PERMANENT INTERNATIONAL ASSOCIATION

OF NAVIGATION CONGRESSES

SHIP LIFTS

Report of a Study Commission within the framework of

Permanent Technical Committee I

SUPPLEMENT TO BULLETIN N° 65 (1989)

General Secretariat of PIANC : Residence Palace, rue de la Loi 155, B. 9

1040 BRUSSELS (Belgium)

1.S.B.N. 2-87223-006-8

All copyrights reserved

PERMANENT INTERNATIONAL ASSOCIATION

OF NAVIGATION CONGRESSES

SHIP LIFTS

Report of a Study Commission within the framework of

Permanent Technical Committee I

SUPPLEMENT TO BULLETIN N° 65 (1989)

General Secretariat of PIANC : Residence Palace, rue de la Loi 155, B. 9

1040 BRUSSELS (Belgium)

l.S.B.N. 2-87223-006-8

All copyrights reserved

Foreword

FOREWORD

During the 18th meeting of the Council of PIANC on

October 8th, 1984, it was decided that the Study of Locks,

Dry Docks and Ship Lifts should be entrusted to a new

Commission, with the same membership as the former one.

As far as ship lifts were concerned, the new Commission

would be under the aegis of the Permanent Technical

Committee nr.I (P.T.C.I). The Chairman of the Commission,

Prof. Dr. Ir. KUHN, proposed that Mr. J. SEYVERT

(Belgium), Inspector General of Public Works, Professor of

the Universite Libre of Brussels, should act as General

Reporter and Mr. SEYVERT agreed to undertake this work.

This proposal was approved by the Permanent International

Commission.

1. CONTENTS OF THE REPORT

CHAPTER 1

Circumstances under which a ship lift may be the best

solution of moving a ship from one level to another.

CHAPTER2

establishes the principles and the characteristics of ship

lifts, including their classification into lifts, inclines and

water slopes.

CHAPTERS 3, 4 AND 5

identify the specific principles and characteristics respec­

tively relating to lifts, inclines and water slopes.

These three chapters do not provide an exhaustive study

or a comprehensive historical review of the various existing

or planned ship lifts throughout the world.

The interested reader will find it useful to refer to the

references listed in the bibliography.

CHAPTER6

is an extensive monograph of the main ship lifts

operating throughout the world. During its meeting in

November 1986, the Commission decided that the report

should only include detailed descriptions of the structures

built or designed after 1950, namely :

Lifts

- the floating lift of Henrichenburg (F.R.G.)

- the ship lift ofLiineburg (F.R.G.)

- the ship lift of Strepy-Thieu (Belgium)

Inclines

- the incline of Ronquieres (Belgium)

- the incline of Saint-Louis/Arzviller (France)

- the incline of Krasnolarsk (U .S.S.R.)

Water slopes

- the water slope of Montech (France)

- the water slope of Fonserannes (France).

CHAPTER7

proposes conclusions, to the extent that it is possible in

such a complex subject as ship lifts.

THE BIBLIOGRAPHY

lists general books as well as papers specifically dedi­

cated to the lifts described in Chapter 6.

2. MEMBERS OF THE COMMISSION

The members of the new Commission who were active

during the preparation of this report were as follows :

Chairman

Prof. R. KUHN, Dr. Ing., Rhein-Main-Donau A.G., Pro­

kurist i.r. Munich.

Reporter General

Mr. J.SEYVERT, Civil Engineering General Inspector,

Administration of Waterways, Ministry of Public Works,

Brussels, Professor of the Universite Libre of Brussels.

Secretary

Mr. A.LEFEBVRE, ,Civil Engineer, Administration of

Waterways, Ministry of Public Works, Brussels.

3

Members

Austria

Mr.W.ROEHLE, Dipl. Ing. Direktor i.r., Osterreichische

Donaukraftwerke A.G., Vienna

- Belgium

Mr.P.LAGROU, Civil Engineering General Inspector, Direc­

tor General of the Central Procurement Office, Ministry of

Public Works, Professor of the Vrije Universiteit of

Brussels

Mr.C.ROTHILDE, Civil Engineering Chief Engineer­

Director, Administration of Waterways, Ministry of Public

Works, Brussels

- Canada

Mr.D.J.GORMLEY, Director, Maritime Works and Tran­

sport, Ministry of Public Works of Canada, Ottawa.

- France

Mr.MONADIER, Civil Engineering Chief Engineer, Com­

piegne

- Federal Republic of Germany (F.R.G.)

Mr. Dipl. Ing. H.D.CLASMEIER, Nieders8chsisches Hafe­

namt, Emden

- Italy

Mr.DELLA LUNA, Ingegnere Direttore, Canale Milano­

Cremona-Po, Mantova

the Netherlands

Mr.F.A.van TOL, Rijkswaterstaat, Division Locks and

Weirs, Utrecht

Mr. Ir. F.C. DE WEGER, Rotterdam

Mr. VAN DER HORST MSc CE Civil Engineering Depart­

ment, NBM General Contractors, the Hague

- Poland

Professor MAZURI{IEWICZ, Gdynia

4

- Portugal

Mr. D.PINTO DA SILVA, Civil Engineer, Gabinete da

Navegabilidade do Douro, Porto

- United Kingdom

Mr.D.P.BERTLIN, M .. Eng., F.I.C.E., Bletchingley, Surrey

Mr. G.P. MARTIN, B.Sc., F.I.C.E., T.F. Burns & Partners,

Hove, Sussex

- U.S.A.

Mr. John DAVIS, Consulting Engineer, Washington D.C.

Mr. YACHNIS, Dr. Sc. Chief Engineer, Department of the

Navy · Facilities Engineering Command - Alexandria -

Virginia

- u.s.s.R. Mr. SELEZNEV, Prof. River Fleet Ministry, Leningrad

3. MEETINGS OF THE COMMISSION

The 21st meeting of the initial Commission was held in

Toulouse (France) and included a visit to the water slopes of

Montech and Fonserannes.

The new Commission met six times, three of their

meetings being in Brussels, in the PIANC offices.

A meeting was held in May 1986 in the U.K.; another

meeting in Renesse (the Netherlands) in November 1985 and

the last meeting in Mi.inich (F.R.G.) in September 1987

(including a visit of the Main-Donau Canal).

During the November 1986 meeting in Brussels, one day

was dedicated to a visit to the ship lift of Strepy-Thieu, then

being constructed. Visits were also made to the ship lifts

still in operation on the Canal du Centre.

1. Introduction

5

1. INTRODUCTION

Through many generations, engineers involved in

making and modernizing waterways have been faced with

the problem of tr8:nsporting vessels from one level to

another.

In his attempt to transport as rapidly as possible ever

increasing quantities of goods, man has adapted waterway

transportation to his needs.

Low tonnage units have been replaced by faster, larger

and more economic units which can be made profitable only

by minimizing time of turn round.

Such requirements, when applied to the waterway infra­

structure, involve the use of longer reaches, ps well as the

increase of the lift of the structures which make it possible

to move from one reach to another.

Moreover, the increase in the size of vessels leads to

ever increasing dimensions of the structures themselves.

The obvious solution to the problem of transporting a

vessel from one level to another is, of course, the lock.

Engineers have much experience in the design o( such

structures, which are mainly constructed of concrete masonry

with only a comparatively small amount of electro-mechanical

equipment (operation of the gates and filling and emptying

valves).

A lock with a lift of less than 15 metres does not,

generally speaking, raise any particular problem; the average

velocity of rising and descending of the water plane (vertical

velocities) with such systems are of the order of 0.50 to

2.00 m/min, which means filling and emptying times of 5 to

10 minutes.

In the case of lifts greater than 15 metres, faster filling

is necessary (3 m/min or more) if the filling and emptyning

time is to be reasonably short.

TABLE 1

Country Ri'ver Head· m Filling time Average

Lock min. Upward

Velocity

m/min.

Portugal Douro

Carrapatello 35,0 12 2,8

Valeira 33,0 11 3,0

U.S.A. Snake River

Lower Granit 32,0 s 4,0

Little Goose 30,8 11 2,8

Lower Monumental 31,4 11 2,85

Ice Harbor 31,4 11 2,85

Columbia River

John Day 34,4 20 1,72

U.S.S.R. Volga

Pavlovka 33,20 14 2,31

Dnepr·Bug

Zaporojie 39,20 12 3,27

7

Furthermore, the \Vater intake of the classical lock

increases in proportion to the lift. The intake of a substan­

tial volume of water within a limited time from the

upstream reach and the release of the same volume into the

downstream reach generates a complex system of waves. Ii;

rivers with a sufficient flow, this has no significant impact.

With canals, on the contrary, with a theoretical nil flow and

a limited cross-section, such waves may be disturbing or

even dangerous both to navigation and safety in the reaches.

High lift locks are therefore a good solution for free­

flowing rivers. However, even in such instances, modern

technique faces limits which cannot be accurately defined.

Beyond such limits, ship lifts should be considered.

To date, the lock with the maximum lift is that of

Ust-Kamenogorsk, on the Irtish River in the U.S.S.R.: 42 m.

This lock is equipped with an unusual filling system using a

hydraulic device to enable filling to be completed in about

4min.

Table 1 on page 7 lists all the locks (in addition to the

Ust-Kamenogorsk lock) with a lift of more than 30 m. This

list is abstracted from the appendix to the final report of

the International Commission for the Study of Locks. The

table also indicates the filling time and the average rate of

up\vard motion.

In canals, locks with saving chambers have means of

artificially fractioning the lift to limit simultaneously water

consumption and disturbance in the adjacent reaches. Locks

with water saving chambers are basically vertically superim­

posed low lift locks.

8

The water saving chamber lock with the highest kno\Vn

lift is currently in operation in Uelzen (F.R.G.) on the side

canal of the River Elbe : 24 m; the filling time is 12

minutes and the average rate of upward movement 2 m/min.

The three water saving chamber locks of Hilpolstein,

Eckersmiihlen and Leerstetten now being constructed on the

Main-Donau canal will have a lift of 24.70 m.

This type of structure however has several drawbacks: a

large number of sluice valves, complicated concrete structures

and the necessity of repumping emptying water into the

upper reach with consequent increased cost of operation.

A water saving chamber lock therefore seems to be

excluded for high lifts.

* * *

In conclusion, it is nowadays possible to build in wide

waterways having a large flow, locks with up to 30 to 40 m

lifts with reasonable filling and emptying times.

In canals, \vater saving chamber locks may be con­

sidered up to lifts of 25 m.

Beyond these limits, it is better to avoid the uncertain­

ties of water consumption and of the rapidly varying

movement of large amounts of water by using a mobile

chamber or tank or a water wedge containing the vessel.

2. Ship lifts

9

2. SHIP LIFTS

2.1. General

Ship lifts are always more expensive than locks, both in

cost of construction and in operation and maintenance.

They require highly sophisticated structures and

advanced electro·mechanical equipment and bring a heavy

responsibility on those who design, build and operate them.

Accidents have consequences that are far more important

and severe than in the case of a lock, which explains why

relatively few ship lifts have been built.

The first lifts of any importance were built at the end

of the 18th century and in the 19th century. Their lifts are

still limited (± 30 m) and the tonnage of the vessels for

which they were built never exceeded 360 T.

Developments in the engineering techniques during this

century and especially since the 1930's, have made it

possible to build and operate very high ship lifts (up to

100 m) for large vessels (1,500 to 2,000 t).

Table 3 given on pages 12/13 lists the main lifts in

operation or under construction from 1788 to the present

day.

Modern lifts have upward velocities that usually com­

pare favourably with those of the best performing locks.

Table 3 hereafter, taken from the book by H.W. Partenscky,

indicates the average rates of upward movement of the most

modern lifts.

With a lift, ships are transported either in the dry or

in a tank (steel box) filled with water or in a wedge of

water.

TABLE 2

Type of structure Location/Country First Lift Average

operation Upward

velocity

m/min

Lift Niederfinow/G.D.R. 1934 36,2 7,2

Rothensee/G.D.R. 1938 18,7 7,8

Henrichenburg/G.D.R. 1962 13,8 7,8

Liinebourg/F.R.G. 1975 38,0 12,6

Strepy-Thieu/Belgium currently

being built 73,0 10,4

Longitudinal Ronquieres/Belgium 1968 67,5 3,1

Incline IU-asnolarsk/U.S.S.R. 1968 101,0 4,6

Lateral Saint-Louis/Arzviller/

Incline France 1966 44,5 11,1

Water slope Montech/France 1973 14,3 2,85

Fonserannes/France 1983 13,6 2,0

11

T&BLE 3 LIST OF THE PRINCIPAL SHIP LIFTS IN SERVICE OR UNDER CONSTRUCTION

FROM 1788 TO THE PRESENT TIME

(after Partenscky)

Date Location . Waterway Type(s) of Lift Tank dimensions Ship structure(s) capacity

Length Width Water wt. of depth tank,

m m m m t t

1788 ENGLAND Works canal Twin inclines 21.3 ship dimensions Ketley, at Ketley Ship in dry 5.8 1, 8 5 Shropshire slope 1 :25

c. ENGLAND Shropshire 3 twin inclines up to ship dimensions 1790 Shropshire Canal Ship in dry 61.3 5,8 1. 8 5

1798 ENGLAND Somerset Dock in the wet 13.7 ship dimensions Dunkerton Canal 21.3 2.1 0.7 20 nr. Bath

1809 ENGLAND Worcester and Vertical ship 3.6 21.8 2,4 1. 4 40 Tardebigge Birmingham lifts with

Canal counter-weight wet "

1825 U.S.A. Morris Canal 23 twin inclines 11.0 ship dimensions 110 70 to Between Ship in dry to 24.0 3.2

1831 Phillips- slope 1:10 to 30.4 burg and 1: 12 New Ycirk

• 183.(l ENGLAND Grand Western Twin ship lifts 14.o 9. 1 2.2 1.0 8 TauntOn Canal (wet)

1850 SCOTLAND Monk land Twin inclines 1: 10 29.3 21.3 4.4 0.6 70 • 35 Glasgow- Canal wet converted to Blackhill dry

1860 GERMANY Oberl~n- 5 twin inclines 14.0 14 .3 5.2 84 50 • to Weichsel- discher slope 1:12; dry to

1880 Niederung Canal 25.0

1875 ENGLAND Junction of Twin ship lifts 15.4 22.8 4.8 1.4 240 100 Anderton Trent-Mersey height increased

Canal and in 1907 R. Weaver wet

1876 u.s.A. Potomac Longitudinal 11. 6 34. 1 5.1 2.4 390 135 Georgetown River slope 1:12; wet

modified to 1/2 wet

1888 FRANCE Canal de Nin ship lift 13.1 40.1 5.6 2.0 800 300 Les Fonti- Neilf'osse wet nett es •·.

1888 BELGIUM Canal du ditto 15.4 43.2 5.8 2.4 1050 360 La Louviere Centre

1893 FRANCE Canal de Longitudinal 12.2 24.0 3.8 70 Meaux l'Ourcq slope 1;25

no counter-weight; dry

1899 GERMANY Dortmund- Ship lifts; 14.0 68.0 8.6 2.5 2340 800 (F,R.) Eros Canal wet to Henrichen- 16.0 burg

1900 ENGLAND Junction Twin slopes 22.0 24.4 4.6 1.5 70 Foxton, Canal (transverse) Leicester 1 :4; wet

1904 CANADA Trent Canal Twin ship lifts; 19.8 42.4 10.0 2.7 1714 800 Peterborough wet

1907 CANADA Trent.,Canal ditto 14.8 42.4 10.0 2.7 1714 800 Kirk field

12

Date Location Waterway Type(s) of Lift Tank dimensions Ship structure(s) capacity

Length Width Water wt. of depth tank

m m m m t t

1917 BELGIUM Canal du 3 twin ship lifts; 16.9 q 1. 1 5.8 2,q 1570 360 Houdeng- Centre wet Aimeries, Bracquegnies et Thieu

193q D.R. GERMANY Havel-Oder Ship lift with 36.0 85.0 12.0 2.5 q300 1000 Niederfinow waterway counter-weight;

wet

1938 D.R. GERMANY Weser-Elbe Vertical flotation; 18.7 85.0 12.2 2,5 qooo 1000 Rothensee Canal wet

1962 F.R. GERMANY Dortmund- ditto 13.7 90.0 12.0 3.0 5000 1350 Henrichen- Ems Canal burg-Waltrop

1968 BELGIUM Brussels- Longitudinal 67.5 91.0 12.0 3.0 q500 1350 (put in Ronquieres Charleroi slope 1 : 20; wet to to op er- Canal 3,7 5200 ation)

1969 FRANCE Rhein-Marne Transverse qq,5 q2,5 5,5 3.2 894 350 Arzviller Canal slope 1:25; wet

1973 CHINA Hanjiang Ship lift dry and 33,5 32.5 10.7 150 150 Danchiangkou- River - Longitudinal 33.0 24.0 10.7 0.9 qoo 150 Dam Hubei slope 1 :7

Province

1974 FRANCE Garonne Water wedge 1 :33; 14.3 125.0 6.o max. 350 Hontech Lateral wet 3,75

Canal Dimensions refer to wedgl!!

1975 F.R. GERMANY Elbe Lateral Twin ship lifts 38.0 100.0 12.0 3,5 5700 1350 LOneburg Canal with counter-

weights; wet

1983 FRANCE canal du Water wedge 1: 20 13.6 88.o 6.0 4.4 350 Fonserannes Midi Dimensions refer to wedge

1985 u.s.s.R. Jenissej Longitudinal 101.0 90.0 12.0 3,3 6720 1500 Krasno!arsk slope 1:10; wet

under BELGIUM Canal du Twin ship lift 73.0 112. 0 12.0 3,5 7500 1350 con- Strepy-Thieu Centre with counter-st rue- weight; wet ti on

- 5 ,,.. - 4 n--, t=" ?-1

I

F- t 3 n--, i---> ?:I

p-_t 2 1 rl---<-1 -M

Fig. 2.1. Operation of a ship lift

13

l

r1-!..~=-~~=i~=:._-.;:...1 " ' ~-----------' -·- . .

Fig. 2.2. Operation of a tank on an incline

Table 3 on pages 12/13 demonstrates that during the

last 90 years lifting by a tank filled with water or by a

water wedge have been the only solutions adopted, for high

lifts, with the exception of one in the Popular Republic of

China built in 1973.

This report is exclusively concerned with ship lifts using

a tank filled with water and with water wedges.

2.2. Definition and operating principles

In a lift with a tank, the vessel is generally lifted in a

watertight tank closed by a door at each end.

The lifting of the tank proceeds either vertically Gifts,

Figure 2.1) or along an inclined plane (inclines, Figure 2.2.).

When the lift translation nears completion, the tank is

brought into communication with the adjacent reach in terms

of the following sequence (figure 2.3.) :

operation of the tank-reach sealing system

equalizing water depths in the tank and in the reach by

slightly raising the tank and reach gates;

completion of the opening of the gates;

at this stage, manoeuvring vessels is possible;

closing of the gates;

discharge of the water between the tank gate and that of

the reach (between gates water) and gradual operation of

the watertight systems between tank and reach gates;

Downstream, the reach freely communicates with the

trough. The connection between reach and wedge is brought

about by raising the shield.

•

Among the advantages of water lifts, we may mention :

a very small water consumption; this consumption is due

to the exchanges between tank or water wedge and reach

\Vhen equalizing the water depths, to the leakages in the

seals of the gates and of the shield, to the discharge of

the water between the gates (tank and reach), to the

water volumes required by the swinging movement in

hydraulic ship lifts;

when joining the tank or water wedge with the reach, the

water depth differential is generally small and the

exchange of water thus proceeds without significant distur­

bance.

operation of the lo\vering of the tank. i·~· .~ .. ~ .. ,;,,;,~::--x~.-:-~:-»~:-0~···~~r:::::;;===~=Ji:::~;a!:it__ With water slopes, the vessel floats in a water wedge

contained in an inclined U-shaped trough. The water is

contained downstream by a sliding gate pushed when moving

up or retained when moving down by a driving unit (Figure

2.4).

In fact, water slopes are a specific type of incline.

Upstream, when the water depth in the water wedge

equalizes the water depth in the upper reach, communication

between reach and wedge is insured by operating the reach

gate.

14

Fig. 2,4. Operation of a water slope (Top) : The train enters the water slope (Middle) : The train pushes the water wedge (Bottom) : The water levels in the reach and wedge equalize

Reach

lift

--- -­·-· - ---

Reach Tank

·- Tank

t Incline

The tank approaches the head of the reach.

-. = -...::::.:- .... : .... : ... ~::-

\ " " ·-- .... . . - ' .... -:-.-:---

The tank has come to a stop in line with the head.

Operation of the tank-reach sealing system.

Detail 1 Initiating communication between tank and reach.

Filling the space between the tank-reach gates and equalizing of tank-reach levels.

Withdrawing gates -same level in tank and reach. Manoeuvring vessels.

Detail 2 : Separating tank and reach.

Discharge of water between the gates.

--- -­·-·- --

Lift Incline Departure of tank 15

Fig. 2.3

0 Useful load Total load

G) e- Transport with o,a-t---t----+--+--+-----,t----+--+--+----1--+~+--rl~a~n,k~f~1ul~lro~f~w~a~te~r-+--+----1

0,6 KAN AL

ORRIS-CANAL I 'O:'. I OBE~LAND I SCllER - ......_ I ~ I 1

~.~LASGOW-DLACKHILL ~-/~-t~-/-~-GJ"C-f-~-f-~/~-+~-+PETERBOROUGH.-~t-~l----11----1~--!~--I

l6CUIANGKOU

LuSHul

............... _jNDIERTOIN 8'1 I . --.. _Ill KIRKFJELD

0,4 t---t---t--11---t---t---+""''--=f--...-':--:;::-",::-;:":'-c;:;.':O:::::c=-+---+--f--l---+---t---1 -~LES FONTINETTES llENRJCHENBURG-

~-t~-t~-t~-tl-A-:-:L~O ·U~V~t~E~RR~EE··~v'::-:r----.~f'---=:cl---ll---1~--J~--f-JHALTROP I - · HEN JR I CHE NUUJRG-4 I'---,.__ / • Kf-R-A-SN~Orl-A-R-<SK

. -- ~OTHENSEE D I I O,l +---+---+---<f--+---+---+-1--CANAL DU CENTRE - ARZVILLER

' -· ' ' ··+• GEOR,GETOWN-9 NIEDERF INOW-• RONQUIERES .. _ ' HIEU t---T-+-+--+-+-t--'=+-+-11- I I I LfNEBUtG-" •TRrY-T ©

o . . . . Year 1820 1840 1860 1880 1900 1920 1940 1960 1960

Fig. 2.5. Useful to total loads ratio (tank + water). (from Partenscky)

One characteristic of transportation by tank is the

reduced ratio of the useful weight transported to the total

weight of the tank and water. The diagram of Figure 2.5.,

from H.W. Partenscky, shows the values of this ratio for a

few lifts. The ratio is between 0.15 and 0.35 for recent

structures as against 0.60 for lifting a vessel in the dry.

It is seen that the volumes that have to be moved for

lifting vessels are very substantial. This is \Vhy tanks are

generally balanced by counterweights, in order to reduce

operating stresses and the power required for operation; in

the specific case of hydraulic lifts, tanks balance one

another.

16

3. Lifts

17

3. LIFTS

Three types of compensated lifts are briefly described as

follows:

- Hydraulic or piston lifts, \Vhich were the first lifts used

for transporting ships afloat;

Float lifts;

Vertical lifts with counter-weights.

3.1. General characteristics of lifts

Water consumption reduced to the vOlumes between the

gates, to the volume exchange between tank and reach

\vhen they are brought into communication, to the com­

pensating volume between hydraulic lifts.

During the vertical movement, ships do not usefully move;

this has no impact on the duration of the operating cycle

because of the high vertical velocities.

- Thanks to compensation, reduced operating stresses, which

are only required to overcome passive resistance and the

slight lack of equilibrium between the tank filled with

water and the compensation system.

Structures and equipment are concentrated in a limited

area, \vith easy access.

Overall loads transmitted to the ground are practically

permanent, variations being due only to the weight of the

\vater in the tanks.

- It is often possible to build a monolithic floor. This type

of structure is recommended when the foundation is of

poor quality.

During vertical movement, movements of the water plane

and ship hawser stresses are theoretically nil.

In the case of a minor lack of synchronisation during

movement, limited oscillations of the water do occur. This

also applies to ha,vser stresses, but they remain well under

the regulatory limits.

3.2. Hydraulic lifts

Two tanks filled with water are each supported on a

piston, \vhich slides in a watertight cylinder. The cylinders,

\vhich are filled with water, are connected by pipes having a

valve (Figs 3.1. and 3.2.).

The laterally guided tanks are equipped \vith vertical

lift gates at their ends.

