Abstract:
A water or flood control and containment system is provided having foundations, sealed bases, supporting structure, and pumping system that gives the user control over water containment and movement either to reduce the water hazard or to store water. The bases are secured and sealed to paved surfaces with foundations that have been preset into the street or other prepared foundation. When deployed on multiple adjacent streets, roadway levee creates a compartmented barrier containment system that mitigates flooding and storm surges. The invention is to be removed and stored off site when not in use.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    Not Applicable 
       STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable 
       THE NAMES OF THE PARTIES TO A JOINT RESEARCH AGREEMENT 
       [0003]    Not Applicable 
       BACKGROUND OF THE INVENTION 
       [0004]    Periodic flooding of bodies of water has caused serious destruction and loss of life and property. In areas where flooding recurs, dams and levees have been built to contain rising waters. Sometimes theses are sufficient, but more often they are not and the water rises above the levees or is too powerful to be contained and breaks through them. 
         [0005]    There have been many patents for portable dams developed for use in and alongside riverbeds and other waterways, but little has been done to devise portable means to stem the rise of floodwaters other than the use of sandbags. Some inventors have utilized water, sand, gravel, or earth as ballast that are essentially large bags filled with some kind of ballast material. Those include: 
         [0006]    Serota, in U.S. Pat. No. 3,213,628 teaches the use of plastic containers in the shape of a rectangular solid which can be filled with water and lashed together to form a wall or barrier. The device of Serota is best used in a gorge or similar passageway. 
         [0007]    Jackson, III, (U.S. Pat. No. 4,692,060) teaches an elongated water filled tube with side panels in the shape of an equilateral triangle. The tubes are surrounded by wooden frames fastened through loops in the sides of the tubes. The frames are used for support and to help in maintaining the triangular shape of the tubes when filled. A similar device was developed by Coffey (U.S. Pat. No. 4,921,373), but he emphasizes an A-frame structure which can be made from highway or construction. barriers. A flexible tube with triangular cross-section is supported by the frame and filled with water. The units can be placed end to end to extend the wall as needed. Velcro strips on the ends of the tubes facilitate fastening the units together. 
         [0008]    Another long tubular container (can be 100 feet long) with triangular cross-section was developed by Hendrix (U.S. Pat. No. 5,040,919). The device of Hendrix is not in the form of an equilateral triangle, but one having sides of three different lengths. A skirt is attached to the container along the lower front edge to form a seal with the ground to prevent the rising waters from flowing under the unit. This device uses no outside support, but is very heavy when filled with water. Additional units can be placed end to end to provide a long wall. These units cannot be stacked. 
         [0009]    Another approach to the portable module as a flood barrier was taken by Taylor in U.S. Pat. No. 4,981,392. Taylor&#39;s module consists of two cylindrical chambers to be filled with water. The modules can be made in varying lengths. They can be placed side-by-side and/or stacked. A staggered stacking pattern can produce a barrier of considerable height and thickness. End to end placement results in a wall of any desired length. There is no mention of a ground seal or any means to prevent the floodwater from passing beneath the modules. 
         [0010]    Another method to the portable module as a flood barrier was taken by Hughes in U.S. Pat. No. 5,470,177. Hughes&#39; module consists of compartmented ballast cells that are to be filled with water, sand, gravel, earth, or other such material. The modules are held in place with lightweight support struts and have a waterproof cover that can be armored to prevent penetration by debris. 
         [0011]    Clark in U.S. Pat. No. 4,375,929 devised another method of flood protection. Clark&#39;s module is comprised of metal panels sealingly attachable to one another to form a continuous barrier around a building structure, and sealed with gaskets and attached to a concrete fixed foundation surrounding the structure, and is also abut against the building in order to spread the force of the flood water against the dam structure. 
         [0012]    All of the aforementioned devices may be effective in varying degrees in the path of rising water if the water is not too high, is not coming in rapidly and is not moving with great force. There is still a need for a strong, flexible, portable, continuous barrier of lightweight, water resistant materials that enables its users to erect it quickly and easily using infrastructure that is already in place in both urban and rural areas, giving the user control over water containment and water movement without the hardship and cost of moving and placing vast amounts of sand, water, earth, gravel or other heavy materials that require prodigious amounts of manpower and machinery to place in the short amount of time that containment and control is needed. 
       DESCRIPTION 
       [0013]    The invention relates to the use of roadway-levees that mitigate flooding, storm surges, and other times when excess water is present in urban or rural areas. 
