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Niederfinow boat lift
The Niederfinow Boat Lift is the oldest working
in Germany. It lies on the
in . The lift overcomes a difference in elevation of 36 metres.
Aerial Photo
Picture from inside the lift structure
On 17 June 1914 the large navigation between
was opened. Near Niederfinow the difference in elevation was overcome using a staircase lock with four chambers. One can still visit the remains of these locks today (seen in the foreground of the accompanying aerial photograph).
The capacity of the staircase locks was quickly exceeded, therefore, between 1927 and 1934, the boat lift was built and inaugurated on 21 March 1934. The lift is 60 m high, the length 94 m, taking five minutes for the trough to move through the 36m elevation difference. The following enterprises were involved:
Beton- und Monierbau AG, Berlin
Chistoph & Unmack GmbH, Berlin
Philipp Holzmann AG, Berlin
August Kl?nne, Dortmund
J. Gollnow & Sohn, Stettin
Gutehoffnungshütte AG, Oberhausen
Mitteldeutsche Stahlwerke AG, Lauchhammer
Demag AG, Duisburg
, Eberswalde
Fried. Krupp Grusonwerk, Magdeburg
Electrical system
Siemens-Schuckert werk, Berlin
Allgemeine Electrizit?ts-Gesellschaft, Berlin
Foundations and steel structure of the aqueduct
Beuchelt & Co, Grünberg
By 26 January
boats had already passed through the lift. In the inaugural year there was 2,832,000 tonnes of traffic.
The lift was the subject of a general overhaul in 1980 and the lifting cables were renewed in 1984/85.
Today the boat lift is too short for some barge trains which must be separated to pass the lift. The lift is running near to its capacity with about 11,000 boats passing through each year, so in 1997 the decision was made to build a new, bigger lift.
The Niederfinow lift is a popular tourist destination with about 500,000 visitors per year. Due to this a new larger car park was opened in 2003.
Information plaque
Steel construction of the upper aqueduct
The trough counterweights
The boat lift consists of 14,000 Tonnes of riveted structural steelwork standing on steel columns. The Oder-Havel-Kanal approaches the head of the lift on a 4,000 Tonne riveted steelwork aqueduct. The trough when filled weighs 4,290 tonnes and hangs on 256 steel cables, these cross over guide rollers and support 192 counterweights which balance the trough. The security of the lift is maintained by keeping half the cables in tension and the other half relaxed in reserve. The guide rollers have a diameter of 3.5m.
Pin gearing with D.C.motors in , connected together by a shaft allow a symmetrical drive. This arrangement allows the exact synchronisation of the four pin gears. The four Leonard controllers each have an output of 55 kilowatts totalling 220 kilowatts. Four worm geared shafts are driven which intersect with internal threads built into the troughs. These move freely under normal circumstances but would seize if a cable broke providing extra safety.
Because of the continuing increase in traffic on the Oder-Havel-Kanal, in 1997 it was decided that a new, bigger lift should be built. In the autumn of 2006 earthworks began between the lift and the old staircase locks. The new lift, which is being built by
and the site is being developed in partnership with Johann Bunte, is due to be finished in 2014. The trough will be 125.5 metres (412 ft) long and 15 metres (49 ft) wide and will weigh 2,785 tonnes (3,070 tons)—and some 9,800 tonnes (10,800 tons) when filled with water. The cost will be 285 million euros. The old lift will remain in use however until at least 2025.
Schinkel, Eckhard, Das alte Schiffshebewerk Niederfinow, Bundesingenieurkammer (ed.), Berlin: Bundesingenieurkammer, 2007, (=Historische Wahrzeichen der Ingenieurbaukunst in D vol. 1),  
Uhlemann, Hans-Joachim (2002). Canal lifts and inclines of the world (English Translation ed.). Internat.  .
, Berliner Zeitung, 16 October 2006 in German
. Archived from
Kuiper, Jeroen (2012). "Verticaal varen". De Ingenieur. Veen Magazines. 124 (10/11): 58–61.  .
at , FORUM Online, 8. M?rz 2007 German Article
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in English
Wasser- und Schifffahrtsamt Eberswalde:
Wasserstrassen-Neubauamt Berlin:
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Model of the Waltrop Lock Park
The Henrichenburg boat lift facilitates a change in elevation of the
in -Oberwiese. The
is part of the Waltrop Lock Park (Schleusenpark), which includes the old Henrichenburg boat lift built in 1899, a disused
from 1912, the new boat lift built in 1962 and a modern ship lock from 1989.