The reaches of the canal are also equipped up· and

downstream \Vith vertical lift gates, which match the doors

of the tanks.

If the identical tanks were each filled to the same

water depth, their weights would be equal; if then the

central valve were to be opened, the hvo tanks would stop

at the same level, which would be the average level of the

upper and the lower reaches.

To ensure the proper functioning of the lift, an

additional quantity of .6. cm of water is introduced into the

tank moving downstream (on the right hand side in the

figures). This additional quantity causes a loss of balance,

much in the same way as two plates on a scale, one of

which would have a larger weight than the other one. This

brings the right hand side tank to the low position and the

left hand one to the high position. The overload correspond·

ing to the .6. cm of \vater is the driving force: it should be

just sufficient to overcome passive resistance. This operation

is called trimming.

The valve is closed as soon as trimming is completed.

The \vater overload is then released into the do\vnstream

reach as soon as the gate opens: this is the small \vater

consumption of the system.

The system operates solely by hydraulic energy.

In case of accident (e.g. accidental emptying of a tank),

the communication valve between the two cylinders is closed.

The operation can then be completed by injecting water

under pressure into the cylinder of the upgoing tank (this

water being supplied from an accumulator in the cases of

the Centre canal lifts in Belgium and those of the Trent­

Severn canal in Canada). However, it is a difficult operation,

that cannot be repeated.

The main characteristics, advantages and drawbacks, of

hydraulic lifts are as follows :

two twin tanks : any incident with one entails the

impossibility to operate the other one and thus navigation

is interrupted;

the construction of shafts with a height equal to the lift

plus appropriate clearances is required;

water pressure in the cylinders is high (from 27 bar in

the Fontinettes lift to 40 bar and more with the other

lifts).

The first ship lift was designed by the English engineer

Clark.

19

20

0 Lift

Level of lower reaCh

0 .. N

i 5 Piston

20

/

linder

Fig. 3.1. Diagrammatic cross.section of a hydraulic lift

C0 Beginning of movement During movement

/.

/.

Fig. 3.2.

® End of movement

I

i I . . : I I ,

" I

This structure 'vas first operated in 1875 in England, in

Anderton, on the Trent-Mersey canal; it was designed. for

100 ton vessels and had a lift of 15.40 m.

There were a number of problems (deficient guiding of

the tanks, corrosive electrolitic action and the breaking of a

piston); it was therefore decided to convert this lift into an

incline and the original structure is no'v used only for

pleasure and sport navigation.

In 1888, a hydraulic lift with a lift of 13.10 m was

brought into service in France on the Neufosse (Pas-de­

Calais) canal for 300 t ships.

In 1894, its operation was interrupted for some time

follo,ving deterioration of the foundation of the shafts; repairs

were carried out by freezing the ground. Initially, the

watertightedness of the packings was deficient; this was

made good by using hemp rope.

The Fontinettes lift was first made operational in

August 1967. It was replaced by a 144 m x 12 m lock

incorporated in the Dunkerque-Schelde connection with

dimensions sufficient for 3.000 t push tows.

In Belgium, 'vhen adapting the Centre canal for ships of

300 tons (§ 6.3), four hydraulic lifts were constructed (figure

3.3.):

1) HOudeng-Goegnies 15.40 m

fi~st operated in 1888

2) Houdeng-Aimeries 16.90 m

first operated in 1917

3) Bracquegnies 16.90 m

first operated in 1917

4) Thieu 16.90 m

first operated in 1917

These four structures are still used for commercial

navigation and marginally for pleasure and sport (without

any significant operation incident) and they will remain in

service until the funicular lift of Strepy-Thieu (§ 6.3) which

is now under construction, is operational.

In Canada, two hydraulic lifts have been built on the

Trent-Severn waterway for ships of 800 tons :

1) Peterborough 19.80 m lift

first operated in 1904

2) l(irkfield 14.30 m lift

first operated in 1907

These two structures are still in operation, but only for

the use of pleasure and sport navigation (Figure 3.4.).

In 1964, the operating gears were repla;ed by hydraulic

motors.

Hydraulic lifts have never been built for lifts in excess

of 20 m.

After the construction of the Canada lifts, no further

hydraulic lift has been considered.

3.3. Float lifts

The three known floating lifts include only one tank

(first lift of Henrichenburg; lift of Rothensee, second lift of

Henrichenburg).

The tank rests on two or more floats moving in shafts

filled with water and freely communicating with the outside

(Figure 3.5.). The floats are either watertight, as with the

above-mentioned lifts, and filled with compressed air to ensure that the walls are only submitted to tensile stresses

or designed as diving bells (no known example).

Tank lift is either by the rotation of worm screws in

the infrastructure and turning in fixed bolts attached to the

tank (Henrichenburg lift) or through the rotation of bolts

controlled from the tank and turning around fixed worm

screws attached to the infrastructure (Rothensee).

The tank is nearly totally balanced by the floats.

Devices may be incorporated to ensure this equilibrium

whatever the position of the tank and in spite of the

variation of the submerged volume of the float(§ 6.1)

Safety measures are taken to anticipate the sudden

emptying of the tank or splitting of the floats.

The hydrostratic pressure and the stresses in the floats

increase as a ratio of the lift; the same applies to the

screws, which remain mechanical devices liable to give

trouble.

With a view to doing away with the shafts or to

reducing their depths, German manufacturers have designed

lifts 'vith side floats (Faure project, Fig. 3.6.) or upper floats

(Jebens project, Fig. 3.7.). Such designs have not been

implemented so far.

The general characteristics of the existing floating lifts

are as follows :

First Henrichenburg lift (F.R.G.): first operated in 1899;

disabled in 1969 (Fig. 3.8.)

Designed for 700t vessels

14.00 m lift

Five floats

Float height : 29.50 m

- Rothensee lift CD.R.G.): first operated in 1938 (Fig. 3.9.);

Designed for 1,000 t ships

16.00m lift

1\vo floats

Float height: 36.00 m

Second Henrichenburg lift (F.R.G.): first operated in 1962

Designed for 1,000 t ships

14.00 m lift

Two floats

Float height: 35.28 m.

21

Fig. 3.3. Lift on the Centre canal (Belgium)

Fig. 3.4. Lift at Kirkfield (Canada)

22

9300 m·------• In upoer position

0 tank In lower position

;±o:TII·---bl-~-i©screw ~

.~.~-.'.·. -·

I E! ~: ~.

~I float

Fig. 3.5. Lift with floats

.~m.

© I !ft

14,00m - --

I

~-

ITDu- ''"TIDD

Fig. 3. 7. Lift with upper float

Fig. 3.6. Lift. with side floats

23

Fig. 3.8. First fioat lifi of Henrichenburg

3.4. Vertical lifts with counterweights

There are three known such lifts : Niederfinow {D.R.G.),

Liineburg {F.R.G.); Strepy-Thieu (Belgium).

The tank containing the ship is hung on cables which

pass over pulleys at the top of the structure. These cables

are tensioned by counterweights {Fig. 3.10.).

The lift of the tank is accomplished by :

either the rotation of driving pinions controlled from the

tank which mesh with fixed racks attached to the

structure {Niederfinow; Liineburg);

or through a series of driving pulleys {Strepy-Thieu).

Safety devices are installed to cope with any serious

malfunctioning(§ 6.2 and 6.3).

24

The weight of the tank is almost balanced by the

counterweight. The overall length of the cable is constant;

however, the position of the pulleys and counterweight beams

vary throughout the lift. The variable weights of these two cable sections create

some lack of balance which may be compensated through

balancing cables {Niederfinow; Liineburg) or remain uncom·

pensated (Strepy-Thieu).

The funicular lifts may have one tank (Niederfinow) or

two independent tanks {twin lifts Liineburg; Strepy-Thieu).

The general characteristics of the three currently oper-

ated high tonnage funicular lifts are as follows :

Niederfinow: first operated in 1934 {Fig. 3.11.)

Designed for 1,350 t ships

36.00 m lift

One tank

1"'1 . . . 1~+

I

Fig. 3.9. Rothensee lift

Fig. 3.11. Niederfinow lift

25

3 ack

®worm @.Pinion

~I "'o

N>

~

- Li.ineburg: first operated in 1975

Designed for 1,350 t ships

38.00 m lift

Two tanks

26

I I

v Level --upper reach

cables

I "f' Level. 1:@1owerl reacli'-1' I

Fig. 3.10. Cross-section of a funicular lift

- Str€py-Thieu: cun·ently being constructed

Designed for 2,000 t barge with its tug

73.00 m lift

Two tanks.

4. Inclines

27

4. INCLINES

With an incline (Fig. 4.1.), the tank filled \vith water

which contains the vessel(s) undergoes an oblique translation

movement; the tank rests on a large number of rollers

moving on rails which form the runway (railroad type rails

or travelling bridge crane type rails).

The tank may undergo a movement parallel with its

longitudinal axis (Fig. 4.1.), in which case the incline is of

the longitudinal type (Ronquieres, Krasnolarsk).

If, however, the tank moves along a parallel line with

respect to its transversal axis, the incline is of the trans·

verse type (Fig. 4.2.).

Inclines are designed to fit the countours of the ground :

longitudinal type inclines have a limited \vidth but require

safety measures to avoid or restrain S\vinging and moving of

the vessel in the tank.

Such problems are less acute with the transverse type

but they are more cumbersome widthwise and require a

particular layout (axes of the upper and lower reaches \vith

a displacement equal to the length of the incline).

Currently operated inclines are equipped either \Vith one

tank (Krasnoi'arsk; St Louis/Arzviller, with, in the last

named, the possibility of installing a second tank) or with

two tanks (Ronquieres).

These tanks are either tractor drawn CRonquiE!res, St

Louis/Arzviller), or self-propelled (Krasnolarsk).

In the first case, they are balanced by counterweights

(Fig. 4.3.) and their operating gear is concentrated at the

upper end.

In the second case, the tanks incorporate the driving

gear, including the driving pinions, meshing with racks

incorporated in the runway.

The general characteristics of inclines are as follo,vs :

reduced \vater consumption

\vith longitudinal inclines, the ships move usefully during

movement

with tractor-drawn and balanced tanks, the operating

stresses are minimal; with unbalanced self.propelled

tanks, operating stresses are very substantial.

with tractor drawn and balanced tanks, fittings and

equipment are concentrated at the upper head and the

equipment of the tank is limited; \vith self-propelled

tanks, the equipment in the tank is heavier and that of

the upper head is reduced;

excepting the heads, the structure of inclines is very long;

the load and pressures transmitted to the ground vary

from zero to very substantial during the movement of

the tanks; with ground of poor quality, foundation yiel­

ding may be substantial: the infrastructm·e must be

designed and dimensioned con·espondingly;

in case of a constant acceleration (deceleration) when

starting (stopping) the movement, a wave regime occurs in

the tank. Its amplitude is maximum at the ends of the

tank and directly in line with the length (width) of the

tank in a longitudinal (transversal) incline and \Vith the

acceleration or deceleration. The water plane does not stay

horizontal; ships are drawn along the direction of the

slope of the water plane and hawser stresses occur. These

stresses should be limited to regulatory values.

Such phenomena are distinctly less acute with a gradual

acceleration (deceleration). They are particularly pronounced

in longitudinal inclines and a direct function of the length of

the tank. They are constrained by regulating the movement.

Before the construction of the three inclines described in

§ 6.4, 6.5 and 6.6, no incline had been built (table of

chapter 2) for ships of a tonnage of more than 300 t.

The general characteristics of the three above-mentioned

inclines are as follows :

Ronquieres (Belgium): first operation in 1968

Longitudinal type

Designed for ships of 1,350 t

68.00 m lift

5 % slope

T\vo tractor-drawn tanks

St Louis·Arzviller (France): first operation in 1969

Transversal type

Designed for ships of 300 t

44.55 m lift

41 % slope

One tractor-dra\vn tank (with a possibility to install a

second tank)

Krasnoi'arsk (U.S.S.R.): first operation in 1985

Longitudinal type

For ships up to 1500 t

100 m lift

10 % slope

One self-propelled tank

29

5 ' ---..::::.==:.:-=:;-:::~-1n--:;:;::.;:_=_~;.:;::;

''•' q ---------.<;.:-.:~::_---------1

' ::-------l

Fig.4.1. - Diagram of longitudinal incline.

(!)tank

CV width

Fig. 4.2. - Transverse type incline.

CD tank

. (!)counter-weight driving pulleys

CD ··-.,

Fig. 4.3. - Principle of the traction type tank.

30

5. Water slopes

31

5. WATER SLOPES

The operating principle is described in Chapter 2 and

illustrated in Fig. 2.4.

There are only two \vater slopes worldwide: the slopes of

Montech and of Fonserannes, both in France. They are

described in § 6. 7.

The main characteristics of \vater slopes are as follows :

- Low consumption of \vater

- During movement, the ships move usefully

The watertightness devices between the shield and the

channel are under stress throughout the movement.

These characteristics require a particular care in the

design, construction and maintenance of the channel so as to

ensure its strength and rigidity as \Vell as the perfect

maintenance of the surface of the bottom and side walls.

The structures are simple : their main element is the

channel, the upper head contains only the operating gear

of the canal gate and is thus very much like a lock head;

there is no lower head.

- The load and pressures transmitted to the ground vary.

As the driving motor is not compensated, operating

stresses are substantial; this driving unit is sophisticated

and this goes for the shield as well.

In the two existing water slopes, the driving units are

carried on pneumatic tyred \vheels.

In case of frost and glazed ice, a lack of adherence may

entail temporary interruption of operation.

Similarly, \vith very low temperatures, problems may

arise 'vith the watertight devices between the shield and the

channel.

The problem of the oscillation of the water surface and of

the ship movements in a water wedge is quite specific; it

results from the inertia of water and of the ship.

In case of acceleration when ascending, the ship starts

moving in a direction opposite to that of the shield, which

should therefore be protected against ship impact.

In case of acceleration when descending, ~he ship

remains backwards \vith respect to the shield and tends to

touch the bottom of the channel. The oscillation of the water

surface translates among other things into variations of the

water surface and variable thrust at the level of the shield.

Just as with inclines, the movement should be regulated

so as to ensure gradual acceleration and deceleration and to

avoid or limit ship impacts against the shield and to

maintain a sufficient water depth under the ship at the apex

of the water wedge. The same requirements apply to

emergency braking.

The general characteristics of the two water slopes

described under§ 6.7 are as follows:

l\1ontech : first operation: 1974

For ships up to 300 t

13.30 m lift

Slope of channel: 3 %

One driving unit

Fonscrannes : first operated: 1983

For ships up to 300 t

13.62 m lift

Slope of channel: 5 %

One driving unit.

33

6. Monographs of the lifts first operated after 1950 or currently being built

6.1. The Henrichenburg float lift

35

6.1. THE HENRICHENBURG FLOAT LIFT

(Federal Republic of Germany)

6.1.1. DESCRIPTION AND DESIGN PRIN­CIPLES

6.1.1.1. General Comments

6.1.1.1.1. Navigable waterways network

The main axis of the navigable waterways in Western

Germany is the Dortmund-Ems canal (D.E.K.) with its two

connections with the River Rhine, one through the Wesel­

Datteln canal and the other through the Rhine-Herne

(R.H.K.) canal (Fig. 6.1.1.). The major industrial centre of

Dortmund is located in the vicinity of these waterways, to

which it is connected, near Henrichenburg, through a South

East oriented junction on the D.EJC. At this place, a

difference of level of 14 m has to be overcome.

6.1.1.1.2. History of the structures in Henrichenburg (Fig.

6.1.2.)

The first structure built to provide for this lift was a

screw driven five-float lift intended for ships of 700 t and

2 m draught (Fig. 6.1.3.). It was first operated in 1899 and

remained in service without interruption for 65 years until it

was dismantled in 1969.

As early as 1907, a second lift was studied; it was

required not only to face the increasing traffic but also to

enable the passing of vessels of greater draught. From 1908

to 1917, a lock with \vater saving chambers of 95 m x 10 m

x 3 m of water depth on the sills was built (Fig. 6.1.4.).

As a consequence of the enlargement of the Dortmund­

Ems canal to cater for vessels of 82 m x 9.60 m x 2.50 m

draught and of the increasing traffic in the direction of

Dortmund, the study of a third structure was begun as early

as 1938.

Because of the larger transportation capacity of the lift

as compared \vith that of a lock with a saving chamber, the

preliminary comparative studies considered three types of

lift : incline, float lift and funicular lift.

Taking into account the local conditions, the ground

characteristics and the limited lift, the most interesting

solution both technically and financially was demonstrated to

be that with two floats (Fig. 6.1.5.).

The decision to build this structure was taken in 1958; .

it was first operated in 1962.

Fig. 6.1.1. Western Germany canal network

6.1.1.1.3. Dimensions of the structure

The structure has one lift only, with t\VO floats suppor- ·

ting and balancing the tank.

37

0 1170 100 .!OO 44:1 Sao,,,

m l

• .. 3

,.

Fig. 6.1.2. Location plan of the three Henrichenburg structures 1. 1899 lift; 2. 1917 lock with water saving chamber; 3. 1962 lift

Fig. 6.1.3. 1899 lift

38

Fig. 6.1.4. Lock with saving basins of1917

1

-15 ·16

3 ss.o

Fig. 6.1.5. 1962 lifl 1. tank chamber 2. {Wat shall 3. {Wat 4. float guide 5. bearing unit 6. tank in lower position 7. tank in upper position 8. rest of tank 9. upperstream gate of tank

10. downstream gate of tank

Dimensions:

- normal lift

- maximum lift

- useful length of the tank

- useful width of the tank

- water depth in the tank

- freeboard

- total volume of tank filled with water and of floats

13.75 m

14.50 m

90.00 m

12.00m

3.00m

0.80m

5,000 t

- working speed of tank movement

- movement duration

0.15 mis

lm48s.

13

11. manoeuring tower 12. worm screw 13. electro-mechanical equipments 14. upper head 15. guiding tower 16. gate of upper head 17. lower head 18. gate of lower head 19. synchronization shafts 20. balancing duct

Specific feature :

The design allows for a possibe settlement of 0.50 m and

a slope of 1:200, as it is built in an area of mining

subsidence. In addition, the upper head is designed to take

into account a possible lowering of 8 m of the water level in

the upper reach.

Elements of the structure (Fig. 6.1.5.) :

watertight reinforced concrete tail-gate chamber to house

the tank in the lower position;

39

10m

2 cylindrical shafts filled with \Vater, with a reinforced

concrete revetment;

2 steel cylindrical floats;

2 bearing units attached to the floats on which the tank

rests;

the tank with its upper and lower doors and with its

upper and lower sealing frames;

4 operation towers with the electro-mechanical equipment

in the heads of the towers and with the operating screws

and the guiding devices for the tank;

synchronization shafts;

the upper head with a vertical lift gate and 2 guiding

towers;

the upper head with a sector gate.

6.1.1.2. Description

6.1.1.2.1. The chamber (Fig. 6.1.6. and 6.1.7.J

The reinforced concrete chamber is watertight and capa­

ble of withstanding uplift pressures.

As it must also withstand the result of mining sub­

sidence, the chamber consists of sections separated by longi­

tudinal and transverse joints. The joints between the sections

are partly closed (compression joints, witho1;lt intermediate

material) and partly open with a 10 min thick intermediate

plastic material.

The tightness of the joints is ensured by 2 synthetic

material strips.

The cross-section of the chamber includes a central

section reinforced by a stiffening rib and two supporting

walls or side walls.

In the vicinity of the shafts of the floats and of the

toes of the guiding towers, the cutwaters of the side walls

are connected to the walls of the shafts (Fig. 6.1.7.). Double

joints ensure the watertightness of the connection.

In the floor of the chamber, channels, sumps and pumps

ensure the collection and disposal of rainwater and of

possible seepage.

Synchronization shafts are located in accessible galleries

(Fig. 6.1.6., 6.1.13 and 6.1.14.).

6.1.1.2.2. Shafts of the floats

The foundation material consists of a layer of grey marl

under 5 to 6 m of fine sand. The upper part of the marl,

although having cracks, is sufficiently consistent not to call

for special construction techniques.

40

The main dimensions are :

diameter of floats

clearance between shafts and floats

inside diameter of shafts

outside diameter of shafts

10.00 m

0.66m

11.32 m

13.80m

floor of shafts at 53.70 m under the upper face of the

floor of tank chamber.

In the former 1899 lifts, the revetments of the shafts

were made of steel; for the new lift, an average 2 m thick

reinforced concrete floor was provided as well as side walls

made of 0.54 m thick clincker bricks outside rings and of

0.45 m thick reinforced concrete inside rings (Fig. 6.1.8.).

Dm·ing construction, the \Vater percolating through the

masonry was collected within the 0.25 m clearance between

the masonry rings and the reinforced concrete rings, without

any impediment for concreting; this space was filled with

coarse gravel and the drainage \Vater was discharged into

the shaft. Thereafter, the gravel layer was injected with

cement mortar.

Before digging the shafts, the cracked part of the marl

layer was injected \Vith cement mortar.

6.1.1.2.3. TJ1c floats and bearing tmits of tl1e tank

Each steel float consists of a closed cylindrical body

including two cells and one compensation cylinder in the

lower cell (Fig. 6.1.9.). The lower and upper closures of the

cylindrical body as well as the partition wall between the

two cells are dome shaped.

The cylindrical wall is reinforced by circular stiffeners.

The thickness of the wall plates varies from 15 to 20 mm.

However, the plate thickness of the A, B and C connections

of the cylinder to the domes reaches 45 mm.

The lower cell is filled with 4 bar compressed air, while

the upper cell is filled with 3 bar compressed air.

Under the action of this internal pressure, the walls of

the cylinder are subjected to tensile forces, which makes for

an economic construction. The design allows for greater

stresses which may be caused by leakages or exceptional

strains.

The compressed air supply to the floats is achieved by

compressors, air vessels and dryers located on the side of the ·tank.

Each float is guided longitudinally by 3 rollers located

in the same horizontal plane with a 120° displacement,

which slide along 3 vertical rails attached to the shaft wall

and transversely by pairs of rollers.

On each float, a 15.39 m long bearing unit is attached

to transmit the load from the tank to the float. Such a unit

is made of a 780 mm diameter pipe reinforced by 3 vertical

stiffening ribs as well _as horizontal stiffeners.

Fig. 6.1.6. Cross-section at mid length of chamber 1 central section 2. retaining wall 3. tank 4. synchronization shaft 5. balancing duct 6. drain

t'1 ./j~

'/

.. 1 ~

:\(\l!>~~~~~-'-~~~-H~

. '=======·f5.il11-=====::::: ..-.. 1s;aar -----

Fig. 6.1.8. Cross-section in the lower part of a float shaft 1. floor of shaft 2. clinker brick masonry 3. driven gravel filling 4. gravel drainage tube 5. reinforced concrete inner ring 6. sealing 7. anchors 8. valve sump

On the upper part of the bearing unit, a pivot pin rest

takes in the 21,600 kN weight transmitted by the tank. The

bearing unit and the tank are connected by 12 washer

spring bolts so as to ensure the connection between the tank

and the float in case of accidental filling of the float or of

emptying of the shaft (Fig. 6.1.10.).

When the bearing unit is completely submerged, the

shaft is almost completely filled with water up to its upper

end.

The thrust of one float is 24,500 kN, i.e. 49,000 kN for

the 2 floats, which compensates the overall weight of the

movable part composed of the tank, its \Vater, the 2 bearing

units and the floats.

When the floats go do\Vn, from the equilibrium position

obtaining at the upper level of the tank, the bearing

Fig. 6.1.7. Cross-section of the tank at the level of the float shafts and of the manoeuvring towers 1. retaining wall 2. float shaft 3. manoeuvring tower 4. side rest 5. worm screw 6. tank 7. supporting unit 8. pivot pin rest 9. sealing joint

Ir __ s

JJ A

ir f /1

-·-t .... I B f ·r--· ·-;:..~·

.B { I : I I'

2_ II I

3

I /-J c 'I

Fig. 6.1.9. Fl-Oat 1. upper cell - 3 bar 2. lower cell - 4 bar 3. compensation cylinder 4. supporting unit 5. guiding rollers

41

12

I I 1?,00-------~

- ........ ----6.w---~ ·---.

I J -1..:.-:::•_:-..,, -::.::;---o-c.•~T::.--=----- ~--·----~---

;j ' 7 ~ I I

! 3 1 7 ~2.22-!,S'J...:,

8

Fig. 6.1.10 Cross-section of tank at the level ofa main cross-bar and of a current cross-bar

1. main cross-bar 7. assembly bolt 2. current cross-bar 8. washer spring 3. guide rail.s 9. wire mesh grid 4. torsion box 10. wonn screw 5. pivot pin rest 11. bolt 6. supporting unit 12. walkway with canopy

elements are gradually submerged in the shafts; the hydros­

tatic thrust increases; perfect equilibrium is no longer

achieved.

