The Basingstoke Canal Aqueduct Proc. Instn Civ.

Engrs,
Civ. Engng, 1998,
126, Feb., 19-30

S. Al-Shawaf, BSc, MSc, DIC, MICE, MIStructE, and P. Jacobs, CEng, MICE Paper 11354

Written discussion closes

The Basingstoke Canal Aqueduct was constructed as part of the £130 mil- 15 June 1998
lion Blackwater Valley Route dual carriageway, which now links the A30,
M3 and A31. The aqueduct formed part of the centre and last contract of
Keywords: bridges,
the route to be let and was completed in June 1995 following a 9 month waterways & canals,
closure of the 200 year old historic canal. The award-winning project incor- cables & tendons
porates many innovative design concepts, a sympathetic style and high
quality of workmanship. Its external, easy-maintenance prestressing ten-
dons set a precedent for prestressed concrete design in the UK and the
use of microsilica to reduce concrete permeability was also a first for a
bridge structure.

The new A331 Blackwater Valley Route dual car-
riageway on the Surrey–Hampshire border runs
from the A30 at Camberley by way of junction 4 of
the M3 to the A31 near the Hog’s Back at
Farnham. The final, centre section links the
A3011 at Farnborough in the north to the A323 at
Aldershot in the south (Fig. 1) and runs alongside
the River Blackwater.
Midway along the centre section the new road
crosses the Basingstoke Canal (Fig. 2). Built in the
1790s, the Basingstoke Canal is approximately 50
km long. It runs from Basingstoke to the River Wey
navigation at Byfleet and then on to the River
Thames at Weybridge. It was restored during the
1970s as a leisure venue by the present owners, the
Hampshire and Surrey county councils, with consid-
erable help from the Canal Society voluntary group.
It is managed by the Basingstoke Canal Authority,
which is run jointly by the two county councils.
At the location of the Blackwater Valley Route,
the canal is carried on a 6 m high embankment.
The River Blackwater passed through the canal
embankment by way of a brick-arched culvert.
The surrounding areas were formerly gravel pits,
now converted to prime fishing lakes.
Structural arrangement
The alternatives for the canal crossing were to
go either under or over the canal. A scheme with
an 11 m high embankment, safeguarding the orig-
inal canal, had a severe environmental impact. A
lower embankment was also considered. This
meant lowering the level of the canal by 7 m
using locks. Such a solution did not appear to be
convenient to canal users.
Taking the road in an open tunnel beneath the
canal avoided extra demolition of properties. The
route dipped below the lake areas in a watertight

Sufian Al-Shawaf was

formerly a senior design
engineer in the engin-
eering consultancy
division of Surrey
Ash A323 County Council
A321
Ash Vale
A321
A3011 Alton Blackwater
Railway River
Bridge Willow Park
Bl a c line
k water River
A331 Blackw Canal
at er Valley Route Spring Aqueduct
Lakes
l
ana
k eC
s to
A3011 ing
Bas

Aldershot Peter Jacobs is deputy

0 km 1 resident engineer in the
A323 engineering consultancy
Farnborough division of Surrey
Fig. 1. Location plan County Council

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 AL-SHAWAF AND
JACOBS

Fig. 2. Aerial view

looking north-east
showing canal
embankment prior to
road construction

U-box underpass structure providing headroom
for the new aqueduct carrying the canal (Fig. 3).
As usage of the canal is light, a required navi-
gable width at the aqueduct of 5·5 m was fixed for
the crossing of a single boat, avoiding simultane-
ous crossing of boats in opposite directions. The
normal width of the existing canal is 12 m. A 3 m
wide pedestrian and maintenance vehicle access
is provided along both sides of the water channel
(Fig. 4). This leads through ramps to the
Blackwater Valley long-distance footpath, enabling
pedestrians to walk under the structure. A mini-
mum main span of 36 m was required to cross the
road below. It was necessary for the aqueduct to
cross the diverted River Blackwater to the west
and a run-off channel from the overflow weir and
drainage ditch to the east (Fig. 5).
Symmetrical and asymmetrical solutions for the
aqueduct structure were presented to the client
for consideration. Beam and trough designs were

