Concrete dam upstream face mooring facility

Abstract

The application discloses a mooring facility on the upstream face of a concrete dam, comprising: a concrete dam (1), the upstream face of the concrete dam (1) being vertical at least in the upper part; a mooring ring (2) buried in a pit reserved on the vertical face; and a rubber fender (3) fixed on the vertical face, comprising a fender body and an anchoring assembly for fixing the fender body on the vertical face. The mooring ring and the rubber fender are directly integrated on the upstream face of the concrete dam, thereby solving the problems of safety hazards and poor applicability of the traditional pier parking mode under complex hydrological conditions in the dam area, significantly improving the stability, safety and use efficiency of the temporary parking of the dam-passing ships, and being simple in structure, convenient in construction and low in cost.

Description

Technical Field

[0001] This invention relates to the field of navigation structures in water conservancy and hydropower projects, and in particular to a temporary berthing facility for ships suitable for the upstream face of a concrete gravity dam. Background Technology In recent years, with the rapid development of water conservancy and hydropower engineering construction in China, a large number of large-scale hydropower stations have been built and put into operation. While these hydropower stations play a comprehensive role in water storage, flood control, and power generation, they have also greatly improved the navigation conditions of the rivers in which they are located, expanded the river transport capacity, and put forward higher requirements for improving ship operating efficiency, reducing transportation costs, and enhancing navigation safety.

[0002] During the operation of hydropower stations, vessels waiting to pass through the dam typically need to temporarily moor and convoy in the waters in front of the dam to ensure orderly and efficient passage through navigation structures such as locks or ship lifts. Traditionally, pontoons are used as temporary mooring platforms, with mooring facilities on the pontoons facilitating vessel holding. However, the hydrological conditions in the reservoir area in front of the dam are usually complex, characterized by large water level fluctuations, uneven current velocities, and significant wind and wave influences. Furthermore, vessels waiting to pass through the dam vary in size and maneuverability. Under these conditions, pontoons are often anchored, but due to the water depth and seabed conditions in front of the dam, the anchoring system cannot guarantee sufficient stability, leading to safety hazards such as anchor dragging and drifting. In some extreme hydrological conditions, pontoons may even be completely unusable. Therefore, a safer, more reliable, and adaptable mooring facility is urgently needed to ensure the efficient and orderly passage of vessels through the dam.

[0003] To address the aforementioned issues, various berthing or fender solutions have emerged in the existing technology, but they still have significant shortcomings in the specific application scenario of temporary berthing of ships waiting to enter the lock in front of a concrete gravity dam.

[0004] For example, Japanese Patent JP2025022456A discloses a fender structure whose core feature is the integration of a ship capture unit on the fender. This unit actively contacts and anchors the hull via contact elements and anchoring devices, applying resistance to the ship's departure from shore. This solution is structurally complex, relies on an active capture mechanism and control system, and is costly. Furthermore, its anchoring method, which relies on the active attachment of contact elements to the hull rather than manual mooring by ship operators, limits its adaptability to different ship types and hull surface conditions. In scenarios involving a large number of ships waiting at large hydroelectric dam locks, with diverse ship types and frequent scheduling, this active capture solution presents reliability risks, and its construction and maintenance costs are far higher than passive mooring facilities.

[0005] For example, Chinese patent CN107476258A discloses a berthing interface device for wind turbine pile foundations, which achieves berthing by interlocking a cylindrical anti-collision fender on the pile body with a rubber fender structure with positioning grooves on the side of the ship. This solution requires precise alignment and interlocking between the ship's side fender structure and the pile foundation fender, and is only suitable for fixed-point interlocking of specific ship types and specific pile foundations. It does not have the universal berthing capability for different ship types and sizes. Under the conditions of diverse ship types and large water level fluctuations in front of concrete dams, this interlocking structure is difficult to effectively meet the adaptability requirements of multiple ship types and multiple water levels, and cannot form a standardized and universal berthing facility.

