KISII NATIONAL POLYTECHNIC

DEPARTMENT: BUILDING AND CIVIL ENGINEERING

COURSE: DIPLOMA IN CIVIL ENGINEERING

TITTLE: PROPOSED UPGRADING OF KISII NATIONAL

POLYTECHNIC ROAD FROM THE SCHOOL NOTICE
BOARD TO GATE B VIA THE SCHOOLS’ NEW
PLAYGROUND

AUTHOR: OMWANGE HEZBON ONGONO

INDEX NUMBER: 0010
PAPER NUMBER: 2707/305
SUPERVISOR: CASMIL
SERIES: OCT/NOV 2022

PRESENTED TO: KENYA NATIONAL EXAMINATION

COUNCIL IN PARTIAL FULFILMENT FOR THE AWARD
OF A DIPLOMA IN CIVIL ENGINEERING.

1
DECLARATION
I declare that this is my original project and it has not been submitted by anyone else to the Kenya
National Examination Council for an award of Diploma in Civil Engineering or any other related course
and whatsoever.

CANDIDATE NAME: OMWANGE HEZBON ONGONO

SIGNATURE……………………………………………. DATE……………………………………….

SUPERVISOR NAME: MR. CASMIL

SIGNATURE……………………………………………….
DATE………………………………………...

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DEDICATION
I would like to dedicate this project to FAMILY my parents, Mr. and Mrs. Ong’ono, my sisters Sylvia and
Jerriah and my brother Dominic for their moral and financial support they gave me gave me during the
undergoing project documentation. Also, not forgetting my lecturers and classmates for their technical
support and encouragement to keep me moving.

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ACKNOWLWDGEMENT
I would like to take this opportunity to thank Almighty GOD for the tender life and knowledge He has
gifted me since the beginning of my course. I direct my special thanks to my lecturer Mr. Casmil for his
helpful moments during writing and compiling of this project. Also, I give thanks and congratulations to
my fellow course mates who supported me throughout until completion of this project.

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ABSTRACT
In the collage, road performance measurement systems have not been effective and efficient leading to
failure in performance. The main objective of this presentation is to show the relationship before various
subjects covered and their application in the course.

The project report is implemented and designed by collecting data, analyzing and compiling it.

Despite being an KNEC requirement, this project will also be a reference material in the field giving
procedures on how to attempt some issues.

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Table of Contents

List of abbreviation………………………………………………………...5
1.0. INTRODUCTION……………………………………………………………………………………………………………….….6
1.1 Background information……………………………………………………………………………………………….………6
1.2 Problem statement…………………………………………………………………………………………………………...…6.

1.3 Research hypothesis………………………………………………………………………………………………………...….6

1.4 Objectives of the study………………………………………………………………………………………………………..6

1.4.1 Mainobjectives……………………………………………………………………………………….………………...…….6

1.4.2 Specific objectives…………………………………………………………………………………………………………..6

1.5 Justification of the study…………………………………………………………………………………………….………6

2.LITRATURE REVIEW…………………………………………………………………………………………………………………7
2.1Introduction……………………………………………………………………………………………………………………….…7
2.2. Recconaissance study…………………………………………………………………………………………………………8
2.2.1. Existing cross section………………………………………………………………………………………………………8

2.2.2. Road surface condition…………………………………………………………………………………………….…….8

2.2.3. Drainage…………………………………………………………………………………………………………………………9

2.2.4. Existing services……………………………………………………………………………………………………………..9

2.3. Recommendations……………………………………………………………………………………………………….……9

2.4. Topographical survey……………………………………………………………………………………………………..…10

2.4.1. Control survey……………………………………………………………………………………………..…………………10

2.4.2. Route survey…………………………………………………………………………………………………………….……10

2.5. Scope of work…………………………………………………………………………………………………………………..10

3.0. METHODOLOGY………………………………………………………………………………………..………………………11

3.1. Leveling…………………………………………………………………………………………………………………………..11

3.1.1. Fly leveling………………………………………………………………………………………………………..………….11

3.1.2. Profile leveling…………………………………………………………………………………………………..…………12

3.1.3. Plotting of profile……………………………………………………………………………………………….…………12

3.1.4. Plotting of cross- section………………………………………………………………………………………..........12

3.1.5. Working profile………………………………………………………………………………………………………….….13

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3.2. Curve design………………………………………………………………………………………………………………………13

3.3. Computation of volume of earthwork………………………………………………………………………….……13

3.4. Materials investigation and test results…………………………………………………………………..……….14

3.4.1. Soils……………………………………………………………………………………………………………….…..………….14

3.4.2. Materials for base and sub base……………………………………………………………………….……………14

3.4.3.coarse aggregates test results …………………………………………………………………………..……………15

3.4.4. fine aggregates test results………………………………………………………………………………………….…15

3.4.5. water for construction…………………………………………………………………………………………………..16

3.4.6.results of insitu materials investigation…………………………………………….………………….………..16

3.4.7. classification of alignment soils…………………………………………………..…………………………………16

3.4.8. results of materials for base and sub base……………………………….……………….…………..………16.

3.4.9. improved gravel test results and analysis…………………………………………………………………………16

3.5. Hard stones………………………………………………………………………………………………………….…………….17

3.6. Mix design…………………………………………………………………………………………………………………….……22.

3.6.1. DBM Mix design………………………………………………………………………………………………………………22

3.6.2.Asphaltic mix design…………………………………………………………………………………………………………22

3.6.3. Concrete mix design…………………………………………………………………………………………………..……22

3.6.4. sub base stabilization mix design………………………………………………………………………………….…22.

