Tőry Kálmán: Az Al-Duna szabályozása (Vízügyi Történeti Füzetek 5. Budapest, 1972.
Idegen nyelvű kivonatok
The regulation works based on the plans of E. Wallandt (Fig. 15) have been carried out in 1890—98 on behalf of the Hungarian Government by an international syndicate founded for this purpose under the guidance of H. Luther (Fig. 17). The resident engineer la direct control was G. Rupcsics (Fig. 16). In the preparation of the works B. Gonda played a significant role whose monography — published in three languages — informed the international professional public about the works executed.* The individual items of the work included: Blasting cape of the Greben, and broadening in this manner the river bed, confining the downstream reach by one of the world's longest parallel training dike between Greben and Milanovác in length of 5,8 km (Figs. 2 and 21); cutting over the cataractes 60 m wide canals by underwater blasting to a depth of 20 dm under the "0" level and in a total length of more than 18 km; and finally: excavate, to by-plass the rock reefs of the Iron Gate, a navigation canal of 2,2 km length into the rock along the right bank with 72 m bottom width and 30 dm depth below "0" level, and training walls on both sides, raised above the highest flood level (Figs. 23—25). Navigation conditions had been inmproved radically by the works — for three-quarters of a century navigation over the section was secured — yet the result was still not a completely satisfactory one. In the Iron Gate canal (Fig 25) auxiliary towing was needed, and even so the barges could move upstream only one by one. During low water ship loads were still limited, and along the accurately marked navigation way trafic was allowed only with the help of licensed pilots. Meeting of vessels and night-time navigation were forbidden. Regardless thereof, as declared also by professor V. E. Timonov, famous Russian hydraulic engineer in his monography: "the execution of the works for improving navigation conditions was much worthy of attention as well from the scientific as from the practical points of view". "The experiences gained outlined the possibilities and ways of the execution of similar works, and were directly usable in the plan prepared for the improvement of the navigation conditions on the Dnieper". The Hungarian Government — based on the practical experiences gained — had ordered modifications and corrections of the plans during construction already, and then detailed plans were made for the radical improvement (completion) of the navigation way. The realization of these was, howewer, prevented by the Balkan wars, and later by World War I. At the same time plans were prepared for harnessing the hydroelectric potential of the section (by H. Luther, D. Bánki, R. Halter, L. Fischer-Reinau, J. Rosemayer, A. Smrcek, G. C. Vasilesco etc.). Howewer, the economic and technological background necessary for the project was not available then. The development of science and technology enabled the complete and economical elimination of navigational obstacles only recently by the construction of the Iron Gate river barrage. The two states along the banks: Yugoslavia and Roumania — under an agreement of common financing and planning — have built between 1964—1972 the Iron Gate (Djerdap) barrage at R.St. 943 km of the Danube (Figs. 26—27). The construction of the barrage liquidated the largest obstacle of the transcontinental waterway — wich will be inangurated in 1980 by the opening of the Danube — Main — Rhine canal. There after it will be the task of the other countries along the Danube to eliminate the remaining navigation obstacles, which require less work, but are also expensive. The aim of this short historical review is to direct attention to the pioneers and promoters of regulation on the Iron Gate section of the Danube, namely I. Széchenyi and P. Vásárhelyi and also to the regulation works themselves, which had at the end of the last century Europe-wide importance and reputation. By damming up the water level by the Iron Gate river barrage the former regulation works themhave become submerged, and a new era in navigation on the Danube was started. * See the articles of B. Gonda, The Engineer, LXXVII, pp. 326, 332, 471, 478, 496, 502; Vol. LXXVIII, pp. 32, 34, 378, 463, 592; Vol. LXXXII., pp. 334—336, 342.