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considered in steel, reinforced concrete and bond-
ed prestressing. Steel solutions suffered from
maintenance and corrosion requirements, rein-
forced concrete would provide a cracked solution
and bonded prestressing was banned by the
Department of Transport. A double-arch solution
would provide a confused elevation when viewed
from a skew, and also measures would have to be
taken to deter climbers.
The two main options which were carried for-
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BASINGSTOKE CANAL
AQUEDUCT
Fig. 3. Aerial view
looking north showing
completed canal aque-
duct over new A331
Blackwater Valley
Route
ward were for a symmetrical three-span arrange-
ment and an asymmetrical cable-stayed structure.
The cable-stayed option (Fig. 6) was actively pur-
sued, but was opposed by various protest groups
and finally abandoned. To avoid the deck project-
ing above the canal skyline, an externally post-
tensioned structure was finally selected. This
required two side cells to house the tendons. The
cross-sections had a central trough channel with
outer webs curved in a barrel shape to reduce the
21
 AL-SHAWAF AND
JACOBS

Fig. 4. View of aque-

duct from towpath

Fig. 5. Site plan

Surrey
lock
Hampshire
lock
ir
Permanent we
Aqueduct
ir
Temporary we

A331 Blackwater
Valley Route

0 m 50

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apparent aspect ratio of the structure (Fig. 7).
The normal depth of water is 1·3 m, with
allowance made for an additional 650 mm. The out-
side face of the cells and the flat soffit has a board-
marked finish with fair-face ribs. Concrete for the
deck was specified as grade 50/20 with 10 %
microsilica content by weight of cement. The main
purposes of the additive were to increase the
impermeability, provide high early strength and
improve durability. The cost of the microsilica con-
crete was approximately double that of ordinary
grade 50/20 concrete. This is believed to be the
first application of microsilica in a bridge structure.
The aqueduct is supported on two abutments
and four V-shaped piers built into the deck, reduc-
ing effective spans and eliminating uplift due to
the short side spans. The pier bearings are locat-
ed at the foot of the piers in a protective housing,
where sufficient space is provided for jacking dur-
ing bearing replacement. The combination of
fixed, laterally guided and free spherical bearings
was designed to accommodate the sway due to
portal frame action at the piers (Fig. 8).
The geology at the aqueduct is Bracklesham
and Bagshot beds of sand, silt and gravel which
overlie London Clay. The abutments and piers are
supported on bored piles of diameter 600 mm and
1200 mm respectively.
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BASINGSTOKE CANAL
AQUEDUCT
External prestressing
External tendons were used in order to moni-
tor, inspect and, if necessar y, replace strands or
tendons. During the design period there was a
moratorium on the use of internal bonded ten-
dons. The aqueduct was prestressed longitudi-
nally and reinforced transversely. The rein-
forced concrete deck was designed as a water-
retaining structure to BS 8007 with a design
crack width of 0·2 mm and a steel stress limited
to 130 N/mm2.
At the time of the design there were no British
Standards for the use of externally prestressed
concrete. BS 5400 does not cover the topic. An
‘approval in principle’ agreed with the client cov-
ered non-compliance aspects of the design, which
included the following.
• No tension was allowed for any serviceability
limit state.
• At ultimate limit state in flexure, the increase
in prestressing strain after decompression was
ignored, as stated in Eurocode 2: Part 1-5,
clause 4.3.1.4.1
• Eurocode 2: Part 1-5, clause 4.3.2 1 was used
for the ultimate strength in shear, where the
prestressing forces were considered as an
external force and there was no difference
Fig. 6. Cable-stayed
option
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 AL-SHAWAF AND
JACOBS

Fig. 7. Elevation and

Section on abutment Section A-A
typical section (eleva- 300 300
400 3375 5500 3375 400
tions in m, dimensions Prestressing
chamber 500 500
in mm) 4No (6-31)
74.70
300 75.35
75.35 cables (dia 140) 1750 clear 73.40
Board mark finish
72.00 300
Fair face Concrete
smooth finish deviators
68.50 Puddle
clay
75mm dia weep holes
150mm above ground 1200 3600 3600 1200
level