[0006] For example, Chinese patent CN110820690A discloses a ship berthing structure with adjustable fender height. It achieves fender height adjustment according to water level changes through a combination of numerous components such as floats, wire ropes, DA-type rubber fenders, rubber airbags, and floating fenders. This design is extremely complex, with numerous components, requiring various moving mechanisms such as sliding sleeves, U-shaped sliding rods, support rods, support sleeves, and compression springs. It demands high precision in construction and installation. During long-term operation underwater or in areas with fluctuating water levels, moving parts are prone to jamming or failure due to siltation, corrosion, and aquatic organism attachment. Daily maintenance is extensive and costly. Furthermore, this design is essentially still a floating structure, and the stability of its floats, rubber airbags, and other buoyancy components in complex flow conditions in front of a dam is difficult to guarantee, failing to fundamentally avoid the inherent safety hazards of floating facilities.

[0007] In summary, there is currently no existing technology that can fully utilize the robust structure of the concrete dam as a load-bearing foundation, fundamentally avoid the safety hazards of floating facilities, achieve universal adaptability to vessels of different tonnages and types, and possess comprehensive advantages such as simple structure, low construction and maintenance costs, and no impact on the normal operation of the hub. Summary of the Invention

[0008] The purpose of this invention is to provide a mooring facility on the upstream side of a concrete dam, addressing the aforementioned problems. This solution aims to resolve the technical issues in the prior art where traditional pontoon mooring methods pose safety hazards or are even unusable under complex reservoir hydrological conditions and large water level fluctuations, making it difficult for vessels waiting to pass the dam to temporarily moor.

[0009] The technical solution of the present invention is as follows: The core components and basic layout of this invention include a concrete dam, mooring rings, and rubber fenders. The structural details are as follows: the upstream face of the concrete dam is required to be at least vertical; the mooring rings are directly embedded in pre-reserved pits within this vertical face; and the rubber fenders are fixed to the same vertical face via anchoring components. The advantage of this combination is that the robust dam itself serves as the main support for mooring vessels, eliminating the need for intermediate floating facilities such as pontoons and fundamentally eliminating risks such as anchor dragging and drifting. The vertical face provides an ideal planar foundation for the stable anchoring of the mooring rings and the close-to-shore berthing of vessels, making the force system direct and clear.

[0010] Furthermore, the specific composition and assembly relationship of the anchoring components are as follows: the anchor bolts are pre-embedded in the vertical plane, the fender body, the pad, and the washer are sequentially fitted onto the bolts, and finally tightened by the nut. The advantage of this assembly sequence is that it forms a multi-layer clamping system from the pre-embedded parts inside the dam body to the external fender, with a clear force transmission path; the cooperation between the pad and the washer can evenly distribute the tightening force of the nut, avoid stress concentration that could damage the fender body, and ensure the reliability of long-term fixation.

[0011] Furthermore, each set of rubber fenders is equipped with a fastener configuration of one pad, three anchor bolts, three washers, and three nuts. The advantage of this configuration is that, given the elongated geometry of the fender, the use of three fastening points can achieve stable three-point support. This effectively prevents the fender from deflecting or falling off when the ship is laterally squeezed against it. In addition, the concentrated load is distributed into a surface load through a single large pad, achieving the best fixing effect with the most economical number of parts.

[0012] Furthermore, the three anchor bolts are evenly arranged along the length of the fender body, so that when the fender is hit or squeezed by a ship from any direction, especially not from the front, the force at each fastening point is balanced and there are no weak links, thereby maximizing the overall torsional resistance and structural stability of the fender system.

[0013] Furthermore, the pad is made of steel plate, and the area of ​​its contact with the bottom surface of the fender body is larger than the area of ​​the bottom surface of the fender. The advantage of this structure is that by utilizing the high rigidity of the steel plate, the point or local linear compressive load on the fender is transformed into a lower pressure surface load acting on the concrete dam surface, effectively preventing local compressive failure of the dam concrete and playing a key role in load-bearing transition and protection.

[0014] Furthermore, the forming process and installation method of the ship ring are made by bending steel bars. Its main body is buried in the pit, with only the ring exposed. The advantages of this structure are that the one-piece bending without joints results in a weak ring with excellent mechanical properties; the structure that is mostly buried in the dam body provides a sufficiently long anchoring depth, ensuring huge pull-out resistance; and only the ring is exposed, which not only meets the mooring function, but also minimizes the impact of permanent protrusions on the water flow pattern on the dam face, structural safety, and construction operations.