4.0.PAVEMENT AND GEOMETRIC DESIGN-------------------------------------------------------------------24

4.1.materials investigation------------------------------------------------------------------------------------------------25
4.2.Subgrade Evaluation--------------------------------------------------------------------------------------------------25
4.3.Improved Subgrade----------------------------------------------------------------------------------------------------26
4.4.Selected Pavement Structure----------------------------------------------------------------------------------------26
4.5.Geometric Design------------------------------------------------------------------------------------------------------28
4.5.1.General……….............................................................................................................................28
4..5.2.Topographical Survey---------------------------------------------------------------------------------------------30
4.5.3..Horizontal Alignment Design------------------------------------------------------------------------------------30
4.5.3.1.Design Speed-------------------------------------------------------------------------------------------------------30
4.5.3.2.Stopping Sight Distance (SSD)--------------------------------------------------------------------------------31
4.5.3.3.Passing Sight Distance (PSD)----------------------------------------------------------------------------------31

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4.5.3.4.Geometric Traffic & Choice of Cross-Section-------------------------------------------------------------32
4.6. Book of drawing………………………………………………………………………………………………………………………34

4.6.1. Road markings……………………………………………………………………………………………………………………..34

5.0. ACTIVITIES AND EVENTS………………………………………………………………………………………………………….34

5.1. DATA ANALYSIS AND RECOMMENDATIONS

5.6.Introduction--------------------------------------------------------------------------------------------------------------45
6.0.Bill of Quantities----------------------------------------------------------------------------------------------------------
8.0.APPENDICES----------------------------------------------------------------------------------------------------------65
Appendix I: Measurement Sheet----------------------------------------------------------------------------------------65
Appendix II:MDD----------------------------------------------------------------------------------------------------------67

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CHAPTER ONE

1.0 INTRODUCTION
The proposed road is located in Kisii National Polytechnic. The starts from the collage NOTICE
BOARD, runs across the FIRE ASSEMBLY point towards the schools’ new playground and the proceeds
to the UPPER GATE of the collage (GATE B). The road is under the maintenance of the Kisii National
Polytechnic administration. It’s also classified under the TVET programme.

1.1 BACKGROUND INFORMATION

The road from the school notice board to gate B via the school playground was proposed and started in
the year 2020by the school administration. This project is to satisfy my interest in making the road more
modern and efficient for use and effective to the school.

Since this isn’t the first phase of the road, I’m working to better the road to an advanced form from a
marram to cabro surface due to the regions climatic conditions.

I have been doing research over this project and with the school’s budget, I will prefer carbro surface
rather than using bitumen surface because it’s cheaper and the maintenance cost is low.

1.2 MAIN OBJECTIVES

 The NOTICE BOARD TO GATE B VIA KISII NATIONAL POLYTECHNIC PLAYGROUND

road will provide easy access to the school’s new playground field and upper gate for exit.

1.3 OTHER OBJETIVES

• The road will improve drainage systems in the compound hence reduce mud in the polytechnic
compound due high heavy rainy seasons in the region.

• The road will provide access to the new classroom shades (SHADE 1-5), schools new driving school
compound (ONOING CONSTRUCTION), the school garden and the school hotel square

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 1.4 RESEARCH QUESTIONS
• What is the soil bearing capacity of the area?
• Is the ground appropriate or convenient for the construction of the road?
• What will be the cost of constructing the road?

1.5SIGNIFICANCE OF THE PROJECT

This road will be constructed using cabro blocks.

This type of road is desirable because of the following reasons:

 The cabro blocks are durable hence long lasting

 The cabro blocks do not need special maintenance

 They are easy cheap to install hence low construction cost.

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CHAPTER TWO
LITERATURE RIVIEW
A road is a public way for purpose of regular pedestrian travel within a right of a way.
Broadways are also means of communication on land. This is not only include the modern
highway but also the city of streets, feeder roads and roads catering for wide range of vehicles of
all modes of communication and transportation i.e. railways, waterway, airways etc.

I would now like to briefly discuss roads in Kenya. Roads in Kenya are classified under two
systems including the rural road system and the urban road system: The rural roads are
categorized according to the function so that international trunk roads are in A class, secondary
roads are in Band C classes and the feeder roads are in D and E classes. The roads in class A are
constructed to cater for high speeds and therefore they have good geometries,The urban roads are
also classified according to functions and traffic volume. We have primary urban roads, such as
the Uhuru Highway in Nairobi, which carry high volumes of traffic and are therefore designed
tohigh standards; and we have District distributors like Jogoo or Juja Roadswhich carry high
volumes of traffic between the City Centre and theresidential areas. In addition to catering for
high traffic volume districtdistributors should also provide for non-motorized traffic.Then there
are access roads which basically serve environmental areasand which are designed to lower
standards in terms of speed but will providefor facilities for pedestrians, cyclists etc.A road
consists of a number of basic elements which the Road engineermust consider in design.

The following gives a summarized presentation of the basic elements;--

1. Layout

This is a representation of the road in plan form showing alignment in the horizontal plane in
addition to associated features like drains, culverts,bridges, footways, cycle ways, adjacent
structures like buildings etc.

In the horizontal plane a road will show the tangent sections, horizontal curves, alignment and
widths of lanes, and layout of junctions and intersections. Curves can be simple, compound,

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parabolic, transitional etc.Carriageway widths can be as narrow as 4.5m (i.e. 2 lanes) and can be
aswide as 15m (i.e. 5 lanes).Junctions and major intersections constitute a major component
inlayout alignment of a road especially in terms of design, In a ranking orderthere will be T-
junctions, Y-junctions, staggered-junctions, cross-roads,roundabouts, traffic-signal controlled
junctions, separated I grade intersectionsand sometimes a combination of some of these. Quite
ofteninadequately designed intersections are a source of road traffic-accidents,

2. Vertical Alignment.

This is the alignment form of a road in a vertical plane giving gradients downhill or uphill or
level gradient. There are also vertical curves that are involved in connecting the different
adjacent vertical grades. Vertical curve scan be simple or parabolic.

3. Pavement Structure

The pavement structure is a major road element which is designed to ensure that the vehicle
running on the carriageway does not sink into the pavement. This requires the knowledge of the
strength of road construction materials to be used, the required combination of these construction
materials, in addition to the strength of the natural ground (sub grade) upon, which the pavement
structure is to be built. Thus occurrence of cracks, distortions, potholes and other distress
features on road pavements indicate inadequacy of pavement structures.

4. Cross-section Elements

Cross-section elements of a road are seen when a vertical section is taken across a road reserve
showing the road and its associated elements. Such elements include:-

• Carriageway with the lanes

• The kerbs and channels marking the edges of a carriageway

• The footpaths adjacent to the roadway

• The verges planted with grass, flowers etc

• The Median for dual carriageway configuration

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• Side drains which could be earth drain ditches, concrete channels, Pipes, etc

• Extent of road reserve

• Side service roads if provided

• Cycle track if provided

• Pavement make up

5. Drainage Structure

As happens with most engineering works, the road structure has to beprovided with adequate
drainage. The drainage system comes in two forms thesurface or storm water drainage which is
normally provided at the edgesof the carriageway as side drains, and the surface drainage which
takes careof the internal drainage of the pavement structure. Inadequate drainage quiteoften leads
to early pavement distortions and deterioration eventuallyleading to failure.

6. Road Furniture

A road requires furniture in terms of road signs, traffic lights, etc to guidethe motorist to
minimize road traffic accidents.

