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A road pavement is a structure consisting of superimposed layers of specially selected materials sitting
on the subgrade (instu soil), whose primary function is to distribute the applied vehicle loads to the
subgrade to levels that will not damage the instu material. The design therefore comprised
establishment of layer thicknesses and their respective suitable materials.
Establishment of the expected vehicle load repetitions over the design period;
Establishment of the climatic conditions under which the pavement will operate;
Whereas all these tests are important in understanding the behavior of the material, for purposes of this
design, only the Atterberg limits and CBR shall be considered in the classification of the subgrade.
In tandem with the laboratory tests, instu tests were conducted to establish the instu strength of the
subgrade in terms of CBR using a Dynamic Cone Penetrometer (DCP). Table 1-1 present a summary of
the test results for the subgrade material. The detailed results are attached as appendix 1.
From the results, it can be observed that the PI is less than 30% for all the sites. This means that the
subgrade material is not very sensitive to moisture changes. Accordingly, there is no need for subgrade
improvement.
The difference between the laboratory CBR values and the instu CBR values for Gomba, Kayunga and
Kasese was very close showing not much difference between the soaked CBR and the Instu CBR. This
confirms the fact that the material is not very sensitive to moisture variation. Accordingly, the CBR
values obtained using the DCP were confidently adopted for design. However, for Mayuge, there is a big
difference between the 10th Percentile values of the Laboratory and the instu test. There is a high risk
using the 10th Percentile value from the DCP test. Accordingly, the minimum value of the instu test was
adopted for design.
Therefore, the CBR values shown in Table 1-2 were adopted for subgrade classification.
Site /District Subgrade CBR Value for Design (%) Design Subgrade Class
Gomba 13 S4
Kayunga 9 S4
Kasese 20 S5
Mayuge 12 S4
iv. Estimation of the Million Equivalent Standard Axle(MESA), which is the projection of traffic
repetitions; and
The average daily 24 hour count was determined for each vehicle class. This was later multiplied by the
Equivalent Standard Axle (ESA) factor for each vehicle class. The ESA factors used were adopted from
TRH16 of 1991. The factors in the Construction manual for volume roads were considered to be too high
for the type of vehicles using these roads and could easily lead to an over design. Table 1-3, Table 1-4,
Table 1-5 and Table 1-6 show the summary of the results of the traffic count.
Mayuge Site
Kayunga Site
Kasese Site
Table 1-5: Traffic Summary for Kasese site
Vehicle category Total 5 day Total 5 day 24 Average 24 ESA Daily ESA per
12 Hours Hours = Hour Count Factors vehicle class
(5D12H) (5D12H*1.33)
Bicycles 54 71.82 14.364 0 0
Motorcycles 1896 2521.68 504.336 0 0
Passenger cars 43 57.19 11.438 0 0
Pick-up/4-wheel 8 10.64 2.128 0 0
drive
Small bus 0 0 0 0.3 0
Bus/coach 0 0 0 0.73 0
Small truck 27 35.91 7.182 0.15 1.0773
Medium Truck 0 0 0 0.7 0
Large Truck 2 Axle 0 0 0 0
3 – axle truck 0 0 0 1.7 0
4 – Axle Truck 0 0 0 1.8 0
5 - axle 0 0 0 2.2 0
6- Axle 0 0 0 3.5 0
Tractor 0 0 0 0.3 0
2-axled trailer 0 0 0 0
3-axled trailer 0 0 0 0
4-axled trailer 0 0 0 0
Total Daily Equivalent Standard Axle (DESA) 1.0773
Gomba
Table 1-6: Traffic Summary for Gomba site
Vehicle category Total 5 day 12 Total 5 day 24 Hours Average 24 ESA Daily ESA per
Hours (5D12H) = (5D12H*1.33) Hour Count Factors vehicle class
Bicycles 732 973.56 194.712 0 0
Motorcycles 3554 4726.82 945.364 0 0
Passenger cars 229 304.57 60.914 0 0
Pick-up/4-wheel 391 520.03 104.006 0 0
drive
Small bus 0 0 0 0.15 0
Bus/coach 0 0 0 0.73 0
Small truck 0 0 0 0.3 0
Medium Truck 116 154.28 30.856 0.7 21.5992
Large Truck 2 Axle 1 1.33 0.266 1.52 0.40432
3 – axle truck 1 1.33 0.266 1.7 0.4522
4 – Axle Truck 0 0 0 1.8 0
5 - axle 0 0 0 2.2 0
6- Axle 0 0 0 3.5 0
Tractor 8 10.64 2.128 0.3 0.6384
2-axled trailer 0 0 0 0
3-axled trailer 0 0 0 0
4-axled trailer 0 0 0 0
Total Daily Equivalent Standard Axle (DESA) 23.09412
The recommended traffic growth rate is a factor of the country’s GDP which has been on average
between 4.5% and 6.5% for the past ten years. Accordingly, a rate 5.5% growth rate was adopted for the
projection of future traffic.