15000 17000 40000 17000 15000

A South Elevation

between the designs of bonded, external and
reinforced concrete members.
Equivalent horizontal and vertical loads at devia-
tors and anchorages, representing the prestressing
forces, were applied to two- and three-dimensional
frame models used in a global analysis of the deck.
A value of 0·12 was used for the coefficient of fric-
tion.1 Unintentional angular displacements were
neglected. Creep losses were estimated conserva-
tively, as in the case of a bonded tendon.
The longitudinal prestressing in each cell con-
sists of four external tendons each having 31
seven-wire monostrands 15·7 mm in diameter,
with one tendon being straight and the others
undulating. Each monostrand is greased and
enclosed in a 2 mm thick polythene sheath. The
tendons are housed in an 8 mm thick high-density
polyethylene (HDPE) tube with a 160 mm exter-
nal diameter. The HDPE tube is grouted with
petrolatum wax to provide a triple-envelope corro-
sion protection (Fig. 9).
Anchorages and deviators
Solid diaphragms, 1370 mm thick, each house
four anchorage assemblies and form the front
face of the prestressing chambers (Fig. 10).
The design prestressing force was the tendon
breaking load of 8220 kN per anchorage. The dis-
persion of this force from the anchorage plate
through the diaphragm was carried out using
strut-and-tie (SAT) models (Fig. 11). The models
related to 2

• the transfer of load in three dimensions to the

two flanges and the adjacent web
• corbel action of the forces into the adjacent
plates
• frame action of the anchorage system.

A linear elastic, three-dimensional, eight-node,

brick finite element (FE) model was used to verify
the flow of forces in the development of the SAT
models. The FE analysis gave an insight into the
stress distribution prior to cracking and identified
critical regions. It also identified local tensile stress-
es which were not represented in the SAT model.
Deviators are unique to external prestressing.
They provide hold-down to changes in the direc-
tion of the tendons to achieve the designed pro-
files (Fig. 12). The HDPE duct passes through
and changes direction within a galvanized tube
Fig. 8. V-shaped piers cast into the concrete deviator. The tube is 4·5 mm
supported on spherical thick with an external diameter of 193·7 mm. The
bearings tubes were pre-bent to the required radii and pro-

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 BASINGSTOKE CANAL
AQUEDUCT

trude beyond the concrete faces. At each end the 160mm external dia. Fig. 9. Tendon cross-
steel tubes have a 2 m bell mouth radius (Fig. 10). of HDPE duct section
The deviators are 1300 mm wide and are located
adjacent to the webs (Fig. 13). A SAT model was
used to analyse the deviators and determine the
dispersion of the concentrated prestressing forces
into the flanges and adjacent webs.
31 No
The rib-type deviator utilizes the development 15.7mm dia.
Wax infill
of a compression strut on the inside of the individually
grouped mono
curved section of the deviated tendon and car- strands
ries the force throughout the face of the deviator
to the top flange. The deviator reinforcement
9.1mm thick HDPE duct
comprises small, rectangular confinement loops
around each steel tube and an outer closed stir-
rup which encloses the deviator ribs by extend-
ing into and anchoring in the flanges and webs
(Fig. 14). The width of the deviator is governed
by the minimum radius of 5 m to which the ten- Fig. 10. Anchorage
don can be bent.1 block and guide tube

Inspection and maintenance

The cells, on either side of the navigation
trough, are large enough to walk through beside 178mm outside dia. galvanized
steel guide tube, wall = 6.3mm
the external tendons. Lighting is provided within L=
200mm
the cells, with access from manholes in the foot-
way on top of the deck.
The protective system of the strands enables
either a single strand or a full tendon to be
removed and replaced. The structure was
designed to facilitate this while allowing the aque-
duct to remain fully functional. A 1·5 m destress-
ing/restressing strand overlength was enclosed in R=
HDPE duct, 2000mm
caps fitted over and bolted to the anchorages. outside dia. = 160mm
Access to the four prestressing chambers and
1370mm
side cells is provided from the deck using perma-
nent ladders. Sufficient room is provided behind
the anchorages to introduce jacks for replacement
of the external tendons (Fig. 15). Wax loss from Fig. 11. Typical
the HDPE can be checked from within the twin strut-and-tie model at
cells. Leakage from the end caps can be detected anchorage
from the access chambers.
Visual inspection of one extracted tendon
strand is to be carried out every six years. Any of
the full tendons can be removed then if necessary.
The expansion joints are located at each end of
the aqueduct, beyond the prestressing anchorages,
where they can be inspected for any damage.