CHARACTERISTICS OF ROAD TRANSPORT

 Are relatively cheap

 Are convenient
 Are used by busses, trucks, and cycle’setc.
 Road construction and maintenance i.e. requires less instruments compared to
other means.
 One is able to change lanes.
 It is cheaper for short distances.

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CHAPTER THREE

METHODOLOGY

SURVEY
I carried out survey work on the proposed site.
Field party involved
a) OMWANGE HEZBON
b) BOFACE SIRA JARED

2.1 RECOMMENDATION AND SELECTION OF STATION.

This is the initial visit that is made before any survey works starts, which aims in determining of
how best to arrange and conduct the survey.
- The site had few trees.
- There was also a permanent block next to it.
- We choose the best apparatus to use in working, dumpy level was used to take levels,
pegs were used to give the position.
2.2 LEVELLING.

This involves locating temporary benchmarks(TBM) which are inter-visible and heightening the
either using a dumpy level or a total station, levelling, setting out of culverts, taking road cross
section and determination of centrelines using a total station.

The back-sights, foresights, and elevations of benchmarks and turning points should be recorded
to the nearest 0.003m. Profile elevations of intermediate points are determined from "ground
readings" and thus the foresight readings and subsequent elevations should be recorded to the
nearest 0.003m.

The TBM height is used to obtain height of collimation to control all points along the chain
length during levelling according to the road design manual, right from the road foundation,

14
subgrades, sub base and base courses. The cross sections must extend a sufficient distance on
each side from center line to provide a view of the surrounding terrain.

Rod readings should be taken at equal intervals on both sides of the center line and at significant
changes in the terrain

The chainage is put in place with assistance of a total station machine. The machine is set on the
TBM or a free station where at least two benchmarks can be seen then its height entered, x and y
coordinates are feed into the machine. With the help of a programmable calculation coordinates
of any point of the road can be obtained.

Transfer of coordinates from a Kenyan bench mark is a temporary bench mark on site.
Instruments used
a) The theodolite
b) The levelling staff
c) Tripod stand
d) Reflector
e) Helmet
f) Tape measure and string
g) Mason squire
h) Pegs and mason hammer
We carried out the levelling exercise from generator house and installed our temporary
benchmark on a corner of a permanent building. Therefore, we went for the Kenyan benchmark
for verification and I found that I was right.
In each exercise the bookings were made in the levelling and field book and calculations were
done using rise and fall method.

2.3 CHAIN SURVEYING

Instruments used:
Optical squire, ranging rods, tape measure and a mallet.
2.3.1 PROCEDURE
We first established a baseline which ran across the site. We then selected survey station which
form a trapezium pattern based on the baseline.

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For each survey, line measurements were taken and offset distance to details taken by help of the
optical square and tape measure.
This process is continuous through the line and all the survey line system. The booking were
made-up in the field book showing measurements sketches and notes. Later plotting was done.

2.4 CONTOURING
This is the actual levelling on site with reverence to the temporary benchmarks on site showing
the use of contour.
2.4.1 INSTRUMENTS USED.
1. Theodolite
2.Tripod stand
3. Pegs
4. Levelling staff
5. Wooden mallet
6. Optical square
7. Ranging rods
8. Tape measure.

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SOIL MECHANISM

3.0 SOIL ALIGNMENT

Engineering properties of the soil along the proposed construction of Kisii National Polytechnic

Road from Gate B to Notice board road alignment was determined through the process of soil

investigation. This was done to enable the engineer to establish the type of soil and necessary

precaution in handling it. Testing of the material that is soil sample was done at the ministry of

road Kisii material branch.

3.1 SOIL SAMPLING

Trial pits were dug to obtain the samples of material along the alignment of proposed road. The

trial pits 1x1m deep were taken at chainage of 0+000, 0+100, 0+200. This was done at places

where soil profile is undisturbed. Below are some of the tools used to carry out operations.

i) Jembes.

ii) Spades.

iii) Fork Jembes.

iv) Polythene bags.

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3.2 LABORATORY TESTS.

The soil samples were taken to the laboratory and the following tests were done.

1) Compaction test (proctor method).

2) Consistency test.

3) CBR Test (4days).

All samples were quartered first before any test was taken. The amount of soil was taken as per

DS1377 and test carried out by the guidelines from road design manual specification.

3.3 PURPOSE OF SPOIL TESTING.

i) To determine the possible construction problem that may be encountered during

construction.

ii) To provide information for design of a safe and economical tarmac road.

i) To determine the suitability of the soil for the proposed project.

3.4 PARTICLE SIZE DISTRIBUTION (SIEVE ANALYSIS)

a) The soil was sieved according to BS1377.

b) The soil samples were mainly composed of fines.

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c) The curves plotted portages a U-shaped.

3.4.1 SIEVING ANALYSIS PROCEDURE.

a) A known weight of dry soil is placed on a set of sieves arranged according to their sizes in

descending order.

b) The sieves are the shaker for two minute with a sieve shaker.

c) The soil retained on each sieve is weighted; the finest sieve used in mechanical analysis is the

one corresponding to 0.75mm.

d) The result of grain soil analysis are presented in form of grain size distribution curve on a

semi-logarithm plot.

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3.5 PROCTOR TEST.

APPARATUS

a) Kara is.

b) Moulds.

c) Rammer of 2.5kg.

d) Weighing balance machine.

e) Straight edge.

f) Measuring cylinder.

PROCEDURE.

1) Sample which rifted on a portion is used for proctor test and weighed into a equal parts of

2.5kg.

2) A small sample is taken in moisture container, weighed and put in the even for moisture

content test.

3) Each sample 2.5kg part is mixed with different measured amount of water each at a time.

4) The sample is compacted in five layers in the Mould each layer receiving 25 blows which

were well disturbed by 2.5kg rammer falling freely.

5) After compacting the fifth layer, the collar of the mould is removed and excess material is

trimmed off using a straight edge after which it is weighed.

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6) When adding water, a small sample is taken in moisture content test container weighed

and put in the oven for moisture content test.

7) The procedure is repeated in other remaining 2.5kg samples.

CALCULATION.

Moisture content of the soil shall be calculated as a percentage of dry soil mass from the

equation.

W = M2 – M3/M3-MI X100

Where M1 = Mass of the container.

M2 = Mass of the container + wet soil.

M3 = Mass of the container + dry soil.

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3.6 DETERMINATION OFG LIQUID LIMIT TESTS.

