DCP Testing For Low Cost Rural Roads

RO U G H T O N
In association with THE UNIVERSITY OF BIRMINGHAM and THE UNIVERSITY OF NOTTINGHAM
Report IV Field Trials using the Modified DCP Apparatus
Appropriate and Efficient Maintenance of Low Cost Rural Roads
Report IV Field Trials using the Modified DCP Apparatus

February 2000
The University of Nottingham School of Civil Engineering University Park Nottingham NG7 2RD United Kingdom www.nottingham.ac.uk/p&g
Roughton International. 321 Millbrook Road West Southampton SO15 OHW United Kingdom www.roughton.com
University of Birmingham School of Civil Engineering Edgbaston Birmingham B15 2TT United Kingdom www.bham.ac.uk/CivEng/
February 2000
Department for International Development Knowledge and Research (KaR) Programme Project Title: Appropriate and Efficient Maintenance of Low Cost Rural Roads
DFID Project Reference: R6852 Subsector: Theme: Element C: Date: Transport T2 Assessing Materials for Low Cost Roads February 2000
This document is an output from a project funded by the UK Department for International Development (DFID) for the benefit of developing countries. The views expressed are not necessarily those of DFID
Department for International Development 94 Victoria Street London SW1E 5JL www.dfid.gov.uk
Report IV - Field Trials of Modified DCP Apparatus
Acknowledgements
ACKNOWLEDGEMENTS This report was prepared by Mr J D Redgers of Roughton International and Mr A R Dawson of the University of Nottingham, and is the culmination of shared project experiences between the Pavement Investigation Team of Roughton International and of the Ministry of Works, Malawi. Mr A R Dawson and Ms K Adams of the University of Nottingham provided on site advice and technical assistance in Malawi, whilst undertaking aspects of the testing. Mr E C Bishop, Mr S D Gillett and Mr J D Redgers of Roughton International were the project engineers in Malawi. The author would like to express his gratitude to, the laboratory staff of the Ministry of Works, in Malawi for their valuable assistance with the field and laboratory testing in Malawi.
Appropriate and Efficient Maintenance of Low Cost Roads
Acknowledgements 1
Executive Summary
EXECUTIVE SUMMARY This element of the project was concerned with the evaluation and development of a pavement and material assessment apparatus in the context of low cost rural feeder roads in developing countries. The aim was to develop a simple method and procedure for the assessment of the quality of those roads. It was proposed that a simple apparatus be adopted which could be made locally at an affordable cost rather than using imported specialist apparatus, thus placing it within the reach and repair capability of poor rural district maintenance authorities. It was firstly necessary to select an appropriate piece of equipment and then modify it. After initial investigation work, the Dynamic Cone Penetrometer (DCP) was chosen as the equipment to be modified for assessment of roads in-situ and of aggregate materials at source, this is discussed in Report III It was judged that an ideal assessment procedure for the assessment of low cost rural roads should, as far as practical, comprise a method of assessing strength, stiffness (resilient modulus) and permanent deformation characteristics of the road, in-situ. The same, or similar, procedures should be applicable as a predictive tool, to assess aggregate materials at source (from borrow pits). By this means a simple evaluation technique of the basic engineering properties of the road construction material in the present works and future construction was planned. Laboratory and field investigations in the UK allowed the modification of the apparatus to be undertaken. The principle development was the use of the flat tips of various diameters on the DCP apparatus. This was then followed by a number of visits to developing countries to assess the equipment on different soils and establish suitable procedures. The research demonstrated good applicability of the new techniques in certain circumstances. On crushed rock materials and in certain lateritic soils it could be implemented directly. However, the evidence for its applicability in a generic manner was not conclusive, suggesting that there may be merit in further research work in the area. Roughton International was able to trial the new equipment on a detailed pavement evaluation project in Malawi. Pavement characteristic data from peak deflection measurements, radius of curvature measurements, and full deflection bowl measurements and routine dynamic cone penetrometer tests were conducted on a variety of pavement types throughout the country. Trial pits were excavated in the pavement and material samples tested in the laboratory. Also material borrow sources were investigated, sampled and tested in the laboratory. The Stiffness (Resilient Moduli) of the materials is calculated from the pavement investigations and a comparison made against the parameters calculated by the work described in Report III, and previous common relationships developed by the Transport Research Laboratory. In general, the relationships described in Report III performed well against the TRL relationship. In summary, the DCP with the newly formed relationship performed well, and with further development work and investigation could realise significant time and effort costs in obtaining the Stiffness (Resilient Modulus) parameter for pavement design, and hence pavement life.
Executive Summary 1
Table of Contents
REPORT IV FIELD TRIALS OF MODIFIED DCP APPARATUS

ACKNOWLEDGEMENTS EXECUTIVE SUMMARY TABLE OF CONTENTS 1. INTRODUCTION ......................................................................................................................1-1 1.1. Methodology ....................................................................................................................1-1 1.2. Information on Malawi ....................................................................................................1-1 1.2.1. General ......................................................................................................................1-1 1.2.2. Environment ...............................................................................................................1-3 1.2.3. People ........................................................................................................................1-3 1.2.4. Economy ....................................................................................................................1-3 2. PAVEMENT INVESTIGATIONS ..............................................................................................2-1 2.1. Construction Materials ...................................................................................................2-1 2.2. Pavement Construction ..................................................................................................2-3 2.2.1. Background ................................................................................................................2-3 2.2.2. Condition ..................................................................................................................2-11 3. PAVEMENT TESTING .............................................................................................................3-1 3.1.1. Deflection Bowls.........................................................................................................3-1 3.1.2. Radius of Curvature (ROC)........................................................................................3-1 3.1.3. DCP Testing...............................................................................................................3-1 3.1.4. Modified DCP Small Flat Tip...................................................................................3-1 3.1.5. Trial Pit Excavation ....................................................................................................3-1 3.2. Structural Response Tests.............................................................................................3-2 3.2.1. Measurement of the Peak Deflection.........................................................................3-2 3.2.2. Measurement of the Radius of Curvature ..................................................................3-4 3.2.3. Measurement of Deflection Bowls .............................................................................3-5 3.3. In-situ Strength Tests (DCP) ..........................................................................................3-7 3.3.1. Modified DCP - Small Flat Tip..................................................................................3-10 3.3.2. Method of Sampling .................................................................................................3-11 3.4. Results Processing .......................................................................................................3-12 3.5. Resilient Modulus or Elastic stiffness: .......................................................................3-12 4. RESULTS OF THE FIELD AND LABORATORY TESTS .......................................................4-1 4.1. 4.2. 4.3. 5. Peak Deflection and Radius of Curvature Results ......................................................4-1 Deflection Bowl Results .................................................................................................4-1 In-situ Strength Tests (DCP) ..........................................................................................4-1
ANALYSIS OF MODIFIED DCP TESTING .............................................................................5-1 5.1. Standard DCP Testing ....................................................................................................5-1 5.1.1. Routine Testing ..........................................................................................................5-1 5.1.2. Sample Lengths .........................................................................................................5-1 5.1.3. DCP Results in General.............................................................................................5-1 5.2. Resilient Moduli Calculations ........................................................................................5-3
6. 7.
DISCUSSIONS AND CONCLUSION.......................................................................................6-1 REFERENCES .........................................................................................................................7-1 7.1. 7.2. Ministry of Works Materials Laboratory Branch Reports ...........................................7-1 Bibliography and References ........................................................................................7-2
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Table of Contents
LIST OF TABLES Table 4-1 - Pavement Layer Thickness from the Trial Pit Survey ...................................................4-2 Table 4-2 - DCP Results from Routine Testing a) Trial Pits ............................................................4-3 Table 4-3 - DCP Results from the Sample Lengths a) Trial Pits .....................................................4-5 LIST OF FIGURES Figure 1-1 - Generalised Map of Malawi and Southern Africa.........................................................1-2 Figure 2-1 - The Approximate Location of the Project Roads .........................................................2-4 Figure 3-1 - Configuration of the Axle Loading as applied by the Deflection Truck ........................3-3 Figure 3-2- The Radius of Curvature Meter.....................................................................................3-4 Figure 3-3 - Typical Deflection Bowl as Measured by the Roughton International Method ............3-6 Figure 3-4 - Standard DCP Apparatus.............................................................................................3-7 Figure 3-5 - An example of DCP log sheet and graphical representation .......................................3-9 Figure 3-6 - Modified DCP with a Small Flat Foot .........................................................................3-10 Figure 3-7 - Trial Pit Example ........................................................................................................3-11 Figure 5-1 - Comparison of a Standard DCP Cone with a Small Flat Tip .......................................5-2 Figure 5-2 - Deflection Bowl Summary ............................................................................................5-4 Figure 5-3 - Comparisons of the various Resilient Moduli calculated .............................................5-5 TABLE OF APPENDICES Appendix I Laboratory and Field Results DCP Survey Results Trial Pit Logs Laboratory Results Appendix II - Resilient Moduli Calculations Deflection Bowl Results Peak Deflection and Radius of Curvature Results Resilient Moduli Calculation
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Section 1: Introduction
1.
