EP0521857B1 - Barrage, in particular a barrage for closing off a tidal channel during a storm tide - Google Patents

Abstract

Storm-tide barriers already in use for closing off tidal channels suffer, in particular, from the disadvantages that they are expensive to build, alter the channel cross-section and are difficult to keep clear of flotsam and jetsam and to maintain. In addition, they should provide a continuous navigation channel at least 200-400 m wide and with adequate depth at mean low tide. The barrier proposed to overcome these disadvantages comprises gate elements or parts (1a to 1d) which can be moved on inclined ramps (22). The barrier has the characteristic that its elements can be telescoped together when not needed at the edge, preferably on the bank, of the water channel. The lengths of the main bodies (2) of the ramps (22) are chosen so that the gate elements (1a to 1d) can be withdrawn completely out of the water and telescoped together above the mean high-water line (44). The cross-section of the gate elements (1a to 1d) is triangular, the sea side carrying the barrier wall (11) and the inland side (12) supporting most of the weight of the construction.

Description

The invention relates to a dam, in particular for the closure of a tidal water course in the event of a storm surge.

Storm surge barriers are systems in tidal waterways, the closures of which are generally open, which on the one hand enables normal tidal waves to swing in and out unhindered and on the other does not affect the passage of ships. The major requirements placed on the passage openings of the barriers include the following:
On the one hand, the continuous fairway of at least 200 to 400 m wide and about 12 to 15 m depth under medium low water should not be restricted in any way by the structure. On the other hand, the overall cross-section of the waterway should be changed as little as possible in order to avoid serious effects on the tide course.

It is known to meet such requirements, for. B. to use flaps mounted on the sole, which are erected by means of oil hydraulics or by blowing in compressed air. The flaps have the disadvantage that all moving parts are constantly under water and maintenance is therefore difficult. In addition to the additional shipping problems, there are major design difficulties to be overcome with closure heights of more than 20 m.

Even hose-like elastic structures on the sole, which can form a bluff body by filling with water, and floatable closure bodies that are supported by flooding and lowering on a sole sill (drum), are not safe under the most difficult conditions prevailing in an emergency or because of their large dimensions difficult to control.

Likewise, under the desired conditions of the wide fairway, all types are excluded in which the forces from the water pressure are transferred to side pillars because their stability cannot be guaranteed. It is therefore only suitable constructions that can derive the forces that occur as directly as possible to the base structure and into the base. Such constructions are e.g. B. sliding gates that can be moved on basic bodies on a horizontal path from dock-like chambers.
Such a gate with a triangular cross section is, for. B. known as a sliding gate for locks from DE-C-729 333.
Since the sliding gate is moved horizontally, for this purpose it must have a chamber that can accommodate the full length of the gate to be moved in order to release the flow in its entire width. This means a considerable amount of construction work, which results in high costs, especially since the entire flow profile has to be changed, also as a result of the rectangular closure surface, and the flow rate increases as a result. This in turn has a negative impact on the effort with which the drift and the running rails are to be kept clear because the increased flow rate means that constant collections are to be expected.

The invention is therefore based on the object to provide a barrage with a barrage which, even with a correspondingly large dimensioning, the requirements for stability can be produced easily, without significant change in the river cross-section, without expensive construction and without great effort, and ensures reliable and safe function in an emergency.

This object is achieved with the features of the characterizing part of claim 1. Further advantageous refinements are specified in the subclaims.

The barrier proposed for the solution consists of locking elements or parts which can be moved on inclined planes and which have the peculiarity of being telescopically pushed into one another.

• 1. Auswirkungen auf den Tideverlauf ausbleiben und
• 2. die Breite der Fahrstraße nicht eingeengt wird, wodurch keine Behinderungen des Schiffsverkehrs entstehen.

These inclined planes consist of basic bodies which are advantageously installed in a manner adapted to the natural river bed cross section. As a result, the river cross-section is hardly changed and little influenced, so that

• 1. There are no effects on the tide and
• 2. The width of the route is not narrowed, which means that there are no obstructions to shipping.