APPARATUS

i) Flat glass plat

ii) Two palette knives.

iii) Cone penetration.

iv) Steel cylindrical cup.

v) Wash bottle.

vi) Evaporating dish.

PROCEDURE.

1) At least 200g of material passing through 425mm BS is sieved and mixed thoroughly

with water on the glass plate is palette knives.

2) The paste is allowed to stand in air tight container at least 24hrs to allow water

penetrating the soil mass.

3) Sample is the removed from the container and mixed for 10 minutes.

4) Mixed soil is pushed into cup with palate knife taking care not to trap any air excess

sample shall struck of believed edge to give smooth sample surface.

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The cone is lowered first for touch the surface of soil and then leased to penetrate the soil and

reading noted to 0.1mm.

5) Difference between the reading at the beginning and end of the test shall be recorded.

RESULT.

Moisture content correspondent to a cone penetration of 20mm shall be taken as liquid limit

of the soil and shall be expressed on whole number.

3.7 GRAVEL GRADING.

AIM.

It Aim at establishing the particle size in sample that will enable its classification.

APPARATUS

i) Sieves to BS 20mm, 14mm, 10mm, 5mm, 1mm, 0.425mm and 0.075mm.

ii) Measuring cylinder.

iii) Weighing balance.

iv) Sodium meta- phosphate.

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PROCEDURE.

i) A sample from the field is sieved through the 20mm BS sieve whereby it should not

be more than 500g.

ii) Then it is soaked in 100ml of distilled water mixed with 2g of sodium meta-

phosphate for 24hrs.

iii) Then soaked sample is wet sieved through 0.75mm sieve so as to wash out all the silt

dust.

iv) The sample is even dried for 24hrs.

v) The dried sample is then sieved through a sieve of BS sieves of 20mm, 14mm, 10mm,

5mm, 1mm, 0.425mm, and 0 075mm each must be retained in each sieve being

recorded.

vi) The results are then tabulated in the graph.

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CALCULATIONS

Calculations are determined

Uniform coefficient CU= D60/D10

If CU is less than 3 then the soil is uniformly graded.

If CU is less than 4 then the soil is either gravel or crap graded.

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3.8 CBR TEST (4 DAYS SOAK)

AIM
The test is to determine the California bearing ratio for the design purpose.
APPARATUS

I) Steel mould

II) Base plate and collar

III) Loading frame

IV) Calibrated mixing ring

V) Dial gauge

PROCEDURE

I) Sample of the CBR is weighed into their past of 3 Kgs.

II) With obtained amount of optimum moisture content from the proctor, the sample is one

at a time mixed with water.

III) The mixture is put into the mould and compacted using static compaction in 3 layers.

IV) The mould is weighed before doing the compaction after compaction, its weighed and

well measured after its immersed in water for 4 days then swell is also measured.

V) The moulds are penetrated using the CBR machine and dial recordings are recorded.

VI) The CBR is calculated using the ring factor of the dial machine.

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3.9 SHRINKAGE LIMIT

This is the test which tries to give the rate at which the soil shrinks after it has been introduced to

dry condition.

PROCEDURE

i) Soil passing through 0.425mm BS sieve is used.

ii) Sample is placed in glass plate and mixed with distilled water using the pallet knives until

it becomes a thick homogenous paste.

iii) Its then allowed to stand in air tight container for about 24 hours to allow water to

penetrate through the soil.

iv) Sample is removed from the container and mixed for 10 minutes.

v) Some is pushed carefully into the cup with the pallet knife taking care not to trap the air.

vi) Excess soil shall be struck off by straight edge to give smooth surface.

vii) The one is allowed to penetrate soil, at reading between 19.5-20.5mm the paste placed in

mould and beloved.

Viii) It is then air dried and placed in an even to dry faster.

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CALCULATIONS

Shrinkage limit= Initial sample length – final sample length

True length

To get shrinkage in percentage, then the above result is multiplied by 100%.

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3.10 PLASTIC LIMIT TEST

The test gives limit of moisture a5t with the soil stops behaving like a plastic and starts behaving

like a solid.

APPARATUS

i) Pallet knife

ii) Flat glass plate

iii) Wash bottle

iv) Moisture container

29
PROCEDURE

i) Sample passing through 0.425mm BS sieve is mixed with water in a glass plate using

pallet knife until it becomes a thick homogenous paste.

ii) Paste is allowed to stand in the air tight container for about 24 hours to allow water

penetration.

iii) Sample is placed on a flat glass for some time in an open air.

iv) Small sample are taken afterwards and rolled into tread like pieces of 3mm thick some

pieces break and their moisture content is measured.

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4.0 PAVEMENT DESIGN.

There are two types of pavement classification which are;

i) Rigid pavement.

ii) Flexible pavement.

The pavement design has to be done, for the contractor to know the standard design that is

appropriate for the proposed road. For the rigid pavement its done by laying down slabs of

concrete designed to carry and distribute the load effectively through the road foundation. The

stresses caused by loading and temperature are catered for by use of joints.

Flexible pavement constitutes the layer systems of materials arranged in an orderly manner each

layer having the specified thickness. The profile is as follows.

.....…………………………………
Wearing course.
////////////////////////
Base course.
,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
Sub-base course.
;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;
Sub-grade.

31
 The functions of each layer on the road.

i) WEARING COURSE.

a) It reduces the penetration of water into the base course which causes potholes.

b) It resists the abrasive forces of traffic.

c) Provides the uniforms surface for the traffic.

ii) BASE COURSE.

Its functions is to receive and transmit the load to the sub-base.

ii) SUB-BASE.

a) Provides additional help in the load distribution.

b) prevents the inclusion of fine-grained road bed soil into base course.

c) Aids the drainage of free water that might accumulate below the pavement.

The proposed KNP road from notice board to gate b. Will constructed using

Flexible pavement that is expensive creating a realization that has a lower flexural strength.

To help increase the flexural strength much attained is design takes the necessary precautions to
avoid failure of the design road.

4.4 Paving Equipment

a) Rollers

32
  Pneumatic-Tired Roller
 Vibratory Roller

a. Rollers
We used two types of rollers for compaction of the asphalt concrete: Pneumatic tire roller and
vibratory roller. A pneumatic tire roller had rubber wheels tires while the vibratory had steel
wheels. The roller had to make 8 passes per each section so as to meet the required compaction.

4.5. FACTORS AFFECTING PAVEMENT DESIGN.

The factors include.

i) Climate factors

ii) Soil and drainage.

iii) Traffic factors which enables for the classification of the road which in this case the

proposed road is a cabros road.