         [0014]    Damage from floods results from a combination of the great power of flowing water and the concentration of people and property in floodplains, along rivers, and coasts. In the United States over 3,800 towns and cities of more than 2,500 inhabitants are on floodplains. Damaging floods result when the volume of river flow exceeds levels of flood preparedness, either because flow is greater or longer than expected or because of incomplete understanding of local hazards. Roadway-levees are designed to mitigate flood damage. 
         [0015]    The current technology for protecting cities and towns from flooding consists of massive levees and dams. That technology relies on the force of gravity on large, heavy structures made of concrete, and/or earth, and/or sand, and/or gravel. The masses of those structures prevent water from flooding the areas being protected. The roadway-levee uses the same technique in a different form by using the mass of roadways and other cemented or paved surfaces as the underlying foundation or base for holding down and sealing water-resistant barriers. 
         [0016]    Levees are built around or adjacent to populated areas like New Orleans in order to protect them. The current designs are one-wall designs. One-wall designs are like the Titanic, which had one steel layer to hold out seawater. The flaw of one-wall designs is that when a one-wall levee is breached, the entire area behind the levee is flooded, just like the Titanic was flooded and sank. The best solution is to have back-up levees such as the roadway-levee to back-up the large massive levees. In many cases where the floodwater is shallow, only roadway levees may be needed, instead of massive one wall concrete levees and dams. 
         [0017]    The primary locations for the roadway-levee invention are on the roadways, streets, driveways, sidewalks, and other surfaces that enable roadway levees to be sealed against water leakage. The installation of roadway-levees on dirt roadways can be made practicable with the use of the installation of lateral concrete and steel foundations surrounding the area to be protected from flooding. 
         [0018]    Roadways can act as a base of the roadway-levee system and offer the ability to compartmentalize flooding thereby greatly mitigating flood damage. Roadway-levees reduce the spread of floodwaters because of their location and the manner and materials of which they are constructed. Each “city block” or other structures such as government buildings, office buildings, industrial plants or buildings, residential buildings, shopping centers, stadiums, retail buildings, hospitals, etc. is to be surrounded by a roadway-levee to prevent floodwater from entering the protected area. In conjunction with other roadway-levee-protected areas, floodwater damage will be mitigated. 
     
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENT 
       [0019]    The preferred embodiment shown in  FIG. 1  shows a perspective view of a deployed Roadway-levee protecting an enclosed area within and/or surrounding a city/town from flooding. The preferred embodiment shown in  FIG. 1  shows a perspective of a deployed Roadway-levee with its water-resistant barrier that is sealed to the street surface, and held vertically by the trusses inhibiting water leakage on either side of the roadway-levee from leaking to the other side of the water-resistant barrier. 
         [0020]    The preferred embodiment shown in  FIG. 2  shows a vertical-look down aerial view of a deployed Roadway-levee that is protecting a large enclosed area within and/or surrounding a city/town from flooding. The roadway-levees are deployed in such a way so that water movement from any roadway-levee protected area to another is greatly reduced. Roadway-levees with pumps installed enable any water within the roadway-levee system to be pumped out, thereby mitigating flood damage. 
         [0021]    The Roadway-levee design uses compartmentalization with multiple temporary levees to prevent water from inundating populated areas. Roadway-levees can act as backup devices to large concrete or earth base levees. 
         [0022]    The location of the roadway-levee can be on any surface that can be sealed. By sealed, it is meant that the roadway-levee seal leaks very little. Some leakage can be expected. The surfaces can include but are not limited to streets, sidewalks, alleys, driveways, or even a roadway-levee foundation surrounding a house(s), hospital(s), government buildings, office buildings, industrial plants and/or buildings, and/or other valuable structures. 
         [0023]    A roadway-levee foundation can be anything that allows the seal to work properly that is to prevent or reduce water leakage from one side of the device to the other. 
         [0024]    The Roadway-levee core component is the water-resistant barrier.  FIG. 3A  shows a plain water barrier without internal or external supports. The top of the water-resistant barrier has holes for attaching carabineers that attach the water-resistant barrier to the rod onto which the water-resistant barrier is hung. The water-resistant barrier is made of material that can resist the weight of standing and flowing water against it. It is resistant to tearing or stretching; and is resistant to water leaking through it. 
         [0025]    The top of the water-resistant barrier has holes for attaching carabineers that attach the water-resistant-barrier to the rod onto which the water-resistant barrier is hung. The bottom portion of the water-resistant barrier ties on top of or is inserted into the bottom or side seal. Carabineers are used in the preferred embodiment due to their ability to hold weight. Other types of hangers may be used in their place. 
