Vízügyi Közlemények, 1948 (30. évfolyam)

2. szám - VII. Szakirodalom

(33) Zum Schluß gibt der Verfasser seinem Wunsche Ausdruck: es möge auch vorliegende Studie dazu beitragen, daß das wissenschaftlich-technische Zusammenwirken, und damit das gegenseitige Einverständnis bei den aufeinander angewiesenen Völkern des Karpatenbeckens, sich weiterentwickeln wiul. Die Studie endet mit der Aufzählung der benutzten Literatur. (Abgeschlossen den 20. 12. 1944.) HYDROMECHANICAL EXAMINATION OF LOCKS. By S. CSERHALMI. (See pages 102—110 in the Hungarian text.) j) q g£6 4 The Bureau of Public Roads and Waterways of Helsinki (Tie ja Vesirakkenus Hallitus) has, prior to the second World War already, decided the reconstruction of the Saimaa canal which is of great importance with regard to inland navigation. Its importance is borne out by the fact that one third of Finland's inland navigation is effected on this stream. The reconstruction of the canal consisted in substance of the enlarging of the existing projects, the deciease of the number of the dams and the technical perfection of the operation of the works. On the previous canal the traffic was effected 011 28 locks with 000 tons vessels, whereas on the new one there are only 9 locks through which even ships of 1200 tons may pass. The preparatory arrangements were made in a way deserving imitation, and the reforms effected in the course of the construction were in the organized three hydraulic laboratories previously subjected to model tests. It could be established that in case of minor niveau differences the plain filling machinery applied to the gates were suitable if provided with energy dissipators (see Figure lia, 1 jb and 1/c). It was found that the high locks, such as were used on the new Saimaa water way (Mälkiä 19 m, Juustila 18 m) could advantageously be used provided that the foundation conditions would permit it. With respect to the fillings the locks can be used most advantageously if the water is not permitted to rush in on the upstream end or on the sides of the locks but breaks up from the bottom. The most even filling is also the fastest. The surrounding conduite, as shown in Figure 4, is the best way of solving the problem. The entering water runs through the closed pipe line to the ditch dug in the bottom of the lock on the top of which a concrete guiding is placed on a row of beams. On the opening to be found between the bottom and the guiding plate the water is breaking upwards. On the arrangements of Figure 2ja and 2/b the lenght of the filling conduit was examined but no particular effect could be observed thereby. The fast and even filling process can be assured by the elimination of turbulance, and by the small air bubbles content of the filling water. The method of endeavoring the elimination of the air through the openings of the filling pipe did not prove satisfactory (Figure 3ja). The filling tunnel as shown in Figure 3/b is open on the top — its disadvantage lies in the fact that it cannot be led to any desirable hight. The arrangement as shown in Figure 31c is in reality a variation of the foregoing where the air is eliminated through pipes. In the course of experimantations the best results were obtained through the model as shown in Figure 4. The statics resulting from the trans-sluicing was observed with models of small and large vessels with lines affixed to them which in turn were connected to dynamo3