The Henrichenburg boat lift is a popular destination for cyclists along the canals of the northern .
The old boat lift
Night time view of the old boat lift in 2003
The old boat lift was opened in 1899.
It was an important structure on the Dortmund-Ems-Kanal without which it would not have been possible to navigate to . The lift was the biggest and most spectacular structure on the old Dortmund-Ems-Kanal. It was inaugurated by
on 11 August 1899.
The lift was able to accommodate the then usual Boat on the Dortmund-Ems-Kanal, 67 metres long, 8.2 metres
wide, with a draft of 2 metres and lift it through a height of 14 metres to the level of the Dortmund Port. It could accommodate vessels of up to 350 tonnes. A complete descent or lift cycle, including entry and exit, took about 45 minutes. The actual lowering/lifting only took two and a half minutes. This was much faster than possible using ordinary . This method of raising boats also conserved water at the upper elevation which relied entirely on water pumped from the lower elevation for its supply.
This technically very interesting construction managed to lift approximately 1000 tonnes of ship and water filled trough using a relatively small amount of power. The trough was supported by 5 cylindrical floats each immersed in 40 metre deep water-filled wells. The lift from the floats was the same as the load of the water filled trough therefore, only a small electric motor sufficient to overcome friction and viscous resistance was needed to set the trough in motion in either direction. Four steel worm gears, 20 metres long and 280 mm in diameter were used to direct the trough in the appropriate course.
The old lift was closed shortly after the opening of the new lift. A year later in 1963 an attempt was made to restart the old lift. It was found that the trough had tilted and that it could no longer be moved into either the fully up or fully down positions. The lift remains in this condition today and is conserved as part of a museum.
After the closure of the old lift it was decided in 1979 to develop the lift as part of the Westphalian industrial museum. The lift was restored and reconstructed without bringing it back into use. The lower dock of the old lift is used as a marina.
The old lift has an iron framework construction with five float chambers. The trough and the upper and lower control towers are accessible. In the former boiler and machine house, machines, models and pictures can be seen. In the lower dock are the former police and fireboat Cerberus of 1930 and the motorvessel Franz-Christian of 1929 with an exhibition of working life on board in the cargo hold. In the 400m long canal adjoining the upper dock there is a collection of historical ships and a loading dock along with other exhibits.
The Westphalian Industrial Museum is on the Dortmund-Ems-Kanal cycle route, the Emscher-Way.
The new boat lift
The new boat lift was opened in 1962 and has a trough length of 90 metres, a width of 12 metres, and a draft of 3 metres.
It was capable of lifting vessels of up to 1350 tonnes.
This lift utilizes the same construction principles as the old lift but using only two floats in two float chambers.
The new lift soon became too small for the navigation's requirements and a new ship lock allowing boats 190 metres long and 12 metres wide, allowing a 4-metre displaced depth was built next to the lift in 1989.
The new lift was taken out of use in December 2005 because of technical problems. The lift may not be repaired on the grounds of cost and the decreased usage of Dortmund Port. Problems or maintenance requirements on the modern lock would, without the lift, bring about the closure of Dortmund Port.
Uhlemann, Hans-Joachim (2002). Canal lifts and inclines of the world (English Translation ed.). Internat.  .
, article on the German-language Wikipedia from which this article had been translated
, , Belgium
, , Canada
, , United Kingdom
, , United Kingdom
Permanent International Association of Navigation Congresses. (1989).
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Lake Austin Waterfront w/ Boat Lift and 2 Kayaks预订
Lake Austin Waterfront w/ Boat Lift and 2 Kayaks
Lake Austin Waterfront w/ Boat Lift and 2 Kayaks
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Anderton Boat Lift
The Anderton Boat Lift is a two
near the village of , , in . It provides a 50-foot (15.2 m) vertical link between two navigable waterways: the
and the . The structure is designated as a , and is included in the .