         [0026]      FIG. 3B  shows a water barrier with vertical ribs inserted into it or attached to the surface of the water-resistant barrier. The top of the water-resistant barrier has holes for attaching carabineers that attach the water-resistant barrier to the rod onto which the water-resistant barrier is hung. The bottom portion of the water-resistant barrier lies on top of or is inserted into the bottom or side seal. 
         [0027]      FIG. 3C  shows the water-resistant barrier on top of a seal. It can be attached to the seal mechanically, or with water resistant glue or both. The purpose of the connection of the water-resistant barrier to the bottom and side seals is to create a water-resistant barrier from the roadway surface to several feet up in the air and many hundreds of feet long, thereby protecting an area from flooding. 
         [0028]      FIG. 3D  shows the water-resistant barrier inserted into a slot cut part way into the bottom or side seal. It can be attached to the seal mechanically, or with water-resistant glue or both. The purpose of this method is to create a connection of the water-resistant barrier to the bottom and side seals in such a way as to create a “one-piece” construction of the seal with the water-resistant barrier enhancing its ability to create a water-resistant barrier from the roadway surface to several feet up in the air and many hundreds of feet long, thereby protecting an area from flooding. 
         [0029]      FIG. 3E  is a carabineer that is used to attach the water-resistant barrier to the rod, which holds the water-resistant barrier in a vertical position giving it support in that position. In the preferred embodiment such devices are used because they are readily available and are engineered to withstand great force, and they can be installed and taken down quickly and easily due to their clip-on design. However, other types of clips may be used as well. 
         [0030]    In the preferred embodiment, straight rods and/or curved rods may be used to hold up the water-resistant barrier between the trusses or scaffoldings.  FIG. 4A  and  FIG. 4B  show two types of rods. The rods go through holes in the adjustable truss top. The truss top holds up the rod, which holds the water-resistant barrier vertically.  FIG. 4A  shows a straight rod and  4 B shows a corner rod, which makes a 90-degree turn. 
         [0031]    In the preferred embodiment,  FIGS. 5A and 5B  show a bottom or side seal. The purpose of the bottom seal is to prevent water from leaking underneath or around the roadway-levee. The seal is made of a rubber-like pad that, when compressed by trusses and laterals or glued to the roadway surface, conforms to the paved surface and thereby prevents water from leaking under the roadway-levee thereby creating a water-resistant seal. It is made of materials that allow it to be compressed mechanically or to be glued onto the roadway surface. It is thick enough to allow it to conform to the underlying street surface with all of its imperfections thereby creating a seal. The seal may or may not have water-resistant glue that adheres to the bottom of he seal to the paved surface. It may do this sideways or lengthways. In any case it will resist water leakage as long as the roadway is constructed to normal construction standards. It may be made out of natural materials, fibers, metal supports, such as rubber or man-made such as plastic or other man-made materials or combinations thereof.  FIG. 5A  shows a plain bottom or side with no slot or holes. 
         [0032]      FIG. 5B  shows a bottom or side seal with a slot. The purpose of the slot is to allow a water-resistant barrier to be inserted into it. The purpose of this method is to create a connection of the water-resistant barrier to the bottom and side seals in such a way as to create a “one-piece” construction of the seal with the water-resistant barrier enhancing its ability to create a water-resistant barrier from the roadway surface to several feet up in the air and many hundreds of feet long, thereby protecting an area from flooding. 
         [0033]      FIG. 6  shows a cut-away view of a side seal or bottom seal, where a seal is used to connect two water-resistant barriers on either side of it has a slot cut into it, allowing the insertion of seal on both sides, thereby allowing two water-resistant barriers to be connected, thereby expanding the length of the barrier. The water-resistant barrier connected in this way may be glued or mechanically sealed to the seal so that no water leaks, in around or under the assemblage. 
         [0034]    The Roadway-levee structure shown in  FIG. 7  shows a more detailed side view of a water-resistant barrier that is held upright by trusses or scaffolding. The Roadway-levee and laterals are held down to the pavement by anchor bolts set Into the foundations and/or with water-resistant glue, which have been placed into or onto paved surface(s) before or during flooding. The combination of the trusses and laterals hold down and compress the bottom of the water-resistant barrier onto or in the seal thereby sealing the water-resistant barrier to the roadway&#39;s or foundation&#39;s surface. 
         [0035]    The water-resistant barrier may be glued onto or into the seal making the seal and water-resistant barrier one construct thereby reducing the possibility of leaks. A preferred embodiment shown in  FIG. 7  shows a side view of a deployed Roadway-levee with its water-resistant barrier that is sealed to the street surface with water-resistant glue, and held vertically by the trusses inhibiting water leakage on either side of the roadway-levee from leaking to the other side of the water-resistant barrier. 