INTRODUCTION As part of a Department for International Development Project (KaR 6852), Report III, initial work in the UK had taken place regarding the development of a modified Dynamic Cone Penetrometer (DCP) (see Report III) and the relation between in-situ pavement stiffness measurements and the readings obtained from the new tool. To validate the model in a live environment, pavement testing undertaken as part of the Feasibility Study (ROMARPS, Malawi) by Roughton International was modified to include field trials of the new equipment and subsequent analysis of the results. Much of the pavement testing involved thinly surfaced pavements, where the new tool was primarily involved with data collection on unsurfaced roads. Nevertheless, it was felt that the opportunity to try and link work carried out in the UK, with overseas conditions was a worthwhile task to undertake. The trials comprised DCP testing with a small flat tip and a standard DCP tip in conjunction with the Consultants standard testing, as listed in section 1.1
1.1.
Methodology The Roughton International pavement team were undertaking a rehabilitation design program which required DCP testing on over 1100 km of road in varying states of distress and construction. Sample lengths were identified along the ROMARPS project roads with, depending on the length of the road, 1 to 9 lengths selected as being a typical representation of the current state of the road. The sample lengths were on average 1-2 km long. In each of the sample lengths, certain tests were performed. These tests were: Test Frequency Variable Measured/Deduced Mr of each layer Mr* Mr* In situ CBR Material Identification, Lab CBR, PSD
Roughton Deflection Bowl Radius of Curvature Peak Deflection DCP Testing Trial Pit Excavation
One per sample length Every 100m Every 100m Every 100m, + extras One per sample length
1.2.
* equivalent of a semi-infinite half-space Information on Malawi
1.2.1. General Malawi is a landlocked country located in Southern Africa, it is bordered by Mozambique, 2 Tanzania and Zambia. The total area of Malawi is 118,480 km of which the total land area is 2 94,080 km . See Figure 1-1.
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Figure 1-1 - Generalised Map of Malawi and Southern Africa
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The climate is tropical with the rainy season from November to May and the dry season from May to November, hence out testing programme in August was in the middle of the dry period. The general terrain is described as a narrow elongated plateau with rolling plains, rounded hills and some mountains. Lake Malawi forms the majority of the Eastern border in a Rift Valley. The lowest point is the junction of the Shire River and international boundary with Mozambique, which is 37 m above sea level. The highest point is Mount Mlanje Sapitwa, which is 3,002 m above sea level. Our standard DCP testing was carried out country wide, with specialised testing occurring in the south and central areas. The major natural resources are limestone and little exploited deposits of uranium, coal, and bauxite. Agriculturally, the countrys land use is divided as follows: Arable land Meadows and pastures Forest and woodland Other Irrigated land 25% 20% 50% 5% 200 km (1989 est.)
2
1.2.2. Environment The major reported current environmental issues are deforestation; land degradation; water pollution from agricultural runoff, sewage, industrial wastes and the siltation of spawning grounds of endangered fish populations. There are no major natural hazards in Malawi. Malawi has signed international environmental agreements on Biodiversity, Climate Change, Endangered Species, Environmental Modification, Hazardous Wastes, Marine Life Conservation, Nuclear Test Ban, Ozone Layer Protection, and has signed, but not ratified Desertification, Law of the Sea. 1.2.3. People The population of Malawi is 9,452,844 (July 1996 est.) with a population growth rate of 1.71% (1996 est.) comprising the ethnic divisions of Chewa, Nyanja, Tumbuko, Yao, Lomwe, Sena, Tonga, Ngoni, Ngonde, Asian and European. English and Chichewa are the two official languages, but other languages are important regionally. The country is divided into 24 administrative divisions: Blantyre, Chikwawa, Chiradzulu, Chitipa, Dedza, Dowa, Karonga, Kasungu, Lilongwe, Machinga (Kasupe), Mangochi, Mchinji, Mulanje, Mwanza, Mzimba, Ntcheu, Nkhata Bay, Nkhotakota, Nsanje, Ntchisi, Rumphi, Salima, Thyolo and Zomba. 1.2.4. Economy Landlocked, Malawi ranks among the world's least developed countries. The economy is predominately agricultural, with about 90% of the population living in rural areas. Agriculture accounts for 31% of GDP and 90% of export revenues. The economy depends on substantial inflows of economic assistance from the IMF, the World Bank, and individual donor nations. The new government faces strong challenges, e.g., to spur exports, to improve educational and health facilities, and to deal with environmental problems of deforestation and erosion. Drought hurt the 1994 economy, with GDP down by 12.4%. Good weather and a strong tobacco crop resulted in an upturn in 1995. In December 1995, donors pledged $332 million in aid for 1996.
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Section 2: Pavement Investigations
2. PAVEMENT INVESTIGATIONS 2.1. Construction Materials Laterite Gravels The Precambrian plains of Malawi contain a widespread but relatively unpredictable distribution of concretionary nodular laterite deposits. In particular, laterite gravels are associated with the Kasungu/Lilongwe Plains, the Mchinji Plain and the Zomba Plain. However, scattered and localised occurrences of laterite gravel have been located in almost all areas of gentle relief that are underlain by the Precambrian Basement Complex. Laterite gravels are the product of tropical weathering and their formation involves the concentration of hydrated oxides of iron and aluminium into cemented nodules under conditions of fluctuating groundwater level and high temperature. In Malawi laterite deposits are frequently found beneath the gently sloping banks of dambos that drain elevated plains. The laterite gravels in Malawi appear to exhibit two origins, some have developed in situ and some have probably been eroded from a higher level plateau or pediment and transported by erosion to their current location. Transported laterites are likely to be those that contain a mixture of vein quartz fragments and concretionary nodules. Laterite gravels in the study area tend to occur beneath 0.5 to 2.0 m of sandy or clayey overburden and the exploitable deposits typically vary in thickness from 0.5m to 1.5 m. They are sometimes associated with strongly cemented caprocks which may be difficult to work or remove. Concretionary laterites are a traditional source of road making gravel in Africa and are perhaps most widely used for lightly trafficked gravel roads, a purpose for which they are well very suited. Nodular laterites in the project area are typically reddish brown slightly clayey or clayey sandy medium sized subrounded gravels. Individual particles are relatively weak (easily broken with a hammer) and the plasticity of the fine fraction varies from less than 6% in sandy deposits to greater that 25%. Natural (as-dug) laterite pavement materials may produce high laboratory soaked CBR strengths (60 100%) despite comprising relatively high plasticity fines and so warrant consideration as potential sources of as-dug base course material provided a reduction in the PI and particle strength specification is acceptable under the expected drainage and traffic conditions. The performance characteristics of plastic laterite pavement materials can be improved by stabilisation with lime (or cement provided PI is not excessive). In East Africa lime stabilised plastic laterites (PI up to 25%), locally referred to as murram, are the most widely used base materials for bituminous surfaced medium volume roads. Much research has been undertaken in Malawi (UK Transport Research Laboratory - TRL), Kenya (ie Low Volume Roads Study) and other African countries to investigate the use of plastic laterite materials as bases for bitumen surfaced roads. In service performance of laterite road sections has typically been surprisingly good. It has not been possible to establish conclusively the reason for the satisfactory performance but evidence indicates that the construction procedure adopted is significant, Charman 1995. Weathered Gneiss/Granite Gravels Ancient (Precambrian) crystalline granitic gneiss and true granite are the most widespread rock types found in Malawi. When exposed to tropical weathering these rocks will often suffer decomposition which extends to several metres beneath the ground surface. A deposit is said to be completely weathered when all the rock is decomposed or disintegrated to soil but the original fabric is evident. Such deposits generally comprise weak particles in a clayey (often micaceous) matrix. Completely weathered materials are usually of limited thickness over less weathered rock and are treated as overburden or used as general fill.
