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An experimental model was constructed to simulate the forces affecting upon ships inside the navigation locks under a relatively new method of filling and emptying process laid in the chamber floor. The tests were carried out for three different positions of the ship affixture inside the lock chamber with respect to the filling system. In each position, both the longitudinal and the lateral forces affecting upon the ship were measured by using advanced electromagnetic system of pressure transducers connected with a data logger and personal computer for the two cases of the ship orientation. In the first case of orientation, the bow faced the openings of the filling system, while for the second one the stern of the ship faced the filling system. The study illustrated that the longitudinal forces on the ship were much more greater than the lateral ones. It was found also that the forces affected upon the ship in case of filling process was much more greater than that in the emptying one. The analysis of the results showed that the critical : position of the ship affixture inside the lock chamber occurred when the ship was closed to the filling system. Also, the stern of the ship was more critical than that of the bow when facing the openings of the filling system. Manuscript received from Dr. Sobeih M . M . F . Accepted on : 26 / 9 / 2001 Engineering Research Journal Vol 24,No 4, 2001 Minufiya University, Faculty Of Engineering , Shebien El-Kom , Egypt , ISSN 1110-1 180 In many countries, the transportation by ships through the inland navigation is an economic way compared with the other types of transportation, Koornan et a1 [9]. The inland waterways consist of navigable rivers, canals or lakes while the self-propelled ships or barges, which are used as means of transport, Boogaard [I]. The inland waterways may be classified according to the dimensions and the tonnage of the traditional standard vessels. According to this classification the types of the inland shipping should be known, De Heer et a1 [4]. The Nile river of 953 lun length is the main and almost the only water source for the different demands in Egypt, where most of the Egyptians are living along its banks. The navigable way in the Nile river is divided into four reaches extend fiom Aswan to the Delta Barrages. The first reach extends fiom downstream (DS) the Aswan Dam to the upstream (U.S.) of Esna Barrages. The second reach starts from D.S of Esna Barrages to the U.S. of Naga Harnmadi Barrages. The third reach extends from D.S. Naga Hammadi Barrages to the 1J.S. of Assuit Barrages, while the fourth reach starts fiom the D.S. Assuit Barrages to the U.S. of Delta Barrages. In the Delta region, the main navigation ways are the Beheri Rayah and Nubaria canal. There are numerous water control structures and locks which are distributed along the navigable line. These structures manage the navigation process and control the water releases for other purposes, like irrigation, municipal, and industrial demands, Schaberg [I 61. Several old locks have narrow heads and wide lock chambers, because the gates and the heads are expensive in comparison with lock chamber. Davis [3] stated that, the lock chamber should not be wider than the gate opening. The design of locks necessitates many types of engineering studies for improvement of navigation on the waterways of the world. One of the most important studies concerns the design of the lock filling and emptying system was carried out by Kalkwijk [7]. There are many types of filling and emptying systems, each was designed to meet predetermined requirements, Pianc [13]. The filling system may be valves or small gates in the lock gates, which can be used only for relatively low lifts locks, John [6]. Also, filling and emptying processes may be done by using short separate culverts, which were used in many locks all over the world. In Austria a modification of this system was used in the Attenworth lock (24 x 230 m), which had a lift of 17 m and a filling time of 14 minutes. The same system is used in the WallseeMitterkirchen lock, which has a lift of 10 m, Pianc [12]. It is noticeable that longitudinal culvert systems are used in new lock construction in Germany and Holland, Pianc [12], it is of course most expensive, but its hnction of providing a filling and emptying processes with a rapid and quiet lockage is useful. Recent studies at the government laboratory in Berlin indicate that culverts around and under the gates of smooth and increasingly larger cross sections are the best, Kolkman 191. An alternative to the side culvert system is by the use of transverse culverts, which extend across the bottom of the lock chamber connected alternately to one or other of the wall culverts. An r exampIe of recent design is the Holt lock on the Black Warrier river in the U.S.A. The lock is about 33.5 m wide and 182.9 m length with a minimum depth of 3.96 m and has a lift of 19.39 m. This lock is filled inabout 11 minutes, Richardson [15]. This