Where:
A = Total ESA / day (DESA)
R = Traffic growth rate
x = design life in years
y = number of years before start of design life
For this design, y was taken to be one (1) year. Accordingly, Table 1-7 presents the projected traffic in
the different districts.
To check the sensitivity of the projected traffic with the changes in traffic growth rate, a sensitivity
analysis was conducted for different traffic growth rate up to 10% and the results are presented in Table
1-8.
Table 1-8: Traffic projections for the different traffic growth rates
SITE TRAFFIC PROJECTION AT DIFFERENT GROWTH RATES
Growth rate 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
Mayuge 72859 74930 77063 79261 81526 83860 86264 88741 91293 93922 96631 99422 102296
Kayunga 19276 19823 20388 20969 21568 22186 22822 23477 24152 24848 25565 26303 27063
Kasese 4910 5049 5193 5341 5494 5651 5813 5980 6152 6329 6512 6700 6894
Gomba 105252 108243 111325 114500 117772 121143 124616 128195 131881 135680 139593 143624 147776
According to design traffic classes for low volume roads as presented in Table 1-9, it can be noted that
for Mayuge site, from the growth rate of 4% to 9.5%, the projected traffic falls within one band (0.01 –
0.1). For Kayunga, from 4% to 10% growth rate, the projected traffic is within one traffic class (0.01 –
0.1) while for Kasese, from 4% to 10 % growth rate, the projected traffic is within the same traffic class
(< 0.01). And likewise for Gomba, from 4% to 10% growth rate, the traffic falls within the same class (0.1
– 0.3).
This implies that slight changes in traffic growth rate do not significantly affect the design traffic class
adopted for design.
< 0.01 0.01 - 0.1 0.1 – 0.3 0.3 – 0.5 0.5 – 1.0
1.4.1 Gravel
Gravel samples were collected and taken to the Central Material Laboratory for testing to establish their
properties. Test results are not yet ready. However, in the proximity of some sites, there are gravel
sources that had been tested before in the previous works. These sources are in Mayuge, Kasese and
Kayunga and the test results are presented in Table 1-12.
Heavy Compaction
3 Point Soaked CBR
Properties
District Sample Identification
MDD OMC PI (%) No of Blows Degree of CBR (%)
3
(mg/m ) Compaction (%)
Kasese KIRAMBAILO B/P 3 + 10 88 10
500 LHS ROAD SIDE 2.19 8 17 30 96 36
65 101 57
B/P 4+700 LHS O/S 10 87 6
4.0Km 2.16 10 19 30 97 34
65 102 52
B/P 4+700 LHS O/S 10 89 7
5.0Km 2.1 11 17 30 97 30
65 103 43
Kayunga RUGASA B/P,11+600 10 89 11
0//S 3Km RHS 2.14 11 17 30 97 40
65 103 57
Mayuge MAYUGE B/P 10 88 7
2.07 10 21 30 96 29
65 102 40
Table 1-12: Test results of Gravel
According to specification, the recommended field compaction densities for the Subbase course and
Base course are 95% and 98% respectively. Accordingly, the CBR values shown in Table 1-13 were
adopted for design.