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Moderately to highly weathered gneisses and granites have been exploited in gravel pits on a small scale in Malawi to supply gravel wearing course material, shoulder material and subbase. The workable materials are typically of limited thickness and poor quality, but may still be important material sources particularly in rugged mountainous terrain where there are no better alternative sources of easily excavated material. Weathered rock gravel deposits are highly variable in engineering terms, primarily because of lack of uniformity in terms of clay content, particle strength and particle size distribution. The individual gravel particles are weathered to differing degrees and as a result the decomposing crystalline structure shows a great range in strength from very weak and friable to moderately strong. In addition, significant quantities of mica may be found in the sand size fraction of weathered gneiss gravels. Highly micaeous materials have poor compactive properties, since the mica flakes inhibit effective compaction and may be associated with the formation of shear planes during the compactive process. Vein Quartz Gravels Vein quartz gravels are found in association with weathered gneiss and granite in the Precambrian terrains. They are found at shallow depth and exploitable deposits range in thickness from 0.5 m to a maximum of 1.5m. Vein quartz gravels typically comprise clayey sandy angular gravels and are primarily transported soils. The gravel fragments being derived from quartz veins in the bedrock. These gravels represent the accumulations of resistant rock fragments concentrated together as a result of the abrading and sorting actions of slope-wash erosion. During transport weak crystalline mother rock fragments are broken down, whilst the strong durable vein quartz fragments remain little affected. Inevitably quartz gravels contain some strong crystalline mother rock, but deposits have been described as quartz gravels when more that about 60% of the fragments are quartz. Where deposits comprise about 50/50 quartz and gneiss they have been described as quartz/gneiss gravels. Natural quartz gravels are usually reasonably well graded materials with high particle strength, but they typically contain a clayey binder fraction with a Plasticity Index (PI) in excess of 12% and sometimes greater than 25%. As a result soaked CBR strengths can be expected to be less than required for high strength (CBR> 80%) base course construction. However selected deposits may be suitable for construction of strong lime or cement stabilised layers. Pebble Gravels Pebble gravels are water worn (alluvial) rounded gravel and cobble deposits that may be found in recent river bed and terrace deposits and as weathered or uncemented conglomerate deposits. Along the study roads exploitable river bed and terrace deposits tend to comprise sand (alluvial sands are considered as a separate materials category) with only a small proportion of rounded gravel. Where alluvial sand and gravel deposits can be located they represent potential sources of as dug subbase material provided that they comply with the plasticity (PI<12%) and grading characteristics defined in ORN 31. Coarse cobbley river deposits offer potential as sources of crushed base and subbase material when the particles are strong and sound (no such deposits have been identified for use in the ROMARP rehabilitation works). Sandy and clayey quartz pebble deposits are found in the north east of Malawi, where they are associated with the outcrop of Tertiary sedimentary deposits. In the vicinity of the Karonga to Songwe road (No.1) there are several deposits of clayey well graded rounded to angular gravel with cobbles which have been used to supply subbase material and represent potential sources of lime or cement treated base course. These alluvial materials are derived from conglomerates and gravels deposited in the Miocene to Pleistocene epochs.
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Sands In the rift valley regions there are some areas where there are no rock or gravel deposits occurring in close proximity to project roads (ie the Mangochi road). However, in these areas there are typically large deposits of readily exploitable sand in river beds and along the shores of the rift valley lakes. These alluvial and lacustrine sand deposits are typically slightly silty (non plastic to low plasticity) well graded quartz/gneiss sands with some fine gravel. Such deposits may sometimes be suitable for use as untreated subbase and will usually be suitable for construction of cement or bitumen emulsion treated subbase and base layers. It is understood that bitumen stabilised sand has not been used to date in the construction of road pavements in Malawi. Good specification guidelines are given in the Kenya Road Design Manual for sand bitumen mixes for base. Hard Rocks Malawi is generally well endowed with resources of widely jointed hard rock suitable for production of crushed pavement aggregates. Indeed, sources of crushed stone pavement material have been identified within economical haulage distances along all of the project roads investigated. The most common type of hard rock exploited in existing quarries is granitic gneiss. When quarry sites have been carefully selected, fresh (unweathered) granitic gneiss will typically be sufficiently strong to satisfy the requirements for the supply of sealing aggregates. Some gneiss deposits are foliated in which case there may be a preferred fracture orientation during crushing which may tend to produce flaky aggregate particles. Strength problems may sometimes be associated with black crystalline biotite gneisses, but durability is usually sufficient for graded crushed stone base course production. 2.2. Pavement Construction
2.2.1. Background The ROMARP study involves the investigation of 19 roads. Their approximate locations are shown on the map presented in Figure 2-1. This section of the report provides a brief summary of when each of the main project roads were constructed and rehabilitated, what constructions were adopted and what materials were used to form the pavement structure. The information presented is based on data derived from consultants reports, Ministry of Works (MOW) reports and observations made during the current study. The roads which had modified DCP testing, and other structural analyses performed upon them were numbers 1, 2.1, 2.2, 4, 11, 14.1 and 14.2 The details of other roads are briefly included here as standard DCP testing was undertaken every 2km on all roads.
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Figure 2-1 - The Approximate Location of the Project Roads
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Karonga to Songwe Road (No. 1) The Karonga to Songwe Road (45.9 km) was upgraded from gravel road to bitumen sealed construction with 6.7 m wide carriageway during the period 1988 to 1991. The contract was carried out by Held and Franke Bauaktiengesellschaft and supervised/ designed by Adonis Drettas Karlaftis (ADK). Pavement design drawings dated October 1985 show a 150 mm wet mix macadam (crushed stone) base with a 100 mm thick natural gravel subbase. These design drawings show gravel shoulders with base drains. However, when constructed the crushed stone base was extended beneath 1.8 m wide sealed shoulders. A chip seal surface dressing was applied to the carriageway. The road has not been resealed since construction. Mzuzu to Bwengu Road (No. 2.1) The 59 km long Mzuzu to Bwengu road was upgraded and bitumen sealed in the early 1980s. Design drawings prepared by Scott Wilson Kirkpatrick (dated March 1980) for the Mzuzu to Ekwendeni Contract (24,25/80) were located and reviewed. These drawings show a 150 mm wet-mix macadam (crushed stone) base with a 100 mm thick natural gravel subbase. The road has a 6.7 m carriageway and the design incorporates natural gravel shoulders. Base drains beneath the 1.5 m shoulders are not shown on the drawings and field investigations showed no evidence of their presence. This road is being patched and resealed (single surface dressing) as part of the 1998 maintenance programme. There are no records of any previous reseal. Bwengu to Chiweta Road (No. 2.2) The Luzi River to Chiweta section of road is reported to have been originally constructed in 1975. No records have been located concerning the construction of the existing pavement. However, the existing Bwengu to Chiweta pavement was most likely constructed in the mid 1980s and has received no further treatment until the programmed patch and single coat reseal scheduled for 1998. The existing carriageway is 6.1 m wide with 1.6 m sealed shoulders except on the descent of the Chiweta escarpment where there are some reductions in road width. The road has a crushed stone base (170 185 mm) and a natural gravel subbase (100 280 mm ) The crushed stone base extends under the shoulders. Jenda to Chikangawa Road (No. 3) This 82 km long road section incorporates two construction contacts undertaken in the early to mid 1980s. Namely, Jenda to Luwawa Turnoff (Contract 24/80) and Luwawa Turnoff to Champhoyo Road (Contract 7/83). Both road sections were designed by Scott Wilson Kirkpatrick. The contract design drawings and soils and materials reports were located in the MOW and have been reviewed. Pavement design drawings for the Luwawa Turnoff to Champhoyo Road dated 1983 show a double seal surface dressing with a 150 mm wet-mix macadam (crushed stone) base on a 100 mm thick natural gravel subbase. Base drains were located along some sections of road and there was evidence that they had been functioning. However, where deep kerbs had been installed base drainage would certainly be impeded. The typical cross section shows the carriageway to be 6 m wide with 1.5 m shoulders. However, the constructed road has a 7 m wide carriageway. This road has never been resealed.