4.6 SUB- GRADE.

For the pavement to be standard for it to suit the proposed Kisii National Polytechnic road from

notice board to gate b, the soil tests were carried out as discussed in chapter four. These tests

helped us to know the Calfornia bearing ratio (CBR) for various types of soils existing along the

road alignment (CBR) helps in determining sub-grade bearing strength.

33
4.7 THE TABLE OF SUB-GRADE BEARING STRENGTH CLASSES.

SOIL CLASSES CBR

SI 2-5
S2 5-10
S3 7-10
S4 10-18
S5 15-30
S6 30

Sources report NO 345 survey of Kenya sub-grade soil.

Considering the above classification of soil, the representative samples as tests in the lab can be

classified as.

SAMPLE NO CBR SOIL CLASS.

A 2-5
B 5-19
C

4.8 CLASSIFICATION OF SUB-GRADE MATERIALS

Materials for sub-grade can further be classified to give them different type of names as base on

bearing strength.

The table below indicates the different material in Kenya.

TYPE OF MATERIAL BEARING STRENGTH ATOMIC STANDARDS

CLASS AFTER FOUR
DAYS OF SOAK.
Black cotton soil. S1 S5
Micaceous silt (decarprock) S2 S3
Other reburial silt S2 S4

34
 (decarprock)
Red friable clay. S3 S5
Sandy clay on volcanic S3 and S4 S5
Sand pumice soils S3 and S4 S5
Silty loams organious and S4 S5
granite.
Calcareous sandy soils S4 S5
Clay sands or basement S4 and S5 S5
Dune sands S4 S5
Coastal sand S4 S5 OR S6
Weathered lava S4 and S5 S4 OR S5
Quadratic gravel. S4 and S6 S4 OR S5
Calcareous gravels. S4 and S6 S5 OR S6
Lateritic gravels S4 and S6 S6
Coral gravels S4 and S6 S6

From the above classification;

Sample A

Sample B

Sample C

From the analysis of CBR results from the representation soil samples indicates the soil type.

35
 I.9. DETERMINING THE SUBGRADE STRENGTH.

The materials shall be completed at 3 different levels of compaction after a sample of moisture

content expected at a time of in-situ has been molded.

At every level of compactions CBR shall be measured immediately on soaked specimen. The

soaking will take four days and the amount of water absorbed during soaking shall be measured.

4.9.1 SUBGRADE COMPACTION.

The compaction requirement will be as follows;

In cutting where the soil will comply with S4 class the upper 300mm of the subgrade will be

compacted to a dry density of at least 100% MDD. In standard compaction effort. In areas with

S1 class soils an improved sub-graded will be considered and in this cutting the upper 150mm pf

the subgrade layers shall be compacted to at least 100% MDD at standard compaction effort the

improved subgrade should be compacted to a dry density of 100% MDD at standard compaction

effort.

The improved subgrade should be compacted to a dry density of 100 % at base (MDD) in

standard compaction effort. The maximum compacted thickness which will be paid, processed

and compacted at one time will be 300 mm. The moisture content can be adjusted so that the

required relative compaction is obtained. The moisture content should not exceed 100% (OMC).

36
4.9.1 ESTIMATING THE SUBGRADE MOISTURE CONTENT

The estimation depends on;

i. Depth of water table

ii. Permeability of the pavement materials

iii. Permeability of the soil

iv. Topography and drainage

v. Type of the soil

vi. Local climate

The moisture content recommended for the subgrade and CBR test carried out is taken as 25.6%.

4.9.2 DETERMINATION OF SUB-GRADE DESIGN STRENGTH.

Since kisii national polytechnic road from notice board to gate B is situated in kisii where the

climate conditions are the same therefore, the mean annual rainfall is of 88.9mm. The sub-grade

strength is therefore, determined based on the CBR measured after four days soak, which is

adopted as 13.6 from S4 soil recommended for sub-grade.

37
4.9.3 SUB-GRADE REQUIREMENT.

The requirement of sub-grade materials are as follows:-

i) CBR at 100% MDD (Standard compaction) and for day soak should be more than 5.

ii) Swell at 100% MDD (standard compaction) and 4days soak of less than 2%.

iii) Organic matter (percentage of weight) of more than 3%.

4.9.4 IMROVED SUB-GRADE.

The sub-grade should be improved for the following reasons.

i) To increase the bearing strength to effectively support the pavement.

ii) To facilitate the movement of traffic.

iii) To permit the proper compaction of pavement for the soil.

Encouraged in proposed Kisii National Polytechnic Road from notice to gate b the representative

sample soil A is regarded to be very weak and will be improved for the reasons stated above.

This will be made class S4 which is close. S3 soil will also be improved to S4 by placing a class

S4 Soil will be as illustrated in table below as per the road design manual part III.

Maximum thickness of improved sub-grade required.

STRENGTH IMPROVED SUB- NEW CLASS OF

38
 CLASS OF GRADE SUB-GRADE
NATIVE SUB- BEARING
GRADE STRENGTH
Material strength Min thickness Atomic standard
required (mm)
S1 S2 400
S1 350
S4 425
275
325
240
S2 S3 300
S4 200
S4 350
300

S3 S5 150
350
Since the soil on site is S1 this need to be improved by S4 class and the minimum thickness

from table above can therefore be taken as 450mm for improved sub-grade forming class S4.

4.9.5 DESIGN PRINCIPLES.

4.9.6 THICKNESS AND MATERIAL CHARACTERISTICS.

This depends on the various types of pavement materials which are deemed suitable for various

pavement types. These materials exhibit different characteristics. This is shown later.

39
.5 THE STANDARD PAVEMENT.

Considering the climatic factors, sub-grade materials and traffic class of the proposed kisii

national polytechnic road from notice board to gate b deemed suitable for the purpose of this

design are 3, 7, 8, and 9.

4.9.7 ECONOMIC COMPARISON.

The pavement structure type 3 is fairly economic but materials for sub-grade require treatment

and some degrees of flexibility. The pavement has insufficient strength and poor resistant to

action of base materials. In case base material are made rigid there is a tendency of overdressing

and cracking of the base and thus the failure. Structure type 7 is considered suitable whereas

gravel suitable for base is available. Pavement structure type 8 is advantageous because the

graded crushed stones are more easily compacted on base and sub- grade material encountered

for the technicians economic and sub-grade materials encountered, pavement structure type has

been chosen for the purpose of this designing.

Graded crushed stone class B (160mm). This type of pavement will assume a cross section as

illustrated below.

