Vízügyi Közlemények, 1992 (74. évfolyam)

2. füzet - Schiller, Heinz: Elkészült a Majna-Duna víziút

Elkészült a Majna-Duna víziül 137 A csatornának és a kiépített vízfolyásoknak igen jelentős a szabadidő-értéke. A part menti utakon kerékpározni lehet, a szép vízfelületek a vízisportolóknak, horgászoknak és a személyhajózás barátainak nyújtanak sok örömet. E létesítményeket a járulékos berendezésekkel (pl. csónakkikötőkkai, csónakzsilipekkel, személyhajó-kikötőkkel) kiegészítve szívesen és tetszéssel fogadták. IRODALOM Bader, W.: Die Vergbindung von Rhein und Donau - Zur Geschichte eines bemerkenswerten Wasserstrassenprojektes. Deutsches Museum - Abhandlungen und Berichte, 50. Jahrgang Heft 2. München 1982. RHEIN-MAIN-DONAU AG.: Bauberichte und Informationsschriften. Weckerle, fC: Der Main-Donau-Kanal - Infrastruktur für Europa. Vortrag vor dem Europäischen Ausschuss für Umwelt, Raumordnung und Kommunalfragen am 01. 07. 1992. im Parlament zu Budapest. * » * The Main-Danube waterway is complete by Heinz SCHILLER С. E. With the opening of the Main-Danube canal in September 1992 the possibility of continuous navigation between the North Sea and the Black Sea has been created. In the European network of waterways (Figure 1.) the importance of the "bridge-role" of the canal is extremely high: it creates connection between Danube, the second longest river in Europe, and the Rhine, the most intensively utilized river for navigation in the region (Figure 2). In the introduction the author presents the historic background of the Canal briefly: the first attempt Fossa-Carolina, initiated by emperor Carolius the Great; and the canal that had been constructed in 1845 and named after Bavarian King Ludwig the First. This latter canal of 172 km lenght was built to allow the navigation of 120 ton vessels, and - among others - it was used for transporting the elements of the Budapest chain-bridge "Lánchfd" from England to Hungary. The legal and financial background of constructing the Main-Danube canal of greater capacity had been established with the foundation of the Rhine-Main-Danube share company RMD in 1921 by Germany and Bavaria. The objective of RMD was to construct a waterway between Aschaffenburg of the Main and Passau on the Danube, allowing the navigation of large vessels. To finance the construction of this system of establishments RMD was allowed to construct hydropower stations on the Main and the Danube (Figure 3.) and to sell the thus generated energy until 2050. (The number of hydropower stations constructed up to now in this framework is 56.) The study describes the work done by RMD before 1992 in details: the transformation of the 297 km long Main section concerned into a closed chain of impounded reaches; the layout outline and the locks of the 171 km long Main-Danube canal (Figure 4.)\ the investigations that served for the elaboration-of the design of the canal cross-sections (Figure J.); the channel isolation techniques applied; and finally the low-flow river regulation activities that had been carried out until 1969 int he Danube section between Regensburg and Vilshofen over a length of 128 km, in order to assure safe navigation in this critical reach. Nevertheless these activities can not claim full success. River regulation structures and establishments that are to assure the final solution are also described, starting with the river dam of Kachlet, that was buildt in 1923-28, and ending with the river dam of Straubing the construction of whose started in 1898 and whose completion is expected by 1995 (Figure 3.). Concerning the river dams the author pointed out that due to the fully justifiable increasing of the society's sensitivity towards environmental problems the permitting procedures of hydraulic establishments became ever lengthier and an ever