         [0036]    A preferred embodiment shown in  FIG. 8  shows a side view of a deployed roadway-levee truss or scaffolding with its water-resistant barrier that is sealed to roadway surfaces with hold-down devices consisting of concrete and steel foundations, anchor-bolts, with or without water-resistant glue. Trusses or scaffoldings hold the water-resistant barrier up vertically, thereby inhibiting water leakage on either side of the roadway-levee from leaking to the other side of the roadway-levee. 
         [0037]      FIG. 9A  shows an adjustable truss top. The top hole is for the insertion of the rod that holds up the water-resistant barrier. The smaller holes are for the insertion of the spring pin. The spring is to push up on the adjustable truss top into which the rod is inserted. This pushes up on the rod and holds the water-resistant barrier vertically exerting constant pressure on it vertically. 
         [0038]      FIG. 9B  shows a truss top spring pin. The purpose of the pin is to serve as the pressure point for the spring. It may be inserted into the truss top at different points to allow for variations in topography of the roadway, and different heights of water-resistant barriers. 
         [0039]      FIG. 9C  shows a spring pinhole on the truss top and is also a cross section of the spring-pin that is to be inserted into it. The slots allow for the insertion of the pin through the truss top when it can be turned thereby locking into place so it won&#39;t fall out. 
         [0040]      FIG. 10  shows a spring. The purpose of the spring is to push up on the top truss from the truss base thereby creating upward pressure on the water-resistant barrier, holding it vertically and resisting the lateral pressure of water pressing against it on one side or two sides. 
         [0041]      FIG. 11  shows the truss bottom, the truss top inserted into the truss bottom. Pin welded onto the truss bottom acts as a base for the spring. The spring goes up to the truss top pin. 
         [0042]      FIG. 12  shows a water-resistant barrier inserted into a seal. It also shows a nut and bolt holding a truss base lateral. In this case the seal is glued to the roadway surface. The glue is water-resistant glue that allows the system to be installed before, during, or after flooding. The strength of the glue enables the roadway levee to be attached to the roadway surface creating a water-resistant seal. 
         [0043]      FIG. 13  shows the adjustable lateral support, which attaches the truss at the mid-level of the truss or at the top of the truss to adjacent trusses. The purpose of the lateral support is to support the trusses in a vertical position when water is on either or both sides of the roadway-levee. Water is heavy and the force of stationary or moving water will place substantial lateral force on the truss making a lateral support needed but not necessarily required, The hold-down bolts will transfer much of the lateral force of the water to the foundation of the roadway-levee. 
         [0044]      FIG. 14  is a perspective view of a lateral support truss foot with a rubber-like sole. The adjustable lateral truss will be made of metal, plastic, or other hard material. The rubber-like  3  sole may be used to us not required. The purpose of the rubber-like sole may be used but is not required. The purpose of the rubber-like sole is to allow for compression so that the lateral support can be adjusted to the height of the street. It may or may not be glued to the roadway surface or the foundation surface when it is installed. 
         [0045]      FIG. 15A  is a vertical lookdown view of the bottom side-truss. This side truss is made out of metal, plastic, or some other hard material. The purpose of the side truss is to compress the seal onto the surface of the roadway, thereby creating a water-resistant seal. 
         [0046]      FIG. 15B  is a perspective view of the bottom-side truss. The holes at each end of the bottom-side truss are for the anchor bolts which hold down the truss and the bottom-side trusses to the foundation. Alternatively, the holes can be used to attach the bottom-side truss to the trusses. This may be used when there is no anchor bolt (mechanical fastener) holding down the roadway-levee, which is held down with glue instead. 
         [0047]      FIG. 16A  is a perspective view of the bottom side truss overlaying the water-resistant barrier. 
         [0048]      FIG. 16B  is a side view of a bottom side truss overlaying a water-resistant barrier where an anchor bolt is inserted. The anchor bolt connects the foundation to the water-resistant barrier and trusses and holds them down and helps create a water-resistant seal. 
         [0049]      FIG. 17A  is a perspective view of the mid-side trusses the purpose of which is to provide support to the water-resistant barrier to help resist bowing of the water-resistant barrier when pressure is pressing against it. The holes on the ends of the mid-side trusses are to enable the mid-side trusses to be fastened to the trusses with a truss pin. Is an end view of the mid-level lateral truss. One embodiment is to attach the mid-side trusses to the trusses using a knob or a pin that is attached to the trusses, which the mid-side trusses can fit into. 