The equilibrium is re-established under the action of the

compensation cylinders, which act like diving bells; each of

these cylinders is made of a 1.88 m diameter tube, opened in

its lower part and closed in its upper part (Fig. 6.1.9.).

The compensation cylinder is filled 'vith air when the

float is in its upper position. When the float comes down,

the increasing hydrostatic pressure entails a reduction of the

air volume in the compensation cylinder. The loss of thrust

is therefore balanced out by the loss of weight of the

bearing unit as this unit penetrates into water.

6.1.1.2.4. TJ1e tank

Loads

The volume of the tank when filled with 'vater is

5,000 t.; it is balanced by the thrust of the floats.

The dimensioning of the operating gear of the tank

incorporates a water plane variation of ± 10 cm.

Tractive effort on a bollard:

Side impact of a ship :

Bearing system

200kN

lOOkN

The bearing system is made of the longitudinal main

beams, the main cross-bars and the current bars (Fig.

6.1.10.). The side walls of the tank, which are submitted to

42

hydrostatic pressure and ship impacts, are in fact the main

beams.

With a view to increasing the torsion strength of the

tank, a continuous caisson is required in the longitudinal

axis, under the bottom of the tank.

The 2 main cross-bars, made of double caissons, are

located at the level of the floats; these cross-bars are each

fitted in their centre with a pivoting rest on which the tank

bears. The bolts of the endless screws 'vhich ensure the

operation and the safety of the tank are located at the end

of the main cross-bars.

Auxiliary Equipment

The side gang•.vays of the tank are protected against

bad weather by weather-boards.

The control house is located at the Northern end. Under

the gan15'vays, machine houses for the operation of gates and

sealing frames as well as compressors and other ancillary

machinery are to be found.

Guide rails

At the water level, sheet pile guide rails are attached

over the whole length of the tank.

Gates of the tank

The tank is closed at each of its ends by a sector gate

incorporating a compensation caisson. These gates are oper­

ated on both ends, and, when open, enter into recesses,

obtained by deepening of the tank. They are then locked

into their final travelling position.

Protection of the gates against ship impact

Ship impact protection is provided on the inner face of

each gate. This protection, made of 3 sections, is attached to

elastic bearings. When in the closed position, the protection

is some 25 cm away from the gate itself. When lowering the

gate, the shock absorber beam retracts into the frame of the

gate.

Sealing frames

On each end of the tank, a U-shaped movable sealing

frame hangs freely from 7 points and is applied against the

fixed frame and bedded in the head of the corresponding

reach (Fig. 6.1.11.). The water between the gates (tank and

reach gates) is collected through a drainage system and

either released in the open at the level of the upper head or

pumped in the lower head and discharged into the lower

reach.

10

Fig. 6.1.11.

/ /

/

/ ;:<

z.''3 1 'a ~ID-. 3

..... I .~,,..." I I

2 : A '

Sealing system between tank and upper head 1. door of tank 2. sealing frame 3. suspension of frame 4. sealing system between tank and frame 5. primary watertight frame and upper canal 6. discharge of residual water between gates 7, hydraulic jack 8. discharge of water between gates 9. heating

10. upper head

6.1.1.2.5. Operating gear

Four operating towers are placed on both ends of the

tank in the axis of the main two cross-bars (Fig. 6.1.12. and

6.1.13.).

Each tower is made of two vertical metal boxes with­

standing torsion connected on their rear part through a

stiffened metal plate and at their bases and tops by

transverse box girders.

The control mechanism of the tank includes 4 screws

(1 screw per guiding tower) going through 4 bolts attached

to the ends of the main cross-bars of the tank; each screw is

controlled by an electric motor placed on top of the guiding

tower. Synchronization is achieved •vi th synchronization

shafts placed on the bottom of the chamber of the tank.

Guiding is by rails attached to the towers (2 per tower)

and by rollers attached to the main cross-bars of the tank.

The bearing arrangement of a tower is as follows :

the lower transverse beam is equipped with 2 hinged

rests; one of those is designed for vertical as well as

horizontal forces parallel and perpendicular to the longitu­

dinal axis of the tank; the other one takes in vertical

f :t:::::rt-il_

rit~2t1 : )---3 ' : I :

1 I : ' : l f I !

1 !

Fig. 6.1.12. Manoeuvring equipment - overall view 1. manoeuvring tower 7. bolt 2. tank 8. control engine 3. float 9. gear 4. supporting unit 10. synchronization shaft 5. main cross-bar 11. triple gear 6. worm screw 12. angle gear

loads and only horizontal loads that are perpendicular to

the longitudinal axis of the tank.

a third rest is located at a higher level and it withstands

only horizontal forces perpendicular to the longitudinal

axis of the tank.

The system is defined in static terms.

Each 20.02 m long screw is bedded in the recess

between the two boxes of the tower. The screw is of the

V-shaped three entries thread type.

The bearings of the scre\V on the lower and upper

transverse beams of the tower are hinged so as to eliminate

tractive stresses irrespective of the direction of the movement

of the tank.

A 110 kW electric motor placed in the operating cab on

top of the tower controls the rotation of the screw· and the

movement of the tank through the bolt attached to the

latter.

Irrespective of their control function in normal operation,

the screws transmit the following loads from the tank to the

towers:

the load differential between tank and floats during

normal operation;

the exceptional stress of 12,400 kN per screw in case of

emergency : emptying of the tank; full filling of a float;

the inertia stresses during acceleration or deceleration of

the tank as well as static loads.

43

""1{288>1!

~

-··-······ i ~ :;:

1

Fig. 6.1.13. Manoeuvring tower - Framework 1. torsion caisson 2. lower box girder 3. upper box girder 4. hinged rest 5. rest takes in the horizontal stresses 6. worm screw 7. control engine 8. reducer 9. bolt

1 O. main cross-bar of tank 11. guide rail 12. synchronization shaft

6 s

-~ _1_--;--- ----a-::-. - .

Fig. 6.1.14. Tank guiding system 1. tank 2. main upstream cross-bar 3. main downstrean cross-bar 4. rollers on fixed bearings 5. rollers on elastic bearings 6. manoeuvring tower

Horizontal stresses acting on the tank are transmitted to

the towers through rollers attached to the ends of the main

cross-bars of the tank which run on rails attached to the

towers (Fig. 6.1.14.).

To allow for both longitudinal and transverse guicl-.ing, a

roller is placed on a fixed bearing in front of a roller placed

44

on an elastic bearing, so as to avoid jamming. For trans-

verse guiding, there are

for longitudinal guiding,

the upstream cross·bar.

6.l.1.2.6. Upper head

rollers on the two main cross·bars;

such rollers are provided only on

The upstream end of the chamber of the tank ends with

a 12.75 m high reinforced concrete wall; laterally, this wall

supports two 12 m high reinforced concrete walls (Fig.

6.1.15). Wing \Valls are embedded on the one hand in the

two above·mentioned walls and on the other hand in the

section of the chamber.

The two walls sustain the metal frame of the closing

gate of the upper reach.

In order to adjust the equipment of the upper head to

the possible lowering of the water level in the upper reach

(§ 6.1.1.3), two piles made of 7 reinforced concrete beams

each are provided. The space between the piles is filled with

clay and covered with a layer of plaster.

The downstream pile is equipped with a steel plate

which serves as a support for the sealing frame of the tank.

The wing walls contain the piping system for collecting

the water from between the gates, the water being thereafter

discharged downstream through another piping system.

The gate of the upper reach is a current type of

vertical lift gate, balanced by counterweights and moving

between the frame legs. This type of gate was chosen

because it adjusts without substantial modification to the

lowering of the upper water level.

Skin plating of the gate is required on the downstream

side in order to limit the volume of water between the

gates. Two electrically powered pumps ensure the equali­

zation of levels between the tank and the upper reach.

On the reach side, the gate is equipped with a shock

absorber beam in three sections.

6.1.1.2.7. Lower head (Fig. 6.1.16.)

The downstream end of the chamber is made of a

U-shaped concrete block including a floor with massive side

walls; these walls are equipped with bearings and operating

gears of the gate of the lower reach.

This gate is a one way operated overhead lowering

sector gate, the frame of which includes a compensation box.

For maintaining or repairing purposes, the gate may be

lifted over the \Yater level in the downstream reach. A shock

absorber protects the gate.

At the end of the gate chamber, a well collects the

water from between the gates, which is thereafter discharged

by pu~ping into the lower reach.

l '

I

I ~ ..,;:

"' I

i ; l

I ~ .,,; -I I !

1

10

2. · 1· . .• ·. '.· i . . ' + ·. ·'1-zaa.

' , . .... •;a

Fig. 6.1.16. Lower head 1. fioat shaft 2. floor of chamber 3. floor of head 4. wing wall 5. reach gate

Fig. 6.1.15.

q

4-

3

Upper head 1. fioat shaft 2. fioor of chamber 3. reinforced concrete wall 4. reinforced concrete beam piles 5. clay filling 6. back fill 7. sheet piling 8. wing wall 9. frame post

10. vertical lift gate 11. pumps 12. plate of tank sealing frame rest 13. discharge of water between gates 14. emergency sluices

\· 9 ·.o-+t+H+t+ ,, " ,, \\

:.:.:.: L: ...

-~-Jj I '

• -· qlO- ·-· _\-poi- .

6. recess for open gate 7. control room 8. pumps well for water between the gates 9. emergency sluices

10. cable duct

45

The lower head is equipped with an emergency sluice,

made of pipe needles, which rest on a floating horizontal

pipe.

6.1.1.2.8. De-icing devices

Electric heating of ice sensitive elements is provided in

such a way that ice formation does not interfere with

operation, even with short periods of. 20° C.

Heating of the jambs of the reach gates is achieved

using 40 kW heating resistors.

The sealing frames are heated by 4 kW heating

elements

5 to 10 kW flat heating cores bedded in a silicone resin

to heat the bearing surfaces of the gate sealing system.

Connections are provided for heating gears and other

equipments.

6.1.1.3. Control of operations

Operations are controlled from two cabs located at the

Northern end of the tank. The sequence of operations

proceeds automatically with the possibility to individually

and manually control operations in case of emergency.

The normal raising and lowering velocity of the tank is

0.15 mis. The inital acceleration and final deceleration times

of the tank are 15 s each. The total movement time is 1

min48 s.

In the case of an emergency stop, the deceleration

distance is 0.375 m.

The dimensioning of the gear allows normal operation

\vith a water plane variation in the tank of ± 10 cm with

respect to the normal depth of 3.0 m.

When greater variations of water level in one of the

reaches occur, two pumps with a rate of 0.5 m3/s bedded in

the operating frames of the gates and acting both ways are

automatically triggered. As soon as the water depth in the

tank is back to normal, operation of the tank may be

started again.

Each head is provided with a 30 kN capstan, intended

to facilitate entry of ships into the tank, which is itself

46

provided with- two 30 kN capstans, similarly facilitating

leaving of the tank.

Navigation lights, loudspeakers, telephone and lighting

equipments complement the main equipment.

6.1.2. STUDY AND EXECUTION PLANNING

Spring 1955

Spring 1958

Fall 1958

November 1958

Spring 1959

Summer 1962

August 1962

start of preparatory works

tendering

order to start

beginning of foundation work

mounting of metal structures began

completion of work

first operation

On the basis of the experience gained with the oper­

ation of the former lift, which has been operated without

any malfunctioning for 65 years, no particular test was

required prior to operating the ne\v structure.

6.1.3. PROBLEMS ATION

MET DURING OPER-

In 1965, the bolts (§ 6.1.1.2.4 and 5) had to be replaced

after having been worn do\vn by 7 .5 mm after 36,000

movements, which was considered to be excessive.

From then on, tolerated variations of the water plane in

the tanks were reduced from ± 10 cm to ± 5 cm; it was

hoped that this would reduce the wear on the bolts, the

useful life of which \Vas anticipated to be 25 years.

Since 1973, the bolts with washer springs (§ 6.1.1.2.3)

which connect the bearing units of the tank and the tank

itself were replaced by stro~ger elements.

The lower float has a permanent left side twist which

was caused by an overload of the guiding rollers (§ 6.1.1.2.3).

The reason for this has not been found.

Rollers and their accessories have also been replaced by

stronger units.

With the exception of the above mentioned deficiencies,

the lift operates completely · satisfactorily and has been

trouble free.

6.2. The Liineburg lift

47

6.2. THE LUNEBURG LIFT

(Federal Republic of Germany)

6.2.1. DESCRIPTION AND DESIGN PRIN­CIPLES

6.2.1.1. General comments

6.2.I.l.l. Siting (Fig. 6.2.IJ

The side canal on the River Elbe connects the regulated

section of this waterway upstream of Hamburg to the

Mittellandkanal. It meets the international IV class stan­

dards and it is open to 1,350 d.w.t. ships. Over its 115 km

length, there is a difference of level of 61 m, of which 38 m

are through the Li.ineburg lift and 23 m through the lock

with water saving chambers of Uelzen, two structures which

are 55 km apart.

Fig. 6.2.1. Lateral canal of the River Elbe

6.2.1.1.2. Prelintinary studies

14 projects were studied for the 38 m lift structure :

9 projects for water saving chamber locks, with differences

in terms of the number and the layout of the basins and

by the design of the lock chamber

3 incline projects, of which 2 are of the longitudinal type

and 1 of the transverse type

1 water slope project

1 vertical lift project (hvin funicular lifts).

The comparative study of projects resulted in selecting

the funicular lift.

6.2.1.1.3. Characteristics of the Liineburg lift'

There are two parallel although independent lifts (Figs.

6.2.2 and 6.2.3).

!\Iain dimensions :

Lift

Useful length of tank

Useful width of tank

Working \vater depth in the tank

Freeboard

Overap volume of tank filled with water

Axis to axis distance behveen two tanks

Overall width of lifts

Overall length (excluding outer harbours)

Duration of tank movement

l\Inin structures

Each of the two lifts comprises :

38m

100 m ,m

.s.oO ,

0 Jm

0,700 t

35m

66m

116 m

3min

a reinforced concrete chamber for receiving the tank in

the lower position and protecting it against underground

water

4 towers supporting the weight of the tank and of the

counterweight and ensuring guiding and safety of the

tank

1 tank with its sealing frames and gates

2 supporting frames for the tank and for the operating

gears that incorporate the fittings of the counterweights

224 pulleys for the counterweight cables

49

Fig. 6.2.2. Lilneburg ship lift

Fig. 6.2.3. Lay.out 1. tank 5. canal bridge 2. cradle 6. upper head 3. shock absorber 7. lower head 4. counter~weight tower 8. pumping station

50

- 4 operating and guiding rails attached to the towers

- the safety gear made out of 4 worm screws retaining the

tank in case of counterweight malfunctioning or accidental

emptying

- the upper head with an access canal bridge and a vertical

lift gate

- the lower head, with a movable shield allowing it to be

adjusted to conform with water depth variations and a

vertical lift gate.

6.2.1.2. Basic arrangement

6.2.1.2.1. Tanks

Loads

The overall weight of the tank filled with water is

5,700 t; this is completely balanced by counterweights.

2 -'--·. 3 4

Water depth variations in the tank of ± 10 cm as

compared to the normal depth are accepted.

Mooring pull on a bollard 200 kN

Side impact of a ship 100 kN

Structure (Fig. 6.2.4)

The structural design is as follows: the floor is taken as

lower foundation slab, side walls as webs and upper gang­

ways as upper slabs.

Torsional strength is provided by two longitudinal boxes

located under the tank floor.

Equipment

The side walls of the tank, each equipped with 5

bollards, are protected by 2 guide rails at water leveL

10

a~

0 9 0 0

·----12.oom--------------+-

Fig. 6.2.4. Cross section of tank 1. upper gangway 6. bollard 2. lower gangway 7. trolley 3. torsion caisson 8. bearing of tank 4. wear out plate 9. cradle 5. guide rail 10. counter-weight cable

51

Supporting cradles

The tank rests on two cradles through 4 bearings (Fig.

6.2.5) per cradle.

5 4 3 5 4

\ \ :A ..... ·'jA :A :A

. --CIO!f.~--·· -- . -- . -- . ~.: •. ! B '9~~~~ :A

Fig. 6.2.5. Tank supports and guides A support movable in all directions B support to take in transverse stresses C support to take in longitudinal stresses

1. upper reach 2. lower reach 3. tank 4. cradle 5. guides

Two of the 8 bearings take transverse stresses; the 6

remaining ones are movable supports.

An additional support of the upper cradle takes

longitudinal stresses.

The ends of the cradles have extensions to which

counterweight cables are attached.

The tank operating controls are fitted in the middle

section of the cradles.

3

Fig. 6.2.6. Sealing between gates 1. canal gate 2. tank door 3. caisson collecting the water from between the gates 4. sealing frame

a: pulled in; b : pushed out 5. tank 6. sealing sliding plate 7. outer seal between gates 8. sealing gates 9. lower part sealing of canal gate

10. lower part sealing of tank door 11. primary sealing between sealing frame and tank 12. secondary sealing between sealing frame and tank

52

\Vatertightncss of the butt ends of the tank (Fig. 6.2.6)

The ends of each tank are equipped with U-shaped

telescopic sealing frames. These frames also accommodate the

tank doors.

The frames are operated through two horizontal jacks

and pressed against the sealing rubber linings attached to

the corresponding head. The bearing surfaces are treated

against corrosion .

The frames displacement is 25

their final travelling position.

cm; they are locked in

The frame-tank tightness is ensured by a flat rubber

joint. An additional joint (of the keynote type) provides for

the tank-frame tightness when the frame is pushed against

the tank.

Three reversible pumps, intended to ensure the water

level regulation in the tank, are provided in the lo\ver part

of each sealing frame.

Tank gates

The gates are of the vertical lift type with a skin

plating on the outside. Guiding rollers run on rails attached

to the side walls of the sealing frames.

Each gate is protected against ship impact by a cable

stretched across the tank 3 m from the gate and 1 m

above water level. These cables pass over pulleys and are

wound round braking cylinders which are able to absorb

250 kJ.

The gates and the ship impact shock protection devices

are not equipped with any specific lifting mechanism; they

are operated simultaneously with the canal gates, as the

latter drive the tank gates through a system of hooks and

lifting lugs.

6.2.1.2.2. Towers

Each tank is guided between 4 reinforced concrete

towers (Fig. 6.2.8). The towers are connected hvo by two on

top of the tank, by a reinforced concrete gangway (Fig.

6.2.7).

Each tower comprises two counterweight chambers and a

central core; the core of one of the towers houses a

staircase; the core of the corresponding tower, on the other

side of the tank, houses a lift.

The four to\vers take in the overall mass of the tank

filled with water and of the counterweight, that is about

12,000 t. This load is transmitted over to the cable pulleys

and, thereafter, to the tower through the supporting frames.

6.2.1.2.3. Counlerweights

Each gate is compensated by 224 counterweights of 26.5

t each. A counterweight is made of a heavy 6.80 m x 3.40

m x 0.32 m concrete block; the specific mass of 3.56t/m3 is

reached by adding magnetite to the aggregate. The equili.

brium is adjusted by regulating weights.

54 mm diameter steel cables passing over 3.40 m

diameter (i.e. 63 times the cable diameter) pulleys connect

the counterweights and the supporting cradles of the tanks.

These pulleys rest on a frame that transmits loads to the

'\Valls of the tower (Fig. 6.2.7).

If a cable breaks, its load is transferred to neighbouring

cables through an appropriate frame.

3 3

D

,, D

Fig. 6.2. 7. Cross-section of Ziff 1. tank 2. cradle 3. worm screw 4. rack 5. cable pulley 6. counter-weight cable 7. counter-weight

Chains compensate the specific weight of each cable in

the various positions of the tank; chains and cables make up

a loop.

Stiffeners are placed on the side of the counterweights

to make it possible to adjust the length of the cables if

differential extensions occur.

6.2.1.2.4. Operation of the tanks

Each supporting cradle has two controlling units to

enable the tank to be balanced taking into account stresses

110

I I I I I I I I I I I I I

sf9,00

~-------- I ------ -- - -r 31,36

-1

8. setting counter-weight 9. frame for interlocking counter-weights

10. cable balancing chain 11. chain Pulley 12. connecting gallery 13. staircase 14. lift housing

53

resulting from inertia, friction and variations of ± 10 cm in

the water level in the tank (Fig. 6.2.3).

For each control unit, a 160 kW electric motor starts a

pinion which meshes with a rack attached to the tower.

This pinion is capable of a 500 kN tangential load both

ways.

It is mounted in a swinging tank and is pressed against

the rack by a hydro·pneumatic spring. When the 500 kN

load is exceeded, an automatic emergency stop is activated:

The squirrel tank rotor engines are supplied with

variable frequency and tension three.phase Current and make

it possible to regulate continuously the velocity both when

starting and when slowing down the tank. The motor to

pinion transmission is achieved through a three steps gear

and cardan shaft speed.controller. The connection between the

engine and the transmission is ensured by an elastic

coupling, the part of which located on the transmission side

is equipped with a double expanding brake. This

arrangement ensures both movement and braking.

This mechanism provides a total lifting capacity of 2

MN; the resulting maximum velocity of the tank is 0.24

mis. They operate both as engines and as generators.

A synchronization mechanism located under the tank

connects the four controlling units.

6.2.1.2.5. Guiding of the tank (Fig. 6.2.5)

The tank is guided in four positions located at the

centre of the longitudinal beams of the supporting cradles.

As far as the transverse guiding is concerned, rollers

located on both sides of the driving pinion and mounted on

the same axis ensure an adequate meshing of the pinion

with the rack while they take over the tank transverse

guiding stresses.

These rollers run on guide rails located around and

beyond the racks.

Longitudiniil guiding is by pairs of rollers attached to

the cradles which run on the above mentioned guide rails.

Longitudinal stresses are exclusively transmitted to the

C-fixed support (Fig. 6.2.5) of the upper cradle. The rollers of

the lower cradle guide the cradle itself and are only subject

to the horizontal stresses due to friction of the supports.

A primary longitudinal stress occurs when the tank

nears the end of its travel and when the communication

between reach and tank is established. This is due to

hydro.static pressure.

Fig. 6.2.8. Tank operation· perspectiue 1. counter·weight tower 2. tank 3. cradle 4. winch 5. worm screw 6. rack 7. synchronization

54

6.2.1.2.6. Safety

Compensation between the tank filled with water and

the counterweight is lost in the following instances :

emptying the tank due to lack of watertightness causing

an additional upward load;

excessive water load in the tank as compared to normal

conditions; downward additional load;

lack of tightness of the chamber which fills with water;

upward additional load when tank is in the lower

position.

The ensuing additional loads are taken over by a safet?'

device independent from the operation gear described under §

6.2.1.2.4, which is capable of retaining the tank. This device

makes it possible to bring the tank to a standstill at any

level.

It consists of 4 \vorm screws with small threads located

in the vicinity of the racks (Fig. 6.2.7 and 6.2.8.); four bolts

on these screws are attached to the bearing cradles of the

tanks and they rotate synchronically with the operating gear.

Normally, these bolts have a 30 mm clearance \vith respect

to the screws.

In the above mentioned cases of loss of balance between

tank and counterweights, the operating weight is over­

stressed. The operating pinions yield automatically; the tank

is driven in the overload direction; bolts then are pressed

against the sides of the screws.

The screws are attached to the top and the toe of each

tower, so that they undergo only tensile stresses, thus

avoiding the danger of buckling.

6.2.1.2.7. Upper head (Fig. 6.2.3 and 6.2.9J

The outer harbour of the upper reach is connected to

each lift through a canal bridge. Each canal bridge rests on

the land side on a high pile founded concrete abutment and

on the lift side on a pendulum bent \Vith a 6 m overhang.

Each canal bridge ends with a guiding frame of the

upper gate. This gate is made of hvo side towers and in its

lower part of a cross-bar made of a double horizontal box;

the upper box serves as cable gallery; the lower box collects

the water from between the gates, from where they are

pumped a\vay into the upper reach.

The sealing devices between the canal and the sealing

frame of the tank are attached to the front plates of the

guiding frame.

The upper reach gates are vertical lift gates, with a

skin plating on the tank side so as to limit the volume of

water between the gates. As the plating of the upper gate of

the tanks is located on the reach side (§ 6.2.1.2.1), the

volume of water between the gates is limited to 3 m3 only.

The sealing device behveen the reach gate and the guiding

frame i~ similar to that of the tank gate.

=+-- .• ~:4.50,'. .• - - --

-----~- i

I 9

um:;!l;;;;:;;I ;;;;rr

p

3

_____:Jt 57,91

5

4 i i ..1_+38,50

__ _._l ___ ._-·_ .. _l~--,~T'"'- 2a ;b 1}3 M I

------:~ 6.00 2

!1°·55 3.92 _j ---- 36,50

Fig. 6.2.9. Upper head 1. post of guiding frame 2. strut of guiding frame 2a. cable gallery 2b.. between gates water reservoir 3. reach gate 4. tank door 5. tank 6. sealing frame 7. shock absorber of tank door 8. shock absorber of reach gate 9. canal bridge

10. fastening of pendular rest

The sealing devices and the water collection box bet­

\Veen the gates are electrically heated during frost periods.