Built in 1875, the
was in use for over 100 years until it was closed in 1983 due to corrosion. Restoration started in 2001 and the boat lift was re-opened in 2002. The lift and associated visitor centre and exhibition are operated by the . It is one of only two working boat lifts in the United K the other is the
Aerial view of Anderton Boat Lift and basin on the north bank of the River Weaver
Salt has been extracted from rock salt beds underneath the
times. By the end of the 17th century a major salt mining industry had developed around the Cheshire "salt towns" of , ,
Completion of the River Weaver Navigation in 1734 provided a navigable route for transporting salt from Winsford, through Northwich, to , where the Weaver joins the . In 1759 the second Weaver Navigation Act appointed the Trustees of the Weaver Navigation and gave them responsibility for maintaining and operating the route. The opening of the Trent and Mersey Canal in 1777 provided a second route close to the Weaver Navigation for part of its length, but extended further south to the coal mining and pottery industries around .
Rather than competing with each other the owners of the two waterways decided it would be more profitable to work together. In 1793 a basin was excavated on the north bank of the Weaver at Anderton that took the river to the foot of the escarpment of the canal - 50 ft (15.2 m) above. The Anderton Basin was owned and operated by the Weaver Navigation Trustees. Facilities were built to trans-ship goods between the waterways including two , two salt chutes and an inclined plane that was possibly inspired by the much larger
at . The facilities were extended when a second quay was built in 1801 and a second entrance to the basin was constructed in 1831.
By 1870 the Anderton Basin was a major interchange for trans-shipping goods in both directions, with extensive warehousing, three double inclined planes and four salt chutes. Trans-shipment was time-consuming and expensive, and the Trustees of the Weaver Navigation decided a link between the waterways was needed to allow boats to pass directly from one to the other. A flight of
was considered but discarded, mainly because of the lack of a suitable site and the loss of water that would have resulted from using them. In 1870 the Trustees proposed a boat lift between the waterways at the Anderton Basin. The Trustees approached the , owners of the Trent and Mersey Canal, to ask for a contribution towards the cost. When this approach was unsuccessful the Trustees decided to fund the project themselves.
Anderton Boat Lift – diagram of original hydraulic configuration (not to scale).
The Trustees asked their Chief Engineer, , to draw up plans for a boat lift. He settled on a design involving a pair of water-filled caissons that would counterbalance one another and require relatively little power to lift boats up and down. A similar boat lift on the , completed in 1835, used chains to connect the caissons via an overhead balance wheel. It had a solid masonry superstructure to support the weight of the loaded caissons. Leader Williams realised that if he used water-filled
to support the caissons their weight would be borne by the rams and their cylinders, buried underground and a much lighter superstructure could be used. He may have been inspired by inspecting a hydraulic
in London, designed by experienced hydraulic engineer .
Having decided on a hydraulic ram design Leader Williams appointed Edwin Clark as principal designer. At that time the Anderton Basin consisted of a cut on the north bank of the Weaver surrounding a small central island. Clark decided to build the boat lift on this island. The
caissons were 75 ft (22.9 m) long by 15 ft 6 in (4.72 m) wide by 9 ft 6 in (2.90 m) deep, and could each accommodate two 72 ft (21.9 m)
or a barge with a beam of up to 13 feet (4.0 m). Each caisson weighed 90
(91 ; 100 ) when empty and 252 long tons (256 t; 282 short tons) when full of water (because of , the weight is the same with or without boats). Each caisson was supported by a single hydraulic ram consisting of a hollow 50 ft (15.2 m) long
vertical piston with a diameter of 3 ft (0.9 m), in a buried 50 ft (15.2 m) long cast iron vertical cylinder with a diameter of 5 feet 6 inches (1.68 m). At river level the caissons sat in a water-filled sandstone lined chamber. Above ground the superstructure consisted of seven hollow cast iron columns which provided guide rails for the caissons and supported an upper working platform, walkways and access staircase. At the upper level the boat lift was connected to the Trent and Mersey canal via a 165 ft (50.3 m) long wrought iron , with vertical wrought iron gates at either end.