system can be used for intermediate lift locks depending on certain limits. As in the previous case, the use of this system depends on the combination of lift, size, and filling time, Novak et a1 [I I]. Another type of lateral bottom of fillingiemptying system was used on the Ice Harbour lock on the Snake river in the U.S.A., John et al[5]. It has a lift of about 32 m, chamber dimensions of 206 s 26 m, a depth on the sill of 5.4 m and a filling time of about 11.5 minutes. In this system the lateral culverts are not intermeshed, but they were placed in two separate groups centred at about 114 and 31.1. of the length of the lock chamber. The system is known in the U.S.A. as a split lateral system. Filling through one culvert or lack of synchronisation in opening the filling \alves in the two wall culverts produces verj poor distribution of flow into the lock chamber. Chanda et a1 PIA filling .;>stem with symmetric distribution of flou may be used in filling/empt) i ~ ~ g process. In this system, flow from the intake enters across culvert at the midpoint of the lock chamber from where it is conveyed upstream and downstream bj longitudinal culverts under the floor ofthe lock. These tno longitudinal floor culverts discharge into manifolds also under the loch floor) that distribute the flow into the chamber. This system is satifactory for moderate lift locks such as Millers Ferry lock on the Alabama river in thc C.S.A., Pianc [13]. The chamber is 183 x 26 m with 14.6 m lift, and filling time of about 1 1 minutes through manifolds which had extended over the central and one third of the lock chamber. An end-type filling or crnptying system may be defined as onc that fills the lock chamber at the upstream e d and empties it at the downstream end. One type end control may be used for filling the lock chamber, while another type may be used for emptying the chamber. This filling system often used for navigation locks in tidal areas. 11.1 the Netherlands this tjFe is used as a filling system, Vrijer [17]. All the locks on the Danube in Austria built after 1966, use the end filling and emptying system from the floor of the lock chamber, Rescher [14]. EXI'ERIM ENTAL SET-U P The laboratory model of the na\ igation lock iIIustrated in Figure ( 1 ). consisted mainlj of an upstrcan: hacin. ;i l i i d chambcr, a downstrcam hasir:, and a fill ing/ernptj.ing duct connrciing the dissipation and distribution port n ith the upstream and the do\w\trrur?? !usin. Both the upstream and the dotbnstrearn basins represented the constant head pond tvater level conditions. and the tail natei' conditiru\. rcyectiic!:. The inck chamber dimensions were 9.0 111 length. 0.85 m i~ idth . and 1.3 m height. The dimensions of the upper bas111 \\ere 7 ti! i<:-i& and 5 :ii 1.~ idtk !\:tit ;l s p l l l ~ a ~ of 7 111 long. The lower babin mas 6 m long and 3.5 111 uide, uith a spillway of 6 m. Each basin had a IGVGI sausb LU uvr.rrv. -. downstream. Re-circulation of discharges was used in the basins during the tests to maintain the pre-scribed water levels. The dissipatioddistribution system of the fillinglemptying was located in the floor of the lock chamber close to the downstream gate. It was connected to the upstream basin by an inflow duct and to the downstream basin by an outflow duct. At the location of the filling and emptying gate, the cross section of the duct was 22.5 cm height and 17.5 cm wide. The duct was provided with a valve connected to a variable speed motor to control the passing discharge. The variable speed motor enables valves to be opened within a range of 27 to 80 seconds. The opening and closing process of the valve was maintained during all tests as a linear hc t ion . The dissipation and distribution port consists of a chamber arranged below the lock chamber floor, which in upstream direction was connected by gradual transition to the filling duct, and in downstream direction to the emptying duct. At the intersection of the dissipation port to the lock chamber two perforated decks were arranged for dissipation energy during filling and uniform distribution of flow during emptying. The lower deck consisted of a perforated slab with rectangular block-outs. The upper deck was slotted to achieve the desired gradient in velocities. The chamber was longitudinally separated by a wall which also serves as support to the lower dissipation and distribution deck. The model was provided with a pump with a capacity of 200 L/s. The water was pumped fiom a sump close to the model to a pipeline of 30.5 cm diameter. The pipeline was split into two pipelines with 25 cm and 15 cm diameters. The upstream basin was fed by the first pipeline, while the downstream basin was fed by second pipeline. The dimensions of the model ship used during this study was representative of the Nile cruise and these dimensions and other data were selected in co-ordination with the General Authority of Navigation and Transportation (GANT)

CRITICAL CONDITIONS OF THE SHIP INSIDE THE LOCK CHAMBER DURING FILLING AND EMPTYING FOR END b FILLING SYSTEM