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Mzuzu to Nkhata Bay Road (No. 4) The Mzuzu to Nkhata Bay road was originally made into a bitumen surfaced road in the mid 1970s. It was substantially rehabilitated in 1983-1984 after the pavement evaluation investigation work done in 1982 and reported in Ministry of Works report DMR 38. The original construction comprised a natural gravel base and subbase up to about km 20 with a cement stabilised quartz gravel base from km 20 to Nkhata Bay (km 45.7). During the 1983-1984 rehabilitation the road was patched and repaired and a new crushed stone base was constructed along some badly deformed lengths. Exact details of the existing pavement construction have been determined during the current study and are reported in Section 2 of this volume. The existing carriageway is 5.1 to 6.3 m wide with unsealed gravel shoulders approximately 1 m wide. Parts of the first 10 km of road are located along a steep sided watershed ridge. Landslide activity downslope of the road has given rise to pavement subsidence at several locations in this area. A maintenance contract to repair, patch and reseal this road was in progress during 1998. Bwengu to Rumphi Road (No. 5) Records indicate that the 8.9 km length of Road No. 5 was constructed as a double surface bitumen sealed pavement in 1980 and given a single coat reseal in 1987. The pavement design comprises 150 mm of crushed stone base on a minimum 100 mm thick natural gravel subbase. Kasungu to Dwandwa River Road (No .6) Madisi to Kasungu Road (No. 7) and Lumbadzi to Mponela (No. 8) All these sections of the M1 north of Lilongwe were designed and constructed at the end of the 1970s and beginning of the 1980s. The pavement design (prepared by Scott Wilson Kirkpatrick) comprises 150 mm of as dug laterite gravel on a minimum of 100 mm of as dug gravel subbase. The carriageway is 6.7 m wide with unsealed natural gravel shoulders 1.5 1.6 m wide. Some short sections (5 km) of reseal have been applied but the majority of the road lengths have received no surface treatment since original construction. Bunda Turn-off to Chimbiya (No. 9) This 53.8 km length of the M1 was originally surfaced in 1971. At which time some sections were constructed with a 1 inch (25 mm ) premix (asphaltic concrete) surfacing and some were given a double surface dressing. One of the surface dressed sections from Kamchere to Kalumba turn-off received a 40 mm premix overlay in 1981, as did the existing premix section from Linthipe to Chimbiya. As a result, the only remaining section with a surface dressing is between the Diamphwe River and Linthipe, but this has received spot premix overlays. The base course comprises a 125 to150 mm thick crushed stone macadam with a minimum 100 mm natural gravel subbase. The carriageway is 6.7 m wide and the design incorporates natural gravel shoulders 1.6 m wide. It is not known whether base drains were installed, but they were not observed during the current field investigations.
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Dedza to Biriwiri (No. 10) It is reported that this 64.5 km length of the M1 was originally constructed in the early 1970s and that a 1 inch (25 mm) premix surfacing was applied everywhere except along the 20.9 km section between Masasa and Kalitsilo. The road has been strengthened and repaired with premix overlays at various times since original construction. No surface dressed sections were seen to be remaining during the current field studies. Locally, existing depths of premix were observed to exceed 120 mm. The pavement was designed to comprise 125 150 mm of crushed stone macadam base and not less than 125 to 150 of natural gravel subbase. The carriageway is 6.7 m wide and the design incorporates natural gravel shoulders 1.6 m wide. Base drains were not observed during the current field investigations. Salima to Senga Bay Road (No. 11) This 22km long road was bitumen surfaced in 1976. Records indicate that the pavement design comprised a single surface chip seal on a 150mm of natural gravel base with not less than 100 mm of natural gravel subbase. The carriageway is 5.6 m wide with 1.0 m unsealed natural gravel shoulders. The Salima to Senga Bay Road has never been resealed. Benga to Nkhotakota Road (No. 12.1) The lakeshore road from Benga to Nkhotakota town junction is 52.2 km long. This road was constructed to gravel standard between 1966 and 1968. During the period 1974 to 1976 it was upgraded by construction of a subbase and cement stabilised natural gravel base with a sand seal surface dressing. The road was further upgraded between 1981 to 1982 by patching and localised reconstruction followed by a application of a single chip seal and a slurry seal. Around Sani the reconstructed section consists of a crushed stone base. During the rehabilitation works experimental road sections were incorporated along the road to study the performance of various pavement constructions. This rehabilitation work was carried out by MOW Road Construction Unit No.1. The road section from Benga to a point km 9.5 Northwards has a 150 mm thick crushed stone macadam overlay which extends across the shoulders (which have been sealed). It is believed that this was constructed in 1993 as part of the Resealing of Paved Roads Programme which included patching and application of a single coat reseal along the rest of the road section. North of km 9.5 the carriageway is 5.5 m wide with 1.0 m wide unsealed gravel shoulders. Stabilised gravel typically extends about 300 mm beyond the edge of the sealed carriageway where a stabilised base exists. Nkhotakota to Dwangwa Road (No. 12.2) The 56.1 km long section of lakeshore road from Nkhotakota Town junction to Dwangwa Bridge was originally constructed to gravel standard between 1968 and 1970. Between 1973 to 1974 a stabilised natural gravel base was constructed and a sand seal applied. Some sections of the road were overlaid or replaced with a crushed stone base during the period 1978 to 1981, when a single chip seal and slurry seal surfacing was constructed. In 1993 the road was patched and a single coat reseal applied The existing carriageway is 5.6 m wide with 1.5 m wide unsealed natural gravel shoulders (shoulder erosion is however quite severe in places). It is not known whether base drains were installed where the crushed stone base was constructed, but no evidence for base drainage through the clayey shoulders was observed during the field studies. Indeed, pavement deterioration along the crushed stone base sections is almost certainly linked to inadequate base drainage.
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Chingeni to Liwonde Road (No. 13.1) The Chingeni to Liwonde road (34.4 km long) was upgraded to a bitumen surfaced road in 1971. Pavement designs have not been located, but test pitting indicates that the structure comprised a minimum 100 mm natural gravel subbase with a 120 150 mm thick stabilised gravel base and a 1 inch (25mm) premix asphalt surfacing. Opinions differ as to whether the base was cement or lime stabilised. The HCl field test used during the current investigations cannot differentiate between lime and cement treated materials. The 6.7 m wide carriageway has been extensively patched but has received no new surface treatment (overlay or reseal) since construction. However, the premix surfacing has been ripped and scarified into the stabilised base along the following sections, where the surface had become excessively rough: km 10.3 km 28.2 km 29.8 to to to 15.8 (Liwaladzi Bridge) 28.6 34.3 (100 m before Mmanga/ Mangochi Jn)
Liwonde (Mmanga) to Zomba Road (No. 13.2) This 54.6 km long road was upgraded to a bitumen surfaced road in about 1971. Construction records have not been found, but test pitting has indicated that the pavement design comprised a minimum 100 mm natural gravel subbase with a 130 160 mm thick stabilised natural gravel base and a 1inch (25 mm) premix surfacing. The road has been very extensively patched (often to shallow depth surface replacement) but has never been resealed. A contract to patch and reseal this road was in progress during the 1998 field investigations, but it was observed that the weak weathered rock (mainly from Liwonde Town Pit) being used to repair the base and shoulders appeared to be of poor quality. The existing carriageway is 6.7 m wide with 1.6 m wide unsealed natural gravel shoulders. Liwonde (Mmanga) to Mangochi Road (No. 14.1) The Liwonde to Mangochi Road was originally upgraded to a bitumen surfaced construction in 1974. Records indicate that a 25 mm premix surfacing was used from Mmanga (km 0.0) to Chibwana (km 10), but elsewhere a double chip surface dressing was applied. It is unclear whether this 68 km long road was initially constructed with a stabilised natural gravel base along its entire length or whether some sections were originally constructed with a crushed stone base. What is known is that repair sections have been constructed with a crushed stone base. Between Mmanga junction and Nkungulu/Chimwala (approximately km 48) a major programme of pavement repair including application of a new surface dressing was concluded in 1986. A slurry seal was applied to the road between Chibwana (km10) and Nkungulu/Chimwala (km 48) in 1996. Records suggest that the section of road from Nkungulu (km 48) to Mangochi (km 68) has been patched and repaired but never given a full reseal. The road section from Mmanga junction was being extensively patched and repaired during the current investigations (1998). However, it was noted that the as dug weak decomposed gneiss being used as base material in the patch repairs appeared to be unsuitable for this use.