In normal operation the cylinders of the hydraulic rams were connected by a 5 in (130 mm) diameter pipe that allowed water to pass between them, thus lowering the heavier caisson and raising the lighter one. To make adjustments at the start and end of a lift either cylinder could be operated independently, powered by an accumulator or pressure vessel at the top of the lift structure, which was kept primed by a 10 horsepower (7.5 kW) steam engine. If necessary, the steam engine and accumulator could operate either hydraulic ram independently to raise the caissons, although in this mode it took about 30 minutes to raise a caisson, as opposed to three minutes in normal operation.
In October 1871 the Weaver Navigation Trustees held a special general meeting which resolved "to consider the desirability of constructing a lift with basins and all other requisite works for the interchange of traffic between the River Weaver and the North Staffordshire Canal at Anderton and of applying to Parliament for an Act to authorise the construction of such works."
In July 1872 Royal Assent was granted for the Weaver Navigation 1872 Act, which authorised the construction of the boat lift. The contract for its construction was awarded to Emmerson, Murgatroyd & Co. of
and . Work started before the end of 1872 and took 30 months. The Anderton Boat Lift was formally opened to traffic on 26 July 1875. The total cost was ?48,428 (?4,187,000 at today's prices).
For five years the boat lift operated successfully, the longest closures being during spells of cold weather when the canal froze over. In 1882 a cast iron hydraulic cylinder burst while the caisson it supported was at canal level with a boat in it. The caisson descended rapidly, but water escaping from the burst cylinder slowed the rate of descent and the water-filled dock at river level softened the impact. No-one was hurt and there was no damage to the lift's superstructure. As a precaution tests were carried out on the second hydraulic cylinder. During these tests the second cylinder failed too. As a result the boat lift was closed for six months while sections of both cylinders were replaced and the connecting pipework, which was thought to have contributed to their failure, was redesigned.
The volume of traffic through the lift grew steadily through the 1880s and 90s but the hydraulic cylinders continued to cause problems. The gland of one cylinder (where the piston travelled through the cylinder wall) was temporarily repaired in 1887 and replaced in 1891, and the gland of the other cylinder was replaced in 1894. The main cause for concern was corrosion of the pistons. The use of canal water as a working fluid in the hydraulic system and the immersion of the pistons in the wet dock at river level led to corrosion and "grooving" of the pistons. Attempts to repair the grooves with copper made matters worse as it reacted electrolytically with the acidic canal water and hastened corrosion of the surrounding iron. In 1897 the lift was converted to use distilled water as its working fluid, slowing corrosion, but not stopping it completely. Over the next few years maintenance and repairs took place with increasing frequency, requiring complete closure of the lift for several weeks or a period of reduced and slower operation with a single caisson.
By 1904 the Weaver Navigation Trustees faced the prospect of closing the boat lift for a considerable period to repair the hydraulic rams. They asked their Chief Engineer Colonel J. A. Saner, to investigate alternatives to hydraulic operation. Saner proposed electric motors and a system of counterweights and overhead pulleys that would allow the caissons to operate independently of each other. Although this solution involved many more moving parts than the hydraulic system these would be above ground and accessible thus making maintenance easier and cheaper and have a longer working life. Other advantages of the conversion listed by Saner included a reduction in the number of operating attendants by one and the avoidance of costly boiler repairs. Saner promised to achieve the conversion with only three short periods of closure to traffic. This was important because it minimised disruption to traffic and the loss of revenue during conversion.
Anderton Boat Lift – diagram after conversion to electrical operation (not to scale). Note that caissons can be operated independently.
As the weight of the caissons and counterweights would now be borne by the lift superstructure instead of by the rams.
The superstructure was strengthened and put on stronger foundations. The new superstructure was built around the original lift frame in order to avoid the need to dismantle the original lift, which would have taken it out of service for a long period. The new superstructure consisted of ten steel A-frames, five on each side, supporting a machinery deck 60 ft (18 m) above the river level where the electric motors, drive shafts and cast-iron headgear pulleys were mounted. Wire ropes attached to both sides of each caisson passed over the pulleys to 36 cast iron counterweights weighing 14 long tons (14 t; 16 short tons) each, 18 on each side to balance the 252 long tons (256 t; 282 short tons) weight of each loaded caisson. The electric motor had to overcome friction between the pulleys and their bearings. A 30 horsepower (22 kW) motor was installed, but normal operation only required about half of this power.