[0015] Furthermore, the mooring ring is made of steel bars with a diameter of φ32mm and a single length of 4.342m. This size selection is the optimal result after specific load calculations and engineering verification, and has clear engineering adaptability. Its advantage is that the clear material specifications ensure that the mooring ring has sufficient tensile bearing capacity and fatigue life, which can safely moor ships of thousands of tons. At the same time, it provides a standard that can be directly adopted for design and construction.

[0016] Furthermore, the individual berths are extended to a systematic arrangement, with ship rings and rubber fenders arranged at predetermined intervals in the horizontal and vertical directions on the vertical plane to form multiple berthing units. The advantage of this structural layout is that it realizes the serialization of berths along the length of the dam face and at different elevations, and can simultaneously berth multiple ships for formation waiting at the lock, which greatly improves the efficiency of navigation scheduling and the utilization rate of dam face space, and adapts to the needs of water level fluctuations and multiple ship types.

[0017] Furthermore, rubber fenders are arranged between or around adjacent mooring rings. The advantage of this positional relationship is that it ensures that no matter which mooring ring the ship is moored to, when the hull moves laterally or rolls in any direction due to wind and waves, it can be buffered and protected by the rubber fenders at the first moment of contact with the ship's dam, forming a seamless safety protection zone and avoiding blind spots in protection.

[0018] Furthermore, the type of concrete dam on which the mooring facility is based is a concrete gravity dam. Its advantages lie in fully utilizing the structural characteristics of gravity dams, which rely on their own weight to maintain stability, have a clear stress state on the upstream surface of the dam, and are suitable for opening pits. This ensures the load-bearing capacity of the pre-embedded mooring rings and anchors. The entire mooring facility is perfectly integrated with the main project, without changing the original main stress system of the dam, making it safe, reliable, economical, and reasonable.

[0019] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: 1. Significantly improves berthing safety and stability: This invention directly utilizes the robust structure of the upstream face of the concrete dam as its load-bearing foundation and provides reliable mooring points through pre-embedded high-strength mooring rings. It can effectively resist the thrust of water flow, the drag force of wind and waves, and the pulsating load of swells under complex hydrological conditions, fundamentally avoiding major safety hazards such as anchor dragging, drifting, and capsizing that may occur with barge anchoring, and greatly improving the overall safety and stability of temporary berthing of ships waiting to pass the dam.

[0020] 2. Effectively protect the safety of the dam and ship structure: Installing elastic rubber fenders around the mooring rings or within the berth area can form a flexible contact interface during the berthing, unberthing, and forced movement of the ship, absorbing and reducing the impact kinetic energy of the ship on the dam. This not only avoids direct rigid collision between the ship and the concrete dam surface, which could cause damage to the dam structure or hull breakage, but also reduces noise and vibration during berthing and improves the berthing comfort of the crew.

[0021] 3. High adaptability and efficiency: This facility relies directly on the existing concrete dam structure, without occupying additional water area in front of the dam. It is not limited by conditions such as water depth, bottom sediment, or significant fluctuations in water level in front of the dam, and can accommodate the berthing needs of vessels of different tonnages and types. Simultaneously, multiple mooring rings can be arranged in rows along the dam face, allowing multiple vessels to moor in an orderly sequence, forming a standardized waiting convoy, significantly improving the organizational efficiency of dam passage operations and the utilization rate of navigation facilities.

[0022] 4. Simple structure and low construction and maintenance costs: This invention mainly consists of two types of mature components: mooring rings and rubber fenders. The structure is simple and clear. During construction, only pits need to be reserved and steel bars need to be embedded simultaneously during the dam body pouring stage. The rubber fenders can be directly installed later, without the need for large-scale special construction equipment and without changing the main structural stress form of the dam body. After completion, the daily maintenance workload is small. The rubber fenders can be partially replaced after reaching the end of their service life, and the mooring rings are basically maintenance-free. The total life cycle cost is far lower than that of the pontoon system and its anchoring facilities.