Page No 2-10
The existing carriageway width is typically 6.7 m with 1.5 m wide unsealed natural gravel shoulders. Mangochi to Monkey Bay Road (No. 14.2) This 61.4 km length of road was upgraded to bitumen standard in 1974. Records suggest that the original pavement design comprised a minimum100 mm of natural gravel subbase with 150 of base course and a double chip surface dressing. A stabilised natural gravel base was constructed from Mangochi (km 0.0) to approximately the Nkopola Lodge (km 22) and from Nkudzi Bay (km 43) to Monkey Bay (km 61). While a crushed stone base was laid from Nkopola Lodge (km 22) to Nkudzi Bay (km 43). This road was extensively rehabiliated by MOW Road Construction Unit 3 between 1984 and 1985. At this time sections of failing pavement were reconstructed with a crushed stone base course and new bitumen surface dressing. In1989 the road was patched and resealed up to Mangoma/Mua Road Junction (km 50). Records indicate that the S128 road section from Mangoma junction (km 50) to Monkey Bay (km 61) has never been resealed. The carriageway width ranges from 6.3 to 7.3 with an average natural gravel shoulder width of 1.5 m. No evidence for the existence of base drains was observed along the road lengths with a crushed stone base. Lack of effective base drainage in these areas is believed to be a significant factor contributing to pavement distress. Zomba to Blantyre Road (No. 15) The 57 km long Zomba to Blantyre section of the M3 was originally made into a single lane bitumen surfaced road in 1950. The base for the road was a very coarse graded waterbound macadam. In the late 1980s the road was upgraded and widened. This upgrading involved strip widening on both sides of the existing carriageway in order to avoid disturbing the strong single lane macadam construction. Widening was carried out with similar water-bound macadam, but inevitably the final construction was far from uniform in strength and surface profile. In 1996 the road was patched and a slurry seal was applied along the whole road length. 2.2.2. Condition Karonga to Songwe (No. 1) Much of this road has been constructed on fill. In the first 10 km there are cracks in the shoulder suggesting that the fill has not been properly compacted at the edge. The base of the pavement continues through the shoulders but in many places the drainage through the crushed stone base has been blocked by the construction of concrete kerbs and concrete bus bays. As a consequence, water has been held in the crushed stone at the edge of the lane, increasing the rate of distress in the pavement. The ruts beside kerbs and bus bays are usually at least twice as deep as the ruts on the adjacent road where the base is able to drain. Very fine cracking occurs in the last third of the road suggesting that the surfacing has become very brittle and fatigue failure has occurred. If this road is not sealed in the very near future it is likely that the pavement will deteriorate substantially during the next wet season.
Page No 2-11
Mzuzu to Chiweta (No. 2) The road is generally in a distressed condition with rutting, ravelling, cracking and, in some places, pumping occurring. Most of the surfacing is very old and brittle, causing it to crack very easily. In some places the surfacing has stripped off the previous surfacing suggesting there has been a major problem with the reseal or that cracks in the hardened surfacing has allowed water into the pavement. The pavement has generally been constructed with a crushed stone base confined between laterite shoulders that are much less permeable. It is understood that drains have been constructed through the laterite shoulders but the spacing has been too great or some of the drains have become blocked because some of the distress indicates water has entered the pavement and been held there. Deep ruts between km 9 and 14 are typical of this type of problem. It is recommended that the water in the pavement structure is checked with DCP standpipes whenever this road is rehabilitated. Severe crocodile cracking occurs from the approach to the escarpment until the end of the road at Chiweta. Much of this distress is also due to inadequate drainage of the pavement layers. Down the escarpment a lined drain has been constructed against the pavement on the cut side but no weep holes were found in the concrete or stone masonry linings. It is obvious that a considerable amount of maintenance work has had to be carried out on the pavement on this section of the road to keep it in a serviceable condition although it was noted that slip debris had not been cleaned out of the drain. Jenda to Chikangawa (No. 3) The road from Jenda to Chikangawa appears to have been constructed with a permeable base and natural gravel shoulders. Water has accumulated in the pavement on the low side of superelevated sections, particularly in cuttings, concentrating the distress at these points. In the first 20 km erosion is common in the narrow shoulders. The road surface is old and brittle and should be resealed as a matter of urgency to prevent rapid deterioration. Thirty four potholes were noted during the visual assessment, together with approximately 300 sq.m of patching. Approximately 8% of the road has cracks and ruts with the ruts varying in depth from 10 to 35 mm. Mzuzu to Nkhata Bay (No. 4) The road from Mzuzu to Nkhata Bay is in very poor condition with most forms of distress quite common. Some of this deterioration can be attributed to the age of the road but much of it could have been prevented by adequate maintenance of the drainage and regular applications of reseals. In many places the side ditches are completely filled and have ceased to work. After rain, water will pond along the road in a number of places. Short sections of the road are being reconstructed at the present time. It is understood that the base of the majority of the road was constructed from stabilised natural gravel but the appearance of the potholes suggest the stabiliser may have been inadequately mixed through the base or the base has completely carbonated and lost the major part of its strength. There are several short sections of road where it appears that the stabilised base has been replaced with crushed stone. In many places the road has lost its shape, both longitudinally and transversely, and the ride quality is extremely poor. Approximately 50% of the road is affected by cracking and, in some cases, this is accompanied by pumping. There are numerous potholes which should be repaired, although the amount of work may be beyond the capacity of the maintenance crew because they appear to have been forced to reduce the standard of their work in order to increase their output. More than 9000 sq.m have already been patched.
Page No 2-12
Bwengu to Rumphi (No. 5) The major part of the spur road from Bwengu to Rumphi is very narrow and, as a consequence, has suffered from considerable damage to the edges. The pavement already has a number of small patches in the remainder of the carriageway but approximately 75 have yet to be repaired. Generally the shoulders are in very poor condition. The surfacing, which is very old and brittle, is likely to deteriorate quickly and any increase in the traffic loading could cause rapid deterioration during wet periods. Kasungu to Dwangwa River (No. 6) Section 6 starts at the southern turn-off to Kasungu town. A total of approximately 12 km are severely cracked and in the remainder the cracking is less prevalent. The first 3.5 km, between the first and second turn-offs to Kasungu, has recently been resealed with a surface dressing but the longitudinal cracks have already reflected through this new surface. On the remainder of the section the surfacing has deteriorated through ageing. Ruts of up to 35 mm occur in most of the pavement and approximately 175 potholes should be repaired as soon as possible. Some of the un-trimmed potholes have been temporarily repaired by filling them with laterite. In several places shear failures have occurred at the edge of the pavement. The laterite shoulder has not been properly maintained and the edge of the pavement has lost all support in places where the shoulder has been severely worn or eroded. Madisi to Kasungu (No. 7) This section of road is generally in a poor condition with cracking, rutting, shear failures, patching and potholes being evident in a number of places. Most of the cracking, which affects about half the total length of the road, has advanced to the stage where it is now crocodile cracking. In some kilometres none of the road is free from cracking while in others only a small percentage is affected. Shear failures have occurred in approximately 9 kilometres of the road although the failures are not continuous over that distance. Commonly the failures extend for up to 200 m, sometimes with several failed sections occurring in a kilometre, casting doubt about the drainage of the edge of the pavement, the quality of the material in the base or the thickness of the pavement layers. Where there are no shear failures the pavement generally has ruts of up to 25 mm in depth. Approximately 350 potholes have not yet been repaired. Temporary repairs have sometimes been carried by filling the un-trimmed pothole with laterite. A thin bituminous overlay has been placed on three short sections that total 1100 m in length. It is not clear if these overlays are expected to strengthen the pavement or to seal the cracks and improve the riding quality in the locality. Concrete edge beams were noted on 200 m of road constructed on fill. At this location the edge of the pavement has failed and been patched. Lumbadzi to Mponela (No. 8) The effective starting point for this section was the end of the new surfacing at the main turnoff to Lilongwe International Airport. Longitudinal cracking is prevalent. In some places this cracking has progressed to the point where there is now secondary crocodile cracking. Approximately 65% of the road is affected by cracking.
Page No 2-13
Ruts are not a major problem but at four locations, totalling approximately 200 m, the edge of the pavement has sheared. The road has many patches but approximately 160 potholes have to be repaired. In the first 22 km some of the chippings used in the surfacing are embedded in the top of the base and there is some problem with the surfacing bleeding even though the binder has aged to some extent. The gravel shoulders are generally in poor condition. Salima to Senga Bay (No. 11) Almost all of this spur road from Salima to the lakeshore is badly cracked with very many potholes and patches. The road has reached a condition where it does not seem possible to return it to a sound condition, with reasonable riding quality, by normal maintenance methods. The crack patterns suggest it has an old stabilised base but more than half of it also has ruts. It is possible, therefore, that a natural gravel with some self-cementing properties has been used in the pavement. The surfacing, which is very old and brittle, is in an extreme stage of fatigue failure. There are several thousand patches in the short section of road and several thousand potholes have not yet been repaired. Some sections are constructed on fill over low-lying ground and general settlement appears to be common feature of these. Benga to Dwangwa (No. 12) Most of the road between Benga and Dwangwa has been constructed with a stabilised base but, in some places, short sections have been replaced with a crushed stone base when the road has been repaired. The shoulders have been sealed on parts of the road. In some places the shoulder is constructed from stabilised gravel but in others it appears to be unstabilised, an appearance which may result from non-uniform distribution of the stabiliser and subsequent degredation with time. The edge of the pavement has failed in shear at a number of places, particularly near the southern end of the road. In some of the one kilometre sections at least 300 m has failed in shear. Ruts have formed in most of the road, usually with a depth of 10 to 15 mm. Potholes and patches are common. In the second half of the road there are places where the formation has settled. Some of this settlement, which distorts the surface and spoils the riding quality, has occurred in cuttings where one would normally expect the underlying material to have an adequate density. It is possible, therefore, that the insitu materials may have some collapse potential. Chingeni to Liwonde and Zomba (No. 13) The section from Chingeni to Liwonde has deteriorated substantially more than the second half. Approximately 9.5 km of the poorer half have already been ripped and broken down to form a gravel-surfaced road. Most of the remainder is severely cracked, usually in a block pattern that is common in pavements with cement-stabilised bases. Since the visual inspection was conducted, a considerable amount of cosmetic patching and resealing has been carried out between Liwonde and Zomba, temporarily reducing the number of patches and potholes visible in the surface. An old, thin premix bituminous surfacing can be seen on some of the road. This surfacing may have been used in an attempt to cover the block cracks that have been visible in the first half of the road since the mid 1970s. There is very little rutting in the section from Chingeni to Liwonde but, in the second half much more of the road is affected, particularly where secondary cracking is more obvious. General deformation occurs in the last four kilometres, within the Zomba city limits, where the road is substantially older than the remainder.