Safety aspects
The design of the aqueduct was completed
before the Construction (Design and Management)
(CDM) Regulations became law. Notwithstanding 3-D representation of anchorage force distribution Vertical section
this, good practice and quality procedures dictated
that safety issues in construction and subsequent
maintenance should be identified and addressed.
The buildability of the structure was reasonably
straightforward and did not present any high-risk
activities other than the normal ones associated
with temporary works and prestressing. The ques-
tion of temporary works was dealt with by specify-
ing that the contractor should self-certify its tem-
Horizontal section
porary works design and erection. It was also a

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 AL-SHAWAF AND
JACOBS

Fig. 12. Elevation and

1300mm
sections of post-tension- CL of deck
ing cables (dimentions
HDPE duct
in mm) Cable 4 2 160mm dia. 2

Cable 3
Cable 2
Cable 1

Deviator Deviator Deviator Deviator Deviator Deviator 50mm chamfer

aqueduct
No. 1 No. 2 No. 3 No. 4 No. 5 No. 6
CL of

Horizontal cable profile Section 1-1

Cable 1 radius = 22500 Cable 1 radius = 9500
Cables 2&3 radius = 5500 Cables 2&3 radius = 5000 Steel 1
deviator
Cables 2&3 Radius Radius tube
radius = 5500 = 5000 = 9500
Cable
&3 1
Cable 3 les 2 Cable 4
Cab Cables 2&3

Deviator Deviator Deviator Deviator Deviator Deviator All ends of

tubes are
No. 1 No. 2 No. 3 No. 4 No. 5 No. 6 bell mouthed 50mm chamfer
over a length
Vertical cable profile 200mm at a (not required on
radius of 2000mm straight tubes)

1
Section 2-2
(only Cable 2 shown)

Arrangement of cables
is symmetrical about
1 centreline of deck

2 2
1
Section through Section through Section through Section through
Fig. 13 (below). deviator No. 1 deviators Nos. 2 & 3 deviator No. 4 deviators Nos. 5 & 6
(over pier)
Deviator tubes

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 BASINGSTOKE CANAL
AQUEDUCT

Fig. 14.
Reinforcement around
deviator tubes

requirement that the contractor submitted a fully Fig. 15. Inside stress-
detailed method statement for the post-tensioning ing chamber, showing
for approval by the engineer’s representative. space available for
The maintenance considerations were mainly replacing tendons
the need to provide safe access for inspection and
for carrying out maintenance work. To cater for
this, access manholes with fixed ladders were
provided in the stressing chambers and a lighting
system was specified for the two side chambers
housing the stressing cables. There was also a
requirement to draft a maintenance manual
spelling out all the work activities required and
the safety methods to be employed.
In the construction phase, which also predated
the CDM Regulations, the contractor was required
under the terms of its own quality procedures to
carry out risk assessments on all work activities,
followed by production of method statements. The
main safety issues were the management of a safe
work area with the site haul road passing through
the middle, working over a river, the prestressing
operation and working in confined spaces.

Waterproofing/protective system
To protect the concrete section against the
effects of water and to guard against accidental

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 AL-SHAWAF AND
JACOBS

Fig. 16. Movement 150mmx10mm thick 30mm ± 30mm gap on east abutment
joint stainless steel inner plate 10mm ± 10mm gap on west abutment
with square edge
60mm ± 30mm gap on east abutment
40mm ± 10mm gap on west abutment
10mm thick stainless steel
5mm thick waterproofing membrane cover plates fixed to clamping
with 300mm c/c elongation capability plates using 10mm dia. stainless steel
(debonded for full gap between cover countersunk head screws at 300mm c/c
plates indicated by open block pattern)
10mm thick stainless steel
inner plate with 5x15mm chamfer
5mm waterproofing
membrane extend 150mm 150mm 25mm thick stainless steel
to side of joint overlap overlap clamping plate 73.400m OD

AQUEDUCT SLAB ABUTMENT SLAB

Fillet area filled with 10mm thick stainless

sprayed waterproofing steel clamping plate

10mm thick continuous

16mm dia stainless nylon-reinforced
steel bolt neoprene section
100mm min 100mm min
16mm dia stainless 5mm thick continuous soft
steel bolt neoprene with 3mm
longitudinal ribs

5mm thick waterproofing membrane 150mm

- open block pattern indicates area
to be debonded 180mmx100mm low density
closed cell polythene filler
squashed into joint

way of a concrete trough into a tumbling bay and

then on into a drainage ditch.
To isolate the aqueduct for maintenance purpos-
es, tilting stop gates were provided either side of
the aqueduct. These consist of hinged steel gates
sitting on the floors of reinforced concrete struc-
tures, connected to hand-operated winches in
chambers in the towpath, which lift the gates up
when required. The water between the gates can
then be pumped out, permitting maintenance work
to be carried out. All these ancillary structures had
to be supported on 600 mm bored piles owing to
the poor-quality material in the embankment.