1.4.3 Bitumen
Bitumen acts like a binder as well as a sealant in the construction of the surface. The common types of
bitumen used are Pen grade 80/100, Cutback MC 3000, MC 70 and MC 30, and Bitumen Emulsions K1-60
and K1-70.
For surface dressing, K1-70 is preferred to K1-60 because it has a low rate of flow.
Hence, the pavement layers for the different sites are as presented in Table 1-16.
Table 1-16: Pavement Layer thicknesses
For a pavement that will be exposed to saturation condition of less than 25%, M2 and M3 = 1. For thin
surfaces that don’t have significant structural contribution, a1D1 = 0.
SN = a2D2 +a3D3
The values of a2 and a3 are selected from Table 1-17 according to the properties of the layer material.
Table 1-17: Layer coefficients
For a pavement structure consisting of subbase and base whose materials have CBR of 30 and 50
respectively, a3 =0.1 and a2 =0.103.
The design SN for a combination of traffic class and subgrade class was determined from Table 1-18.
Table 1-18: Structural Numbers for the different Traffic and subgrade Class combinations
For Mayuge, Kayunga and Gomba with traffic class TLC2 and Subgrade Class S4, SN = 1.25 while for
Kasese with traffic class S5 and subgrade class S4, SN = 1.0.
Therefore the equations are:
To achieve the specification for the pavement structure in Table 1-16, the material must be improved by
chemical stabilization. In the absence of good quality lime for chemical stabilization, the design in Table
1-19 provides a better option.
The other advantage with the pavement structure in Table 1-19 is that the pavement crown is raised
farther above the side drain invert hence providing a better environment condition for the pavement.
Diagrammatically, the pavement structures are illustrated in Figure 1-1 and Figure 1-2
185mm, G50
125mm, G30
125mm, G50
125mm, G30
Surfaces such as SS- Sand Seal, SIS-Slurry Seal and CS-Cape Seal were not considered in this design. The
choice of surface for each road was done by considering the different factors and identifying surfaces
suitable in the given condition.
The identification of the seals is presented in Figure 1-3: Suitable Sealing Options for different
environment. In the figure, the surfaces suitable for a given condition are indicated in bold letters while
those which are less suitable are indicated but not bolded. Seals that are not suitable have not been
included. The most preferred options are indicated at the bottom of the table in the order of preference
depending on how frequent they appear in the table.
For all the roads, the most appropriate options were found to be Double Otta Seal, and Single Otta Seal
plus Sand Seal. Single Surface Dressing was found as the less preferred.
However, it can be noted that the chart shown in Figure 1-3: Suitable Sealing Options for different
environment is not exhaustive. Seals such as SCS+SS- Single Surface Dressing plus Sand Seal and Premix
are not captured. Further, the chart considers SCS and DCS as less suitable for execution using labour-
based methods and instead preference is given to DOS-Double Otta Seal. But experience has shown
otherwise. Otta Seal involve use of hot bitumen which is considered unsafe for application using labour
based methods.
In addition, Otta Seals require rolling for longer periods of time; moreover, using pneumatic rollers
which are not readily available to most local contractors. So, the choice of DOS and SOS+SS as the most
suitable for contractors with low experience and capacity as presented in the chart is misguiding.
Therefore, for this design, the options selected for the different sites are presented in Table 1-21.
Contractor Low DOS, SOS+SS DOS, SOS+SS DOS, SOS+SS DOS, SOS+SS
experience/ capability Moderate
High
Low DOS, SOS+SS DOS, SOS+SS DOS, SOS+SS DOS, SOS+SS
Maintenance
Moderate
capability
High
Appropriate Options in order of most
DOS, SOS+SS, DCS, DOS, SOS+SS, DCS DOS, SOS+SS, SCS DOS, SOS+SS, SCS
preference
For this design however, since the test results for aggreagtes were not available, here, only
recommendation for the type of materials has been presented.