Page No 2-14
Liwonde to Monkey Bay (No. 14) The road from Liwonde to Monkey Bay is in very poor condition and would normally be considered to be beyond treatment with normal maintenance methods. A lot of maintenance work has been carried out in the section up to Mangochi where most of the potholes have been filled. During the visual inspection, resurfacing work was being undertaken at the southern end. Two different types of base have been used in the pavement between Liwonde and Mangochi. Most of it has been constructed with crushed stone but in several places a stabilised material has been used. The base of the northern part is mostly constructed from stabilised material. Earthworks on the road have been minimised by keeping the shoulders very narrow but the road appears to have suffered from inadequate support at the edge of the pavement. Ruts have formed in most of the pavement, even in some of the sections that have a stabilised base. After km 55 there is a considerable amount of general deformation in the pavement, probably caused by insufficient compaction of the fill. In places the edge of the fill has settled much more than the centre, causing longitudinal cracks at the edge of the surfacing. There are many patches in the road, particularly south of Mangochi. To the north of this town there are almost 1500 potholes and more than 1100 patches. Zomba to Blantyre (No. 15) The first surfaced road from Zomba to Blantyre was one lane wide with extended gravel shoulders for passing. This single-lane road has been widened on both sides and, in subsequent years, several attempts have been made to correct the uneven settlement of the different strips of the road. Almost all the road has substantial ruts but one cannot be certain if some of these ruts reflect the differential movement between the different strips or transverse deformation in the wheelpath. Approximately 50% of the road has crocodile cracking. In several places there is some pumping associated with the cracking. As one would expect in a road carrying the high level of traffic observed, edge damage is quite common. Most of the road has been well-maintained but there are some potholes between km 30 and km 48 and these should be repaired as soon as possible.
Page No 2-15
Section 3: Pavement Testing
3.
PAVEMENT TESTING As part of Roughton International pavement investigation, tests were conducted on all project roads. On each project road a number of sample lengths were selected in order that the current condition and residual life could be assessed and rehabilitation treatment options be determined. The surveys undertaken were: Structural response tests In-situ strength tests Excavation of trial pits
Each of these tests provides information for the overall categorisation of the state of distress of the pavement but a brief overview could be summarised as 3.1.1. Deflection Bowls Roughton International method of measuring traffic induced Deflection Bowl is based on a method developed by TRL (Smith et al, 1980) for peak deflection and involves the use of photographs to collect a record of vehicle position and of pavement deflection (using the Benkleman Beam) at the same instant. The method collects a full bowl, so an approach Mr and rebound Mr can be obtained. In the US and Australia, the test is purely performed as a rebound test. 3.1.2. Radius of Curvature (ROC) Relationships have been developed that permit Mr to be calculated from this test, this method was presented by Grant et al (1987), and is used to test integrity of the pavement layers. It is conducted at the same time that a peak deflection test is performed, but by using a small piece of equipment and a dial gauge. A value in the region of 50m to 70 m is a grey area of concern, so with appropriate conservatism a value of less than 70m, is generally accepted as a value of a poor quality layer in the pavement layer. 3.1.3. DCP Testing The DCP tests are analysed by an in house computer package, that uses the TRL equations to calculate a CBR value based upon the penetration rate of the DCP. Following on from this CBR calculation, a further TRL equation links CBR to Mr values. This equation was developed in English clay soils and so can be considered quite site specific, however, the b , form aCBR which the equation takes has been used by other research organisations. It would seem that the TRL equation is almost a "middle average" value, and for the purpose at present is considered sufficient. It will be recalled that the results in Report III of this study, confirmed the broad pattern of CBR:DCP relationships for the present study. 3.1.4. Modified DCP Small Flat Tip During the testing on the sample pavement lengths, tests were repeated with a modified tip. From the results obtained, it was seen that the standard cone and small flat foot produced in a number of cases, almost identical results, so no advantage could be seen in using the modified equipment in this situation. However, in the UK it had been found that the small flat tip produced a slightly better correlation with stiffness readings than a standard cone. However, it must be noted in the UK cases, differing results with standard cone and small flat tip were obtained. 3.1.5. Trial Pit Excavation At the location where a bowl test was performed, a trial pit was excavated. This is used to identify the materials, the layer thickness and to obtain specimens for soil index properties testing in the laboratory. This information can then be used to assess the readings obtained from the DCP, Bowl Test, Peak Deflection and Radius of Curvature. At Trial Pit locations, three DCP tests were carried out, the standard test which was performed every 100m in the same location as the ROC measurement, plus two extra tests at either side of the pit, to establish a better idea of the DCP consistency.
Page No 3-1
3.2.
Structural Response Tests Detailed investigations were carried out to determine the structural response of each road link length. The testing programme included: Measurement of peak deflection values. Measurement of the radius of curvature of the deflection bowl. Measurement of the full deflection bowl under the loaded wheel. Dynamic Cone Penetrometer Testing (DCP) The radius of curvature and the peak deflection are measured during the same test, but logistics mean that the deflection bowl needs to be measured as a separate test. Essentially, these structural response test involve a benkleman beam being placed between the rear wheels on a correctly loaded truck. Once the recording gauges have been recorded, the truck is driven away at a slow speed for at least 15m. During this period, the maximum deflection is recorded from the dial gauge, as is the final reading. Simultaneously, another technician will have watched and recorded the maximum reading on the radius of curvature gauge. The bowl test is of a similar principle, except the use of a high speed camera is required to photograph the dial gauge reading at the same time as a tape being pulled by the truck passes it. This then gives readings of deflection at a specific horizontal distance, hence a bowl can be plotted. All structural response tests were conducted using a truck that was loaded to achieve 15.6 kN on each of the four rear wheels. For analytical purposes the application area of each tyre was taken to be circular, with a radius of 120 mm, applying a pressure to the road surface of 0.344 MPa. The centre of the tyres is taken as 165 mm from the origin as shown in Figure 3-1 together with a photograph showing the deflection testing.
3.2.1. Measurement of the Peak Deflection Deflection tests were carried out using the transient testing procedure developed by the Transport Research Laboratory (TRL) in the United Kingdom {Smith and Jones, 1980}. Tests were conducted at an interval of 100 m in both wheel paths. At any single test point the maximum peak deflection is taken since this is the critical value. The deflection truck was loaded with 6,350 kg, evenly distributed across the rear axle. This was achieved using concrete blocks placed to the rear of a tipper truck and shored in by means of timber. The beams were calibrated before and after testing. Numerous studies have shown that for practical purposes the relationship between deflection and load in this range is linear. Therefore each side of the truck was weighed and a truck correction factor should be applied to the measured deflection. Two pointers were constructed and were attached to the truck approximately 1.2 m in front of the axle exactly in the centre of the two tyres. The deflection at each point is computed using the following equation:
Initial + Final p = 2 Maximum 2

Where: p Initial Maximum Final
Eqn. 1 Peak deflection at a particular point (mm); Initial reading from the dial gauge, (should be between 1 and 10); Maximum reading from the dial gauge; Final reading from the dial gauge, (may be negative if it returns beyond 0).