[0023] 5. Environmentally friendly and does not affect the normal operation of the dam: The mooring facilities are all located underwater on the upstream side of the dam or outside the water level fluctuation zone (part of which is located below the normal water level during actual use). No new water surface structures are added, and the normal functioning of the dam's flood discharge, sediment removal, and water intake is not affected. It also does not impose an additional burden on the reservoir landscape, and has good engineering compatibility and environmental friendliness. Attached Figure Description

[0024] The present invention will be described by way of example and with reference to the accompanying drawings, wherein: Figure 1 This is a three-dimensional rendering of the present invention; Figure 2 This is a detailed elevation drawing of the mooring ring; Figure 3 This is the AA section of the mooring ring; Figure 4 This is a detailed elevation drawing of the rubber fender; Figure 5 This is the BB section of the rubber fender; Figure 6 This is a plan view of the pad; Among them, 1-concrete dam, 2-mooring ring, 3-rubber fender, 4-anchor bolt, 5-waist plate, 6-washer, 7-nut. Detailed Implementation

[0025] All features disclosed in this specification, or all steps in all disclosed methods or processes, may be combined in any way, except for mutually exclusive features and / or steps.

[0026] Any feature disclosed in this specification (including any appended claims and abstract) may be replaced by other equivalent or similar features, unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is merely one example of a series of equivalent or similar features.

[0027] The features and performance of the present invention will be further described in detail below with reference to embodiments.

[0028] The following is in conjunction with the appendix Figures 1 to 6 The present invention will be further described in detail with reference to specific embodiments. This embodiment takes the mooring facilities implemented on the upstream dam face of the Huangdeng Hydropower Station dam section 12 to 13 as an example to specifically illustrate the technical solution of the present invention, but the scope of protection of the present invention is not limited thereto.

[0029] I. Facility Installation Structure like Figure 1 As shown in the figure, this embodiment provides a mooring facility on the upstream face of a concrete dam, including a concrete dam 1, a mooring ring 2, and a rubber fender 3.

[0030] Concrete Dam 1 is a concrete gravity dam with a vertical upper surface on its upstream face. This vertical plane provides a stable structural foundation for the installation of mooring rings and rubber fenders, allowing ships to moor smoothly close to the dam face and avoiding mooring difficulties or ship slippage caused by the dam's inclination.

[0031] like Figure 2 and Figure 3 As shown, the mooring ring 2 is made of bent steel bars with a diameter of φ32mm and a single length of 4.342m. During the construction of the concrete dam 1, according to design requirements, a pit was reserved at the corresponding position vertically upstream of the dam body. The main body of the mooring ring 2 is embedded in this reserved pit and is integrally formed with the dam body through concrete pouring, with only the ring body protruding above the dam surface for use as mooring lines. This specification was determined based on calculations of the actual mooring load of a typical large hydropower station and has been verified by engineering to have sufficient tensile bearing capacity and fatigue durability, enabling the safe mooring of vessels of various tonnages up to 1,000 tons passing under the dam.

[0032] like Figure 4 and Figure 5As shown, the rubber fender 3 is fixed to the upstream face of the dam, located at a predetermined position around the mooring ring 2 or between adjacent mooring rings. Each set of rubber fender 3 includes the fender body and a set of corresponding anchor bolts 4, washers 5, gaskets 6, and nuts 7. Specifically, each set of rubber fender 3 is equipped with one washer 5, three anchor bolts 4, three washers 6, and three nuts 7. The three anchor bolts 4 are pre-embedded in the dam concrete and are evenly distributed along the length of the fender body. During installation, the fender body is fitted onto the anchor bolts 4, then the washers 5 and 6 are installed in sequence, and finally the nuts 7 are tightened. Figure 6 As shown, the pad 5 is made of steel plate, and its area that mates with the bottom surface of the fender body is larger than the bottom surface area of ​​the fender body. Its main function is to evenly transfer the compressive force on the fender to the concrete surface of the dam after tightening the nuts, so as to avoid excessive local compressive stress that could cause damage to the dam surface. At the same time, it ensures that the fender will not twist or fall off when subjected to lateral impact from the ship, thereby ensuring the long-term stability and reliability of the fender system.

[0033] In this embodiment, mooring rings 2 and rubber fenders 3 are arranged at predetermined intervals along the horizontal and vertical directions on the upstream vertical surface of the concrete dam 1, forming multiple berthing units to meet the needs of multiple vessels berthing simultaneously and waiting in formation for lock passage. The horizontal spacing and vertical elevation between each berthing unit can be optimized and adjusted according to the design water level range, the main dimensions of typical vessels, and the dam passage scheduling requirements.