1.6.4 Aggregates
Aggregates for use must meet the specification presented in Table 1-22.
Aggregates for Single Surface Dressing shall be 14mm nominal complying with the grading requirement
presented in Table 1-22. Aggregate application rate shall be determined after establishing the actual
gradation curve for the aggregates to be used. However, for bidding purposes, a spread rate of 12 litres
/m2 has been adopted.
The material for Sand Seal shall comply with the grading requirement for aggregates of nominal size
6.7mm. The application rate for Sand will be taken to be 10 litres /m2.
1.6.5 Bitumen
There are different types of bitumen that can be used. For the options adopted, only bitumen emulsions
K1-70 and cutback bitumen MC30 shall be used for the seal and priming respectively. Bitumen shall be
applied in two layers. The application rates provided here are for bidding purposes only but the actual
application rate shall be determined after testing the aggregates. Table 1-23 gives the summary of the
application rates of both aggregates and bitumen.
The recommended bitumen is K160 at application rates shown in the table. As a guide, if it is assumed
that the density of the aggregate is 1550kg/m3 and the bitumen content is 7%, then the application rate
per square metre for a premix of 25mm is estimated as follow:
This is the weight of the residual bitumen. If the bitumen emulsion has 60% of residual bitumen, the
weight of bitumen emulsion is 2.7125/0.6 = 4.52kg/m2.
Vehicle category Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Total Count Average 12 hour
over 12 count
Hours
Bicycles 98 93 107 141 72 511 42.5
Motorcycles 257 437 366 747 376 2,183 181.91
Passenger cars 00 23 13 19 06 61 5.08
Pick-up/4-wheel drive 07 36 00 15 03 61 5.08
Small bus 00 00
Bus/coach 00 00
Small truck 00 00
Medium Truck 19 24 22 14 06 85 7.08
Large Truck 2 Axle 00 00
3 – axle truck 00 00
4 – Axle Truck 00 00
5 - axle 00 00
6- Axle 00 00
Tractor 02 02 0.167
2-axled trailer 00 00
3-axled trailer 00 00
4-axled trailer 00 00
Table 2: Data for the traffic count carried out on Kyerima – Naseeta – Lukonda Road in Kayunga District 24th to 28th Jun 2019
Vehicle category Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Total Average 12 hour
Over count
12
Hours
Bicycles 261 260 401 323 210 1,455 121.25
Motorcycles 263 233 490 356 225 1,549 129.08
Passenger cars 4 6 4 7 3 24 02
Pick-up/4-wheel drive 2 4 4 7 6 23 1.92
Small bus 00 00 00 00 00 00 00
Bus/coach 00 00 00 00 00 00 00
Small truck 02 00 00 10 00 10 0.833
Medium Truck 02 03 04 03 06 18 1.50
Large Truck 2 Axle 00 00
3 – axle truck 00 00
4 – Axle Truck 00 00
5 - axle 00 00
6- Axle 00 00
Tractor 01 00 01 04 00 06 0.5
2-axled trailer
3-axled trailer
4-axled trailer
Table 3: Data for the traffic count carried out on Kifampa - Kisozi Road in Gomba District 24th to 28th Jun 2019
At chainage 0+000
Vehicle category Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Total Count Average 12 hour
over 12 Hours count