The road inclination to be selected is not only based on the best possible adaptation of the straight inclined path to the irregular river profile. Since the width and height of the navigation channel should not be restricted, the bottom depth of the main fairway at its lateral boundary is a compulsory point for the height of the inclined planes for the closure parts. The low point below the middle of the fairway is then a few meters below the target level for the navigation, whereby the driveway always has a sufficient water level for the draft of large ships even in low water.

Pushing the locking parts together in the rest position reduces the space required for the elements when not in use. With a corresponding length of the base bodies forming the inclined planes, the closure parts can be completely moved out of the water and pushed together at least above the average flood level. For this purpose, the closure parts can have individual drives and can be moved independently of one another. The storage of the closure parts in their rest position outside of the water is advantageous here. As with the basic bodies, the tidal course is not impaired and gentle and maintenance-friendly storage of each closure part is achieved.

The cross section of the closure elements has a triangular shape, the sea side carrying the dam wall and the inner side predominantly absorbing the supporting forces. The baffle walls can be flat or curved, with what a more favorable introduction of the occurring forces into the base body can be connected. The angles between the legs of the closure elements at their upper edge result from corresponding calculations of the frame stiffness according to the local conditions and planning. Here, among other things, tipping safety and the scope required for telescoping, eg. B. for the seals. A right angle at the top leads z. B. to the favorable design of an isosceles triangle with the force system, the dam wall side as a carrier on two supports, which rests below in the carriageway and on top of the rear support structure.

Vertical end edges are formed on the closure elements at least where two elements must close in the middle of the river when approaching each other. The upper edge of the elements runs approximately parallel to the inclination of the inclined plane, but not steeper than this, so that the upper edge is higher on the upper side than on the river side, also influenced by the individual length and inclination of the road. There is thus a height difference between two elements, the closure part closer to the bank being lower by this height difference than the closer part to the middle of the river. In the view of the closed barrier, there is thus a weak sawtooth-like contour. The lowest points of the upper edge lie at the height of the highest storm surge water level to be prevented, whereby an occasional wave overturn is accepted. Above the bank in the uppermost area of the triangular storm surge section to be closed, which connects to the dike line and extends to the line of the middle flood or slightly above, a horizontal solid wall closes the barrier to the shore, the crown of which is at the height of the maximum storm surge water level. In the rest position, the segments are pushed into each other over this wall.

In the closed position, all elements seal against each other and against the sole. Seals between the individual elements and on the sole are arranged so that they only lie fully in the final closed position. In the intermediate positions and in the rest position, on the other hand, they release a flow gap, which is achieved by suitable shaping of the surfaces on which the seals bear. Lowering the carriageways for the closed position of each closure element can also support the effective sealing.
The intermediate seals are attached to the inside of each segment on the edge facing the bank. In the closed position, they are pressed against bead-shaped contact surfaces on the baffle wall of the next higher element.
The base seal is created by spring plates protruding in front of the baffle wall, which have rubber profiles on their underside, which run along the baffle wall. These sheets are attached to the lower edge of the elements and seal by pressing the water pressure against corresponding contact surfaces. The contact surfaces are located in front of the front track of the respective closure part on the base body.

On the base bodies, the closure elements run in lanes, with each closure part traveling in its own lakefront and inland lanes. The carriageways are recessed into the base body and have sloping flanks, so that the closure parts are positively centered by the flank slopes during the closing or opening movement. This measure takes into account the increased requirements for the stability of each element, since, particularly when the locking mechanism is closed, safe guidance is necessary because of the buoyant and transverse forces that occur simultaneously when the closure elements are moved, and safe storage takes place in the final closing point, so that the forces can be easily derived from the water pressure into the base structure or the sole.