Fig. 17. damage by boats, a thicker and stronger than usual
Reinforcement in (5 mm) polyurethane waterproofing system was
diaphragm walls sprayed on the sides and invert of the trough and
around cable anchor- over the footpath areas. The material was sprayed
ages on in multiple passes and checked for impermeabil-
ity with an 11 000 V spark test, which can detect a
small pinhole. It also had the advantage of being
easily cleaned during maintenance, using water jet-
ting as opposed to mechanical means.
Ancillar y structures
To control the maximum water level in the
canal and at the same time provide a facility for
rapid drawdown of water in the canal, an overflow
facility was provided, consisting of a reinforced
concrete trough with brick weir copings, dis-
charging down the face of the embankment by
Movement joint
The movement joint on an aqueduct serves an
even more important role than on a conventional
bridge because it has to be 100 % watertight. In
order to achieve this, a system of stainless steel
clamping plates securing a neoprene rubber seal,
continuous across the full section of the structure,
was developed, based on an idea from a similar
structure (Fig. 16). This in turn was protected by
additional, overlapping stainless steel plates.
Sprayed polyurethane waterproofing systems
above and below the joint form additional defence.
Construction
Clay dams were installed at the east and west
ends beyond the stop gates, the canal was drained
down, fish were removed by the National Rivers
Authority and construction work started.
Some 35 000 m3 of existing canal embankment
was excavated using 360° excavators and dump
trucks over a period of two weeks. The material
proved to be very loose, wet and difficult to handle.

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 BASINGSTOKE CANAL
AQUEDUCT

All bored piles for the main structures were 20 nearly three weeks to fix the reinforcement in the
m long and constructed using 12 m temporary first diaphragm panel, but thereafter the work
casings and bentonite as ground support. Sheet accelerated as lessons were learned. Similarly, the
piling to retain ground in front of the pier pile caps deviator walls carrying the cable deviator pipes
was installed using the latest silent reaction-piling were heavily reinforced but the remainder of the
technique. Bored piles for the stop gates had to be deck was fairly straightforward.
formed by light shell-and-auger techniques owing Trial shutters were set up and construction was
to the dubious stability of the existing embank- carried out with trial mixes to investigate the Fig. 18 (below).
ment, which militated against the use of heavy pil- effects of the addition of microsilica and of casting Completed aqueduct
ing plant. In order to minimize damage to the pile the board-marked finish, and to determine the structure
cap formation, two concrete platforms with cut- maximum aggregate size that could be used. It was
outs for pile bores were constructed. decided to opt for a maximum aggregate size of 10 Fig. 19 (bottom).
The contractor had steel shutters fabricated to mm owing to the congestion of reinforcement at As-built programme
form the four fluted V-shaped piers, partly for
quality and partly to enable external vibration of
concrete around the heavily reinforced crotch
sections. The piers were cast onto the bearings
with restraints released and the piers supported
by temporary concrete walls during construction.
The deck falsework was supported on a conven-
tional sleeper-and-concrete foundation on top of
gravel capping and limestone sub-base. The antici-
pated movement of the structure in the construction
phase was calculated to be less than 10 mm and this
was absorbed within the tolerances of the propri-
etary support system. While this was being erected,
the barrel-shaped formwork for the sides was pre-
fabricated in the workshop and then erected on site
and faced up with 75 mm wide sawn boarding.
Initial fixing of reinforcement followed and was
concentrated at the diaphragm walls at the west
abutment. Owing to the very large jacking loads
(6000 kN), it was necessary to have multiple rows
of large-diameter reinforcement (Fig. 17). It took

1994 1995

Section of works September October November December January February March April May June July August

Aqueduct
weir
Canal pre structure
work
Aqueduct
structure
Canal bank
landscaping
Stabilize north west
embankment
Section completion
Stabilize north east date achieved
embankment 30 June1995
Construct Hampshire
lock
Construct Surrey
lock
Stabilize south west Official
embankment
opening
Renew canal 29/30
lining material July 1995
Reshape
embankment
Upgrade existing
footpath
Canal post
structure work