Bicycles 103 155 178 149 147 00 00 732 61
Motorcycles 497 801 806 779 671 00 00 3554 296.17
Passenger cars 14 20 76 65 54 00 00 229 19.08
Pick-up/4-wheel drive 16 33 113 121 108 00 00 391 32.58
Small bus 00 00
Bus/coach 00 00
Small truck 00 00
Medium Truck 06 09 42 34 25 00 00 116 9.67
Large Truck 2 Axle 00 00 00 00 01 00 00 01 0.083
3 – axle truck 00 00 00 00 01 00 00 01 0.083
4 – Axle Truck 00 00
5 - axle 00 00
6- Axle 00 00
Tractor 04 04 00 00 08 0.67
2-axled trailer 00 00
3-axled trailer 00 00
4-axled trailer 00 00
Table 4: Data for the traffic count carried out on Kifampa – Kisozi Road in Gomba District 24th to 28th Jun 2019
At chainage 3+000
Vehicle category Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Total Count over Average 12 hour
12 hours count
Bicycles 115 160 150 207 183 00 00 815 67.92
Motorcycles 486 399 466 393 350 00 00 2094 174.5
Passenger cars 5 10 10 08 41 00 00 74 6.17
Pick-up/4-wheel drive 14 22 21 17 41 00 00 115 9.58
Small bus 00 00 00 00
Bus/coach 00 00 00 00
Small truck 00 00 00 00
Medium Truck 21 08 10 03 03 00 00 45 3.75
Large Truck 2 Axle 00 00 00 00
3 – axle truck 00 00 00 00
4 – Axle Truck 00 00 00 00
5 - axle 00 00 00 00
6- Axle 00 00 00 00
Tractor 00 00 06 00 00 00 00 06 0.5
2-axled trailer 00 00 00 00
3-axled trailer 00 00 00 00
4-axled trailer 00 00 00 00
Table 5: Data for the traffic count carried out on Kifampa – Kisozi Road in Gomba District 24th to 28th Jun 2019
At Chainage 8+400
Vehicle category Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Total Count Over Average 12 hour
12hours count
Bicycles 162 143 160 118 77 00 00 660 55
Motorcycles 246 262 244 182 261 00 00 1195 99.58
Passenger cars 30 44 36 37 02 00 00 149 12.42
Pick-up/4-wheel drive 20 43 28 07 07 00 00 105 8.75
Small bus 00 00 00 00 00 00 00 00 00
Bus/coach 00 00 00 00 00 00 00 00 00
Small truck 00 00 00 00 00 00 00 00 00
Medium Truck 02 01 03 12 02 00 00 20 1.67
Large Truck 2 Axle 00 00 00 00
3 – axle truck 00 00 00 00
4 – Axle Truck 00 00 00 00
5 - axle 00 00 00 00
6- Axle 00 00 00 00
Tractor 00 00 00 00
2-axled trailer 00 00 00 000
3-axled trailer 00 00 00 00
4-axled trailer 00 00 00 00
Table 6: Data for the traffic count carried out on Nyaruzigati – Kyapa - Kitabu Road in Kasese District 25th to 28th Jun 2019
Vehicle category Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Total Average 12 hour
Count count
Over 12
hours
Bicycles 08 11 14 07 14 00 00 54 4.5
Motorcycles 412 389 362 422 311 00 00 1896 158
Passenger cars 14 11 07 09 03 00 00 43 3.58
Pick-up/4-wheel drive 01 00 00 06 01 00 00 08 0.67
Small bus 00 00 00 00 00 00 00 00 00
Bus/coach 00 00 00 00 00 00 00 00 00
Small truck 03 04 02 07 11 00 00 27 2.25
Medium Truck 00 00 00 00
Large Truck 2 Axle 00 00 00 00
3 – axle truck 00 00 00 00
4 – Axle Truck 00 00 00 00
5 - axle 00 00 00 00
6- Axle 00 00 00 00
Tractor 01 03 02 00 00 00 00 00
2-axled trailer 00 00 00 00
3-axled trailer 00 00 00 00
4-axled trailer 00 00 00 00
Appendix 2 Laboratory Results for subgrade material
