Vízügyi Közlemények, 1999 (81. évfolyam)

1. füzet - Fazekas Helga: A bökényi hajózsilip felújításának műszaki megoldásai

156 Fazekas Helga 0.25x0.70 m. while the thickness of the plate is 0.12 m. The cassettes between the ribs were filled with lean-concrete. The first substantial renovation of the damaged navigation lock was made in 1935—1937. The second reconstruction of the lock was made in 1973, replacing the main support-gate at the downstream end. During the replacement of the gate, the lock-chamber was also closed (in 1974) thus allowing the inspection of its state. It was found that: — there are construction gaps along the ribs of the bottom floor and the lean-concrete filling, through which and also across the thin reinforced-concrete plate water seepage was observed. The deposited silt was of yellow colour; — no thin jet-like water boil was, however, observed at the design head water difference of about 4 meters, between downstream and upstream water levels ; — more intensive seepage was observed across the construction gaps and other cracks (Fig. 4. ); — wetness of the side-walls was observed in strips in the lower third of the height of the wall. No soil erosion (intrusion) was observed at any of these sites. The strongly water-tight soil allowed no seepage flow of fine soil particles and the concrete curtain built in 1935 also strengthened the water tightness; — at the upstream head of the navigation lock there was a crack across the slot of the cog-bar. The slot of the cog-bar was separated from the wall was 20 mm higher than the level of the wall. Connection of the cog-bar into the wall-structure was improperly made in 1935. The console-like slot-channel could not withstand the forces induced by uneven subsidence. Nevertheless this displacement did not hinder the operation of the device. The inspection of the structure made in 1996 revealed the following faults: — cracks were observed at the outer grooves of the stop-logs, expanding also to the surface, and they were kind of separating the wing-walls from the side walls; — the surface of the concrete wall was damaged (Fig. 5.). On the left side of the upstream part the concrete was so much eroded that the only connection was provided by the reinforcing steel-bars (Fig. 6.). For selecting the method of reconstruction of the navigation lock the expectable navigation traffic of the Körös River system was also considered (navigation of vessels falling into EEC and UN water-way category II is expected). This requires no full reconstruction of the Bökény navigation lock. Construction of a reinforced concrete casing (Fig. 8.) was considered the appropriate method of strengthening the navigation lock, taking navigation requirements also into consideration. This reinforced concrete cover could be connected to a reinforced concrete supporting wall. * * * Technische Lösungen der Rekonstrukion von Schiffschleuse von Bökény Dipl.-Ing. Helga FAZEKAS Die Kanalisierung der Körös-Flüsse wurde um die Jahrhundertwende begonnen. In den Jahren 1895—96 wurde am Fehér-Körös, bei der Stadt Gyula, das Nadelwehr Typ Poirée (Öffnungsbreite: 35 m) errichtet. Um die Schiffbarkeit des Hármas-Körös zu gewärleisten, wurde dann, in den Jahren 1905-1906 die Staustufe von Bökény erbaut (Bild 1). Die Anlagen letzterer Staustufe - Stauwerk und Schiffschleuse ermöglichten, mittels Anstauung der Niedrig- und Mittelwasserstände, die Schif-