         [0050]      FIG. 17B  is an end view of the mid-level lateral truss. One embodiment is to attach the mid-side trusses to the trusses using a knob that is welded onto the trusses, which the mid-side trusses can fit onto. The holes on the ends of the mid-side trusses are to enable the mid-side trusses to be fastened to the trusses with a truss pin. 
         [0051]      FIG. 17C  is a side view of the truss pin that attaches the mid-level truss to the truss. 
         [0052]      FIG. 18  shows perspectives of a corner truss. Corner trusses are to be installed at the corners to support the water-resistant barrier where it is turned. Corner trusses are to also seal the corners to the roadway or paved surface. 
         [0053]    As shown in  FIG. 18A , a corner truss is needed to prevent water from leaking there and to enable the water-resistant barrier to be installed at a 90-degree turn. A corner truss seals the water-resistant barrier in a similar fashion as the bottom seal, using rubber-like seal in a vertical fashion, thereby making the corner water-resistant. Water-resistant glue may be used. The corner truss is held down to the roadway using the same type of foundation, e.g. concrete and steel and anchor bolts, and/or water-resistant glue as the linear portion of the Roadway-levee. 
         [0054]    As shown in  FIG. 18B , the corner trusses may have pumps atop them. The pumps direct floodwater out of the area surrounded by the roadway-levee. The pump may also be connected to a water level detector that is connected to a telecommunications device for monitoring water levels offsite. As shown in  FIG. 18B , a telecommunications device can be used by a centrally located computer the purpose of which is to control the water level within each roadway-levee-enclosed area. 
         [0055]    As shown in  FIG. 18C , the corner trusses is a vertical view of a corner truss. Corner trusses may or may not have valves that open and close directing water in the chosen direction so that the water can be drained out of the roadway-levee. 
         [0056]      FIG. 19  shows a vertical view of an alternative corner truss with a solid core design thereby supporting the water-resistant barrier from higher-pressure situations. 
         [0057]    As shown in  FIGS. 20A and 20B , when a mechanical foundation is used, rather than a glued seal foundation, the foundation consists of concrete and steel foundation that is installed beneath the surface of the roadway prior to flooding. 
         [0058]      FIG. 20A  is a side cut-away view of a foundation. The depth, diameter and other dimensions will vary depending on the conditions on-site. 
         [0059]      FIG. 20B  is a perspective view of the same type of foundation. The notch at the top allows for he installation of a cover, that when installed lies flush with the street. When the concrete is poured anchor bolts are set into the wet, unhardened concrete at a level under the paved surface. The concrete hardens and creates a heavy mass that serves to immobilize the roadway levee when it is attached thereto. 
         [0060]      FIG. 21A  shows an anchor bolt with an oblong-eye and  FIG. 21B  shows an anchor bolt with a round-eye. The purpose of this type of fastener is to allow the use of bolt-hooks that are attached to the trusses and truss laterals when flooding has occurred or is occurring when the roadway-levee is installed. That is to say, when conditions are difficult like they were when Katrina flooded New Orleans. In those conditions, where there are several feet of standing water, regular nuts may not be practicable. The round tops allow hooks to be used so that the trusses may be installed in several feet of water and allow the area within the roadway levee to be drained using pumps. 
         [0061]    As shown in  FIG. 22A , when not in use, the anchor bolts and foundation are covered with a steel cover that is strong enough to allow vehicular traffic to run over it without harming the anchor bolts or the foundation. 
         [0062]    As shown in  FIG. 22B , is a side cut-away view of the metal ring.  FIG. 22C  is a perspective view of the ring. The ring is installed above the foundation, and is the base for the steel cover described in  FIG. 22A . The metal top, and a reflector, which covers the foundation, so that when it is not being used for the roadway-levee it, is a roadway reflector. This device serves as a location device and it serves as a street reflector. 
         [0063]      FIG. 23A  shows a side cut-away view and  FIG. 23B  shows a perspective cut-away view of a reflector. 
         [0064]    As shown in  FIG. 1 , laterals are held down to the pavement with anchor bolts, and may share the bolts with the trusses. 
         [0065]    Although the description above contains many specifications, these should not be constructed as limiting the scope of the invention but merely providing illustrations of some of the presently preferred embodiments of this invention. For example, the trusses can have other shapes, such as triangular, circular, oval, square, trapezoidal, etc.; the seal can have other shapes, and materials, with or without glue, etc.; there may or may not be computer system(s), or pump(s), or water level detector(s). Thus the scope of the invention should be determined by the claims and their legal equivalents, rather than by the examples given.