An air bubble barrier was also installed.

The control gear of the reach gate, the movement of

which also moves the tank gates, are located in cabs on the

front of the towers. Gates are compensated with counter·

weights.

The reach gate is protected against upstream going ship

impacts through a system which is similar to that of the

tank gate.

The braking cylinders and the pulleys are placed in

box-type tipping arms which are located in ad hoc recesses

provided in the side faces of the canal bridge. When the

connection between the canal bridge and the tank is esta­

blished, the cable and the arms are raised. The level of the

cable may be set as a function of the variations of the

water plane in the upper reach.

55

Fig. 6.2.10. Swinging shock absorber of canal gate -1 MJ absorption capacity

6.2.1.2.8 Lower head

The lower reach joins the River Elbe, \Vhich entails a

possible variation of the lower reach water depth of 4 m.

The upper head includes a movable shield which adjusts to

such water depth variations.

This shield is made of 22 m high side towers and of a

5.28 m inner transverse retaining wall (Fig. 6.2.11).

As with the upper head, the towers ensure the guiding

of a vertical lift gate; the operating gear is located in cabs

placed on the front of the towers.

During its movement, the reach gate takes with it the

tank gate and the shock absorber.

The shield is made of a 20 mm thick plating stiffened

by 3 horizontal main beams connected by vertical needles.

The gate rests on the upper main beam of the shield.

The shield itself rests on the masonry of the lower head

through a rubber fitted tightness frame. The shield is coated

with an epoxy-tar layer intended to reduce friction during

translations.

The arrangement between the gates of the tank and of

the canal is similar to those of the upper head. Water

between the gates is collected into a sump and pumped into

the lower reach.

The three main beams of the shield transfer hydro-static

stresses to the masonry of the lo\ver head through two

vertical bearer-beams and five pairs of rollers per bearer­

beam which run on rails embedded in the masonry. Spring

rollers ensure counter-guiding as well as side guiding of the

shield.

The shield including the two to\vers is operated by two

plunger-type hydraulic rams \Vhich make it possible to adjust

it to the lower reach water depth.

With a view to relieving the operating jacks when at

rest, the shield rests on two hydraulically operated jacks legs

which bear on racks embedded in the masonry.

As a safety measure, the operation of the shield may be

carried out with one single jack.

56

;:'g,;:::::~(~=~

f~"~·

·+9.00

rrrrrn I

5

•-1,60

•-7,30 =---

•+9.40 -=

.+4,80

Fig. 6.2.11. Lower head

(_~:;p::::::::::~:.-

2 -~ :

t+13,30 -----"'

[

A. Position for apron for+ 4.00 downstream water level B. Position for apron for + 8.00 downstream water level 1. apron 2. apron post 3. rea'ch gate 4. tank door 5. tank 6. sealing frame 7. shock absorber

6.2.1.2.9. Ice protection

In freezing conditions, the metal sealing elements as

well as the caissons receiving the water between the gates

are electrically heated.

The heating proceeds simultaneously through heating

plates attached to the back of the sealing elements and

through oil filled pipes provided with heating cores.

In addition, in the vicinity of the gates of the upper

canal, an air bubble barrier delays ice formation. For that

purpose, a compressor injects compressed air from a conduit

located on the floor of the canal bridge.

6.2.1.3. Operation

The two lifts are operated from a single cab.

Three modes are possible :

automatic: after mooring the ships in the tank, one

single command starts the full sequence of operations;

semi-automatic: the distinct operations are conducted sepa·

rately; sequential lockings (intended to avoid any malfunc­

tioning) remain;

local: for maintaining and repairing purposes, local con·

trol stations are provided in the main machinery houses;

this makes it possible to vie\v the moving element when

it is ordered to move.

The sequence of operations is displayed on a block

diagram at the main control station.

Traffic organization is made easier by a TV and

loudspeaker nehvork in the outer harbour and on the tanks.

An intercom provides communication between the central

station and the several parts of the lift.

The maximum speed of the tank is 0.24 mis; the

average speed is 0.21 mis and the corresponding cycle is 3

min.

Acceleration and deceleration is about 0.012 mls2.

For a single ship, the lockage time is about 15 min.

6.2.2. PLANNING AND CONSTRUCTION TESTS BEFORE OPERATION

September 14,1965

September 1967

July 30;1969

October 1969

November 12,1975

November 17,1975

December 5,1975

decision to build the River Elbe by-pass

canal

opening of tenders for the construction

of the .Luneburg water fall lift

decision to build a lift

\Vork started

construction completed

acceptance of the \vork after five tests

first operation.

Navigation on the lateral canal of the River Elbe was

first authorized from the River Elbe up to the upstream side

of the new lift (Fig. 6.2.1.), six months before the official

first operation of the \vhole canal (including the Uelzen lock).

Before the first operation of this lock, the water plane

upstream of Lilneburg was dammed by a transverse dike.

' In these circumstances, the effect of waves caused by

the emptying of the lock on the water level of the open

tanks upstream could not be studied. As the upstream outer

harbour of Li.ineburg was· already under water, the test

programme, which it had been anticipated in the contract

\vould take three months, had to be reduced to five days.

This test programme consisted in simulating exceptional

operations or catastrophic circumstances.

The operational tests, including measurements on civil

engineering work and the watertightness tests were carried

out on already completed parts as \Vork went on.

For the above-mentioned reasons, weaknesses of the

structure could only be identified and repaired after bringing

into service the whole of the side canal including the Uelzen

lock.

Experience has demonstrated that the test programme

should be conducted in rational operational conditions, parti·

cularly in so far as observations follo\ving variations in

outside temperatures are concerned. A three month period is

too short, particularly if deficiences and weaknesses are to

be detected.

6.2.3. PROBLEMS ARISING DURING OPER­ATION

On the basis of the experience gained with the oper­

ation of existing lifts, the design of the Li.ineburg lift tanks

had taken into account the existence of positive or negative

surges of ± 10 cm amplitude as a normal operational

condition.

After servicing the lift, it was found that, when one of

the tanks was in its upper position with its upper gate

open, positive surges of several decimeters amplitude occur

as a consequence of the emptying of the Uelzen lock, some

45 km upstream of Li.ineburg.

Actual stresses were thus higher than anticipated. As

early as 1969, both infrastructure and equipment had to be

modified and strengthened accordingly.

Four additional clamping devices have been mounted on

the tank bearing cradles; after the tanks come to a stop,

they immediately transfer the load differences to the

screws, thus relieving the operating gear and the racks.

The additional devices have been incorporated into the

automatic control.

The level gauges which were installed on the tanks

produced two readings along a diagonal; the average was

not reliable, wich resulted in an instability of the electric

convertors of the operating gear. T\vo additional level

gauges have been installed so as to obtain four level

readings and a reliable average between them, which

makes it possible to stabilize the regulation of the

convertors.

Initially, the convertors could operate both as engines and

as generators. To increase stability, they are nowadays

only used as engines (2 cm water overload when rising, 2

cm release when descending).

Brakes which are a crucial part of the driving

mechanism - have been equipped with constraint gauges

intended to distribute and synchronize the braking of the

four mechanisms of the tank in case of an emergency

stop.

By measuring the stresses in the levers of the brake

shoes, it is possible to set them so as to achieve braking

synchronization. Adequately distributed braking avoids, in

case of an emergency stop, deformation of the tanks and

overstressing the driving system.

On the meshing between the rack and the tank driving

pinion, the bearing distance of the teeth appeared to be

deficient in spite of the fact that the pinion rest was

mounted on a pivot pin, By introducing high strength

steel pinions and spherically rectifying the teeth of the

57

58

pinion in contact with the teeth of the rack, the

transverse distribution of the load could be optimized.

With a view to further improving the meshing conditions,

direct greasing of the edges of the teeth has been

introduced.

In case of malfunctioning, reasons should be looked for

beyond mere repairing; to that effect, a real time and

reliable recorder of operation data was installed. It was

then possible to trace exactly the causes and to detect

possible damages in good time.

The HALON fire protection installation in the machinery

houses and the central control station proved to be

efficient during a fire in one of these rooms. Damage

could be limited to the core of the fire and normal

operation resumed after only a few hours.

Ship impact protection devices at the upper head and at

the ends of the tanks have been tested; the design

assumptions have been confirmed. In the tanks, these

devices are not necessarily triggered into action for each

arriving ship, but when they do operate, they avoid

damage to the tank gates.

The ground thrusts have been measured since 1972

against one 'vall of one of the two chambers. This has

demonstrated an increase from 0.5 to 1.1 of the thrust

index K.

The advantage of having two independent tanks one of

which is permanently serviceable was clearly demonstrated

both for breakdown conditions and for maintenance pur­

poses.

6.3. The Strepy-Thieu lift

. - . -.:.:..-:· .

. ... · .--- ... ··

__

.~

59

6.3. THE STREPY-THIEU LIFT

(Belgium)

6.3.1. DESCRIPTION AND DESIGN PRIN­CIPLES

6.3.1.1. General characteristics

When planning the Centre canal between La Louviere

and Mons (Figs. 6.3.L and 6.3.2.) to take 1,350 t ships, the

problem 'vas to construct a lift of the order of 73 m to

replace four hydraulic lifts (Chapter 3) and two 300 t ship

locks.

The following solutions were compared both from the

technical and the economic points of view:

- two twin lifts with a 36.50 m lift each

one t\vin lift 'vith a 73 m lift

a longitudinal incline with 5 o/o slope

a longitudinal incline with 10 % slope

a water slope with a slope of 3.5%.

If, in terms of economics, the most favourable solution

overall is the twin lift of 73 m, the advantage is even more

pronounced as far as the electro-mechanical equipment is

concerned.

The following table compares the investment and oper­

ation costs discounted over a period of 30 years, the

operating capacity and the energy required to conduct one

movement with each solution.

Invest. operating energy Type of

& oper. capacity required structure

costs% kW kWh

73 m lift 100 2000 50 Incline, 10 o/o 135 2000 140 Incline, 5 % 145 1600 220

Water slope 150 8200 1400 Two 36 m lifs 190 4000 50

Complex of 3 locks - 15600 11700

The last solution, the complex of 3 locks, is mentioned

only to demonstrate the importance of the operating capacity

and of the energy required.

The locks considered were without water saving cham­

bers. The latter would have entailed a capacity and energy

reduction of the order of 60 %. Ho\vever, the possibility of

totally compensating the economy thus realized in terms of

pumping costs by the cost of constructing these chambers

should be duly considered.

The solution which was chosen was that of tlie double

73 m lift in one step.

The final design characteristics of the structure are as

follows:

- lift

Dimensions of each of the two tanks

- useful length

- useful width

\Vater depth

total mass of tank including water

working speed of lift

total duration of lift

6.3.1.2. Basic principles

6.3.1.2.1. TJ1e lanks

The tank is made up of (Fig. 6.3.3.) :

73m

112 m

12m

3.35 m to 4.15 m

7 ,200 t to 8,400 t

0.20 mis

?min.

longitudinal caissons forming the walls of the tank

a stiffened floor

cross-beams connecting the two caissons under the tank

floor.

Gates are vertical lift gates simply made of a frame

resting on three sides and composed of a plating stiffened by

a frame and vertical beams.

The tanks are equipped with guides, bollards, buffers,

gangways, guiding devices, clamping devices and other fit­

tings necessary for their proper operation.

6.3.1.2.2. Tank operation

With a view to reducing working stresses, the mass of

each gate is compensated. This compensation in the case of

a 73 m travelling lift can only be obtained through another

mass to which the tank is connected by metal cables. This

mass may be another tank or a counter\veight.

61

-=

Present canal New canal Canal bridge 10

----Former liftsr,2 ,3,4 Existing locks5'5,7~ New lift 9

Fig. 6. 3.1. Centre Canal between Obourg and La Louviere

Comparison of long itudinel sections

r--' 1 Section of Centre canal for 300 t vessels I 1.---' 2 Section of Centie canal for 1.300 t vessels

I

3 Havre IOLk

4 Obouro lock

_1~~~--...'.3800,l __ J

_1 '=I ~I

I I _ _J

l inn'' 2

lift n·• 3

Lock n• 2 Lifl n·' 4

Mons Lock n·' I

Fig. 6.3.2.

The balancing of one tank by another was not adopted

for the following reasons :

- the vertical distance between

constant, which requires a

mechanism

62

the tanks must remain

cable length adjusting

- the ro.u.te of the connecting cables is complicated, which

unfavourably impacts on the useful life of the cables

- finally and above all, the operation of one tank automati­

cally entails the operation of the other one.

Fig. 6.3.3. Cross-section of a tank 1. Longitudinal caisson 2. Bottom of tank 3. Cross beam

As a result, the balancing mass is provided by a

counterweight (Figs. 6.3.4. and 6.3.5.),

One tank is supported by 144 cables with a diameter of

85mm:

112 suspension cables

32 control cables.

Suspension cables are distributed into 8 groups of 14

cables and each group is connected to a 800 t counterweight.

Each suspension cable is directly fitted to its counter,veight,

moves on a pulley and continues toward the tank, to which

it is connected by a stiffener and an oil-hydraulic jack.

Control cables (Figs. 6.3.6. and 6.3. 7 .) are distributed

into 8 groups of 4 cables and each group is connected to a

180 t counterweight. The control cables are connected to

their counterweight through stiffeners and spreader bars, the

latter also ensuring the equal distribution of load between

the cables. They then reach two driving pulleys to which

they are attached and extend in the direction of the tank, to

which they are coupled by means of a stiffener and of an

oil-hydraulic jack.

The 14 jacks of the counterweight suspension cables are

inter-connected so as to equalize tensile stress in the cables.

During operation, these jacks are normally isolated.

When the tank is stopped downstream and clamped to its

supports, the 32 jacks of the control cables are inter­

connected. This inter-connection ensures that the tank keeps

in a horizontal plane during operation.

During movement, the control cable jacks are inter­

connected in groups of 8 (2 x 4), each group corresponding to

a quarter section of the tank. This inter·connection results in

equal loads in the cables and driving torques in the pulleys.

The two pulleys of a control cable group are located on

both sides of a "reduced speed" controller to which they are

coupled.

The 8 "reduced speed" controllers of one lifting

mechanism are connected to a synchronization shaft which

constitutes a closed loop. 4 "high speed" controllers are

incorporated in the synchronization shaft they pull (Fig.

6.3.6.).

Each "high speed" controller is powered by a 500 kW

electric motor.

Normal braking of a tank proceeds through the electric

motors. In case of incident, disk brakes on the "high speed"

controllers take over, Finally, safety brakes made of expand­

ing brakes on each of the pulleys maintain the tank in its

stopping position. They may, in absolute emergency con­

ditions, be operated during the movement of the tank. In

addition, these safety brakes are capable of bringing to a

stop a tank which had lost a depth of water of 1.80 m

(2,700t).

The moving tank, the mass of water, the counterweight,

the suspension and operating cables, the lifting mechanism,

the driving electric motors and the supply make up a system

which is likely to oscillate. The mathematical analysis of the

63

4

w I I

3

' 7600m

14150

I !~~. I I w I~ I I

I I I I

t I I I I

: I I !~I I I

I

Fig. 6.3.4. Cross-section of the lift 1. Chamber 2. Central tower 3. Steel columns

13115

I a I I I

I I

4. Machine room 5. Tank

5000

6. Counter-weight

behaviour of the system and the computer simulation of its

operation have demonstrated the absolute reliability of the

solutions adopted.

Next to the main suspension and lifting - gear, other

equipment is necessary for ensuring passage of navigation,

operation and maintenance of the lift.

Among them, we shall mention :

the guiding devices

the reach-tank sealing devices

- the reach-tank communication gate operation mechanism

and their protection against boat impact

the end of travel position clamping of the tank.

6.3.1.2.3. Guiding the taul{s

Two rails attached to the central tower (Fig. 6.3.4.) act

as guides: one rail toward the upstream end of the tank and

one at its downstream end. These rails ensure both the

transverse and the longitudinal guiding of the tank. Spring

mounted guide rollers are attached to the tank.

64

2130 m

131,16 rn

~

@

50.30 m

@

Fig. 6.3.5. Diagrammatic elevation 1. Cables 2. Control of counter~weight 3. Tank 4. Drums

At the end of the tank movement, the longitudinal

guiding of the tank is taken over by devices connected to

the reaches. These devices are designed to \Vithstand the

hydrostatic thrust resulting from initiating communication

between reach and tank as well as the dynamic stresses

generated by the penetration and the possible impact of a

ship against the gate at the opposite end.

The reach.tank sealing device includes a rubber fitting

filled with compressed air which is pressed against the tank

head with a sufficient thrust to ensure watertightness.

6.3.1.2.4. Gate operation

The vertical lift reach·communication gates are equipped

\Vith a preliminary separation device.

This device is operated when opening gates as filling of

the space between the gates and equalization of water levels

in the tank and the reach are achieved through first

bringing the gates away from their seating and then slightly

lifting them. Upstream of the lift, the reach gate is

duplicated by a guard gate as a safety measure.

l

JOl!!!O

r I Ii ,Fig. 6.3.6. Winches

1. Tank 2. Winches 3. Drum

I ' J,

"

(j) I

lQG@

6.3.1.2.5. Clamping of tanks

Steadying the tank in its end of travel position is not

an easy problem. Downstream, the tank should be steadied

by a structure capable of maintaining it at rest \vhen empty.

Operations that require the emptying of the tank (control,

maintenance, repair) are indeed unavoidable. This entails

compensating for the weight of a \Vater mass of about 6,000

t at four points, two of which are located under each side of

the tank. In this way, given the considerable stiffness of the

main beams which make up the sides and the transverse

flexibility of the tank, equal distribution of the weight on

the four supports is, in practice, certain.

Each connection consists of a bolt attached to the floor

and a fitting on the tank. Each bolt is designed to take in

a 16,000 kN force.

Upstream, the tank rests on 4 bearings which may

exceptionally be required to sustain a lack of balance equal

to the weight of the water mass (accidental emptying). In

normal conditions, the tank rests on 4 bearings with a force

such that, when it is filled to its maximum level, it adheres

to the bearing. Ho,vever, this weight should be equally

distributed between the bearings if overload of one part of

the structure is to be avoided. This is achieved by equipping

each bearing with a short stroke jack and by inter­

connecting the 4 bearing jacks.

4. Mechanical synchronization device

6.3.7.1 Plan

I. Upstream lay-by 2. Oo.wnstrcan1 lay-by 3. Cunul bridges 4. Lirts

6.3.7.2 Longitudiuul sectloo

Fig. 6.3.7.

65

If the stress exerted on the jacks exceeds the normal

prestress (in case of accidental emptying), safety valves

protect the jacks. These jacks withdraw until the tank has

reached its fixed bearings.

6.3.1.2.6. Electrical equipment

The electrical equipment naturally matches the mechani­

cal installation. Although less spectacular than the latter, it

is just as vital.

Electric power supply is from 3 HV cabins, which are

organized in a loop and are themselves supplied by the

distributor nehvork or by the emergency set. Electric

current is first transformed and then supplied to the

different places where it is required.

The movement of the tank is through 4 electric motors.

Normally, operations are possible with three motors, while it

should be possible to complete an operation with even two

motors unserviceable. An electronic regulation system controls

the supply to the motors to obtain the required movement.

The electric equipment comprises many auxiliary units:

supply, control and locking of all the mechanical

equipment

lighting of the structure

navigation lights

electric equipment of the premises

cabling

- telecommunication, telephone and closed circuit TV

network.

Also included is a processor grouping all the controls,

readings and lights, detecting incidents and their causes, and

announcing the surveying and the maintenance works which

have to be performed to maintain the structure in proper

operation condition.

All measures are taken to ensure safety of operation

and reliability of the plant both with electrical and mechani­

cal equipment.

6.3.1.2.7. Infrastructure

Overall review of the works

The Striipy lift is part of a series of works including

from upstream to downstream (Fig. 6.3.7.):

a 800 m long canal on a bank. Safety devices make it

possible to isolate this section immediately in case of the

failure of the embankment.

- the 200 m upstream lay-by

66

two canal bridges connecting this upstream lay-by to the

two lift tanks

the lift itself

the 200 m downstream lay-by

a downstream canal section in cut

the reorganization of the road network and the water

discharge arrangement.

Geology of the location

An extensive site investigation was undertaken, includ­

ing sinking, borings and taking penetration and pressure

tests. This was complemented by numerous laboratory tests.

Results made it possible to determine the bearing capacity of

the grt?und, its deformability, the stability of backfill and the

possibility to use it for backfills.

The investigation demonstrated the following strata to

exist starting from the surface (Fig. 6.3.8.):

- top soil consisting of a sandy loam

a layer of flint

a thick and relatively impermeable layer of gault consist­

ing of fine sand, sand with some clay or very sandy

loam, with a penetration strength of one thousand to

several thousand kN/cm2

at the level of the foundations, a thick and permeable

layer of coarse sand (Wealden), with a penetration

strength of several thousands of kN/cm2

a carboniferous layer, mainly shale and relatively imper­

meable ground.

Layers of impervious and sem1-1mpervious clay have

been found between the gault and the Wealden beds as well

as in the latter.

During the investigations the first aquifer was detected

in the gault at a depth of about 66.00 m and a second

aquifer (piezometric level 2 to 3 m above the gault) in the

Wealden strata.

As the groundwater was to be lowered to a depth of

about 34 m during the construction.8.nd to 49 m permanen­

tly, pumping trials were carried out.

The results of the trials were used for the study of how

the water level could be lowered and the ground water

levels maintained.

Observations made so far have confirmed forecasts resul­

ting from the studies.

The structures are located in a seismic area ranging up

to grade VII on the Mercalli scale.

The stability of the structures is checked for soil

movement, characterized by a maximum 0.15g acceleration

and displacements of 5 to - 5 cm,

Liquefaction risks of the ground have also been esti­

mated but appeared to be negligible.

Seismic tests have already been conducted with a view

to determining the dynamic characteristics of the ground

that sI?-ould be introduced in the mathematical models.

~

~-----~-----~"""'-

I I I ,. I ... I

UMOH ~..:::.· :.::--···· • • ·----- -- liliitWiil _____ - - - ·e!J- - - ---- -1----- · ·· r - · 7·=-~:::~==-=-1~-:--~-~~:-~-3,_~-~.:~-,.~-~-~-~-;-~-;;;:-;~~;::;;~~~~;;;;;-;i!jli;;;--~

Q)UQif~~~~-~~~:~--~~~:~~~~==~::::=~~~i.:~.:::. -~---: ::~~~ ~ ---· 1---=:-::=.:::::~~~-=~--~--:=---.::;~!.~ - -1·F----1~1----~-ill!· ~-~-~ ~~~~-~~~~~-~,~----

~7_1 >ii.{~ :-:W!.~ ~--- ~ ~-~"i~~,j_~~,~~ - -/ ....................................... . ·········~K Llf. l!•ITV<lll ~l& '!\Ai~

~BlE AlBIEN ·,_

'· ···-·--··- ···-··-····-· ....................... ····-···············-····- . -i>'-::~w;;·;~.'.'.~--~--;:---1 1---;Utr!~-·~ 11!1 I ·---------------COUCIE SEMI~!!~~~~~-----· UUQI L-----------·-------------· SABt.E WEALOIEN H'ERIEl.R

COUCHE IMf'ERMfABlE ET ~lER

l"-1

11.DOI yll-

Fig. 6.3.8. Geological strata Legends: limon = silt argile = clay silex = flint sable= sand

l' -

couche impermeable = watertight layer couche semi-impermeable = semi-watertight layer couche houiller = carboniferous layer terrain naturel = natural ground niueau piezo ... rabattement = pressure leuel in wealden pumping niueau de la nappe ... = leuel of water table in the gault before pumping courbe de rabattement = water gradient

! i1

Civil engineering

A few dimensions give an idea of the size of the

structure (Fig. 6.3.4.):

length

width

total height

130 m

81m

117 m

Structures should have a sufficient rigidity to withstand

stresses without excessive deformation or displacement which

might endanger their stability and proper operation.

The structure to be designed should not be sensitive to

thermal deformations.

The idea of two coupled structures was rapidly substi­

tuted by the concept of a single structure with a single floor

and a single machine house but including two independent

tanks with their own operating gear (Figs. 6.3.4. and 6.3.9.).

The structure includes, ranked according to their impor·

tance and starting \Vith the foundations :

a reinforced concrete watertight monolith chamber

a reinforced concrete central tower

outer steel columns

a machine house supported by the central tower and the

outer columns.

)t, 11--+.--,! ··­•·· ..