For guidance in the raceways or lanes, the closure elements have rollers and, for their failure, auxiliary runners which can also act as wheel break supports. The roles are attached under the legs of the closure elements so that longitudinal and transverse forces can be transferred well into the base body, for. B. at right angles to each other. The flanks of the trough-shaped carriageways, which are loaded by the rollers, are reinforced for this purpose and / or have corresponding internals as supports. The bearings of the rollers can be elastic, which ensures improved smoothness in the event of vibrations.
The problem here is the increased rolling resistance due to deposits on the road surface. Through on the lower edges of the Closure parts attached broaching elements, in particular sheets mounted in front of and behind the rollers or runners, can easily remove coarse and fine obstacles, e.g. B. be pushed aside with clearing flights. Sand and any other driving in can be flushed out using flushing nozzles located on the base bodies via pressurized water pipes, a particularly advantageous arrangement being to lay the nozzles and pipes directly into the trough-shaped carriageways or to align the nozzles into the carriageways. It would also be conceivable to equip the closure bodies with flushing nozzles and to have them supplied by pumps built into the construction.

The barrage according to the invention can of course also be used to shut off river courses. In the blocking position, the river water is dammed up in front of the barrier and prevented from flowing out. This can e.g. B. happen for the purpose of water storage in dry seasons or to protect densely populated areas downstream from flooding.
In narrow valleys, the barrier elements could e.g. B. be hidden in previously provided chambers of the valley walls.

The invention is explained below using an exemplary embodiment with basic drawings that are not to scale.

Fig. 1

eine stark überhöhte Seitenansicht des halben Sperrwerks in Schließstellung,

Fig. 2

eine Draufsicht nach Fig. 1,

Fig. 3

einen Querschnitt durch den Grundkörper mit den Verschlußelementen in Ruhestellung,

Fig. 4

einen teilweisen Querschnitt durch eine Fahrbahn und eine darin laufende Stauwand und

Fig. 5

eine Darstellung des halben Sperrwerks bei verschiedenen Betriebsstellungen.

It shows,

Fig. 1

a greatly inflated side view of the half barrier in the closed position,

Fig. 2

2 shows a top view according to FIG. 1,

Fig. 3

a cross section through the base body with the closure elements in the rest position,

Fig. 4

a partial cross section through a roadway and a baffle running therein and

Fig. 5

a representation of the half barrage in different operating positions.

A tidal stream 4 has z. B. The bottom 41 indicated by dash-dotted lines in FIG. 1. This river bottom 41 runs steeper towards the bank 42 and is flattened in the middle. At the barrier, the bottom 21 of the watercourse 4, which is indicated in Fig. 2, consists of a base body 2, which forms an inclined plane 22, starting from points above the river bank to the deepest point, which is located approximately in the middle of the river course . In the bank area 42, the bottom 21 is flatter and is lower in the middle of the river course 4 than the original bottom 41. This peculiarity benefits the fairway 43 lying in the middle of the river.

2 shows the roadways 23 of the baffle walls 11 and the support walls 12 on the base body 2. A storage wall 11 and a support wall 12 together form a closure element la to ld. The support walls 12 have no covers and have openings between their supports.

Fig. 1 shows the sea-side view of the half barrage in the closed position. With 44 the average flood level is indicated and 45 with the maximum.

In the closed position it is shown how the closure elements 1a to 1d overlap one another at their vertical end edges 14 and have seals 15 at the overlap points of the baffle walls which rest on the bead-shaped contact surfaces of the next higher element, not shown. The closure elements 1a to 1d are the same in shape but of different sizes. Your upper edge 13 is inclined according to the inclined plane 22, but can also run differently than shown, for. B. flatter. The elements 1a to 1d are getting smaller from the middle of the river to the bank, marked with the letters a to d. 1 z. B. they are shown very exaggerated.

In practice, e.g. B. about 3 to 5 elements a barrage side, the overall height of the largest element 25 to 30 m and their respective length between 100 and 200 m. The overlaps for the intermediate seals 15 are, for example, one to several meters long. For the seals of the uppermost movable closure element 1d, a wall 5 with a corresponding contact surface 51 is built on the upper part of the inclined plane 22. Above this wall 5, the closure elements 1a to 1d are telescopically pushed into one another above the average high water level 44, as indicated by dashed lines in FIG. 1.

