threats to this . These initiatives aim to sustain the locks' role in regional commerce while adapting to emerging environmental and challenges.

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