With a mass of about 300,000 t, the chamber and the

central tower withstand uplifts and the floor remains any­

where in touch \Vith the ground both after and during

construction.

In addition, to make the structure practically insensitive

to soil settlement and to loads and deformations caused by

thermal variations, the hyper-staticity level is very lo\v. The

bottom and the ceiling of the machine house are made of

three hinged parts foliowing the longitudinal joints. The steel

columns have two hinges and the travelling bridge cranes

located in the machine rooms are isostatic.

The machine house has rooms for the staff, control

devices and for visitors.

The central to\ver contains, in addition to the inner

counterweights, gangways, staircases, passenger lifts as well

as hoists for servicing the structure.

The operating gear of the lower gate is located in a

gallery placed some 20 m above the chamber. This gallery

extends on both sides of the central tower.

Outer premises located under the downstream platform

but adjacent to the chamber accommodate dewatering pumps

as well as the emergency hydro-electric generator set which

generates the electric po\ver in case of any network

breakdown.

®

.. ;;. ·- ---f I

I --·--j

Fig. 6.3.9. Elevation

The chamber conSists of a wide rigid pedestal bearing

directly on the ground on which the load is distributed.

Effective pressures transmitted to the ground and uplifts are

limited to 10 to 30 kN/cm2 and ground settlements are

estimated to be 2 to 4 cm. The central tower is embedded in

the chamber.

Together with the latter and with the metal frame

which extends over its upper part, it makes up a bending

and torsion resistant whole, which absorbs without substan­

tial displacements both vertical and horizontal loads.

68

1. Lift 2. Canal bridge 3. Steel columns

The machine room is approximately 130 m x 75 m x

20m.

It contains the whole of the electronical equipment (Fig.

6.3.10.).

Its design raised a series of technical problems, among

which the preservation of a minimum temperature, the

heating of the staff and visitors premises, the choice of the

type of structure and of the material for walls and frontage,

the effects of wind, the deformations of the floor and the

roof, lighting, the drainage and the circulation scheme for

staff and visitors.

24 180 18100 18100 24 180

© ® -D D -D --+----

I i

3 (4)_ ©

'' ®

®

Fig. 6.3.10. Diagrammatic plan of the engine room at level (131.15) 1. Drums 5. MeChanical synchronization axle 2. Low speed reducer 6. Winch 3. High speed reducer 7. Group of7 pulleys diam 4800 4. Enl(ine

The floor is made of a metal beam grid which supports

a 0.25 cm thick reinforced concrete slab. The roof is a

composite structure the reinforced concrete slab of which also

serves as footing and transverse bracing for the steel joists

Drainage (Fig. 6.3.8.)

During construction, the \Vater table was lowered by

sinking two i_:ings of wells: One, at a 68.00 m depth,

comprises five 0.40 m diameter shafts and the other one

(50.00) also has five identical shafts.

After construction , lowering the water table will be by

gravity. The proper operation of the drainage is vital for the

stability of the structure.

Aesthetics (Figs. 6.3.11., 6.3.12. and 6.3.13.)

The structure was designed to be both functional and

pleasant to look at.

Three elements were particularly significant in this

attempt: the size of the structure (it is 130 m x 81 m and

has a height of 102 m); the outstanding worldwide technical

achievement and the several functions of the structure.

It was decided to separate the functional parts (machine

room, control room and public access) from the lift itself.

Some visual elements were included in order to alleviate

the massive and monolithic look of the structure.

This applies, particularly, to the machine room. The use

of chamferred corners will make it possible to endow it with

a dynamic look as compared to a mere rectangular parallele­

pided.

The canal bridges

Each tank is connected to the upstream lay-by by a

canal bridge with the same useful width as the tank but

with a draught exceeding that of the tank by 0.30 m to

lessen ship movement resistance (Figs. 6.3.9. and 6.3.14.).

The superstructure is made of 4 rolled and welded steel

spans with a bearing distance of about 42 m. It rests on a

bracket attached to the lift central tower, three piers and

one reinforced concrete abutment.

69

Fig. 6.3.11. Perspective uiew

As differential settlements are anticipated, the canal

bridge is isostatic and provided with bearing adjustment

devices.

The mass of the superstructure is 11 t/m.

The connection between the spans and the upstream

lay-by proceeds from the abutment over a length of 98 m.

The pile and abutment foundations go a long way into

the soil and have no adverse effect on the stability of the

backfill.

By placing a ship caisson on the abutment, it is

possible to put the spans in the dry for maintenance

purposes.

6.3.1.2.8. Reliability and safety measures

The operation of the lift cannot be interrupted and

should proceed totally safely.

Lifts are at least as safe as other solutions. However,

because of the high lift, the consequences of an accident may

70

be catastrophic. Safety and surveying arrangements are

.therefore absolutely necessary.

Several accident scenarios have been studied in order to

provide prevention measures.

Among these, we shall mention :

independence of the two tanks

isolation of parts of the structure.

Prevention of the following accidents has been studied :

emptying a tank in its upper or lower position

partial emptying of a tank during a lift

ship sinking in a tank with its gate open or in a canal

bridge

- uncontrolled ship seriously impacting a gate of the tank

or of the reach

immersion of half a chamber

- capacity reductions of the drains

- breakage of a gate of the upstream reach

I I

I I

I

152,00

~

131,15

'L 122,80

~ £

62,00 r-49,80

~ Fig. 6.3.12. Upstream elevation

- net\vork breakdown

- motor deficiency, suspension or control cable breakage, etc.

Arrangements have been made to control :

- water filling of the tank gates and of the canal bridges

when tanks are leaving

- horizontality of the tanks

- drainage rates and watertightness of the channels

- stability of the slopes and backfill.

Provisions of the general regulations on working con­

ditions and fire prevention have been adhered to.

6.3.2. PLANNING AND CONSTRUCTION

The Belgian Administration carried out the preliminary

studies in order to identify the best solution to overcome the

Strepy-Thieu lift.

As soon as a decision was taken to build a vertical lift,

a joint venture contract was signed between the Belgian

State and a group of Belgian civil engineering, steel work,

mechanical and electrical construction companies to under­

take detailed studies and to carry out works.

The contract was signed in December 1978.

Detailed studies were started in March 1979 and con­

struction began in the Spring of 1982.

71

1·

.......

72

' ' \ ';:::·.:: ..... ·,. ____ , __ ..., I(

" "

I 1500

-r-·

J__

.\· .........

Fig. 6.3.13. Downstream elevation

r~30 1 4000

12.020 n

~11~ --1--. "'L

!ij I l[J

·----···-·. ---------,----· 12.s2_0 ____________ .J-1_s_o_o--i

Fig. 6.3.14 Cross-section of an approach canal bridge

152,00

1 49,30

·1

6 .. 4.. The Ronquieres incline

73

6.4. THE RONQUIERES INCLINE

(Belgium)

6.4.1. DESCRIPTION AND DESIGN PRIN­CIPLES

6.4.1.1. General characterislics

When designing the Charleroi to Brussels canal (Fig.

6.4.1.) for 1,350 t ships, the problem was to provide a lift of

the order of 67 m to take the place of 17 300 t locks.

( Lock 5 !--.

NlVELLES.

ECAUSSINES

1-..... ,i,LUTTRE.

- Route of existing canal 1350 t Loi::k 2

ROUX

VIESVILLE.

Loci< 3

"""''

'···-·

2 •• Route of former canal 300 t AMP REMY.

CHARL R

Fig. 6.4.1. CharleroirBrussels canal

The follo,ving solutions were considered:

a ladder of 3 or 4 locks separated by very short reaches

- 2 lifts with 1 or 2 tanks, and lifts of ± 34 m separated

by a ± 1 km long reach

1 lift with 1 or 2 tanks

1 incline 'vith 1 or 2 tanks and a slope of 5 %.

Because of the operational conditions of the waterways,

the two most satisfactory solutions that emerged were the

single lift with 2 tanks or the incline with 2 tanks.

However, a vertical lift appeared to be ill-adapted to the

local conditions.

The final choice was one of an incline of the longitudi­

nal type with 2 tanks and a slope of 5% (Fig. 6.4.2.).

The final dimensions of the structure are as follows :

lift 67.05 m

slope of the incline 5 o/o

- travelling length 1,341 m

- overall length

- dimensions of the 2 tanks :

overall length

useful length

useful width

water depth

total mass of a tank, including water

time of operation

6.4.1.2. Basic arrangements

6.4.1.2.1. The tanks

1,432 m

91.12 m

87.00 m

12.00 m

3 m to 3.70 m

5,000 to 5,500 t

30min

Because of local conditions, differential settlement was

anticipated; the structure of the tank which was therefore

adopted was one which would rest elastically nearly conti­

nuously on a large number of bearings (Fig. 6.4.3. and

6.4.4.). The tanks rest on springs on 2 rows of 59 axles each

or, in other words, on 236 rollers; such rollers are not fitted

with flanges so as to reduce friction.

Each tank is guided at its ends by 6 spring mounted

side rollers. Each group of guiding rollers may take a load

of 1,800 kN.

The structure of a tank consists of a 12 mm thick skin

plating . stiffened by outer cross-bars. The latter rest on 2

longitudinal box girders which transfer the load to the axles.

The mass of a tank, its rollers and the water in the

tank varies from 5,000 to 5,700 t according to the amount of

'vater in the tank.

75

' 290m · --· --~

5 6 -,----

' ":::: : •

• ...

1

[2----

76

l

A-,

·-·

'

Longitudinal section

Incline 1432 m

2 1032m

4 ----·----

8

Fig. 6.4.2.

Plan view

The incline and its surroundings 1. Part above ground level 2. Part in cutting 1,032 m 3. Foundations on wells 4. Direct foundation 5. High backfill 6. Canal bridge 7. Openings s. Upper head 9. Lower head

ELEVATION.

fi E.,

.ii- . ' ~fl

~·l--1

,~ Ir (

-~D..J Gradient 5'Yo F..J

Section AB

Section CD

Fig. 6.4.3. Tank 1. Bolting 2. Guide rollers 3. Idler rollers

;;x,p;wc <

,;;,,

9 __)

------

Section E F

11 11

Fig. 6.4.4. Axles of tank and counter-weight

The outside of the tank is coated with a thermal

4) Independent tanks partly balanced by counterweights.

5) Independent tanks totally balanced by counterweights.

Solution 5 appeared to be

4 in that it reduces

requirements.

more satisfactory

both capacity

than Solution

and energy

Solution 5 was finally adopted : independent tanks com-

pletely balanced by counterweights, where tanks and

counterweights are connected by cables controlled from

fixed \Vinches placed at the upper head.

The cables of a tank are driven by two 5.50 m diameter

Koepe-type friction drums; each tank is pulled by 8 55 m

diameter closed type continuous cables.

Coupling of the cables to the tank (Fig. 6.4.7.) is

achieved through hydraulic jacks that are inter-connected in

such a way that loads are equally distributed into the

cables. On the counter\veight side, each cable is individually

fixed to the frame.

As far as the winch control is concerned, electric control

was adopted after comparing it with oil-hydraulic control.

insulating agent. 6.4.1.2.3. The counterweights (Fig. 6.4.8.J

6.4.l.2.2. Operation of the ranks (Fig. 6.4.5. and 6.4.6.J

The following solutions \Vere successively considered:

1) Tank operated by cables without counter\veight.

Difficulties in housing the cable were foreseen.

2) Self-propelled tank without counterweight.

A lack of adherence of the tank wheels to the rails (e.g.

in case of frost) and difficulties for power intake were

foreseen.

In the two former cases, the operating capacity (3,500 kVV)

and the required energy (1,200 kWh for each up\vard

travel) were quite substantial.

3) Mutually compensating tanks

Difficulties might be expected with maintaining the ade­

quate length of the cables and with the bringing to a

total stop in case of a breakdown of one tank.

With a total mass of 5,200 t, counterweights move on

runways that are located under the runways of the tanks.

They are made of two independent frames ballasted with

heavy concrete (iron fillings mix). They are supported and

guided in the same way as the tanks.

6.4.l.2.4. Runways (Fig. 6.4.4.J

The runways and the guiding structures of the tanks

were initially made of standard railroad type 50 kg/linear m

rails.

These rails were supported by individual chairs.

In the overhead section of the incline, joints are

provided in the rails every 80 m; in the buried section,

there are no joints.

Guiding rails are provided with joints every 25 m.

Fig. 6.4.5. Balancing of tanks 1. Deviation pulley 2. Drive pulley 3. Traversing jacks 4. Counter-weight 5,200 t 5. Tank 5,000 to 5, 700 t

77

1

2 "Crr::::::J#

_ __.c,,,Hl!JAR,.-Ltl\llL_

6

r---r I '

l~

{J2Q45d12115)

'

3

4 5

_JIR!ISSHS

10

8

-=-1 i ~--~ ' . bJ

Fig. 6.4.6. Driving mechanism of tanks 1. Tower 2. Walkway 3. Emergency gate 4. Canal gate 5. Tank door

6.4.l.2.5. Locking of the tanks at the ends of their travels

(Fig. 6.4.9.)

At the end of their travel, the tanks are locked to the

masonry of the corresponding head to withstand the 600 to

800 kN hydrostatic thrust resulting from the junction of

tank and reach.

Hydraulic jacks maintain the tank in its end of travel

position and compress the seals.

6.4.1.2.6. Water scaling between tank and reach

This is achieved according to the principles illustrated in

Fig. 6.4.10. and 6.4.11.

6.4.1.2.7. Tank and reach gates (Fjg. 6.4.11.J

The ends of each tank are closed by vertical lift gates

which can only be operated through the gears that are

78

6. Canal bridge 7. Cables 8. Incline 9. Drive pulleys

10. Tank

located in the frames of the upper and lower heads; such

gears control the movements of the tank gate as well as of

the end of each gate.

All the gates are equipped with stop logs protecting

them against shipping impacts. These locks are raised by

brackets attached to the gates.

The gates are partly compensated.

As a safety measure, the 28 km long upper reach is

provided, in addition to its normal closing gate, by a safety·

gate designed as a vertical lift fixed roller gate. The latter·

is not compensated so that it can be operated under any

circumstances.

6.4.1.2.8. Water and ship oscillation in the tanks • .n-rovement

of the tanks

The problem raised by water and ship oscillation in the

tanks has been theoretically studied and tested in t~e

:;///~· ,' / =

·O

0

' I I' i r

= = = = = =

Fig. 6.4. 7. Coupling of tank 1. Bottom of tank 2. Cable 3. Jack 4. Pump 5. Electric motor

laboratory. Studies and tests have resulted in the following

conclusions:

1 ° with a constant acceleration of 1 cm/s2 of the tank,

hawser stresses of 25 to 30 kN may be anticipated for a

1,350 t ship, which is acceptable;

2 ° these stresses may be reduced to 3 to 4 kN if the

acceleration is gradually applied to achieve 1 cmfs2 in

about 32 s. These 32 s corresponds to the basic oscillation

period of the water mass in the tank.

The operating gears have been designed in such a way

that the following values obtain (Fig. 6.4.12.):

acceleration period with a linear variation from 0 to 1

cm/s2;

constant 1 cm/s2 acceleration period;

deceleration until the working speed of 1.20 mis obtains;

uniform movement period;

--26m 2 ______ _

- -5,Jm. ·---··--·- - -ltJm ----

----12,5m +-------7

Fig. 6.4.8. Section of tank and counter-weight 1. 26 m from axis to axis 2. Movable bollard 3. Tank guides 4. Idler rollers 5. Concrete ballast 6, Counter-weight guides 7. Central guides

4

6

at the end of the travel, time of deceleration equal to the

time taken to accelerate.

The complete travel of the tank takes 30 min, including

the inital separation period and the final reduced speed in

the safety area.

Should hawser stresses tend to exceed the set levels, a

specific device was designed to automatically contain these

stresses.

In case of a displacement of the ships, the same device

brings them back into their initial position.

6.4.1.2.9. Electric equipment · regulation · safety

The winch 'vhich lifts one tank is powered by 6

continuous current engines, each of which is supplied by a

Ward-Leonard set.

The power of a motor is 125 kW. The number of motors

and of sets was chosen so as to reduce to a minimum the

danger of accident should a breakdown of a motor or of a

element in the set occur and to ensure as long as possible

the safe operation of the tank.

Continuation of operation should not be prevented by a

breakdown of the setor of the corresponding motor. In fact,

normal operation should proceed even in case of the break­

down of two sets or of two motors.

A breakdown of three sets or of three motors should

still make it possible to bring the tank to a stop in line

with the adopted velocity law.

79

1

B

BA

11

~ 11

I

1 2

II

80

1 2

III

Fig. 6.4.9. Connecting tanks

I. The tank is pulled by the winch -The hook is raised 1. Canal 2. Tank 3. Hook 4. Joints 5. Bolting jack 6. Tank pin 7. Clearing jack 8. Cam 9. Lever

II. The hook is brought down - The winch is stopped : 1. Cana~· 2. Tank

III. The hook presses the tank against the canal The position is watertight 1. Cana~· 2. Tank

The Ward.Leonard sets are equipped with a fly wheel

which stores the kinetic energy \Vhich is necessary for the

gradual braking of the tank in case of current failure.

Each Ward-Leonard set has its O\vn regulation system. A

central system ensures the required velocity law and sees to

it that the torque is equally distributed between the motors

being used. The central system includes two sets, one of

which acts as a pilot. The pilot set continuously compares

the achieved speed and the desired speed.

80

Should a substantial difference appear behveen these two

values, it triggers the normal stopping procedure of the tank

(following the desired law). If the difference increases, the

emergency electric braking is triggered without any substan­

tial impact on the contents of the tank. If the difference

further increases, mechanical brakes are applied, which then

entails brutal braking which is likely to cause damages to

the ships and to the tanks.

Finally, when a given set detects an abnormal func­

tioning in the other one, the deficient set is automatically

switched off.

In this way, it should be possible to obtain maximum

operational safety.

6.4.1.2.10. Struclurc

From upstream to downstream, the following structures

may be identified (Fig. 6.4.2.):

- the upper head with its reinforced concrete structure;

the incline itself, which includes two reinforced concrete

hoppers each of \Vhich supports the running and guiding

rails of the tank and of the counterweights.

The incline comprises t\vo parts : the overhead section

(Fig. 6.4.13.) and the section in cutting (Fig. 6.4.14.);

the lower head (Fig. 6.4.15.};

The geology of the location influenced the design of the

excavation and foundations.

The geological section is shown in Fig. 6.4.16.

From the upper down to the lower head, this section

shows:

the Frasian level including schists and dolomites. The

dolomites are altered by an underground water flow;

the G~vetian level, \Vith rough red schists;

the Silurian level, \Vhich occurs as a substratum for the

whole of the site.

The soil cover consists of loam and clay and, locally,

sand lenses.

The site is very heterogeneous under the upper head,

the overhang section of the incline and the upstream side of

the section in cutting.

The upper head, the front part and 80 m of the section

in cutting were founded on deep wells.

54 wells of an overall length of 735 m \Vere sunk under

the upper head (Fig. 6.4.17.). 80 wells of an overall length

of 1,215 m \Vere sunk to accommodate the frame pile of the

overhead section and the beginning of the section in cutting.

The remaining part of the section in cutting was

founded directly on sound rock.

Well based foundations should meet two conditions : to

support very heavy concentrated loads (up to 39,000 kN}; to

undergo only slight vertical deformations, as differential

Reach

. . .••. •3. :: .

.

Detail 1

'\ -\

i I

Tank

Detail 2

-~/ \

" #. ·.<>.\ .. ! •

..... " "\

.·.,·" ,

.

Fig. 6.4.10. Scheme of watertight systems Detail 1 : Starting connection between tank and canal Detail 2 : Separating tanlt and canal

settlements should be limited to a few mm, to the extent

that the frame of the structures to be supported is rigid and

highly hyper-static, and hence very sensitive to differential

settlements.

Special attention was paid to taking maximum advan­

tage of the strength of the penetrated ground, which

explains why some wells have a discontinuously shaped

profile, with a shoulder at the level of each reduction in

diameter (Fig. 6.4.18.). These shoulders made it possible to

transfer part (30 to 40 %) of the load to the neighbouring

ground and to relieve the foundation to that extent.

81

POOTES E:N POSITION DECOLLEE •

1 I • + I I I

PQRI[ DU lllEF I PCATE 00 BAC I

I ., PORTE 6N: CIJ BIEF.

F011ES EM POSITOO FERIJEE.

I I I

• "'

Hlti 'C._~ f 1 I t.AME OE CACUTCHOUC

/1,· '.· i l 1,,

I / O«. ~J ""i'r"": si:r

TETE I ¢ :')

"'~c . ' _._,,.,. .. i (2 \

[~\~l[~pfi~EVI~~ OE I l'~NTf!C-~!E~.... I

f~I I

( I

i '" I

, . . ;

I

I I .

OCUl!H DE CAOUTCHOl;l_<: ___ _

Fig. 6.4.11. Gate operating mechanism (left)- Watertightness devices (right) Legends: mecanisme de levage = lifting mechanism portes en position cMcollee = gates in parted position porte du bief = gate of the pond po rte du bac = gate of the tank portes en position fermie = gates in closed position m(lfonnerie de tete = head masonry

OE TAIL I

ETANCHEITE DES POOIES 1:U 6AC 00 OU 81Ef' 1'1/EC LEURS ENCLAVES

Qillll ETANCHEITE ENTRE BAC

ET a1tr

tuyauterie de ... ... l'entre-portes = discharge pipe works for water between the gates piece de l'enclaue =part of the recess lame de caoutchouc = rubber sheet etancheite des portes ...... enclaves = watertightness of tank doors or canal gates with their recesses boudin de caoutchouc = rubber seal

6.4.2. PROBLEMS ARISING DURING CON­STRUCTION AND OPERATION

6.4.2.2. Runways

Initially, the rails were standard (50 kg/m) railroad type.

6.4.2.1. Dimensioning of the reinforced con­crete structures

The outstandingly high loads of the structures have

required, in the most sensitive areas, substantial concent·

rations of reinforcement, which, in turn, entailed concreting

difficulties and rather fast local deteriorations. Repairs are

necessary.

82

Because of the heavy loads on the rollers, numerous

cracks appeared both in the core and on the surface of the

rails, which entailed dangerous deformations (tilting).

After ten years, the runway rails \Vere substituted with

rails having a vanadium steel reinforced core (62 kg/m) with

a high fatigue strength.

The discontinuous rail bearings were damaged by verti·

cal upward reactions after the passing of the end of a tank.

,.,

'"

6 .. 4.12.1 Accoleratlon graph

1 f Accck:t~ioa (t:m/scc2 ~

fzt",u,·,._ _______ _,1!.1·---------..;32::"1'1·,.,.-.l"I· '1 I

0 19ll

3 tSpcedm/-. 6.4.tU Speeds graph

uofLf[ lil_r::• . o ... - 232~-~----------------1"'n'2• zzlM"

i Distance travelled Olstinco lrneJled

1340m. ~}2?!)M~-·

0

Fig. 6.4.12. Movement-Time graph

,.,

8 •

.___ __ _,_

""

'"

Fig. 6.4.13. Section above the ground

3 nme..m

...

I 't'

83

84

12.00 ________ .

1. Service path 2. Counte,-..weight 3. Tank guide rail 4. Counter-weight guide rail 5. Cable channel

""

Fig. 6.4.14. Section in cutting

1. Gallery 2. Tank door 3. Frame 4. Reach gate 5. Lower reach 6. Tank 2 4 7. Incline

°"'"=C------=--------~-----------~=-~--=-=---==-+-+-+==-------===-+-====--=--=----=--=----,,L.-

Fig. 6.4.15. Lower head

ouurs 11(-ll';

, ........ "'"""~"""'' ................... ·-; .. ~ . ~ . ~; ,Gtitll(N ·;

Fig. 6.4.16. Geological section - Overall longitudinal section Legends: frasnien = frasnian schiste doux = soft shale giuetien = giuetian dolomie argileuse = magnesian limestone schiste rouge = red shale silurien = silurian couches grises a vegetaux = layers of grey soil

eRUXEttES.,.

. ' .v:;=::.;-~:-: --.~\···•Gl>t:Tl(N.~ · .• ;•;i.s..;.i,..:lH,. -,.

• ... i ••9.;..,, - - _ .. _.::::= __ .· _=---_-_ ... -_'--_::.-::_--_.:.."_:-_,=·-·-"" -~~

hauls remblais = high backfill culee de raccordement = connecting abutment tour= tower pont canal = canal bridge partie airienne = section above ground partie enterree = section in cutting tete amont = upper head

schistes greso-dolomitiques = dolomitic shale and sandstone

!'F l'ldoo

I I I~-

'

I i I i I -.--

Fig. 6.4.l'Y. Upper head foundations:

P{K00-3900T) und level I. gro

-~-

' ' I

3t.Om {4,60m)

2 possible shoulder

/

v ~

' ~Qm ,., ....