To move the closure elements 1a to 1d, use is made, among other things, of drive sticks or toothed racks, and support for the opening movement by means of traction means driven by winches is also contemplated. The required drive machines are housed in the machine house 6.

In Fig. 3, the base body 2, which is made of concrete, is shown in section. It contains, among other things, cable channels and operating aisles 28, not shown, of which one, located in the center of the base body 2, is shown as an example. Under the storage wall side of the closure elements 1a to 1d, the base body 2 is anchored by an additional sealing wall 29 in the subsurface or bottom of the watercourse 21 and is protected against being washed out.
The lanes 23 for the retaining walls 12 and baffle walls 11 are located on the base body 2. These lanes 23 are designed identically for both baffle and retaining walls 11, 12 and have a trough-shaped cross section 25 with inclined flanks 26 Closure elements la to ld of the same design lower edges 3 with rollers 31 on the flanks 26 of the trough-shaped roadway 23.

The flanks 26 have angles of 45 ° and the rollers 31 of the closure elements 1a to 1d are correspondingly arranged at right angles to one another. The arrangement of the rollers 31 or the inclination of the flanks 26 is intended to enable the stowage and support walls 11, 12 to be supported favorably. Further configurations with differently inclined flanks are conceivable, to which the rollers 31 are arranged to match. A combination of differently inclined flanks in a carriageway or carriageway group 23, in each case according to the storage or support wall 11, 12, is also possible here.

The closure elements 1a to 1d are shown pushed together over the wall 5 in their rest position. Not shown is the seal 15 present on its respective inner side 16 on the front edges 14 (see FIGS. 1 and 2). On the baffle walls 11, the plates 18 are hatched.

Fig. 4 shows an enlarged section of the lower edge 3 in a roadway 23. The flank flanks 26 contain embedded reinforcements 24, z. B. Double T-beams on which the rollers 31 run; the flanks 26 or reinforcements 24 can also have a rail profile. Runners 32 are indicated on both sides, close to the rollers 31, on which a closure element 1 can slide for the rollers as an alternative.

In front of the baffle wall 11, shown partially in section, of a closure element 1, a sheet 33 projects on its lower edge 3, on the underside 34 of which a rubber profile 35 is fastened. This profile 35, which runs along the lower edge 3, lies in a bearing surface 27, which runs in front of the roadway 23 in a channel-like manner, in a sealing manner due to the water pressure and thus prevents the penetration of sea water under the dam walls 11.

Fig. 5 shows different operating positions a to e of the half barrier.
In position a, all closure elements 1a to 1d are in the rest position above the wall 5.
In position b is an element, e.g. B. have been extended for maintenance work in front of the others. At medium low water level 46 it is completely partially out of the water at medium high water level 44.
Positions c and d show positions of readiness c and increased readiness d in the event of an expected storm surge.
Since the flow velocity accelerates extraordinarily with increasing narrowing of the cross-section and an increasing gradient also builds up, which leads to an increasing load on the closure elements 1a to 1d, it should be problematic to have them retract rapidly into the closed position one after the other.
Due to the individual drive and the independent movement of the elements la to ld, it is possible to partially obstruct the cross section and, in an emergency, to achieve a shorter closing time, while at the same time the main fairway 43 can be kept open for a very long time (position d). Accordingly, it can also be opened quickly, which shortens the blocking time for shipping traffic.
Position e shows the barrier in the closed position with the maximum flood level 45 indicated.

Since the flow pressure of the incoming water exerts considerable additional forces on the retracting closure elements 1a to 1d, it is favorable to provide flow openings in the baffle walls 11 of the individual elements la to ld for relief, which are only closed after the entry into the final closed position, e.g. B. Roller contactors on inclined tracks or shutter closures.
Depending on the height of the elements, various devices are considered, the z. B. also make the height of the upper edge of the closure elements changeable can, e.g. B. a design with hanging flaps in a frame structure.

The sloping upper edge corresponding to the inclination of the road would have to be replaced by a horizontal support structure for the storage of the storage flaps. The flaps, which are held approximately horizontally during the retraction of the elements, are only lowered into the inclined position for final closing, which corresponds to the inclination of the storage wall of the other closure elements.