When the TRL first started manual deflection measurements they standardised the rear axle load of the truck to 6,350 kg (14,000 lb.) or 62.3 kN. They have maintained this standard ever since, even though the axle loads of vehicles have increased considerably, as there is a wealth of pavement performance criteria for UK conditions based on this loading. A further
Appropriate and Efficient Maintenance of Low Cost Roads Page No 3-2
advantage of using a lighter load is that the wear and tear on the truck as well as the running costs will be lower. However, several states in the USA, Canada and South Africa later standardised on 8,165 kg (18,000 lb.) or 80 kN as being a more realistic load. Figure 3-1 - Configuration of the Axle Loading as applied by the Deflection Truck
Page No 3-3
Whenever possible, deflection tests should be carried out when the pavement is likely to be in its weakest state. Since this project fell in the dry season the road materials were found to be dry and consequently strong. Some obviously failed areas that would be very weak if saturated were found to have satisfactory strength. Comparisons of the material strength from 4-day soaked Californian Bearing Ratio (CBR) strength tests conducted in the laboratory on material excavated from trial pits were compared with DCP tests conducted in the road at the trial pit locations. This comparison yielded that a seasonal mean factor of 1.3 as appropriate for these roads. 3.2.2. Measurement of the Radius of Curvature Where possible, at each deflection point in the outer wheel-path, the radius of curvature was measured. This was conducted using a Dehlen curvature meter {Dehlen, 1962} to determine the minimum radius of curvature of the deflection bowl as shown in Figure 3-3. The tests were used to give information about the quality of the base as well as approximate values of the resilient, or elastic, modulus of the base and the subgrade. The radius of curvature meter can be seen in operation in Figure 3-2. Figure 3-2- The Radius of Curvature Meter
The radius of curvature is given by the equation {TMH6, 1984}:
Rc =
Where Rc rp ri rf
1400 (r + r ) rp i f 2
Eqn.2
Radius of curvature (m); peak dial gauge reading (1/100 of mm); Initial dial gauge reading (1/100 of mm); final dial gauge reading (1/100 of mm).
The radius of curvature is primarily influenced by the quality of the material in the surfacing and base. If the radius of curvature is less than 70 m it is likely that the tensile strain in the
Page No 3-4
bottom of a thin bituminous surfacing will cause premature fatigue failure. This value will be used to indicate whether the base is substandard. The radius of curvature and the corresponding peak deflection value will be used to estimate the elastic modulus, or resilient modulus, of the subgrade and the base from the following relationships. Grant (Committee of Asphalt Pavements of Southern Africa, 1978), developed these relationships from a simple linear elastic model:
Rm = 0.00074( d Rc ) 2.12 52.44 E sg = d Rm 0.25 E b = E sg Rm

Where Rm Esg Eb Modular ratio Elastic modulus of the Subgrade (MPa) Elastic modulus of the Base (MPa)
Eqn.3 Eqn.4 Eqn.5
This gives an estimation of the strength of the upper layers and the pavement foundation layers which, together with the layer thickness, is used to model the pavement response and to determine the residual life. 3.2.3. Measurement of Deflection Bowls The Roughton Deflection Bowl is based on a method developed by TRL (Smith et al) for peak deflection and involves the use of photographs, so a deflection can be measured, as well as a horizontal distance. The bowl also uses a full bowl method, so an approach Mr and rebound Mr can be obtained. In the US and Australia, the test is purely performed as a rebound test only. One full deflection bowl was measured using a photographic technique developed by the Consultant (Roughton International) on every Sample Length. A standard axle load (6,350 kg) is used to apply the rolling wheel load and points in the bowl are measured at intervals of approximately 150 mm during a normal transient test. The thickness of the pavement layers is determined from the results of the trial pit survey and DCP testing. The deflection bowls are analysed using sophisticated non-linear computer based models to determine the resilient, or elastic, parameters of each of the pavement layers. The full deflection bowl under a wheel-load applied on a pavement structure gives further information about the likely behaviour of the pavement. A number of different parameters may be used to characterise the deflection bowl, as follows: The Surface Curvature Index (SCI) characterises the area of positive curvature in the immediate vicinity of the load and it reflects the structural capacity of the base and surfacing. It usually extends past the point of inflection, which often occurs less than 200 mm from the peak deflection. The Base Damage Index (BDI) describes the first portion of the zone of reverse curvature and gives an indication of the structural capacity of the base and sub-base layer. The Base Curvature Index (BCI) describes the second zone of reverse curvature and provides a very good guide to the structural capacity of the lower layers such as the selected layer and subgrade. The Slope Deflection (SD) provides information about the behaviour and performance of the pavement structure. It gives an indication of the extent of the deflection bowl. A typical pavement surface deflection bowl as measured by the Roughton International method is shown in Figure 3-3. The various parameters and their relevance to the prediction of the strength of the layers that make up the pavement structure are also shown.
Page No 3-5
Figure 3-3 - Typical Deflection Bowl as Measured by the Roughton International Method
R Deflection basin length
r Deflected shape of road surface
RC
Reverse curvature Point of inflection
Positive curvature
Parameter
Formula
from the maximum deflection
R =
1400 D1ni + DFin D0 2
Page No 3-6
3.3.
In-situ Strength Tests (DCP) In-situ strength profiles, through the pavement and into the subgrade, were obtained using a Dynamic Cone Penetrometer (DCP) apparatus at a frequency of 1 test per kilometre along the length of all roads. Where it is found that the test is stopped due to refusal a second test will be conducted through the shoulder. This will provide important information as to the likely bearing capacity of the subgrade. A standard DCP apparatus is shown in Figure 3-4. Figure 3-4 - Standard DCP Apparatus
Analysis of the field data was conducted using a computer program developed by Roughton International. The effective thickness of each layer in the pavement was determined from the strength profiles. The computer program uses the relationships of DCP penetration depth per blow to California Bearing Ratio strength as described in Overseas Road Note 31. The relationship chosen is as follows:
Log10 ( CBR ) = 2.48 1.027 Log10 (mm / blow)

Where CBR California Bearing Ratio
Eqn.6
In order to confirm this relationship, and make any adjustments where necessary, a DCP test will be conducted in the subgrade soil adjacent to each of the test-pits as described above. From this it was possible to compare the CBR values obtained from the DCP under the
Page No 3-7
pavement and off the road with CBR values obtained in the laboratory from samples taken and make any necessary adjustments in the analysis of the DCP data. The detailed results of the DCP testing for the Routine and the Sample Lengths surveys are contained in Appendix I. An assessment of the thickness of each layer in the carriageway was made from the penetration versus depth curves. The material strength in terms of CBR corresponding to each layer is also calculated using the relationship between penetration rate and CBR as discussed above. For this analysis the pavement is considered to comprise three fundamental layers namely; base, subbase and subgrade. The average base layer thickness of each sample length is calculated by taking the average of the thickness measured during each individual test for the identified layers Base and subbase. Similarly, this is conducted for the subgrade but as two independent layers, with the top layer having definitive thickness, and may be considered as the selected subgrade, whereas the lower layer is taken as the in-situ subgrade and has infinite depth. The strength of the defined layers is calculated in exactly the same way except that instead of the average of the CBR values for each individual test the CBR strength is taken to be the th average of the 10 percentile of the individual strengths for each layer. Ie. Where it is obvious that a result is erroneous it is omitted. After this point, all results for the same layer are taken as percentile, not an average. The DCP tests are analysed by an in house computer package, that uses the TRL equations to calculate a CBR value based upon the penetration rate of the DCP. Following on from this CBR calculation, a further TRL equation links CBR to Mr values. This equation was developed in English clay soils and so can be considered quite site specific, however, the b form aCBR which the equation takes has been used by other research organisations. It would seem that the TRL equation is almost a "middle average" value, and for the purpose at present is considered sufficient. An example of DCP logging is shown Figure 3-5.