CLIENT : MINISTRY OF WORKS AND TRANSPORT (MELTEC)
PROJECT : DESIGN OF A LOW COST SEAL FOR KISOZI-KIFAMPA ROAD (18Km) IN GOMBA DISTRICT
DATE : JULY 2019
SUMMARY OF RESULTS FOR SUBGRADE SOILS TESTED IN ACCORDANCE WITH BS 1377: PARTS 2 AND 4: 1990
Heavy
Percentage Passing Atterberg Limits
Compaction
Soaked CBR AASHTO
L/S SP GM
Location (% ) at 95% of GI Designation/group General Rating
(% ) (% ) (% )
Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve MDD OMC MDD, OMC classification
Sieve 50.0 mm Sieve 37.5 mm LL % PL % PI %
28.0mm 20mm 10mm 6.3mm 5.0mm 2.0mm 0.600mm 0.425mm 0.300mm 0.212mm 0.150mm 0.075mm Mg/m3 (% )
KEYS
LL : Liquid Limit OMC : Optimum Moisture Content SP : Shrinkage Product MC : Moisture Content
PL : Plastic Limit MDD : Maximum dry density GM : Grading Modulus CBR : California Bearing Ratio
PI : Plastic Index L/S : Linear shrinkage GI : Grading Index AASHTO : American Association of State Highways and Transportation Officials
BS : British Standards
CENTRAL MATERIALS LABORATORY
SUMMARY OF RESULTS FOR SUBGRADE SOILS TESTED IN ACCORDANCE WITH BS 1377: PARTS 2 AND 4: 1990
Heavy
Percentage Passing Atterberg Limits
Compaction
Soaked CBR AASHTO
L/S SP GM
Location (% ) at 95% of GI Designation/group General Rating
(% ) (% ) (% )
MDD MDD, OMC classification
Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve OMC
Sieve 50.0 mm Sieve 37.5 mm LL % PL % PI %
28.0mm 20mm 10mm 6.3mm 5.0mm 2.0mm 0.600mm 0.425mm 0.300mm 0.212mm 0.150mm 0.075mm Mg/m3 (% )
KEYS
LL : Liquid Limit OMC : Optimum Moisture Content SP : Shrinkage Product MC : Moisture Content
PL : Plastic Limit MDD : Maximum dry density GM : Grading Modulus CBR : California Bearing Ratio
PI : Plastic Index L/S : Linear shrinkage GI : Grading Index AASHTO : American Association of State Highways and Transportation Officials
BS : British Standards
CENTRAL MATERIALS LABORATORY
SUMMARY OF RESULTS FOR SUBGRADE SOILS TESTED IN ACCORDANCE WITH BS 1377: PARTS 2 AND 4: 1990
Heavy
Percentage Passing Atterberg Limits
Compaction
Soaked CBR AASHTO
L/S SP GM
Location (% ) at 95% of GI Designation/group General Rating
(% ) (% ) (% )
Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve MDD OMC MDD, OMC classification
Sieve 50.0 mm Sieve 37.5 mm LL % PL % PI %
28.0mm 20mm 10mm 6.3mm 5.0mm 2.0mm 0.600mm 0.425mm 0.300mm 0.212mm 0.150mm 0.075mm Mg/m3 (% )
KEYS
LL : Liquid Limit OMC : Optimum Moisture Content SP : Shrinkage Product MC : Moisture Content
PL : Plastic Limit MDD : Maximum dry density GM : Grading Modulus CBR : California Bearing Ratio
PI : Plastic Index L/S : Linear shrinkage GI : Grading Index AASHTO : American Association of State Highways and Transportation Officials
BS : British Standards
SUMMARY OF RESULTS FOR SUBGRADE SOILS TESTED IN ACCORDANCE WITH BS 1377: PARTS 2 AND 4: 1990
Heavy
Percentage Passing Atterberg Limits
Compaction
Soaked CBR AASHTO
L/S SP GM
Location (% ) at 95% of GI Designation/group General Rating
(% ) (% ) (% )
MDD MDD, OMC classification
Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve Sieve OMC
Sieve 50.0 mm Sieve 37.5 mm LL % PL % PI % 3
28.0mm 20mm 10mm 6.3mm 5.0mm 2.0mm 0.600mm 0.425mm 0.300mm 0.212mm 0.150mm 0.075mm Mg/m (% )
KEYS
LL : Liquid Limit OMC : Optimum Moisture Content SP : Shrinkage Product MC : Moisture Content
PL : Plastic Limit MDD : Maximum dry density GM : Grading Modulus CBR : California Bearing Ratio
PI : Plastic Index L/S : Linear shrinkage GI : Grading Index AASHTO : American Association of State Highways and Transportation Officials
BS : British Standards
DCP Results
UK DCP V3.1
DCP Section Properties Report
Project Name: BUFULUBI-KYANDO-BUYEMBA ROAD (5.6Km) IN MAYUGE DISTTRICT
Number of Tests: 23 Location: All Tests
Section Start End Length (km) Tests Parameter Maximum Minimum Mean SD 10th %ile
1 0.000 5.330 5.330 23 CBR (Base) % 0 0 0 0 0
CBR (Sub-base) % 91 13 42 24 14
CBR (Subgrade) % 50 12 40 12 27
SN 1.72 0.27 1.16 0.42 0.26
SNP 3.04 2.46 2.81 0.18 2.52
Surface Thickness (mm) 0 0 0 0 --
Base Thickness (mm) 0 0 0 0 --
Sub-base Thickness (mm) 455 87 288 100 --
Pavement Thickness (mm) 455 87 288 100 --
UK DCP V3.1
Tests Summary Report
Project Name: BUFULUBI-KYANDO-BUYEMBA ROAD (5.6Km) IN MAYUGE DISTTRICT
Section Start End Length (km) Tests Parameter Maximum Minimum Mean SD 10th %ile
1 0.000 17.780 17.780 73 CBR (Base) % 0 0 0 0 0
CBR (Sub-base) % 112 9 42 25 14
CBR (Subgrade) % 50 4 37 15 13
SN 2.27 0.13 1.00 0.54 0.19
SNP 3.15 1.27 2.70 0.32 2.27
Surface Thickness (mm) 0 0 0 0 --
Base Thickness (mm) 0 0 0 0 --
Sub-base Thickness (mm) 505 30 249 122 --
Pavement Thickness (mm) 505 30 249 122 --
UK DCP V3.1
DCP Section Properties Report
Project Name: KYERIMA -NAKASETA ROAD (4.0Km) IN KAYUNGA DISTRICT
Number of Tests: 18 Location: All Tests
Section Start End Length (km) Tests Parameter Maximum Minimum Mean SD 10th %ile
1 0.000 4.200 4.200 18 CBR (Base) % 0 0 0 0 0
CBR (Sub-base) % 37 8 16 8 8
CBR (Subgrade) % 50 9 31 16 9
SN 1.46 0.24 0.69 0.39 0.13
SNP 2.82 1.81 2.39 0.28 1.85
Report Date: 16-Jul-2019 Surface Thickness (mm) 0 0 0 0 -- Page 3 of 3
Base Thickness (mm) 0 0 0 0 --
Sub-base Thickness (mm) 443 71 222 101 --
Pavement Thickness (mm) 443 71 222 101 --
UK DCP V3.1
Tests Summary Report
Project Name: KYERIMA -NAKASETA ROAD (4.0Km) IN KAYUNGA DISTRICT
UK DCP V3.1
DCP Section Properties Report
Project Name: NYARUZIGATI-KYAPA-KITABU ROAD ROAD (3.3Km) IN KASESE DISTRICT
Number of Tests: 11 Location: All Tests
Section Start End Length (km) Tests Parameter Maximum Minimum Mean SD 10th %ile
1 0.750 3.250 2.500 11 CBR (Base) % 0 0 0 0 0
Report Date: 16-Jul-2019 CBR (Sub-base) % 38 14 25 8 14 Page 1 of 1
CBR (Subgrade) % 50 17 27 9 20
SN 1.95 0.56 1.31 0.38 0.55
SNP 2.91 2.30 2.59 0.20 2.31
Surface Thickness (mm) 0 0 0 0 --
Base Thickness (mm) 0 0 0 0 --
Sub-base Thickness (mm) 521 143 360 104 --
Pavement Thickness (mm) 521 143 360 104 --
UK DCP V3.1
Tests Summary Report
Project Name: NYARUZIGATI-KYAPA-KITABU ROAD ROAD (3.3Km) IN KASESE DISTRICT