Maximum useful load to be taken by foundation shafts 100,000 t o 32 shafts diam 200 m 0 22 shafts diam 300 m

Continuous rail bearings \Vere therefore constructed, on

which flexible neoprene insertions were introduced between

the rails and the concrete seating.

The expansion joints between the sections of the rails

are put under heavy stress by the passing of the rollers and

shock impacts caused damages (breakages, vibrations). New

and more appropriate units are currently being studied.

6.4,2,3, Rollers

The original rollers were made of poor quality carbon

steel which had undergone a superficial treatment. Abnormal

wear of the track occurred. It was therefore decided to

gradually replace the rollers by special totally fatigue resis­

tent moulded steel rollers which guarantee an improved

resilience, an increased surface hardness and a uniform

surface treatment, which is constant over a sufficient depth.

6,4,2,4, Traction cables

The initial 55 mm diameter closed type cables had the

following drawbacks :

- relatively high cost;

Fig. 6.4.18. Foundation shaft,

occurrence of a helicoldal deformation of the cable, which

entails vibrations during passage of the pulleys and of the

sheaves. This deformation entailed an untwisting of the

external layer of wires and the dislocation of the Z wires

. of this layer.

These cables were replaced by NUFLEX type 55 mm

diameter cables, wi~h a good useful life.

Ho\vever, they have a higher extension coefficient which

requires several adjustments; they cause indentations in the

grooves of the pulleys, although this phenomenon rapidly

stabilizes.

6.4.2.5. Ward-Leonard sets - Fly wheels

Initially, each WL set was equipped with an fly wheel.

Because of incidents that have occurred with the bearings

Gamming, etc.) and of the danger in case of an axle of one

of the wheels breaking, the peripheral speed of which was

180 rn/s, the wheels were omitted.

The asynchronous type ring electric motors that were

required to start the movement of the wheels \Vere replaced

by a simpler squirrel cage asynchronous motor having a

smaller capacity.

85

6.5. The Saint-Louis-Arzviller incline

87

6.5. THE SAINT-LOUIS-ARZVILLER INCLINE

(France)

6.5.1. DESCRIPTION AND DESIGN PRIN­CIPLES

6.5.1.1. Characteristics

Before the building of the Arzviller incline, the Marne

to Rhine canal, with a capacity of 300 t, had 17 locks

spread over a distance of 4 kms to provide a total lift of

45.55 m (Fig. 6.5.1. and 6.5.2.).

The construction of the incline of Saint-Louis-Arzviller is

part of:

- the works intended to increase the water depth of the

Marne Rhine canal to 2.60 m;

water saving required by an often insufficient supply;

- the construction of a small sized prototype structure for

overcoming high lifts \Vith the prospect of increasing to

larger sizes later;

and, of course, the improvement of navigation conditions.

Solutions proposed by the companies that were consulted

were as follows : lift(s), water slope(s), longitudinal incline(s)

with self-propelled or tractor-dra\vn tanks; transverse

incline(s) with tractor-drawn tanks.

The Administration chose the solution of the single

compensated transverse incline equipped, in a first stage,

\Vith one single tractor-dra\vn tank and a possibility to add a

second tank at a later stage.

The dimensions of the structure are as follows (Fig.

6.5.3., 6.5.4. and 6.5.5.)'

lift

slope of the incline

horizontal projected length of the incline

length following the slope

dimensions of the tank :

overall length

useful length

useful width

water depth mass of tank water and supporting frame (trolley)

44.55 m

41 o/o

108.65 m

128.65 m

43.00 m

41.00 m

5.20m

3.20m

890 t.

Fig. 6.5.1. Location sketch plan of the Marne to Rhine canal (Revue de la Navigation)

89

I

) _]

i ~

\

, ,

\

, , I

)". /

90

~: !

'\ ' i

! J I ! l !

' i

" " " ..... -----1\~

1? ii .....

Tii ~~ :: .. ~i !j~

~::

! !~ ,,. .. "h ... "

..JJ ii ...... .,,. H .,...

"':'T' " :: • A~ •"" • .., .. q

iT'

" '• ~j

.. ~ !, ; ul .,;: u

" ;~;= . 'I ~i :;;:: aj

, ! - .. :::" ~' : ~1· ' . J , .. ::" . -

6.5.1.2. Basic arrangements

6.5.1.2.1. The lank (Fjg. 6.5.4., 6.5.5. and 6.5.6.J

The cross-section of the tank is U-shaped. It is closed at

both ends by vertical lift gates.

The inner skin plating is made of 12 mm thick plates

and is externally stiffened by longitudinal sections, trans­

verse frames and transverse bracings.

Special transverse frames (Fig. 6.5.7. and 6.5.8.) have

been strengthened and arranged to accommodate certain

units:

- the bearings of the bogeys and the upstream stops;

the transverse girders which run parallel with the run­

ning tracks and which support in particular the guide

rollers;

the gussets for the connecting jacks of the driving cables;

the lower berth stops.

The sides and the bottom of the tank are insulated with

50 mm thick rockwool externally protected by an anodized

bright ribbed aluminium plate.

The tank unit transfers its load to the infrastructure

through four bogies (which run on two railway tracks

separated by 0.80 m. The axles are 25.75 m apart (Fig.

6.5.6.). The bogies are incorporated into specially strength­

ened transverse frames.

Each set rests on two-axle molybdenam bogies (Fig.

6.5.9.), i.e. 8 monobloc 700 mm diameter nickel-chromium­

molybdenum steel rollers with a rim especially processed to

obtain a breaking strength of 1,470 N/m2 (Brinell hardness

400 to 500). The transmission of loads is isostatic and is

transferred through the equalizing bars .

The connection behveen the tank unit and each set is

ensured by a hooped neoprene bearing. The longitudinal level

oscillations of the tracks are taken up by the hinges of the

bogies; the transverse oscillations of level are taken up by

the neoprene bearing .

Between the two rollers of one single bogey, a shoe 'is

fitted which, in the event of a roller breaking, transfers the

load to the rail, thus causing a minimum lowering of the

tank structure.

The tank unit is equipped with a mechanical guiding

system (Fig. 6.5.8. and 6.5.10.) consisting of two pairs of

rollers separated by 9 m and bearing on two rails attached

to the upper part of a special girder fixed to the infrastruc­

ture of the incline.

Each solid forged 1 m diameter roller rests on the rail

under the action of a pile of 'Belleville' washers which

delivers a 22 t prestress.

The guiding structure makes it possible to reduce to a

minimum any possibility of the tank skewing; at the heads,

it caters for hydro-statically induced stresses upon opening of

Fig. 6.5.3. Perspective sketch of inclines (Revue de la Navigation)

the tank gates, the thrust of the sealing frame and the

possible impact of a ship against the tank shock absorber.

Water depths in the tank vary from 2.62 m to 2.82 m

when descending and from 2.55 m to 2.62 m when ascend­

ing. This reduces energy consumption and the prevailing

mass is always positive.

6.5.1.2.2. Operation of the tank

The weight of the tank is almost completely compen­

sated by two counterweights connected to the tank by 28

cables. These are in two groups and operate from fixed

winches placed in the upper head machine room (Fig. 6.5.11.).

The diameter of each cable is 26 mm and its ultimate

load 660 kN, which translates into a safety factor of 5.4

when compared with its 122 kN working load.

The cables are attached to the tank by hydraulic jacks

which guarantee an equal distribution of load in the cables

and which, in the case of an accidental breakage of the

cable, avoids the chain breaking.

The jacks are operated hydraulically from the frame of

the trolley. The other ends of the cables are directly

attached to the counterweight,

Each group of cables is driven by a 3.350 m diameter

drum, operated after a double reduction by two direct

current motors.

Each of these drums carries a crown gear which meshes

with a driving pinion and rims on which the shoes of the

safety brakes press. The frames are fastened in the winch

foundation.

91

CONTIU'.·POIO!. BU; -.1.. /I CCINl'RE • ~ BAC No40NT

! ~

~ t; ~

~

!

~I ~! ~I .~1 ~I

G

; • , • • ••

Fig. 6.5.4. Plan of the structure as built (Revue de la Navigation) Legends: acces amont = upstream access groupe electrogi!ne = generating plant salle des machines = engine room treuils = winches bac amont = upper tank bac aval (projet) = (planned) lower tank suivant la pente = following gradient voie de roulement des bacs = tank runway voie de roulement des contre-poids = counter-weight runway poutre et voie de guidage = guide beam and track canal d'acces aval = downstream access canal contre-poids bac avaVamont = lower/upper tank counter-weight fosse des bacs = tank pit

6.5.1.2.3. The cOunterweiglits

The hvo counterweights are each made of a metal

structure supporting a concrete carcase reinforced with second

hand rails totalling a mass of 2 x 445 t.

The tracks, separated by 1.50 m, support bogies similar

to those of the tank unit.

In the upper part of the counterweight, the housing

accommodates a movable adjustment ballast of 40 t of 20 kg

of iron pigs.

6.5.1.2.4. The runways (Fig. 6.5.4.)

The runways of the tank unit and of the counterweight

are made of 'Rodange' n6 5 A-type rails (77 kg/m) initially

92

attached to reinforced concrete strings through spring clips

bolted onto fastening rods.

The load on each roller is of the order of 275 kN.

6.5.1.2.5. Locking of tl1e tank unit at the J1eads (Fig. 6.5.12.J

Locking hooks operated by hydraulic jacks tighten sta­

ples attached to the metal frame of the tank unit to lock

the latter just in front of its stops.

6.5.I.2.6. Tank and reach gate - tank-reach sealing (Fig.

6.5.13., 6.5.14. nnd 6.5.15.)

The ends of the. tank and of the reaches are closed by

vertical lift gates ·. the sealing of which is ensured by

music-note type neoprene seals.

The gates are protected against ship impact by shock

absorbers; these are in welded steel and equipped with

hydraulic dampeners intended to absorb without any damage

the energy of a 400 t vessel moving at 0.10 mis as far as

the tank is concerned and of 0.50 mis in the canal.

Permanent deformations would be caused to the tank

beams in the case of speeds of 20 mlsec and 1.00 mis in the

canal, without however entailing any damage to the struc­

tures.

Only the reach gates are equipped with an operating

mechanism.

When the gates are raised, the sealing between tank

and reaches is achieved by a sealing frame with the same

U-shape as the tank (Fig. 6.5.14.).

This metal frame rests on two rollers in its lower part

and is ~aterally guided by two rollers. It is attached to the

masonry by four drag links which

during its horizontal move (45 mm)

maintain it vertically

operated through 5-10

kN hydraulic jacks. The frame sealing is ensured by a

U-shaped neoprene rubber skirt; the sealing between frame

and tank is ensured through the jack operated compression

of a music-note type neoprene joint against a stainless steel

frame attached to the structure of the tank.

Ice protection of the sealing frame and of the gate

sealings is achieved by insulating the different units and by

heating them through electric resistances encased along the

steel flats which accommodate the seals (Fig. 6.5.15.).

6.5.1.2.7. Annlysis of movemenl of the lnnk unit

Oscillation of the water plane raises practically no

problem. Computations similar to those carried out for the

Ronquieres incline have resulted in an upper estimate of

variation of 16 mm for a normal acceleration and deceler­

ation of 2 cm/s2 and 350 mm for an accidental deceleration

of.0.6 mls2 when operating the emergency mechanical brake.

"' w

..,,_\

oont<0l ,oom i 5 1

upstream canal road access

.·, tanl< run"'ilY

fram('

/\-/\ CROSS SLCTION

'''''"'

LONGITUDINl\I. SECTION 01' Tl II~ STRUCTUl{E

O 10 20 30 'O Jgm

1005

m high li~htin~ mast

operating gear

2 sets of 14 27 mm¢ cables 2 drum winches for tank (¢ 3.350 m) second tank

uppe~

gar.es gJn)?.wav

ac( f':;s r·ilniil

Fig. 6.5.5. Longitudinal and cross-sections of the structures ds built (Revue de la Navigation)

:::

l i i I i I I i

.~r frame -.:-;:::--;1 1

hat r1u11

Fig. 6.5.6. Tank - Longitudinal section at lower station (Drawing by Navigation Services - Strasbourg - June 1969)

I

f

Fig. 6.5. 7. Principle plan of translation units (Revue de la Navigation)

support

The ship is moored in the tank to the lower bollards

\Vhen the tank ascends and to the upper bollards when the

tank descends.

Fig. 6.5.16, illustrates the movement of the tank.

The duration of one operation half cycle is of the order

of 18 min, of which 4.30 min is for the movement of the

tank unit.

6.5.1.2.8. Electrical equipment - regulation ·safety

Each winch is driven by two direct current (d.c.)

variable speed and constant separate excitation motors of 88

kW and 1,500 r/min,

The peak power of the motors is 193 kW; they are

supplied with variable voltage by two Ward-Leonard type

generators.

94

Fig. 6.5.8. The guiding system (Revue de la Navigation)

The loops of the Ward-Leonard are completely separate;

in case of failure of any of the loops, the second machine is

capable of completing the travel of the tank unit.

The generators are mounted in one unit which includes

a synchronous driving motor of 220 kW and a fly wheel.

In case of overspeeding of the asynchronous group

(beyond 2,000 t/min) an overspeed relay causes the safety

brakes to operate.

The system is normally supplied with 20 kV up to a 20

k/380 V 5000 kA by a transformer.

In the case of a lengthy breakdown of the network, all

the functions which are necessary for proper working may be

taken over by a stand-by generator set housed in the

machine room consisting of a diesel motor coupled to an

alternator cooled by the upper reach water. This set is

started manually.

A small automatically started generator set of 23 kA

immediately remedies the lack of current on the 20 kV

network so as to guarantee the operation of the vital

elements of the structure.

The system incorporates many monitoring devices. Any

voltage deficiency triggers all the electrical safety devices.

In addition, no single operation, i.e. manual or automa­

tic, can be carried out before the former one in the sequence

is completed and the necessary conditions are met.

Safety devices are triggered in the following circum­

stances:

qso '" lJXlm

-[ ___ ~~~t_h_ra_;_1 __ X __

t ·- 110.. t ... '" -·f -'°'?.:'\t' -'"-~......JlL-i_,.,_j 2 cl•.filall-"'>.•'4.1.- .. ll>J:t J!.c1ea1an.oo. 10'4 (D - 0 ~pace betweer:i axl!!J;_Qticao.sl~.lLQII...filQups 7.BOOm

ELEVATION WITH IA SECTION A PARTIAL SECTIONS

Fig. 6.5.9. Detail of bogies (Construction - Dunod)

PLAN VIEW 6.5.10.l

(j) metal beam integral o 5'" with tank framew rk ~-------''--'-~-

,,---,...-.~,,_-.,----,...--.,.-,

/ , 0 @gui~e roil 0

=

Al

0:© 41suide beam axis: gui.de track and

Al tank ,

@guide! roller

., ..

SECTION A 6.5.10.2

@ •to

Fig. 6.5.10. Guiding gear of tank (Construction - Dunod)

- during acceleration and deceleration (control through end

of magnetic stroke circuit breakers placed along the

guiding beam),

at \Vorking speed (control through the motor driven speed

indicating dynamos),

- upon breaking of the kinematic chain (control through the

drum driven speed indicating dynamos),

- in case of deficient stretching of the driving cables

(detection through the end of stroke circuit breakers

placed on the balancing jacks).

Six stopping processes are provided according to the

nature of the detected deficiencies :

- completion of the cycle without any possibility to initiate

a new travel,

- bringing the deficient loop out of service and preventing

any ne\v start after completing the cycle,

immediate but normal braking after controlled regulation

and operation of standstill brakes in the stop position,

immediate braking by the application of a torque which

ensures an electrical braking separate from the regulation

control,

95

I ll"tl1J.ilUiUfWI .. gJIM

I I I

\ I \ I

_f3~'.~):_ : ........ 1 ... ~ ..

- [ ' l 1cJ1f/>[ [

';<C•,.tS,ot»-

Fig. 6.5.11. Sets of cables connecting tank and counter-weight - Sections of a winch drum (Construction - Dunod) Legends: v€rins superieurs!in{erieurs = upper/lower jacks chariot-bac = tank contre-poids = counter-weight

Fig. 6.5.12. Detail of tank locking hooks (Construction - Dunod) Legends: axe du crochet, bac Ct paste = axis of hook, stationary tank bac deverrouille = tank freed position theorique d'arret du bac = theoretical stopped position of tank course du crochet = hook travel jeu environ ... = clearance ± .. . verin force ... = jack thrust .. .

immediate operation of the safety brakes on a driving

pulley,

immediate operation of the safety brakes on a drum.

In addition, a delayed relay system prevents simul­

taneous operation of the two braking systems.

When operating the drum brakes, the stopping distance

is 2.40 m in the most unfavourable conditions.

Usually, the operation of the safety brakes on the high

speed shafts and on the drums is initiated 'vhen all the

other arresting devices of the tank have been exhausted. The

electrical equipment is designed to minimize the possibility

of premature operation.

6.5.1.2.9. Infrastructure

From upstream to downstream, one may find in success·

ion:

96

..... ""'". I

~~~'"~""~·:~·:·~-··" tii~~iST ~ '""'•'"'"j_ ~-~ •• ~ .. o+_9, Hi'' llf*;Z"l\'=',:l+~:~'! ~! 1.;;'~:::;"·~.J" •• , .. ~~-,_...,lll~i!=-' +-.,--;-' ~~

® / heating ducts

:1; ~ .·.·· .. '

k~1l·~~;~·- ··: i

' 1>c)J'JTlrJll DE rt1lll'£TllllE ·:-i I __ _

/lcJIU'ES" £T 1>1!S'S'EJlEU£ Ell t'OUfh' IJE 1l,ELDll<1E

Fig. 6.5.15. Detail of watertight frame and joint heating system (Revue de la Navigation)

.·· ':' ~ .. --' , __

Fig. 6.5.13. Upstream gates and gangways (Construction - Dunod)

Gates closed (left) -Gates in raised position (right)

® ~~~~19 a~de~;_~c

@ s~;~~~anbde'.;r:!;~

0

[__L

<DA-A section

{i) 11n~I

" II

Fig. 6.5.14. Typical sections of watertight frames (Revue de la Navigation)

.·1---:·~1 .. ·1

the upstream c~nal

the upper head works where the machine

room and the winch foundations are to

be found;

the incline itself;

the lower head works with its tank

chamber, under the lower reach water

plane.

This structure is founded on a compact red sandstone

mass; the chamber is located under alluvia overhanging the

sandstone mass.

Sandstone is specifically very resistant when protected

from air and prone to friability and alterations when not

protected from air; besides, it is characterized by horizontal

stratifications with 10 to 30 cm sand and clays layers.

The main part of the upper head is the winch foun­

dation (Fig. 6.5.17.); this has to withstand the stresses

generated by normal working conditions; furthermore, it

should, through the stops it is equipped with, retain the

winches in case the axle of the latter should break.

Located on the hillside, the foundation consists of two

symmetrical blocks connected by a reinforced concrete slab

which serves as a base for the machines.

Both the gravity and the anchorage solutions have been

considered for the winch foundations. The gravity solution

was discarded because of its high cost (excessive volume of

concrete) and of its lack of safety (insufficient shearing

strength of the rock).

97

:"'!"~·.::- ACCELERATION CHART

~0-i 7= ! :

speeds --·

F :i -- ' - i 'IT_,, u v ' ---, !

~· --=...r-=..::. 1,. _ ·- ~---·""-- ·--'SPEEDS CHART

J /: j\ ~ ~~: ~~ -_',_,,,~"~~-----'=~-----~_, . .- ?:~ ~. ~ ;.-1

DISTANCE CHART

c= =======~-=~··----=-·--·~-----"""·

Fig. 6.5.16. Charts illustrating tank movement (Construction - Dunod)

~--1

In the anchorage solution, inclined anchorages were

adopted as this enabled a two way working of the rock. The incline itself has a U-shaped cross-section (Fig.

6.5.5. and 6.5.6.).

The upper faces of the U legs support the runways of

tlie tank unit (of the two tank units in the future); the

horizontal section of the U supports the runways of the

counterweights as well as the supporting beam of the side

guide rails.

This beam is of the triangular box-type of which the

upper end connnects with the guide rails; the inside of the

triangle is an inspection passage.

Because of the steep gradient, a number of steps were

necessary to ensure sufficient adhesion of the incline to the

ground.

The lower pit of the incline (Fig. 6.5.5. and 6.5.6.) was

constructed in the dry behind a sealing diaphragm wall.

This pit serves as the acceptor for the discharge of the

water between the gates and, in case of heavy rain or

storm, of all the rain water falling on the incline.

98

Hi.~g

Fig. 6.5.17. Winch foundation: section (Revue de la Navigation)

It is equipped with three submerged pumps, each of 5

kW, which discharge into the lower reach.

6.5.2. TESTS - PROBLEMS ARISING WHEN COMMISSIONING AND DURING OPERATION

During the test period, data were recorded in the case

of normal operation as well as in the case of malfunctioning

of the tank (emergency stops, with drum braking; emergency

stops, with mechanical braking on the motors).

These tests have confirmed the average values of the

design parameters; several analyses have made it possible to

improve the choice between the different simplified models of

the mechanical operation of the system.

The inclines were first operated on January 27, 1969.

A series of measures have been taken since then to

improve safety and prevent incidents or operating difficulties

met during operation.

Among these, it is worth mentioning the following:

noise and vibrations registered during operation of the

winches have disappeared after replacing the drums and

increasing the diameter of the shaft;

the running tracks, which are subjected to heavy loads

(28 t) were directly attached to the reinforced concrete

stringers. The concrete under the rails deteriorated; after

replacing the concrete, a 8 mm thick and 200 mm wide

(width of the rail shoe) reinforced neoprene strip was

inserted between the rails and the concrete;

introduction of a mechanical clamp to the vertical lift

gates in the upper position to avoid accidental falling

back during ship passage upon entering or leaving the

tank unit.

6.6. The incline of Krasnoiarsk

99

6.6. THE INCLINE OF KRASNOIARSK

(U.S.S.R.)

6.6.1. DESCRIPTION AND DESIGN PRIN­CIPLES

6.6.1.l. General characteristics

When the U.S.S.R. decided to take advantage of the

Siberian rivers by building 100 m and more lift-hydraulic

complexes, the technical problem of ensuring continuity of

navigation appeared to be very complicated.

To solve this problem at the complex of Krasno'iarsk on

the Ienissei River, the solution of a lift of a specific type

was adopted.

It is located on the left bank of the river, close to the

end of the dam (Fig. 6.6.1.).

tank ara e

There are four main parts : the self-propelled tank, a

downstream incline, a turntable and an upstream incline.

Transferring a ship from downstream to upstream

proceeds as follows.

The tank filled with water is brought down to the end

of the downstream incline and submerged in the lower reach

until the water level of the tank matches that in the reach;

communication between reach and tank is achieved by

lowering the sector gate. The ship enters the tank reach and

the tank gate is closed.

The tank moves up the incline at a theoretical max­

imum speed of 1 mis (60 m/min), after an initial acceleration

of 0.008 m/sec2.

@ maintenance © turntable

®upstream ·@viaduct @ ..,..,. ....... ---- CZ)downstream incline 8 large trench

·' .~ ~o:i:~

··•···

CD IENISSEI RIVER

@ ower station 100 290 300 400 5~ ...

Fig. 6.6.1. Sketch plan of lay-out

101

In the upper part of the lower incline, the end of the

tank leaves the incline and rolls onto the incline frame of

the turntable. By then the axes of the tracks of the incline

and of the truss match. The gradient of the turntable truss

matches that of the incline, i.e. 1/10.

The track of the turntable thus extends that of the

incline : by then the two tracks are close.

When the tank has come to a standstill on the

turntable, the ends of the turntable are unlocked. The

turntable then rotates by 142°. When this is complete, the

track of the turntable matches that of the upstream incline.

The entrance of the tank thus points toward the upper

reach, which is the direction to be taken by the tank. Before

the tank starts, the turntable is locked.

The tank goes down the incline toward the lower pool

with a maximum theoretical speed of l.33m/s (80 m/s). The

deceleration is 0.008 m/s2 toward the end of the travel. The

travel is completed when the water levels in the reach and

in the tank are the same. As soon as the tank has come to

a standstill, communication between reach and tank is

achieved, thus allowing the ship to leave stern-first and

another ship to enter, also stern-first; the vessel thus enters

the lower reach bows first.

The turntable and the tank are the most sophisticated

elements of the whole system.

A third incline from the turntable allows access to a

lay-by intended for maintenance and repair purposes. This

lay-by also serves as a shelter for the tank in winter when

navigation is interrupted.

G) tracks and racks

@ pantograph supportin2 mast

@control rnom /

@ pressure generalln unit housing

Fig. 6.6.2. Perspective view of tank

The dimensions of the structure are as follows :

- :lift

variation of water level in upper reach

variation of water level in lower reach

gradient of the inclines

~verall length of the inclines

upper incline

lower incline

turntable

lay-by accession incline

CD oil pressure genPrating unit

@hydraulic: motors

@sector ale

100 m

13 m

6.30 m

10 %

731 m

306 m

1,189 m

105 m

131 m

Fig. 6.6.3. Cross-section of tank

102

- characteristics of the tank

plan view of working dimensions

external dimensions

maximum water depth

total mass

water mass

90mx18m

108.20 m x 26.50 m

2.20m

6,720 t

3,560 t

characteristics of the vessels accommodated

in the tank

capacity 78 m x 15 m x 1.85 m draught

1,500 t.

6.6.1.2. Basic arrangements

6.6.1.2.1. The tank (Fig. 6.6.2. and 6.6.3.J

The tank itself consists of a horizontal pool filled with

water supported by a longitudinally triangular mesh type

frame.

The cabin with the electrical appliances and the local

control desks is located at the upper end of the tank.

The lower end of the tank is equipped with a hydrauli­

cally operated sector gate.

The mesh type frame of the tank incorporates suspen­

sion, running and driving devices.

Fig. 6.6.4. Details of supporting and driving gear of tank 1. Cross equalizer 2. Supporting jack 3. Hydraulic motors 4. Rack-wheel diam 1. 05 5. Racks

The tank and the supporting frame are mainly made

out of steel. One part of the non submerged section of the

tank is made of a light alloy. The weight of the tank is

6,720 t, while the water mass is 3,560 t. The overall length

of the tank is 108.20 m and its width 26.50 m. The side

walls are part of .a watertight box in which the driving

mechanism is located.

6.6.1.2.2. Driving, suspension and guiding of the tank (Fig.

6.6.4. and 6.6.5.)

The hydraulic driving system of the tank comprises 18

piston ram pumps with a rate of 58 l/s of oil under a

pressure of 105 bar and 156 radial ram hydraulic motors

each of 75 kW. Pumps and engines are connected to an

oil-pipe system. The pumps are located in a side room. The

hydraulic motors are suspended in pairs on each driving

trolley. These consist of a cast frame which bears on . a

two-wheeled bogie, hydraulic bearings and two driving gears

attached to the side ~aces of the frame. The diameter of the

rollers is 950.- mm. They have double flanges and are

mounted on ball bearings.

The hydraulic bearing is mounted on a horizontal axis,

located in the centre of the frame. In the upper part of the

pump plunger, a plate is attached with a movable system,

which connects it to the tank.. This system consists of two

rollers and two bearings with concave cylindrical surfaces.

The bored radius of the bearing units is designed so as

to allow the trolley to undergo a maximum 50 mm side

displacement on these rollers and to come back to its initial

position under the action of vertical loads as soon as the

causes of the displacement disappear.

At the same time, the lateral stability of the trolley is

ensured through supporting rollers which rest on the whole

width of the plate.

The driving system consists in a disk brake attached to

the frame of the trolley, a hydraulic motor mounted on this

brake and a rack pinion (gear attached to the lower part of

the brake shaft). The shaft of each hydraulic motor is

equipped with its own locking system, which is capable of

retaining the tank on the incline as soon as it has come to

a rest.

This system is also triggered in case of an emergency.

The end of the hydraulic motor shaft, the access of

which is perpendicular with respect to the incline, is

equipped with a 1.05 m diameter gear.

Each of these 150 gears mesh with racks placed in

pairs on both sides of the rails and ensure the power supply

when the tank is rising or the braking strength when

coming down.

To reduce the wear on the rollers and gears, the

suspension rods of the tank trolleys are designed so as to

allow vertical and transverse displacements. The vertical

movement is made possible by a hydraulic plunger system

connected to the oil pipe system. The constant pressure in

the pipes equalizes the load of each trolley irrespective of

irregularities of the runway.

103

~ II

u I. ~-1

/ --;-7

i I

.:;.1.-" >'//o,'.'' • .,.,.,.,.,.,. ,.,. • ,.,,n,.,.,

·-8-' <I @-z

104

2 --

.F'ig. 6.6.5. Tank-c<J,rrying bogie 1. F'ranie

2, Double tyre wheel 3. Brake 4. Hydraulic motor S. Driving pinion 6. Hydraulic rest 7. Roller

Each of the hydi·aulic Pmnps is driven by three-phase 800 kW synchronous motots. The revolutions of the Pump set

are kept constant. The regulation of the speed of revolution

of the hydraulic motors between 0 and 0.33 >is is achieved by varying the oil consumption of the motors .

6.6.1.2.3. Special mcchnnicnJ device for the haulfog of ships

fora the tnnk "''d shock absorber "''d moorfog systems (Fig. 6.6.6.)

The chains of the hauling system are located in special recesses inserted in the side boxes of the tank while the

controls of such mechanisms are located in the machine rooni.

Fig. 6.6.6. Mooring system 1. Jack

2. Equalizer with counter~weight 3. Eight strand block 4. Double hooh mooring ring 5. Mooring cable

Fig. 6.6. 7. Hub of the turntable 1. Upper swivelling part 6. Pin strut 2. Lower fixed ring 7. Supporting fork 3. Cone roller 8. Drum 4. Central fastening of rest 9. Base supporting ring 5. Spherical pin

1 2

II~ /1 . . 243,0

·· ------------H~~±±J---:-:-:--'f'------::::-:--f-' --rln - -- .. \

'

Fig. 6.6.8. Upstream Jetty and fioating pontoon 1. Tank 2. and 3. Positions of pontoon 4. Jetty wall

105

On the lower side of the tank, at a depth of 5,570 m,

there are three mooring rings, 'vhich are equipped with

hawser stress reducing devices.

Upon entering the tank, the ship is moored to these

hauling mechanisms. The same mechanisms then haul the

ship into the tank, slow it down and bring it to a standstill

in the pre-selected location.

The mooring system consists in a jack, a balance beam

and an 8 strand sheave, the cable of which is connected to

the mooring ring through two hooks.

The shock absorbing mooring system consists of a

hydraulic absorber which takes up the kinetic energy of the

ship 'vhich moves in the tank; it is triggered under two

circumstances : 1) normal conditions (normal acceleration and

slowing down of the tank); 2) accidental circumstances

(emergency stopping of the upgoing tank in case of current

failure). In this latter case, deceleration reaches 0.5 m/s2 and

the displacement of the ship 7 m.

All the tank operations are controlled by one operator,

from the control desk of the operating cab.

6.6.1.2.4. The turntable (Fig. 6.6.7.)

The turntable of the Krasno'iarsk lift is, just as the

tank, a unique structure. The frame of this plate is 104.6 m

long and its mass is 1,300 t. It comprises 2 sills and it

rests on a horizontal circular plate designed to support a

load of 80,000 kN, which serves as the central rotation

support.

This central support is located in the middle of the

plate and it forms the axis of rotation. It alone takes the

vertical load as well as all the horizontal loads generated by

the turntable and the tank. The design of this central

support is of the 'roller crown' type. Each end of the

underframe rests on 3 trolleys equipped with 2 flangeless

wheels. The rotation is achieved under the action of 2

driving trolleys 'vhich run on circular rails.

These trolleys are driven by hydraulic motors. The

hydraulic pumps of the plate driving system are located in

the central part of the turning beam. The circular pit which

houses the system is surrounded by a retaining wall, the

supporting faces of which also serve as foundations for the

circular rails.

6.6.1.2.5. TI1e runways

The overall length of the tracks is 1,731 m: upper

track: 306 m; lower track: 1,189 m; lay-by track : 131 m;

turntable : 105 m.

The rail gauge is 9 m.

The run,vay consists in 2 rows of rails, 4 rows of racks

and the bearings of the lower rails.

106

fD

~~2

Fig. 6.6.9. Floating pontoon a. Elevation: 1. and 2. Fenders

3. Connection 4. Mooring end

b. Plan view : 5. Hand operated capstan 6. Cable winding gear 7, Hatch 8. Projecting buffer

c. Cross-section : 9. Bridge 10. Floats 11. Mooring ring 12. Side fender 13. Jetty wall

6.6.1.2.6. Electrical power supply

Piles placed along the inclines support the lines which

supply the tank with high voltage current through a

pantograph placed above the operating cab.

6.6.1.2.7. Tlie civil engineering works

The geology is very complex : rocky indented banks;

gullies; stepped banks.

The concrete slab of the inclines is 15 m wide and

supports the rack rails. It is mainly founded directly on the

original rock. However, in the lower part of the lower

incline, the contours required that a 90 m tr~nch be dug. In

the upper part, a viaduct with a maximum height of 35 m

had to be constructed.

6.6.1.2.8. The surroundings

The upper incline includes a 330 m jetty (Fig. 6.6.8.)

intended to achieve a motionless water area, through dam­

ping the effects of the water variation of the upper pool.

Other arrangements include berthing facilities, a power

cable tunnel and 2 pneumatic jetty lines.

a b

s

4

Fig. 6.6.10. Projecting buffer a. Side view b. Plan view

1. Projecting buffer 4. Counter-weight 2. Projecting buffer out of operation 5. Fastening pin 3. Turning axle

f

2

·++--

Fig. 6.6.11. Cylindrical bumper 1. Cylinder 2. Spring cushion 3. Rubber fender

3

o: 01 O>! , I

'

6. Rear stop 7. Front stop 8. Buffer groove 9. Jetty wall

The jetty is equipped with a floating pontoon for the

guiding of the ships .. e'"ntering the tank and the damping of

the ship impacts.

The metal pontoon is of the catamaran type (Fig. 6.6.9.).

For ease of docking it on the bank when navigation is

interrrupted and of adjusting its length, this pontoon is

made of 5 distinct sections connected by removable rigid

attachments.

T\vo protruding stops which slide in vertical grooves in

the jetty wall take up longitudinal shocks transferred to the

pontoon by ships (Fig. 6.6.10). These stops make it possible

to use light anchors to maintain the pontoon in the vicinity

of the jetty wall.

Early in the operation, the pontoon is brought into

position when the pool water level is at a maximum

elevation. The pontoon is then moved from time to time

along the Jetty wall by 1 m high and 10 m long steps. The

repetition of each of these operations during the navigation

period depends~ on the variation of the upper reach water

level (Fig. 6.6.8.).

The pontoon hull is equipped with shock and wear

protection devices made of side fenders and spring mounted

cylindrical shock absorbers (Fig. 6.6.11.).

After complete deformation of the shock absorber

springs, the loads induced by ship impact are transferred to

the pontoon frames through side sills.

107

6.6.2. TESTS BEFORE FIRST OPERATION

The tests which were conducted confirmed the efficiency

of the structures and equipment (power sets and equipment;

communication system; electrical and road networks)

The efficiency of a large pneumatic jetty designed to

protect the water surface in the vicinity of the incline

against waves in the pool was tested on one of the most

windy days. The jetty fully suppressed the waves on the

incline side where a calm water area was observed.

However, there were a series of defects in the hydraulic

operation units, the jack lubrication mechanisms, the trans·

ducer and relay supply circuit and the berthing

arrangements. Some of these defects were due to faulty

workmanship and to manufacturing and mounting and not

faulty design. Other defects ·were due to bad design.

Operation tests of the tank and, in particular, tests on

the automatic control of the hydraulic driving system, were

ca1Tied out. This test programme included readings of both

static and dynamic stresses induced in the metal frame of

the tank. During such tests, the tank was filled with water

to different levels including overfilling 10 and 20%.

Testing the lift \Vas carried out with ST30A oil in the

hydraulic system. The analysis of the oil demonstrated the

absence of impurity and of any indication of wear of the

hydraulic mechanism.

Since the modernization of the hydraulic driving system,

improvements brought since the initiation of the operation

tests have proven efficient; the tank acceleration and deceler­

ation values are close to the design values. However, an

insufficient accuracy has been found in the brake operating

sequence upon starting and stopping.

The introduction of additional regulation appliances has

made it possible to increase considerably the process effi­

ciency. However, the finalization of the system and its

coordination with the waterway automation requires

additional tests and improvements in the hydraulic auto­

mation system.

Tests of the metal frame of the tank being gradually

filled with water from 0 to 2.2 m with an overfilling of up

to 2.40 m and 2.64 m have demonstrated that the ge~eral

stresses in the metal frame remained within tolerated limits

and that stresses in the elements resulting from accidental

emptying were close to design values.

108

The outstanding level of the overall design of the project

as well as the results of the operating tests have made it

possible for the State Commission to authorize the lift to be

brought into service. A 2 year experimental operational

period was authorized in order to establish that some

experimental parameters were in line with design values.

6.6.3. OPERATIONAL EXPERIENCE SINCE 1985

Throughout 1985, the tank travelled with a reduced

speed (20 m/min) as compared with the design speed.

The lift was only operated under temperatures above

0° c.

Through 154 days of service (from June 1 to November

1), 582 half-cycles of the tank (from one reach to the other)

were made : 433 with ships in the tank and 149 without.

The average duration of each half-cycle is 3 h 27 min.

During these 433 half-cycles, 535 ships \Vere caITied by

the tank, out of which 422 (79o/o) were commercial ships and

the remainder passenger ships.

Out of the 422 commercial ships, 238 {56o/o) only were

loaded (about 170,000 t).

Traffic was very irregular : 54 ships in June, 122 in

October.

All of this demonstrates the substantial traffic capacity

reserve available even with a reduced speed of the tank.

Commercial traffic may be increased by reducing dead

times : more balanced traffic, especially during the first

navigation months; ruling out of empty tank travelling; ship

entering and leaving operation duration.

The above-mentioned malfunctioning (design and fabri­

cation defects) and the replacement of some equipment

should take place in the coming years. As an example,

hydiiulic motors will be replaced by more reliable, more

durable and more powerful machines.

The movement speed of the tank will thus be reduced

to a maximum of 40 m/min i.a. when coming down.

Control operations should be automated.

6. 7. The Montech and Fonserannes water slopes

109

6.7. THE MONTECH AND FONSERANNES WATER SLOPES

(Francej

6.7.1. INTRODUCTION

Before undertaking the construction of water slopes, the

French Authorities decided to have some reduced scale

models built.

In 1966, the Centre de Recherches et d'Essais of Chatou

was commissionned to conduct the mathematical study of the

hydraulic phenomena involved. The object of the study,

which also included the construction of a 1:50 scale model

was to determine how to minimize the oscillation of the

water surface.

Shortly afterwards, the decision was made to build a

1:10 reduced scale model of a large capacity 12 m wide lock.

The model was built in 1968 in V Einissieux (Rhdne) (Fig.

6. 7 .1.). These studies were concerned with the displacement

of the water wedge and the behaviour of ships. The models

were also used to develop technical details such as the

imperviousness of the shield and the ship mooring configur­

ations.

Before considering a water slope for large modern canals

(12 m wide), it was considered opportune to implement this

system on Freycinet capacity (350 t canals) · units of 38.50

m x 5.50 m x 2.20 m.

As part of the modernization to 350 t of the Atlantic to

Mediterranean connection (Fig. 6.7.2.), the original locks were

extended. This provided an opportunity to confirm the tests

already undertaken, though these were in fact satisfactory.

It was decided to first construct a water slope in

Montech on the side canal of the Garonne River with a view

to testing the operational behaviour of a 6 m wide channel

and which would also avoid the extension of 5 locks.

The structure was first operated in 1974. In addition, it

served as a test model for the lateral hydraulic displacement

of a ship waiting at the upper head.

As a result of encouraging operational experience, it 'vas

decided to construct a water slope in Fonserannes, near

Beziers, on the Midi canal, which would take into account

the experience gained with Montech.

6.7.2. THE MONTECH WATER SLOPE

6. 7.2.1. Dimensions

lift 13.30 m

gradient of the channel 3o/o

working length of the slope 443 m

width of the slope 6 m

height of side walls 4.35 m

water level in the heads 2.50 m

water level in front of the mask wall 3.75 m

length of the water 'vedge 125.00 m

dimensio.ns of 350 t ships 38.50 m x 5.50 m x 2.20 m

6. 7.2.2. The driving unit (Fig. 6. 7.3. and 6.7.4.j

The choice of the characteristics of the driving unit was

based on the following principles :

- avoid external structurally induced breakdowns by adop­

ting the self-propelling principle;

overdesign of the driving equipment to test it at speeds

above those adopted in v enissieux;

avoid excessive novelties and adopt classical driving units;

with a view to ensuring adequate adherence, use a heavy

unit and pneumatic tyres;

adopt a movement regulation system with a proven

efficiency.

The driving unit includes:

- two overseas railway-type self-propelled units rigidly con­

nected by a back-beam stretching over the channel to

accommodate the shield thrust; a front beam to support

the shield suspension and shock-absorbing units;

- the shield itself;

- the shock absorber.

The mass of the whole of the system is 190 t.

6.7.2.2.1. The self-propelled rigs

The power of each diesel-electric self-propelled rig is 740

kW and it is supported on 4 driven bogies equipped 'vith

111

Fig. 6.7.1. The Venissieux model (River RhOne)

MONTPflLIERe

SEZIEl!S

..• FONSERANNES

ESPAGNE

Fig. 6. 7.2. Waterway joining the Atlantic to the Mediterranean Sea

112

two wheels 'vith strong pneumatic tyres. The side-guiding is

ensured by 8 vertically mounted solid rubber tyred wheels.

Each self-propelled unit is equipped with :

one 740 kW-1800 r/min diesel generator set;

one main generator coupled with a diesel unit;

one belt driven auxiliary generator;

Fig. 6. 7.3. Montech - Perspective view

two rectifier sets per generator for the supply to the

driving motors;

four driving motors powering the thrust of the driving

unit both upward and downward and also during rheosta­

tic braking;

driving bogies equipped with tubeless tyre wheels with a

deflated radius of 730 mm and a 9.5 bar pressure;

the programming and regulation apparatus for driving and

rheostatic braking designed to achieve swift and gradual

movements;

a pneumatic brake with electro-pneumatic controls which

operate through the control cylinders of the 16 drum

brakes of the driving bogies.

This brake has a three-fold function :

stopping and standstill brake (normal use);

emergency brake in case of a breakdown of the rheostatic

brake;

emergency brake operated through an independent circuit

and triggered by the maximum pressure.

One of the self-propelled units is equipped with a

control cab and with an auxiliary 110 kVA generator set.

The other self-propelled unit is equipped with a hydrau­

lic station (three rim pumps).

6.7.2.2.2. The water sealing bulkliead

The bulkhead comprises :

the bulkhead itself, of the sector valve type, made of a

box type beam, located at the level of the resulting

hydrostatic thrust and of a stiffened skin plating. It is

© se f-orooelled railcar

---

' .,

I; -

I -. '

"

.. I ..

1.ur 1. 1 11 1 I (1 , ; I I i;fB'** ---?,-t-. '-6-:- --· - -e;;· E:=:-===:=:::::·:=---==:::===: : I I I I-~ I i i ! ' ®

cab

(J) self-propelled railcar !

Fig. 6. 7.4. Plan view of unit

113

equipped on each lower end by a guard. The thrust is

560 kN nominal, 690 kN maximum;

the central arm, bolted to the bulkhead;

the connecting rod between the other end of the arm and

the rear beam of the driving unit;

the hydraulic set made of:

a double acting jack located within the arm and

connected to the bulkhead operating cables

a sealing pressure mechanism

a hydraulic station

a sealing system;

an operation system including the front beam of the

driving unit and the cables; the bulkhead hangs on the

front beam through this arrangement, which limits the

load transferred to the channel floor;

The double acting jack actuates the cables, which raise

or lower the bulkhead; the lifting operation takes 90 s;

a hydraulic locking system of the gate in the upper

position;

a pump and filter fitted with an overpressure water

system.

An illustration of the filling system is to be found in

Fig. 6.7.5.

Watertightness is achieved through calibrated openings

accepting normal leakages which are compensated' by water

released over the upper head through a by-pass.

\

I I \

I I

Fig. 6. 7.5. Bulkhead wate,...tightness system 1. Vertical floor bearing 2. Roller 3. Jack

114

#-® ~

(i) A-A Section

4. Guide-bar 5. Suspension rod 6. Side-wall

Openings are provided between the sealing rings pressed

against the walls of the channel and against the facing; the

vertical rings are pressed by jacks while the horizontal

sealing rings are pressed through the action of the residual

rate of the bulkhead.

In the gusset-shaped angles of the channel, the rings

are conical.

The excess pressure relief equipment dra\VS up between

the sides of the bulkhead and the side walls themselves, the

water which is roughly filtered through large-sized grids.

A water supply system cleans the seals during

movement.

6.7.2.2.3. The shock absorber beam

This beam is made of :

a U-shaped box-type frame with a walkway. Its ends are

equipped with arms hinged to the frame of the self­

propelled unit, which enables it to be raised;

a shock absorber made of cables and rubber blocks and

connected to the beam through jacks;

The travel of this shock absorber is 1.65 m. It is

capable of absorbing the energy of 350 t mass travelling

with a speed of 0.4 mis.

The shock absorber also serves as a rest, through two

pneumatic devices consisting of release hooks mounted on the

ends of the jacks.