Wearing course
Base course
Sub base
Sub –grade.

40
The selection pavement material has highly been influenced by availability of materials locally

and economy of using such material. The material selected to be used as sub-base material

according to pavement type of graded crushed stone. This is abundant in many parts of the

country regarding the class T3 road and the alternative pavement type B chosen. The stone class

required shall have granules of 0/60. This shall follow under the minimum thickness 0/40 and

150mm (0/60) laying shall be done using graders after the material has been tipped by tipper.

4.10.1 COMPACTION.

i) Specific gravity.

a) Average dry density min 82% s.

b) No movement under steel wheeled roller applying at least 500kg/m width of roll.

c) compaction moisture content between 80% and 105% OMC.

ii) Dry density.

a) Average dry density min 96% MDD.

b) No result below 94% MDD.

c) This is in reference to the MDD vibrating hammer method.

41
4.10.4 DESIGN SPEEED.

This majority consider the safety and efficiency this junction. Due to this economy as stipulated

in design manual part iii. This shall be more than 20km/hr higher than the average speed for

KISII NATIONAL POLYTECHINC ROAD FROM NOTICE BOARD TO GATE B should be

30km/hr.

4.10.5 DESIGN REQUIREMENT.

The following are the design requirement of the junction.

i) Economy.

Apart from the initial costs of constructing such KNP road designed, the loss of lives personal

injuries accidents will be minimized by taking into consideration all the necessary precautions.

ii) Visibility.

Ensure that the road approaches can be read visibly provision of visibility displays and angle of

intersection between the major minor road should be made to be between 70 degrees.

iii) Capacity.

The use of traffic lights has not be considered due to economy and nature of traffic therefore the

volume that is not balanced on uncontrolled operation will be assumed. This operation will

therefore depend upon frequency of which occurs naturally between vehicles in main roads flow.

42
4.10.6 JUNCTION DESIGN PROCEDURE.

a) Data collection.

To ensure a safe economic and geometrical satisfactory design the following data were

considered and obtained as below. A plan showing all the topography details was drawn after

conducting Tachometry.

b) Major road.

The design speed for the junction is 30km/hr where traffic volume and density are considered.

c) Selection of basic junction layout.

Since the both roads being connected are single lanes then taking the gap value of 7 seconds a

layout was illustrated as below. This has been done through table adopted from design manual

part 1.

4.10.7 TRAFFIC LIMITATION.

For the traffic class T3 pavement type 9B generally required shall be 0/40 construction

procedure. The minimum thickness of compacted layer shall be 125mm while laying shall be

done by pavers. All of them are illustrated on the table below.

43
4.9 GRADING AFTER COMPACTION.

SIEVE % BY WEIGHT PASSING

50 100
37.5 90-100
28 75-95
20 60-90
10 40-75
5 30-65
2 20-45
1 15-45
0.425 10-26
0.075 4-12

5.10 STONE REQUIREMENT.

STONE CLAYS A B C
LAA MAX 30 40 45
LCV MAX 25 30 32
SSS MAX 12 12 12
FT MAX 25 30 30
CR MIN 100 80 80
5.0 DRAINAGE SYSTEM DESIGN

To avoid the flooding, the drainage system which may interfere with the pavement, the system

should be well centered.

At junctions and intersection point circular culverts at a 3% cross fall.

ADVANTAGES OF OPEN SIDE DRAIN

i) Easily maintained

ii) Cheap and economical

iii) Easily designed

44
5.2 CHANNEL DESIGN

A trapezoidal open channel is to be used.

The most economical trapezoidal section was used.

Where D = Depth

B = Breath.

ln = side slope.

Side slope = 1
n
X=1:n

X = nD

Section above area ½ x D (2B + 2nB)

= ½ x D ( 2B +nD)

= D( n + nD)

45
Therefore, B =A/D -nD

P = A/D –nD+2D n^2+1

P =AD-1 –nD+2D n^2+1

dp = AD^-2

dD=n+ n^2+1

Therefore, DP=D-2(B+nD)D-D+2 n^2+1

for maximum area.

Dp/dD = 0

( B+nD)D-n+2 n^2+1 =0

(B+nD)D=-n+2 n^2+1 =0

Dp/dD+nD=D n^2+1

Top width = B+B2^nd.

2B+2n^nd.

2 length of slope side.

46
Restriction.

Radius of the hydraulic (m) = Area/Wetted perimeter.

D(B+nD)

B+2(D n^2+1 )

= 2d^2 n^2+1.nD^2

4D n^2+1-nD

Trapezoidal channel.

Side ditches and run-off formulae.

Q =0.278CIA.

Where, A= AreaKM2.

I = rain intensity.

C = coefficient of discharge.

Surface type/rural area. Coefficient of discharge

Concrete pavement 0.3 - 0.9
Asphalt concrete 0.6 - 0.8
Gravel rock way shoulder 0.4 – 0.6
Bare earth 0.2 – 0.9
Slip grassed area (2:1) 0.1 – 0.3
Residential with 30% area impervious flat 0.40
Residential with 60% area impervious flat 0.55
Residential with 50% area impervious flat 0.65

47
 (moderate steep).
Built up area with 70% area ( moderate 0.80
steep)
Source; Highway Engineering by Pro. Gichaga.
As coefficient of 0.9 has been used for the proposed construction of Kisii Nation al Polytechnic

Road from notice board to gate b.

Hydraulic design

Discharge calculation

In calculating discharge elements.

From Chezy’s formula

V=C Mi

Where,

I = Hydraulic gradient.

M = Hydraulic radius.

C = discharge coefficient.

V = discharge velocity.

Discharge Q = A x V

48
Area = ½ D(B+ND+B)

Getting the coefficient of roughness for velocity we use the table below.

Surface N
Clean smooth stone/wood 0.010 – 0.017
Rubber masonry 0.017 – 0.030
Smooth earth 0.025 – 0.040
Irregular rock 0.035 – 0.045

Source. Fluid mechanics by JF douglas.

n= 0.017

From manning’s formula.

V= M2/3 I1/2
N
Where Hf = difference in height.

Io=total distance.

I=hf/io=slope.

M = D/2

n=coefficient of roughness.

49
6.0 RAINFALL INTENSITY.

Bare the ground area = 3x1200 =3.6 x 10^-3km^2

1000000
Shoulders =3 x 1200 = 3.6 x 10^-3km^2
1000000

Carriage way = 7 x 1200 = 8.4 x 10^-3km^2

1000000
Discharges.

From rational formula.