Planned period Actual period

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 AL-SHAWAF AND
JACOBS

Structure
Aqueduct and stop gates
Aqueduct weir
Total
Client
Engineer
Checking engineer
Main contractor
Post-tensioning subcontractor
Piling subcontractor
Table 1 (top).
Out-turn costs
Table 2 (above).
Principal participants
Please post/fax/e-mail
your discussion contri-
bution (up to 500
words) to the editor by
15 June 1998.
Tender figure: £ Out-turn cost: £
1 421 416 2 352 902
133 563 212 339
1 554 979 2 565 241
Surrey County Council
Surrey County Council Engineering Consultancy Division
Gifford and Partners
Alfred McAlpine Civil Engineering
PSC Freyssinet
Taylor Woodrow Foundation Engineering
the deviators and the anchorage diaphragm.
Owing to the complexity of the shape of the deck,
the contractor split the works into 18 pours.
The concrete mix comprised the standard C50
mix modified to take account of the 10 mm aggre-
gate in lieu of 20 mm, with microsilica additive
and superplasticizer to assist flow. The microsilica
tended to give the concrete a flash set, making it
difficult to produce a smooth float finish, and it
was therefore essential to work and float the fin-
ish at the right time. Average strengths were
60·41 N/mm2 at 28 days and 42·5 N/mm2 at 7
days.
As the prestressing cables leave the diaphragms
and pass through the first deviator, two of the
cables deviate in both horizontal and vertical
directions, which called for careful setting out.
This was achieved by laying the deviator tube on
a horizontal surface to establish the plane of cur-
vature and marking this on the tube. The tube
was centred using vertical marks on the shutter
and then rotated to the calculated angle of rota-
tion using a large protractor on the end of the
tube. The tubes were then checked by pulling
string lines from one deviator block to another to
ensure a smooth alignment for the HDPE ducts
without sharp changes of direction.
The HDPE ducts had a pressure rating of 6 bar
and consisted of sections 5 m long, which were
jointed using electrofusion couplers and butt
welding on site.
Once the HDPE ducts had been installed and
the cables pulled through, tensioning started at
the east diaphragm. The cables were stressed
symmetrically to minimize eccentric forces. The
jacking of the eight cables was then repeated at
the west diaphragm. The total extensions reached
a maximum of 11 % greater than had been calcu-
lated using a coefficient of friction of 0·12 and fric-
tion losses were found to be minimal for all
cables. The strands protruding from the anchor
block were cut to the required length, allowing
sufficient length for destressing.
Compressed air was passed through the ducts to
check for any leakage through the welded joints. A
petrolatum wax compound was used to fill the
voids between the cables and the HDPE duct, with
additives included to ensure displacement of sur-
face dampness. With vents placed along the length
of the ducts the wax could then be injected so that
it completely filled the void, excluding air, water
and condensation and thus inhibiting corrosion.
Injection hoses were connected to the inlet on
the anchorage cap. The wax was then heated to
80°C and pumped continuously into the duct until
it issued freely from the vents and exit anchorage.
The vents were sealed after consistently clean
wax had been collected from each outlet. The
cables protruding from the anchor blocks were
then sealed off with extended metal caps protect-
ed by galvanizing and painting. The cost of the
wax system was approximately twice that of
cement grouting, but was a small percentage of
the overall prestressing works.
The structure was complex by virtue of its
shape, detailing and stressing requirements. It
had to be constructed to a tight time schedule,
mostly through the winter period. This required
good teamwork between the contractor, the resi-
dent engineer and the canal authority. It is to
everyone’s credit that the canal reopened on time
and without a drop of water spilt (Fig. 18).
As-built programme and out-turn cost
The works were completed within the sectional
completion time (9 months) and Fig. 19 shows the
as-built programme compared to the planned pro-
gramme. In order to complete on time the contrac-
tor had to supplement its plant and labour
resources. There were some major variations
instructed, including a much more complex stop
gate system on piled foundations, sheet piling to the
toe of the existing embankment and the require-
ment to deal with a significant slip plane on the
south-west embankment. The original idea was that
the weir would be constructed in advance of the
canal closure but owing to the late start of the con-
tract this was not possible. The effect of these varia-
tions was also a degree of delay and disruption.
Table 1 shows the out-turn costs compared to
the tender figures. The overspend was due to the
above-mentioned variations, including settlement
of a delay and disruption claim.
Acknowledgements
The authors wish to thank Tony Harmsworth,
waterways manager of the Basingstoke Canal
Authority, for his advice and cooperation, and
Philip Lane for the photographs. The principal
participants in the project are listed in Table 2.
References
1. Design of Concrete Structures. 1993. Eurocode 2:
Parts 1–5: The use of unbonded and external pre-
stressing tendons.
2. WOLLMAN G. P. Anchorage Zones in Post-tensioned
Concrete Structures. PhD thesis, University of Texas,
Austin, 1992.

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