[0034] II. Working Principle The core working principle of this invention lies in the synergistic mechanism of "rigid anchoring and flexible buffering and energy absorption." Through the functional separation and spatial coupling of the mooring ring and the rubber fender, the safety and stability of the vessel's berthing are jointly ensured. The specific working process and principle are as follows: (a) The berthing phase After arriving at the waters in front of the dam, the vessel reduces its speed according to the dispatch instructions and slowly approaches the upstream vertical face of the concrete dam 1. As the vessel gradually approaches the dam surface, its hull side does not initially contact the rigid concrete dam surface, but rather the rubber fenders 3 pre-installed on the dam surface. When the hull presses against the rubber fenders 3, the fenders themselves undergo compressive displacement through the viscoelastic deformation of the rubber material, converting the vessel's berthing kinetic energy into internal frictional heat energy and other forms of energy dissipation, thus smoothly absorbing and buffering the initial impact energy of the vessel on the dam. This process avoids a direct rigid collision between the vessel and the concrete dam surface, protecting the hull structure from damage, and simultaneously preventing localized cracking or erosion of the dam concrete due to concentrated impact loads.

[0035] Meanwhile, the mooring ring 2 located near or between adjacent fenders of the rubber fender 3 remains in a usable state. After the vessel has come to a complete stop, the crew thread the mooring lines through the exposed portion of the ring 2 above the dam surface and tighten them securely to complete the mooring operation.

[0036] (ii) Mooring and berthing phase After the vessel completes mooring, the mooring ring 2, as a key load-bearing component supporting the mooring pull, begins its operation. The mooring ring 2 is integrally bent from a φ32mm diameter steel bar, with its main body deeply embedded within the dam's concrete structure, providing sufficient anchoring length and structural strength. When the vessel tends to move away from the dam surface under the influence of water current thrust, wind and wave drag, and pulsating swell loads, the mooring cables transfer the tension to the mooring ring 2. The mooring ring 2, through the anchoring force of its embedded portion, evenly distributes the load within the large-volume concrete dam body. Due to the immense self-weight and structural rigidity of the concrete gravity dam, it can safely bear the mooring pull, fundamentally avoiding the significant safety hazards of traditional barge anchoring methods, such as anchor dragging, drifting, or even capsizing, which can occur due to insufficient anchor holding power.

[0037] During mooring, ships inevitably experience forced movements such as pitching, rolling, and heaving due to factors like currents, waves, and water level fluctuations, causing the hull to intermittently press against and move away from the dam surface. During this dynamic process, the rubber fender 3 continuously provides elastic cushioning: when the hull presses against the dam surface, the rubber fender 3 is compressed, increasing its elastic deformation and absorbing the energy from the impact and subsequent collisions through soft reaction forces; when the hull moves in the opposite direction, the rubber fender 3 gradually returns to its original shape, maintaining elastic contact with the hull side. This continuous alternating compression-recovery process creates a flexible contact interface between the hull and the dam surface, effectively reducing the repeated effects of dynamic impact loads on the dam structure, lowering noise and vibration during berthing, and improving the working and resting environment for the crew.

[0038] It is important to note that the installation and fixing method of the rubber fender 3 fully considers its working state under complex alternating loads. Each set of rubber fender 3 is fixed by three anchor bolts 4 evenly arranged along its length, forming a stable three-point support, which can effectively resist the torsional moment generated by the lateral impact of the ship and prevent the fender body from deflecting or falling off. During tightening, the preload of the nut 7 is transmitted to the pad 5 through the washer 6, and then evenly distributed from the pad 5 to the bottom surface of the fender body and the concrete surface of the dam. Since the pad 5 is made of steel plate and has an area larger than the bottom surface of the fender, it can convert the local compressive stress into a low-stress surface load, ensuring that the dam surface concrete does not suffer fatigue damage or local crushing failure when subjected to repeated compressive loads over a long period of time.

[0039] (III) Principles of Multi-ship Formation and Water Level Adaptation When multiple vessels need to wait at the lock simultaneously, each vessel approaches different berths on the dam face in sequence according to the dispatch instructions, and attaches its mooring rope to the corresponding mooring ring 2. The berth units are arranged sequentially along the length of the dam face, with adjacent berths not interfering with each other, forming a standardized waiting formation, which significantly improves the organizational efficiency of dam passage operations and the utilization rate of navigation facilities.