In addition to the new foundations and superstructure, the wet dock at river level was also converted into a dry dock and the aqueduct between the lift and the canal was strengthened. The original caissons were retained but were modified to take the wire ropes that now supported them on each side.
Conversion was carried out between 1906 and 1908. As Saner had promised, the lift was only closed for three periods during these two years, for a total of 49 days. The converted lift was formally opened on 29 July 1908 (although one caisson had been carrying traffic on electrical power since May 1908 while the second caisson was converted).
After conversion to electrical operation the boat lift was operated successfully for 75 years. Regular maintenance for example, the wire ropes supporting the caissons suffered from fatigue from the repeated bending and straightening as they ran over the overhead pulleys and had to be replaced frequently. However, maintenance was simpler than before the conversion because the mechanism of the electrical lift was above ground. Maintenance was also less expensive because the caissons were now designed to be run independently, allowing most maintenance to be carried out while one caisson remained operational and thus avoiding the need to close the lift entirely.
During 1941 and 1942 the hydraulic rams of the original lift, which had been left in place in a shaft beneath the dry dock, were removed to salvage the iron. During the 1950s and 1960s commercial traffic on British canals declined. By the 1970s the lift's traffic was almost entirely recreational and the lift was hardly used during winter months.
The new superstructure was susceptible to corrosion and the entire lift was painted with a protective solution of tar and rubber that had to be renewed every eight years or so. In 1983, during repainting, extensive corrosion was found in the superstructure and it was declared structurally unsound and closed.
During the 1990s
carried out preliminary investigations before launching a restoration bid. It was originally intended to restore the lift to electrical operation but after consultation with , in 1997 it was decided to restore the lift to hydraulic operation using .
To raise the ?7 million restoration cost, a partnership was forged between the , the , the , the Friends of Anderton Boat Lift, the , British Waterways and the Trent and Mersey Canal Society.
contributed ?3.3 million, and more than 2,000 individuals contributed to the scheme, raising a further ?430,000.
Restoration commenced in 2000 and the lift was re-opened to boat traffic in March 2002. The site now includes a two-storey visitor centre and exhibition building with a coffee shop and information and films about the history of the lift. The visitor centre incorporates the new lift control centre. Although a modified version of the original hydraulic system was reinstated, the 1906–08 external frame and pulleys have been retained in a non-operational role. The weights that used to counterbalance the caissons were not rehung, but have been used to build a maze in the grounds of the visitor centre.
View of the restored boat lift from canal level.
Canal boat entering the River Weaver from the base of the boat lift.
Modern Anderton Boat Lift visitor centre and exhibition building.
Wikimedia Commons has media related to .
– World's tallest boat lift, in , province of ,
– World's highest hydraulic boat lift, in Peterborough, ,
– former inclined plane on the Grand Union Canal
Carden, David (2000). "Chapter 1". The Anderton Boat Lift. Black Dwarf Publications.  . .
Carden, David (2000). "Chapter 2". The Anderton Boat Lift. Black Dwarf Publications.  .
Carden, David (2000). "Chapter 3". The Anderton Boat Lift. Black Dwarf Publications.  .
Carden, David (2000). "Chapter 4". The Anderton Boat Lift. Black Dwarf Publications.  .
Carden, David (2000). "Chapter 5". The Anderton Boat Lift. Black Dwarf Publications.  .
Carden, David (2000). "Chapter 6". The Anderton Boat Lift. Black Dwarf Publications.  .
Carden, David (2000). "Chapter 7". The Anderton Boat Lift. Black Dwarf Publications.  .
Carden, David (2000). "Chapter 8". The Anderton Boat Lift. Black Dwarf Publications.  .
Carden, David (2000). "Chapter 9". The Anderton Boat Lift. Black Dwarf Publications.  .
, Canal and River Trust 2013
, Heritage Trail, archived from
(PDF). . Vol. 106. 24 July 1908. pp. 82–84.
Uhlemann, Hans-Joachim (2002). Canal Lifts and Inclines of the World. Internat.  .
- Canal & River Trust
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