A set of hydraulic jacks for the operation of the beam

and its upper and lower locking, the shock absorber jacks

and the pumps.

6.7.2.3. Civil Engineering Works

6.7.2.3.l. The channel

The U-shaped cross-section channel is made of thin

reinforced concrete. The runways of the self-propelled rigs are

made of independent slabs, which incorporate a reinforced

concrete guide rail.

The concrete of the runways was specially processed to

ensure an adequate adherence of the tyres.

The joints in the side walls are perpendicular to the

floor; as the bulkhead is vertical, the contact between the

side \Valls and the sealing cylinders is not in terms of the

latter, which lessens the \Vear of the joints.

For the same reason, the joints in the floor are of the

rafter type.

Execution and finishing tolerances are such as to avoid

any jamming of the bulkhead and to reduce leak and wear

of the sealing rings.

The vertical flexibility of the unit, load limits as well

as the guide wheels clearance have all been incorporated

into the design of the runways.

At the lower end of the channel, freely communicating

with the lower reach, there is no gate but mere return walls

and an upraise of the channel floor \Vhich serves as a sand

trap.

6.7.2.3.2. The upper head (Fig. 6.7.6.)

D © ~:~:~~~~~

at tho Sida

Fig. 6.7.6. Upper head

(j) upstream

gate

upstream reach

From upstream to downstream, this head consists of:

a 27 m long horizontal herring-bone patterned stilling

level section;

side expansion basins;

an automatically or manually operated upstream lo\vering

gate (Fig. 6.7.7.);

an arrangement providing for the displacement of a

downstream facing waiting vessel.

6. 7.2.4. Operation

The operating cycle is as follows :

In the upstream direction

The stunt end and shock absorbers are raised; the

upstream going vessel enters the channel. The resistance

to progress is less than when entering a lock or a tank

because of the slope of the floor.

Lowering the stunt end and the shock absorbers; thi:?

sealing units are pressed against the side walls; the

operation is started.

Gradual acceleration (average 1 cm/sec2) until the oper­

ating speed of 1.4 rn/s is reached.

The oscillations of the water surface are included between

the limits of + 28 cm and - 13 cm as compared to the

still water level; the oscillations between the upper end of

the \Vater \Vedge are not great. Indeed, the general

swinging of the water slope proceeds around a neutral

axis at about the mid-point of its length.

- About 5 minutes after starting, the water of the \vedge

reaches the upper head; the water energy is removed. The

level increases gradually between the stunt end and the

gate \vithout excessive wave reflection.

The water flows into the side expansion basin. Slowing

down the system is then started.

After six minutes the gate is automatically lowered and

retracts in 10 seconds.

Moorings can then be released.

The ship leaves the upper head.

The gate can then be closed.

In the downstream direction

The driving bulkhead moves down with a rheostatic

braking roughly programmed as when going up.

The nominal speed of descent is reached after 5 minutes.

An excessive disturbance of the lower reach is avoided by

slowing down the system to 3 kmJh when it is near the

lower end.

In the upper head, an arrangement allowing the separ­

ation of a waiting downstream-going ship was successfully

tested.

The system works by creating transverse currents gener­

ated, on the one hand, by the movement of the water

flowing through the side expansion basin and, on the

other hand, by the discharge towards the lower level

canal through remotely operated sluices situated on the

bank opposite the expansion basin.

6.7.2.5. Tests Problems to date and since first operation

6.7.2.5.1. Objeclives

The test objectives were :

to identify the power and the weight which were necess­

ary for moving the end gate;

to observe the movements and mooring conditions of the

ships;

(j)I UPSTREAM

I Gl gate in close~ position

(ID cof crnte ,

·'~~~tf·t?arl;~~:2:::~~:~'.:,~11 Fig. 6. 7. 7. Gate to upper reach

115

to evaluate accurately the cycle duration;

to measure the water surface oscillations and the stresses

of the different elements;

to check the characteristics and the simplicity of the

system.

6.7.2.5.2. Test results

The friction tests showed that the adherence limit is

approximatively 0. 7 while the normal operating speed is only

about half this amount.

In the event of emergency stops which require maximum

braking, slipping on the wet tracks is impossible.

Intermediate stop tests have been conducted. These may

result from incidents or accidents. Although the operation is

automated, the operator may, in exceptional circumstances

decide to operate a gradual or emergency stop on descent or

ascent of the unit.

If the operator decides to arrest the ascending unit he

proceeds through a gradual deceleration down to 90 m/h,

when the stopping brake is actuated.

The gradual stop of the descending unit is achieved in

37 s, through the pneumatic brake.

In case of a severe accident, when a unit is ascending,

traction is interrupted on all the wheels. The stop is violent;

moorings are released; the draught is reduced by 50 cm. A

heavily loaded ship would gently touch bottom, without

however any serious consequence, as the ship's bows would

land on a soft floor with a slope of 3 o/o.

In case of a severe accident when the unit is descend­

ing, complete stoppage occurs in 5 seconds and less violently

than when going up. The \vater depth at the bulkhead level

increases by 40 cm \vhile the draught decreases by 26 cm.

The oscillation of the water surface rapidly decreases.

The adherence limit is never reached during emergency

braking.

Starts in the upstream direction with a water depth of

4.10 m in front were carried out. It was noticed that it was

possible to start in the upstream direction with a normal

\vater depth of 3. 75 m \Vi th only half of the driving axles.

During operation, the separation system for ships wait­

ing in the upper head appeared to be very sensitive.

It is not used any more mainly because of the lo\v

barge traffic.

Some excessively sophisticated control and adjustment

automated devices are no longer used.

6.7.3. THE FONSERANNES WATER SLOPE

With rapid developments of pleasure and sport navi­

gation on the Midi canal (Fig. 6. 7 .2.), saturation of the seven

lock flight at Fonserannes was anticipated. In addition, the

116

dimensioning of , this canal to the Freycinet sizes was being

continued. It was therefore necessary to build in the vicinity

of the locks a ship lift capable of accommodating 38.50 m x

5.50 m x 2.20 m barges or 6 yachts.

The first idea was to build a 13.62 m lift lock with a

water saving chamber.

The final choice was a water slope not for economic

reasons, in the case of Fonserannes, but rather because such

a structure \vould, thanks to its prototype nature, make it

possible to test its application for higher lifts and larger

dimensions.

The design of Fonserannes takes into account the

experience gained with the operation of the Montech \vater

slope. Similarities and differences between the two structures

will be indicated later.

The present flight of locks is being maintained in

working order, on the one hand, as a by-pass in case the

water slope cannot handle all the traffic and, on the other

hand, as an outstanding example of XVIIth Century

engineering achievement (the structure was completed in

1681).

6. 7.3.1. Dimensions

Lift

Slope

Useful length of the slope

Height of the side walls

13.62 m

5%

272m

4.90m

Water depth at the forward end in the case of

a self-propelled unit 4.50m

3.10 m in case of 6 yachts

Length of the water wedge

self-propelled unit

yachts

Mass of the water wedge

self-propelled unit

yachts

Ship tonnage

90m

62m

1,200 t

600 t

350 t 38.50 m x 5.50 m x 2.20 m

6.7.3.2. The moving bulkhead (Fig. 6.7.8. and 6.7.9.)

6.7.3.2.1. General description

The moving bulkhead includes :

a frame made of 2 wall plates (one at each wall) of the

steel caisson type, with a rear cross bar on which the

front pushes, a cross-bar \Vhich accommodates the suspen­

sion gear of the front and of the bumper and which

serves as a lateral bracing for the wall plates;

the front of the bulkhead;

the bumper.

The mass of the whole system is 160 t.

Each of the cross-bars is supported by 9 wheels equipped

with tyres and moves on the crown of the trench side walls

(\vhile in Montech, the two driving units are each supported

by 16 wheels which run on reinforced concrete side tracks).

Transverse guiding is ensured by 4 solid rubber tyre

vertical axis wheels (2 wheels for each wall plate).

6.7.3.2.2. The propelling system

The system is hydro-electrically self-propelled and sup­

plied by the public network.

The propelling chain includes :

ten 110 kW electric motors \Vith 1,500 tr/min;

ten '!:eversible hydraulic pumps.

The set of motors is placed under a sound insulated

hood and is protected against the weather.

The pumps supply 18 hydraulic motors which are

incorporated in the rims with reducers and disk brakes (Fig.

6.7.10.·).

The system is fully reversible; the near zero operation

requires no stop at all and induces no significant heating.

When descending, the ten electric motors serve as

pumps which act through a generator, thus returning to the

public network a certain quantity of current. The movements

are extremely fast but gradual.

room

ower um sets

wheels

©front buffer

@service channel

Fig. 6. 7.8. Fonserannes - Perspective view of driving railcar

The bulkhead is controlled from a cabin located on the

rear cross-bar; this position of the cabin ensures very good

visibility both upstream and downstream when the bulkhead

is raised and when it is lo\vered.

The driver of the self-propelled unit directly commands

the major part of the operations without any intervention of

the very sophisticated automated devices used initially in

Montech.

6. 7 .3.2.3. Braking

Ordinary braking proceeds through energy recovery.

When stopped, the unit is maintained at a standstill by

mechanical brakes which act in the absence of pressure or

voltage (24 V).

When ascending, emergency stops are actuated through

the flywheels mounted on the pump sets. During emergency

stops when descending, oil is prevented from freely moving

in the pumps and constrained to go through properly gauged

pressure limitors.

After such emergency stops, mechanical brakes are

autoinatically brought into operation. These brakes may also

be operated by the operator in an emergency or in the case

of excessive speed when descending.

6. 7 .3.2.4. Comparison with iliontech

When compared with Montech, the following advantages

and differences may be listed :

two 740 kW diesel motors (1,480 kW in Montech)

ten 110 kW electric motors (1,100 k\v in Fonserannes)

supplied by the electrical network;

substitution of the 2 noisy diesel motors by very quiet

hydraulic transmission;

in Fonserannes, energy is recovered when descending,

power being returned to the electrical network;

in Montech, self-propelled units move on tracks on the

sides of the channel;

in Fonserannes, they run on the side walls of the

channel, which entails a 30 % concrete saving;

in Montech, there is a side control cab having restricted

visibility;

in Fonserannes, a central cab \vi th complete visibility.

improved aesthetics in Fonserannes.

6.7.3.2.5. The bulkhead

There is no major difference as compared with the

Montech bulkhead : the sealing system is identical \vith the

exception of the fine filtration of the injection water, \Vhich

has not been incorporated.

117

; ' 'I

.._____-f-.!__ _ -------- _, ___ 11_6SQ

I j ' . l!L_! ' I ]

@ hoko

F

, i I /-1 I I r, I . "-,, ~~

"

Fig. 6. 7.10. Eleuation of a wheel

6. 7 .3.2.6. llfooring of vessels

._ __ )~.OP ___ _.

B-B

----'""-1-'"'T

0 :

2!6!>0 - _____JI___ - - - ---­- - __ '._9500 -------1----·•-l~M-- l_@C)

© ,---·---'--·-----··-

Fig. 6, 7.9. The driving uehicle

6.7.3.2.7. The buffer

The buffer is hinged to the bulkhead and has hydraulic

shock absorbers designed to absorb without damage impacts

from 350 t self-propelled units with a speed of 0.4 mis. It is

equipped with vertically mounted flexible fenders.

\ 6. 7.3.3. Civil Engineering works

6.7.3.3.l. TJ1e cJrnnnel (Fig.6.7.11.J

In principle they are identical to those at Montech but

there are no side tracks.

A 1 m x 1 m duct, parallel to the channel (Fig. 6.7.8.),

accommodates the electrical power supply rail of the

bulkhead.

6.7.3.3.2. The upper head (Fig. 6.7.12.J

B"arges are moored with release hooks which are atta­

ched to the bulkhead and operated from the control cab. The channel is 6 m wide and has an overall length of

23m.

For yachts, 4 light ringing beams with several mooring

points within hand reach are used.

118

The floor of the channel, unlike Montech, does not

incorporate damping devices.

The channel includes :

Upstream, a slot for a caisson;

Two (one in Montech) valve type lowering gates which are

lowered by hydraulic rams and raised under the action of

counterweights;

A 600 mm diameter by-pass equipped with a remote

control electric servo-control valve intended to compensate

for bulkhead leakages;

- Two 200 diameter steel ducts for emptying the ram

sumps.

In Fonserannes, there is no system for releasing the

moorings of waiting vessels.

Having two gates allows the slope to be adjusted for

either commercial or pleasure and sport navigation. The

draught which is necessary for yachts is less than that

required by a barge; the wedge is therefore reduced in the,

first case, which means that less energy is required, when

ascending.

One gate only is thus used according to the volume of

the water wedge.

The existence of gates is a safety factor for the

protection of the 53 km long upper reach.

6.7.3.3.3. Lower head

The lower head (which does not exist in Montech}

consists of a 6 m wide, 24 m channel having a variable

height.

It includes :

An area at its low end for floating grounded vessels,

which has a gravity discharge \vith a 500 mm diameter

valve;

A recess for a caisson;

A gate operated by a ram which isolates the channel

when operating the bulkhead.

This gate is provided to avoid any disturbance in

lower reach on departure or arrival of the bulkhead.

6.7.3.3.4. Auxiliary equipment

the

The transformer house is located half-way up the slope.

Particular care has been taken with its architecture. Its flat

roof serves as a viewpoint for visitors.

The gate control cabins are architecturally similar.

Facilities for berthing are provided upstream and down­

stream.

6. 7.3.4. Electrical power supply

Power supply is from the 20 kV/380V-l,250kVA transfor­

mer station; a second 100 kVA station takes care of the

auxiliary supply.

The installed power is 1,100 kW but 700 kW meets

normal requirements.

The three phase 380 V current to the motors is through

a trolley drawn by the bulkhead, equipped so as to raise the

protection covers of the culvert and to collect the current

coming from the electrical rails connected to the transformer

house.

This system has made it possible to avoid unsightly

overhead cables.

A full load ascending the water slope uses 72 kWh and

a minimum load 36 kWh. Without a load with the bulkhead

raised takes 8 kWh.

Descending produces 40 kWh, \Vhich is fed to the public

network.

6. 7.3.5. Operation

An operating cycle proceeds in the same way as in

Montech except for two differences: the existence of two

upper gates, the most upstream one being used for barges

and the other one for yachts and the provision of a lower

gate.

Operational data are as follows :

- working speeds : 0.65 mis fully loaded (barges); 1.20 mis

partly loaded (yachts};

working acceleration and deceleration: 5 cm/s2;

accidental deceleration : 20 cm/s2 ascending; 5 cm/s2

descending;

the 272 m travel of the bulkhead takes 6 minutes.

The operational cycle is 30 minutes as compared to 80

minutes of the flight of 7 locks.

Each 15 m half-cycle allows the transportation of 1

barge or 6 yachts.

1.00

JS

' ..

' '

~

.. " " ::I -·

Fig. 6.7.11. Cross-section of channel

119

6.7.12.1 PLAN VIEW

6.7.12.2 LONGITUDINAL SECTION G) upstream control ·room

'1motJ!rn'

·1

Fig. 6. 7.12.

The \Vater slope will without any problem meet the

objective: a daily traffic of 13 barges and 200 yachts during

13 navigation hours.

6.7.3.6. Acceptance tests - Problems met with the first and subsequent operations

Tests were carried out at the end of 1983.

Shortly after the first servicing, an incident occurred

during the descent.

Following a large oil leakage on the southern runway,

wheels lost their grip, which entailed locking the mechanical

emergency brake. The southern side wheels slipped on the

oily track without braking while the northern bank mechani­

cal brakes were not sufficient to stop the descent. The unit

was finally stopped in the lower head, all the tyres being

damaged.

120

Substantial changes are currently being implemented

before resuming operation during the Summer of 1987.

The main changes are :

introduction of a system intended to limit the excess

rotation speed of a wheel, compared with the average of

the other wheels;

- introduction of a hydraulic braking circuit independent of

the main circuit;

- introduction of a special rubber type of pneumatic tyre

having better adhesion;

- improvement of the profile of the runways;

- provision of drop pans and drip flaps to avoid oil leakages

onto the run\vays;

- continuous monitoring of oil levels in the tanks and in

the leakage drop pans;

- new braking blocks for each \Vheel.

7.. Conclusions

121

7. CONCLUSIONS

Water filled tank ship lifts were first introduced at the

end of the XIXth Century for lifts of the order of 20 m

on canals built in moderately hilly areas where a

crest-line had to be passed and where there were water

supply problems. They had advantages over low lift flights

of twin locks or locks very close together or independent,

a large number of which would have unduly slowed down

traffic.

Recently, ship lifts have been built for lifts usually

greater than 30 to 40 m (present maximum lift for locks)

and for large size ships (1,350 t and over).

Nowadays, ambitious projects are being considered or even

carried out to regulate large rivers as \Vell as connections

between large hydrographic basins including the crossing

of summits.

Such projects are often multipurpose : flow regulation

(control of minimum water levels; flood control); hydro­

electric power supply; navigation; irrigation.

High lift ponds (100 m and over) will often be required,

which will result in complex problems in terms of

navigation :

choice of the type of lift structure : high lift lock

flights involving reducing the normal flow of traffic or

ship lift(s);

size of the structures : large rivers may often accommo­

date very high tonnage ships. So far, lift tanks or

wedges for trains of 15,000 tons or more have not yet

been designed;

- allowing for flow and water level variations (10 m and

over).

There are questions as to the maximum sizes that may

be considered for a ship lift as well as the maximum lift

a given type may accommodate.

There are many problems not all of which have been

solved.

As far as the lift is considered, a Krasnoi'arsk type

self-propelled tank incline or a water slope have apparen­

tly unlimited possibilities, while the capability of lifts

with tanks compensated by counterweights is constrained

by the connecting cables.

However, they seem to be a reliable solution for major

lifts, even if no a priori solution is available.

With the ship lifts currently being operated, solutions

adopted for similar lifts vary with the characteristics of

the site and of the waterway, with the experience and the

creativeness of the designers and with the techniques and

the studies and means of execution which are currently

available.

Each case has to be considered individually.

The choice of a type of ship lift is ahvays difficult and it

requires a thorough preliminary study; civil engineering

works and electro-mechanical equipment should be closely

associated with these investigations. They jointly contri­

bute to the investment, operation and maintenance costs

of the structure.

A preliminary thorough comparative study of the various

available solutions is required; it should be all embracing

and include the technical as well as the economic aspects

(in this respect, see the Bibliography).

A lift is always a prototype. Forecasting the cost is

therefore very difficult. Whatever the experience of the

designer, whatever the thoroughness of the studies, it is

almost unavoidable to exceed the initial budget cost.

The most advantageous solution is never self evident.

With gently sloping ground, the incline or the \Yater

wedge might appear to be the best solution. However, if

the same ground is naturally inadequate for variable and

repeated stresses, preliminary works required to impart

the necessary bearing capacity may lead one to prefer the

lift solution. The lift solution is also to be preferred with

steep slopes or large differences of level.

Ho\vever, if two lifts are required by the site conditions,

this would double the cost of the electro-mechanical

equipment, which would entail a re-examination of the

initial choice.

Over a length limited by the characteristics and the

fabrication, implementation and adjustment techniques of

the cables, the incline provides an easy compensation of

the tank which substantially reduces the installed power

required. With the water slope, on the other hand,

compensation of the bulkhead is very difficult, and

increases the working power required. Currently operated

water slopes have been built in areas with little exposure

to ice and snow.

If the tank is compensated, should this be achieved

through separate counterweights to the extent of having a

counterweight for each cable or rather by a limited

number of counterweights hanging on several cables?

123

In case of a double structure, should the compensation of

one tank by the other not be considered?

The water levels of the upstream and the downstream

reaches often vary. If such variations are limited (less

than 1 m) at least 2 solutions are possible. Either the

lifting mechanisms are designed to make them capable of

taking up the disequilibrium entailed by the additional

water layer \Vith a corresponding increase of power or the

structure is provided with a b-directional pumping system

ensuring a constant water level in the tank whatever the

circumstances. This last solution avoids an increase of the

lifting powers but it unfortunately requires more compli­

cated equipment.

With larger level variations, far more sophisticated and

often very expensive solutions have to be considered:

- movable sills for the reaches

- passing of a crest

submersion of the tank

additional structures.

When dealing with level variations in the reaches, one

should bear in mind the average level variations resulting

from navigation, from ship entrance and leaving oper­

ations, from the wind induced complex wave pattern in

the reaches, from the emptying and filling operations of

locks located downstream or upstream of the lift.

Before the connection between reach and tank is achieved,

the ship should be secured against motion, possibly

through adequate mooring or locking devices.

Should the driving mechanism of the movable part be

mounted on that part or on the fixed section of the

structure?

Both solutions are equally acceptable. Notwithstanding the

obvious advantages associated \vith gears attached to the

fixed section of the structure, the self-propelled tank

solution should be preferred for an unbalanced or out of

balance tank or bulkhead, and for a submerged tank.

The lift cannot be dissociated from the \Vaterway; even if

it is far more vulnerable than the other structures, it

should by no means interfere with the continuity of

navigation, among other things under ice conditions.

124

Generally speaking, the lift should be of the double type,

which means that it should be equipped with two tanks

so as to make it possible to maintain navigation in case

of a breakdown or during maintenance of one of the two

tanks. In the same way, the particularly crucial and

sensitive equipment of each tank should be duplicated.

In the design studies, particular care should be given to

the following :

- Exceptional load conditions which occur more frequently

than \vith a lock: ground loads vary \vith inclines and

water slopes; loads depend on water levels in the canal;

temperature variations; temperature gradients; ice

impact; earthquake impact; sudden, partial or total

emptying of one tank; cable breakage; damage to the

gates; fire in a tanker in the tank; sinking ship in a

tank; fire in the fixed part of the structure; breakdown

of the gears.

- Rigidity acts positively on the proper operation of the

structure; deformable structures should not be used \vhen

settlement may occur.

Mechanical gear, suspensions (cables, jacks, springs), tanks

and the water they contain make up a whole which is

likely to oscillate. The possible dangers of such oscillations

should be checked.

The few elements discussed above are only indicative.

They are put forward to illustrate the absence of any

standard solution. Even currently discarded solutions \vill

probably be considered again and may be implemented in

the near future. Should, for instance, transportation of

ships in the dry be rejected for ever? If not, what

minimum ship dimensions will transportation afloat

require? Conventional locks offer a solution for passing

ever increasing lifts. Combined with \Vater saving cham­

bers, could this not make them an attractive alternative

for other types of lifts?

In conclusion, it must be admitted that moving

several thousand tons over several tens of metres several

times a day remains a major challenge. However,

improvements will be made in the future, whatever

method is employed, be they ship lifts or some other

device.

Bibliography

125

BIBLIOGRAPHY

GENERAL REFERENCES

H. DEHNERT, Schleusen und Heberwerke. Berlin, Springer (1954).

H.W. PARTENSCKY, Binnenverkehrswasserbau. Schiffsheberwerke.

Berlin, Springer (1984).

P .l.A.N .C., Bulletins and Congress papers.

THE HENRICHENBURG FLOAT LIFT

- lnbetriebnahme des Neuen Schiffshebewerkes Henrichenburg in Wal-

trop. Herausgegeben von der Wasser- und Schiffahrts- Direktion

Miinster, (1962) 79 p.

- Schiffshebewerk Henrichenburg in Waltrop. Herausgegeben von den

an der Ausfiihrung beteiligte Stahl- und Maschinen- baufirmen. 73.

- H.J. ROLOFF, Die Tiefbau- und Stahlbau-Arbeiten filr das Schif­

fshebewerk Henrichenburg in Waltrop. VDI-Z., 103, Nr. 31 (1961)

- J. ILLIGER, Das Schiffshebewerk Henrichenburg in Waltrop.

Hansa, 100, Heft 9 (1963), p. 907-914.

- H. SCHULZ, Bauliche Durchbildung der Schwimmer des Schrif­

fshebewerkes Henrichenburg. Schweissen und Schneiden, 13, Heft 9

(1963), p. 396.

- J. ILLIGER und H.G. BRAUN, Schiffshebewerk Henrichenburg in

Waltrop, Tiefbau, 4, Heft 10 (1962), p. 671-691.

THE LUNEBURG FUNICULAR LIFT

- Schiffshebewerk Liineburg in Scharnebeck Wasser-und Schiffahrt­

direcktion, Hamburg · Neubau abteilung fiir den Bau des Elbe ·

Seitenkanals · Neubauamt Abstiegbauwerke.

- R. WAGNER, Die Stahlconstruction des Schiffshebewerkes Liineburg

·Der Stahlbau ·July 76 ·Volume 7.

- Elbe· Seitenkanal ·Hans Christians Verlag Hamburg p. 30-39.

THE STREPY-THIEU LIFT

- M. REMOUCHAMPS. L'ascenseur de Strepy-Thieu. Bulletin n°

48/1085 de l'A.I.P.C.N. - p. 93-99.

- Ministere des Travaux Publics de Belgique - Strepy-Thieu - 1985.

THE RONQUIERES INCLINE

- J. DE RIES. Etude sur le mouvement de l'eau et les forces

d'amarrage des bateaux dans un sas mobile. Annales des Travaux

Publics de Belgique, n ° 3, 4 et 5 de 1962.

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grandes chutes · Le plan incline de Ronquieres · Livre d'hommage

AF.CAMPUS.

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plan incline de Ronquieres. Rapports du XXIilme Congrils Inter-

nation de Navigation· A.l.P.C.N. Stockholm 1965.

- G. \VILLEMS. Le plan incline de Ronquiilres • Revue de la

Navigation interieure et rhenane. n° 15. septembre 1968.

- Ministere des Travaux Publics · Ronquieres 1965.

THE ST-LOUIS/ARZVILLER INCLINE

- R. DESCOMBES. • Les equipements mecaniques du plan incline

transversal d' Arzviller . Saint-Louis • La Construction, n ° 5 - mai

1971.

- M. MARCHAL . M. TIPHINE. Le plan incline d'Arzviller - Revue

de la Navigation interieure et rhenane, 25 septembre 1964.

- R. V ADOT · M. MARCHAL · R. LECLERCQ. Ouvrages de

frachissement pour grande hauteur de chute · XXIeme CongrBs

International de la Navigation (Stockholm 1965).

- E. SCHWARCZER. Le plan incline de Saint-Louis • Arzviller,

Construction, revrier 1968.

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ecluses • Divers auteurs . Revue de la Navigation Fluviale

europeenne. Numero special· Guin 1970).

THE KRASNOIARSK INCLINE

- M. BODNEV. Ein neues Schiffshebewerk am Jenissej. · Schiff und

Hafen - Heft 10/1967 p. 732-734.

- R. TENAUD. Ouvrages de franchissement des grandes chutes en

U.R.S.S .. Revue de la Navigation interieure et rhenane · 10 fevrier

1968. p. 74-77.

- D. WULF. Schiffshebewerk Krasnojarsk am Jenissej Zeitschrift fiir

Binnen · Schiffahrt und \Vasserstrassen - 5180 · p. 172-176.

THE WATER SLOPES

- J. AUBERT. La pente d'eau remplacera-t-elle !'ecluse ? Navi-

gation, Ports et Industrie. 10 octobre 1971. p. 591-596.

127

- J. AUBERT. Le prix des pentes d'eau . Navigation, Ports et

Industrie • 10 mai 1973 · p. 291-296.

- M. CANCELLONI et P. CHAUSSIN. La pente d'eau de Montech .

Navigation, Ports et lndustrie · 10 mai 1973 - p. 297-305.

- J. DONNAREL. La pente d'eau de Fonserannes · Acier · Stahl ·

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- L. PARIZOT. La pente d'eau de Fonserannes - Travaux Avril 1984

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- J. AUBERT. Philosophie de la pente d'eau - Travaux Avril 1984 •

p. 44-52.

128

COMPARATIVE STUDIES: 'Locks and ship lifts'

- J. ILLIGER. Schleu.sen und Hebewerke zur iiherwindung grosser

HOhenunterschiede im Zuge von Wasserstrassen.

Zeitschrift fiir Binnenschiffahrt und Wasserstrassen 1971, Heft 2,

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- R. KUHN. Die Uberwindung der hohen Stufen im Scheitelbereich

des Main-Donau-Kanals. Wasser-Jahrbuch 1969, Verlag Ernst &

Sohn, Berlin-Miinchen Seite 315 · 320 .

- R. KUHN. Die Uberwindung der ho hen Stufen des Main-Donau­

Kanals. VDI-Berichte (1969) Nr. 145.

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