Carriage way

Q1 = 0278 x 8.4 x 10^-3x 130 x 0.9

= 0.273m^2/s

Q2 = 0.278 x 0.9 x0.0036 x 130

= 0.117m^3/s

Q3 = 0.278 x 3.6 x 10^-3 x130 x 0.9

= 0.117m^3/s

Total discharge = 0.273 + 0. 117 + 0.117

= 0.507m^3/s

50
But discharge.

Q=A xV

A =2D^2 1 +n^2-nD^2

Velocity V = im2/3
n

0.507 = 2D^2 1-4 -2D^2x Im2/3I1/2

N
0.507 = 247 x 2D^2 x 0.1410 2/3
0.017 x2 2/3
D=3 0.507^8
12.886
= 0.297M.

130
100 x 0 297
Diameter = 0.386
B1 = 2D 1 + n^2 – 2^ND
= 2 x 0.386 ( n + 4) 2 x 2 x 0. 386.
= 1.726 – 1.544
= 0.1822m.
B2 (top) = B1 + 2 ^ ND

0.1822 +(2 x 2 x 0. 386).

= 1.726m.

51
For the proposed channel at the area.

B1D + N^D2

= 0.1822 x 0.386 + (2X)^0.386^2

= 0.84233M^2

Q=A XV

V = Q/A=0.507/0.84233

= 0.602M/S

With the Engineers respective measurement

B1 = 900MM

B2 = 2500MM

B3 = 500MM.

Area = BN + N^D2

= 0.9 X 0.5 + 2 X 0.5

= 1 45m2.

Velocity ( 1 = 4%)

52
Using manning’s formulae.

V = -X

1 x D1/3
0.017 2 x( 0.004) ½

= 1.4696m/s
1.4696m/s >0.602m/s
Therefore, there will No over flow hence the design is okay checking for discharge Q.
Q=AxV
= 1.45 x 1.4696
= 2.13092m3/s.
= 2.13092m3/s > 1.093m3/s.
This show adequacy discharge determination.

6.1 GULLEY’S OF THE ROAD.

a) these consist of a graded cover covered in the underground pipework.
b) they will be precast with the surrounded masonry block and they will be constructed along the
road shoulders where the road is a bit lower than the carriage way for efficient drainage.
c) from highway Engineering vol 2 by O’flahastry the impermeable area to be served one gulley
is taken as 200m2.
Area = WS/2, where,
s = gulley spacing
w = width of the carriage way.

53
2 x 200mm = 7 x spacing x 2
2
400 /7 = 7/7 x spacing

Spacing = 57.143mm.

Taking 60m a part.

Gulley number is

Road length + 1
Spacing

228 +1 = 4 Gulleys
60

6.2 CULVERTS.

At junction there are pipes situated along the road to enhance the run off flow. The

recommended size are 900mm, 600mm, 50mm.

54
These will be put at chainages of 0 +040, 0+080, 0+113 and 0+200. And this are places where

there are Guard rails, Decking , Approaches, Abutments and Foundation.

6.5.1 BOX CULVERT DESIGN.

These will be provided at 0+040 assuming that pst =230N/mm2, pcb = 7N/mm2, density of

concrete = 2400kg/m^3.

The leading load bearing 12tonnes =10kn/m.

6.3 SLAB DESIGN.

Load factor method.

Longer span ly = 10 x 1000 = 10000mm.

Shorter span ix = 3000mm.

Slender ratio r = ly/lx = 10000/3000 =3.33.

3.33>2.

Design as one way slab.

Depth = 3000/30=100mm.

Try slab of 200mm depth.

55
Assuming y 20mm diameter and 25mm cover.

d1=d-2i/2-cover.

200 -20/2-25 = 165mm.

6.3.1 LOADING.

Self- weight = 1x 1 x 0.2 x 2400 x 9.81/1000

= 4.7088kn/m.

Imposed loading = 120kn/m.

Total loading 4.7088+120 = 124.7088KN/M.

LOAD ON SHORTER SPAN.

WX = wr^4 , but r = 1.333

1+r4

Now,

Wx = 124.7088x 3.333^4
1 + 3.33^4
123.70673KN/M.

56
LOAD ON LANGER SPAN.

Wy = wx/r^4 = 123.70673/3.333^4

= 1.002KN/M.

BENDING MOMENTS ON SHORTER SPAN.

B.M = WL^2/8

= 123.70673x 3^2/8

= 139.17KM/M2

BENDING MOMENT OF LONGER SPAN.

B.M = WL^2/8 = 1.002 x 3^2 /8

= 1 12725KN/M2.REINFORCEMENT.

Mr = pst ast la

La = d1 - 3PstAst
4Pcb x b
= -165 – 3 x 230 x Ast
3x 1000 x 7
= -165 -0. 0246Ast

Ast = Mr/fstla.

57
Ast = 123.70673 x 10 ^6
230 (165 – 0.024Ast)
Ast (37950 – 5.658Ast) = 123.70673 x 10^6

X = -b + - 37950^2 – 4 x 5.658 x 13.70673 10^6 x 6.38

2x5
= 37950 + 65115.3338 = 2400.613mm2
11.316
Provide Y20 diameter bars @125mm spacing ( Ast = 2510mm)

7.7 CHECK FOR MOMENT RESISTANCE.

Mrc = pcbbdi^2
4
= 7 x 1000 x 165^2
4
= 47643750Nm.

Pg. 101

= 47.644KNM.

Mrc = 47.644KNM < Mr = 123.70673KNM

The section is ok.

58
6.7.1 CHECK FOR MOMENTB OF RESISTANCE IN STEEL.

Mr = Pst Ast la.

= 230 x 2710 (165 – 0.02436 x 2510)

= 59.61KNM.

B.M = 123.7067KNM > MR Steel =59.61KNM.

Section is ok.

Provide concrete class (1:2:4)

7.0 ROAD FURNINURE.

a) controlling traffic.

b) warning on the limits of spread.

The following road furniture will be at the proposed Kisii National Polytechnic road from notice

board to gate B.

i) Road signs.

ii) Road markings

The following information will be included

i) Informatory signs

59
 ii) Prohibitory signs

iii) Warning signs

7.2 ROAD SIGNS.

The proposed construction of Kisii National Polytechnic Road from noticeboard-playground

access road .

7.2.1 WARNING SIGNS.

a) showing lecturer rooms and workshops

b) showing sharp bends

7.2.2 INFORMATORY SIGNS

They are positioned at the junction and they indicate the name of the road.

7.2.3 PROHIBITORY SIGNS

They indicate the speed limit and even cautioning other drivers to slow down.