[0040] To address the challenge of adapting to significant water level fluctuations, this facility employs a layered arrangement of multiple mooring rings 2 at different elevations along the vertical section of the dam face. During construction, multiple rows of mooring rings are pre-installed at various elevations based on the reservoir's normal storage level, dead water level, and frequently regulated water level range. When the reservoir water level changes, vessels can select the corresponding or adjacent available mooring ring 2 for mooring according to the actual water level. This design eliminates any floating or movable mechanisms, relying entirely on multi-point fixed anchoring within the vertical height of the dam face to achieve full water level coverage. With no moving parts, it is unaffected by siltation, corrosion, or aquatic organism attachment, fundamentally ensuring reliability and maintenance-free operation throughout its entire lifecycle.

[0041] (iv) Departure stage When a vessel receives instructions to pass the dam and prepare to leave, the crew releases the mooring lines, and the vessel slowly moves away from the dam surface under its own power or with the assistance of tugboats. At the moment of disengagement, if the vessel experiences a slight sway towards the dam surface due to the water flow, the rubber fender 3 provides a final buffer protection, ensuring the vessel leaves the berth safely and smoothly.

[0042] As can be seen from the above working process, the mooring facility of this invention relies entirely on the robust structure of the concrete dam itself as its load-bearing foundation. The mooring ring 2 provides a reliable anchoring point, while the rubber fender 3 provides continuous elastic buffer protection. Together, they form a safe, reliable, and maintenance-free temporary vessel berthing system. This facility does not occupy additional water area in front of the dam, does not add any new surface structures, and does not affect the normal operation of the dam's flood discharge, sediment removal, and water intake functions. It can effectively meet the actual engineering needs of temporary vessel berthing in front of large hydropower station dams.

[0043] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

Claims

1. A vessel mooring facility on the upstream face of a concrete dam, characterized in that, include: A concrete dam (1), wherein the upstream face of the concrete dam (1) is at least vertical at the top; Mooring ring (2) is embedded in a pre-reserved pit on the vertical surface; A rubber fender (3) is fixed to the vertical surface, including a fender body and an anchoring assembly that fixes the fender body to the vertical surface.

2. The mooring facility on the upstream face of the concrete dam according to claim 1, characterized in that, The anchoring assembly includes an anchor bolt (4), a washer (5), a gasket (6), and a nut (7); the anchor bolt (4) is embedded in the vertical plane, and the fender body, the washer (5), and the gasket (6) are sequentially fitted onto the anchor bolt (4) and fastened by the nut (7).

3. The mooring facility on the upstream face of the concrete dam according to claim 2, characterized in that, Each set of the rubber fenders (3) is equipped with a pad (5), three anchor bolts (4), three washers (6) and three nuts (7).

4. The mooring facility on the upstream face of the concrete dam according to claim 3, characterized in that, The three anchor bolts (4) are evenly arranged along the length of the fender body.

5. The mooring facility on the upstream face of the concrete dam according to claim 2, characterized in that, The pad (5) is a steel plate, and the area of ​​its mating with the bottom surface of the fender body is larger than the bottom surface area of ​​the fender body.

6. The mooring facility on the upstream face of the concrete dam according to claim 1, characterized in that, The mooring ring (2) is made of bent steel bars, with its main body embedded in the pit and only the ring body exposed above the vertical surface.

7. The mooring facility on the upstream face of the concrete dam according to claim 6, characterized in that, The mooring ring (2) is made of steel bars with a diameter of φ32mm and a single length of 4.342m.

8. The mooring facility on the upstream face of the concrete dam according to claim 1, characterized in that, The mooring rings (2) and the rubber fenders (3) are arranged at predetermined intervals along the horizontal and vertical directions on the vertical plane to form multiple mooring units.

9. The mooring facility on the upstream face of the concrete dam according to claim 8, characterized in that, The rubber fenders (3) are arranged between adjacent mooring rings (2) or around the mooring rings (2).

10. The mooring facility on the upstream face of the concrete dam according to claim 1, characterized in that, The concrete dam (1) is a concrete gravity dam.

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