Claims (10)

1. Barrier, more especially for closing-off a tidal channel during a storm tide, including a closing-off mechanism having a substantially triangular cross-sectional configuration, one inclined wall of said mechanism forming a damming wall (11) and the other wall forming a supporting wall (12), which walls are interconnected via a common upper edge (13), and said mechanism is displaceable on a main body (2) between a position of rest at the edge of the channel and a closed position in the channel, characterised in that the closing-off mechanism includes a plurality of displaceable gate elements (1a, 1b, 1c, 1d), in that the main body (2) forms inclined ramps (22), which are adapted to the base of the channel (21) and on which the gate elements (1a, 1b, 1c, 1d) are displaceable, in that all of the gate elements (1a, 1b, 1c, 1d) have a geometrically similar, triangular cross-sectional configuration but, depending on their position, are of different sizes in the closed position and are formed and disposed so that they are telescopically fitted into one another in the position of rest at the edge, preferably on the bank, of the channel, and are extended in the closed position to the lowest point of the channel according to size, and in that resilient seals (15) are disposed on the leading edges (14) of the damming walls (11) and, in the closed position, each seal the gap between two overlapping gate elements (la, 1b, 1c, 1d), and in that means are provided on the lower edge of the damming walls and seal towards the bed in the closed position.
2. Barrier according to claim 1, characterised in that the leading edges (14) of the damming wall (11) and supporting wall (12) of the gate elements (1a, 1b, 1c, ld) are at least partially so adapted that they define vertical planes.
3. Barrier according to claim 1 or 2, characterised in that the damming wall (11) is curved, and the supporting wall (12) is frame-like.
4. Barrier according to one of claims 1 to 3, characterised in that the main body (2) contains parallel tracks (23), which tracks (23) extend longitudinally of the inclined ramp (22) and have a trough-shaped cross-section (25), the cross-section (25) having inclined flanks (26).
5. Barrier according to claim 4, characterised in that the gate elements (1a, 1b, 1c, 1d) are each guided, by resiliently mounted rolling and/or sliding devices situated on the lower edges (3) of the gate elements (1a, 1b, 1c, 1d), in a track (23) beneath the damming wall (11) and in a track (24) beneath the supporting wall (12), respectively, and are thereby supported at least on the flanks (26) of the trough-shaped cross-section (25), whereby they centre themselves.
6. Barrier according to one of claims 1 to 5, characterised in that obstruction-clearing means are provided on the lower edges (3) of the gate elements (1a, 1b, 1c, 1d), and at least some of such means comprise plates in front of and behind each rolling and/or sliding device (31, 32).
7. Barrier according to claim 4 and possibly one of claims 5 or 6, characterised in that water pipes are situated on the main body (2) and are disposed at least partially in the tracks (23, 24), the water pipes having nozzles from which compressed water emerges, and the tracks (23) are freely rinsable by the compressed water.
8. Barrier according to one or more of claims 4 to 7, characterised in that the seals (15) are provided on the leading edges (14) of the damming walls (11) on the inside (16) of the gate elements (1a, 1b, 1c, 1d) facing the bank, in that bearing faces (17) are situated, with a bead-like configuration, on the damming wall (11) at the leading edge (14) facing the flow, and in that the seals (15) are compressible by water pressure against the bead-like bearing faces (17) of the next higher gate elements (1b, 1c, 1d).
9. Barrier according to one of claims 1 to 8, characterised in that plates (33) are continuously provided on the lower edges (3) of the damming walls (11), which plates protrude in front of the damming walls (11) and are provided, on their underside (34), with a rubber profile (35), which extends longitudinally of the lower edges (3) of the damming walls (11), and in that abutment faces (27) are situated on the main body (2) in front of the damming wall, the plates (33) being compressible by the water pressure against the abutment faces (27).
10. Barrier according to one of claims 1 to 9, characterised in that the gate elements (1a, 1b, 1c, 1d) have closable apertures in their damming wall (11), through which apertures a pressure balance is rendered possible during the extension movement into the closed position.

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