7.3 ROAD MARKINGS

These are the points which will be used on proposed KISII NATIONAL POLYTECHNIC

60
ROAD FROM NOTICEBOARD TO GATE B

i) Yellow paint – which will be used to mark the road centerline.

ii) White paint- will be used to mark the road kerbs for the pedestrian to cross.

7.4 KERBS AND PCC CHANNELS.

For extra production of the road from piling of PCC blocks shall be aligned to assist in marking

the and of the carriage way.

7.5 GUARD RAILS

Where there are hazards guard rails are provided to help pedestrian and motor bikes incase the

ivose control.

7.6 ROAD FURNITURE

The drawing of schedule are shown on the drawing and placed at respective chain ages.

7.7 ROAD SIGNS ERECTION.

The importance of the feature will determine whether the road sign will be erected at the left or

the right with their blades being 500mm high and well welded to the post.

61
SUMMARY

The proposed construction of kisii national polytechnic road from gate b to notice board will be

placed appropriate signs newly put like informatory signs like for direction prohibitory signs for

speed limit and hazard demarcation e.g. the guard rails.

62
MEASUREMENT, ESTIMATION AND COSTING.

63
CALCULATION SHEET NO: ………………………………….
PROJECT: PROPOSED CONSTRUCTION OF KNP NOTICEBOARD-GATE B ROAD
PREPARED BY:
………………………………………………………………………………………………………
……………
ITEM

64
BILLING PAPER.
BILLING PAPER NO: ………………………………….
PROJECT: PROPOSED CONSTRUCTION OF KNP NOTICEBOARD –GATE B ROAD
PREPARED BY:
………………………………………………………………………………………………………
…………
DATE: ………………………

ITEM DESCRIPTION UNIT QUANTITY RATE KSHS CTS

65
9.0 SITE ORGANIZATION

9.1 INTRODUCTION

Site organization helps to minimize time wastage during construction period of any project being

carried out. It also assists in selection of plant to be hired or bought to maximize the output. It

also helps the contractor to the order of carrying out of work i.e. which event comes after the

other and even also helps to determine the period of each event.

9.2 WORK PROGRAM

Work program may assist in guiding on the activities to be executed at all specific time whereby

the operation is based as a contract program which shows or indicates the program to be

followed during the pretender stage i.e.

i) The contraction process

ii) Labor requirements

iii) Plant to be employed

66
In the success of this work program the personnel assisted in guiding its preparation

i) Lecture in change

ii) Head of department

iii) My fellow students

9.3 METHOD STATEMENT

This method statement consists;

i) Plants required for the project

ii) Labor requirement

iii) The sequence of operation to be employed

iv) The process involved in each project

v) The kind or type of operation to be carried out.

67
 TABLE OF METHOD STATEMENT.
NO OPERATION OPERATION SEQUENCE PLANT REQUIRED LABOR REMARKS
REQUIRED
1 Site clearance Clear all the bushes under No plant required Two laborers
preparation growth trees, tree stems and
permanent house
2 Site organization Construct the site limits and No plant required 2 skilled
offices laborers,
10 unskilled
laborers
3 Levelling Take levels at all the necessary Pump level staff, Expert,
points Tripod stand Banksman
4 Top soil Excavate the top soil depth not DBC Operator,
excavated exceeding 150mm Banksman
5 Excavation Excavate to cut and fill all
depressions to form a uniform
gradient ready to receive the
sub-base
6 Lying the Lay and compact the sub-grade 3tippers, 3drivers,
subgrade and in 3 layers. Level the carriage to 1grader, 6operators,
levelling a cross fall of 2.5%both sides 1roller 6labourers
and 4% fall to shoulders
7 Lying the Excavate trenches to the 1mixer, 2operator,
subgrade of the required depth laying the base 1roller, 1driver,
culverts and all of the culvert pipes. 1tipper 8 laborers
the necessary Constructing the head walls and
work for wings to culvert pipes. Filling
constructing the the subgrade and compact.
lead wall and
wing wall
8 Side slab Excavate the surface 150mm 2tippers, 2drivers,
construction maximum depth 1grader, 2operators,
1roller 5laborers
9 Laying the sub- Spraying the surface with 3tippers, 2drivers,
base water. Laying and spreading the 1grader, 2operators,
sub-base compacting the sub- 1roller 5laborers
base to the required density
10 Laying of the base Lay the base and compact to 1power, 3drivers,
satisfaction to the required level 1tipper, 2operators,
1grader, 8laborers
3rollers

68
 Actual number of days required for the project.
(280-80) days
=200 days
Project work for the proposed construction of kiss national polytechnic road from notice board to

gate b.

Summary of method statement.

NO ACTIVITY DURATION(WEEK)
1 Site clearance 2
2 Site organization 2
3 Levelling 2
4 Top soil excavation 2
5 Excavation 9
6 Laying of the subgrade and levelling 2
7 Laying of culverts and necessary 9
construction
8 Side slab construction 2
9 Laying of the sub base 1
10 Laying of the base 1
11 Laying of the surface 2
12 Side drain trench excavation 1
13 Side drain construction 2
14 Ancillaries and landscaping 2
15 Departing the site 1

69
APPENDIX ONE

SIGNS AND ABBREVIATIONS

M.C moisture content

O.M.C optimum moisture content

M.D. D maximum dry density

A.A.S.H.T. O American association of state highway and transport officials

L. A. A loss Angeles abrasion

A. C. V aggregate crushing value

F. I flakiness index

P. I plasticity index

L. L liquid limit

C. B. R California bearing ratio

L. G. V light good vehicles

M. G. V medium good vehicles

H. G. V heavy good vehicles

70
O overheads

P profits

(O+P) overheads and profits

B. S back sight

I.S intermediate sight

F. S fore sight

R. L reduced levels

B. M bench marks

71
REFERENCE/BIBLIOGRAPHY.

During writing up the following texts were referred. Element of the project, the following texts

referred.

i) Metrological department C.R.S kisii branch.

ii) Civil Engineering standard method of measurement CESMM.

iii) Central bureau of statistics (CBS).

iv) Civil Engineering quantities by iron seeley.

v) Fluid mechanics by J.F Douglas.

vi) Highway Engineering professor Gichaga.

vii) Element of quantity surveying by J. Willils, Frics and Christopher

viii) Road work theory and practice C third edition by Arthur Wagnall, peters Hendricks,

ray ancill.

ix) Road design by ministry of roads and public works (roads department)

x) Site surveying and lowering by john clancy

72