The (English: Hollandse IJssel Storm Surge Barrier), (Hollandse IJssel Barrier) or (Algera Barrier) is a storm surge barrier located on the Hollandse IJssel, at the municipal boundary of Capelle aan den IJssel and Krimpen aan den IJssel, east of Rotterdam in The Netherlands. The construction of the works comprised the first project of the Delta Works, undertaken in response to the disastrous effects of the North Sea flood of 1953. Prior to 1954, the spelling was used in the official name.
The Hollandse IJssel is a low-lying river, and during the 1953 flood, the river dikes were exposed to dangerously high water levels, placing around 1.5 million people in the Randstad at risk from flooding. A dike at Ouderkerk aan den IJssel failed, and a dike in Nieuwerkerk aan den IJssel was almost breached, being sealed only after the local mayor ordered sailor Arie Evegroen to navigate his barge into the hole which had been formed in it. The body in charge of the Delta Works, the , therefore prioritised the construction of a storm surge barrier, and in January 1954, less than a year after the flood, dredging works were undertaken to start the project.
On May 6, 1958, the first sluice gate was lowered as a test, with the storm surge barrier made operational on 22 October 1958. The barrier is often referred to colloquially as the , but has never been officially known by that name. The name arises as the adjacent bridge carrying the N210 road is officially named the (Algera Bridge), after Jacob Algera, who resigned as Minister of Transport and Water Management for health reasons on 10 October 1958, only twelve days before the opening of the project. The architect was J.A.G. van der Steur Jr., and the project was designed by the department of Rijkswaterstaat, with H.G. Kroon as construction engineer.
The barrier is classified as a Rijksmonument. The four towers of the barrier are lit to act as aids to navigation, with blue lighting indicating an open barrier and red lighting indicating that the barrier is closed.
Design and planning
As the Hollandse IJssel is an important shipping route, the option of permanently closing the river with a dam was not taken forward. However, the potential advantages of a closure included increased supply security of drinking water for large parts of South Holland, by reducing the inflow of seawater into the polders. A storm surge barrier with two movable sluice gates, suspended between concrete towers, was chosen as the solution. The sluices are only closed at periods of very high water, with shipping able to sail underneath the raised gates at other times.
The , a 23.9 metre wide, 139 metre long control lock located north-west of the barrier, permits ships up to CEMT Class Va to navigate beyond the barrier at times of closure. A bascule bridge is located within the structure, having a closed clearance height of 7.11 metres.
The project was designed such that the two gates could be operated independently, minimising the risks from failure and permitting regular maintenance. Due to budgetary constraints, the second sluice gate did not come into operation until 1976, by which time the barrier had operated with a single sluice gate for almost 18 years. The gates were designed for different load cases and water levels on both sides of the barrier, as shown in the table below.
Construction and operation
The barrier gates are 80 metres in width and 135 metres apart. The total weight of each gate is 480 tonnes. Steel sheet piles were installed in pairs, with ground anchors welded to the bottom of the piles to transfer loads to the foundation concrete. The towers are constructed of reinforced concrete with precast concrete slabs forming two floors at the top of each structure, one containing the cable wheels for the sluice counterweight, and the other housing the mechanical parts of the lifting mechanism.
Eight galvanised wire rope lifting and lowering cables with steel cores were used, guided over two 4.8 metre diameter cable wheels at the top of each tower, mounted on a forged steel axle with two self-aligning spherical roller bearings. The mechanism allowed the gates to be moved at a rate between 2 and 3 centimetres per second. The gates were fabricated and assembled in Dordrecht before being transported to site on barges, via Rotterdam, for installation.