Page No 3-8
Figure 3-5 - An example of DCP log sheet and graphical representation

Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Mzuzu to Nkhata Bay Road Code: Section No.: 4 1 Chainage: 0.500 km 0 mm Operator: Date: Side: FOSTINO 24/7/98 LHS
Roughton International
in association with Jatula Partners
Depth below Surface at test start:
Layer Description at test start: Surface Dressing - Cracked, Old and Brittle Description of Area: Small Cutting
Cumalative No. of Blows 0 0 20 40 60 80 100 120 140 160 180 200 220 240
100
200
300
Penetration Depth (mm)
400
500
600
700
800
900
1000
Log 10 (mm/ blow) 2.48 -1.057 Strength CBR Relationship Log 10 (CBR) = Layer Characteristics as Determined for the Trial Pits and Construction Details Start End Thickness Blows Strength Layer (mm) (mm) (mm) (No.) CBR (%) 0 20 20 6 77 Layer 1 20 166 146 70 127 Layer 2 166 264 98 140 212 Layer 3 264 418 154 186 85 Layer 4 418 920 502 213 13 Layer 5 Pavement Layer Characteristics as Determined for the Trial Pits and Construction Details Depth Blows Strength Layer Material (mm) (No.) CBR (%) Code 18 Surface Base 165 75 148 GS Subbase 275 140 173 GN Selected Subgrade 410 180 83 GN Subgrade 911 210 15 GN
Page No 3-9
3.3.1. Modified DCP - Small Flat Tip During the testing on the sample lengths, tests were repeated with a modified tip. From the results obtained, it can be seen that the standard cone and small flat foot produce in a number of cases almost identical results, so no advantage could be seen in using this pieces of equipment in this situation. However, in the UK it had been found that the small flat tip produced a slightly better correlation with stiffness readings than a standard cone. However, it must be noted in these cases, differing results with standard cone and small flat tip were obtained. An example of a DCP with a modified small tip is shown in Figure 3-6. Figure 3-6 - Modified DCP with a Small Flat Foot
Handle Falling Hammer (8 kg)
Modified Dynamic Cone Penetrometer
Drop Height of 575mm
Hammer Shaft
Coupling Measuring Rod 1000mm
Standard shaft
Small flat tip ( 20 mm )
Small flat tip
Trial Pit Excavation At the location where a bowl test was performed, a trial pit was excavated. This pit was used to identify the materials, the layer thickness and soil index properties under laboratory conditions. This information can then be used to assess the readings obtained from the DCP, Bowl Test, Peak Deflection and Radius of Curvature. At Trial Pit locations, three DCP test were carried out, the standard test which was performed every 100 m in the same location as the ROC measurement, plus two extra test at either side of the pit, to establish a better idea of the DCP consistency. Trial pit excavation was carefully conducted and the materials from each layer stored separately to avoid contamination. The profile of the pit was carefully logged and each layer depth was measured and described. Representative samples of the material from each layer
Page No 3-10
were photographed and tested in the laboratory. The complete trial pit profiles are contained in Appendix I together with the test results, an example is shown in Figure 3-7. A summary of these results is shown in Table 4-1. Figure 3-7 - Trial Pit Example
Road Maintenance and Rehabilitation Project
Test Pit and Material Logging Investigation Road Name: Mzuzu - Nkhata Bay Chainage: Point Number 8.60 RHS 12 Road Code: 4 Location Number: L04/P12 GPS Co-ordinates: S 11, 29.958 E33, 3.808 S.Length: 1
Date: ###### Operator: JDR
General Description of Area The road surface is rutted, deformed, potholed and patched. The road is founded at natural ground level through dry bush.
Estimated CBR (ORN31) %
Field Tests Layer From (mm) To (mm) Material Description

m (%) % of MDD CBRDCP (%) PI (%)
Laboratory Results
PSD PSD MOWS ORN31 (75m) (75m) OMC (%) MDD 3 (kg/m ) CBR (Soak) 98%
MOWS Complience
Surface Base Subbase Subgrade Note:
0 20 150 250
20 150 250 410+
The surface is double surface dressing with 14mm chip size. The surface was very hard and dry. The base was found not to react with HCl. The material was very hard, dry, reddy orange lateritic quartz gravel. The subbase was found not to react with HCl. The material was a firm damp, poorly graded orangey brown silty sandy gravel. The subgrade was found not to react with HCl. The material was a firm, damp, poorly graded, orangey grey, clayey sand. 6.4 87 95 69 15 31 21 28 9 2055 11 22
3.3.2. Method of Sampling Samples, of mass approximate 40 kg samples were taken from each different layer in the pavement, these will be sealed in plastic bags so that their moisture content can be determined in the laboratory. Immediately after the base and subbase were removed the vertical profile of the hole was cleaned to expose the different material layers, the profile was then logged with respect to material type, condition and thickness. If necessary the layers were tested to determine whether they were stabilised with cement or lime and the extent of the remaining stabilisation. When a weak solution of hydrochloric acid is sprayed onto the material the solution will effervesce, bubble, if the material contains any cement or lime, however this will also occur if the material is naturally calcareous. Calcareous materials include limestone, coral materials, calcretes and some Sandstones. If cement or lime-stabilised materials are exposed to the air the hydration products react with the carbon dioxide in the atmosphere, this usually reduces the strength of the stabilised material. Associated with this loss of strength is a reversion of the Plasticity Index (PI) of the stabilised material to that of the parent material from which it was produced. These reactions are linked with a decrease in the pH from more than 12 to about 8.3. and were detected using phenolphthalein.
Page No 3-11
ORN31 Complience
The samples taken from the test-pits described above were rapidly returned to a laboratory in order to establish the present condition and strength of the materials in each layer. Common tests conducted on samples were: 3.4. Moisture content Particle size grading Atterberg limits and linear shrinkage Compaction characteristics Soaked Californian Bearing Ratio (CBR)
Results Processing After the tests had been performed, the results were tabulated and graphical representations presented of laboratory classification tests, CBR testing, DCP testing and of the correlation's between resilient Moduli Mr produced from the different methods. The TRL equation, from Radius of Curvature, and the Deflection Bowl. This work is then compared to the DCP:stiffness relationship that was developed during the trials at Bardon in the UK, as part of the Highways Agency testing programme on subgrade and capping stiffness in relation to rut formation. It was at this trial that testing was initially undertaken by this project to develop a relationship between a standard DCP and a modified DCP tip. This data and equation have now been used to compare the data from Malawi with other methods.
3.5.
Resilient Modulus or Elastic stiffness: The term used to describe the resilient stress strain ratio in this report is resilient modulus (Mr). The word elastic is inappropriate due to the non-linear hysteretic nature of resilient behaviour in soils and aggregates and because of some time-dependency indicating a viscous component. In evaluating it numerically it is defined as the ratio of the applied transient stress pulse to the strain recovered upon the unloading part of the pulse. Often an equivalency with Youngs Modulus (E) is adopted for convenience even though this is not defensible on the grounds of differing definitions. In roads the load distribution of a layer is directly related to the resilient modulus of a layer and its thickness. Boussinesq (1885) published an equation for calculating stresses and displacement in an elastic half-space under point loading. This was followed by an analytical solution for a threelayer pavement structure (Burmister, 1943). With the advent of computers, the numerical modelling of pavements (which takes into account various parameters and models) was adopted. In all these methods, the stress-strain relationship of pavement materials and formation soil are expressed in terms of the basic elastic parameters, resilient modulus and Poisson's ratio (Mr and respectively). Damage by trafficking of the pavement materials will result in the reduction of resilient modulus, the quasi-elastic response of the pavement is found to be a fundamental indicator of the remaining life of the pavement. This effect, in addition to the direct relationship between Mr and the load distributing ability, has led to the recognition that Mr is a key parameter in the design and performance assessment of roads. The resilient modulus of soils is often estimated using the CBR, Heukelom & Foster (1960) derived the following relationship:
Mr = 11 * CBR
Shell (1978) use a similar equation in their design code, namely:
Eqn. 7
Mr = 10 * CBR
Eqn. 8
Page No 3-12
TRRL (1984) derived another equation based on comprehensive analysis of wave propagation data and cyclic triaxial testing:
Mr = 17.6(CBR) 0.64
Eqn. 9
However, Brown et al (1987), while agreeing that the shape of the Mr - CBR relationship is better modelled by the last equation, showed that the actual relationship was still very sensitive to soil type, speed of loading and transient stress pulse magnitude. The last equation can only be considered as giving a crude mean value. These relationships are discussed further in Report III of this study. From these relationships and those that described above, the resilient moduli can be estimated for a CBR, or an index based upon the mm/blow of the DCP test.
Page No 3-13
Section 4: Results of the Field and Laboratory Tests
4.
RESULTS OF THE FIELD AND LABORATORY TESTS On completion of the fieldwork all of the results were analysed and assessed. These include the visual inspections of all roads and the results of the structural response tests, which provide information about the integrity of the entire pavement structure. Samples of materials were taken and tested in the MOWs laboratory in Lilongwe to provide important information about the quality of the individual layers of the pavements.
4.1.
Peak Deflection and Radius of Curvature Results The results of the peak deflection survey for each of the Sample Lengths is summarised in Table 4-4. The measured peak deflection values for each wheel-path at 100 m intervals are contained in Appendix II. The results of the radius of curvature measurements are also presented in and again details of the testing can be found in Appendix II.
4.2.
Deflection Bowl Results The results of the deflection bowl measurements are shown in Appendix I. Where possible the deflection bowls were conducted near to the trial pits and the pavement structure used in the analysis of the layer strength is based on the trial pit information. The resilient modulus from the deflection bowl analysis is summarised in Appendix II.
4.3.
In-situ Strength Tests (DCP) The results from the DCP testing, including routine and sample lengths are presented in Table 4-2 and Table 4-4 in a summarised form. The full set of DCP results can be seen in Appendix I. For the comparison purpose with the work undertaken at the Bardon trial we can see from Figure 5-1 and Appendix I that in Malawi very little difference was in results were obtained, whether using the standard DCP cone, or the modified version. The Figure 5-1 shows a comparison of a standard DCP test with the small flat tip in almost identical locations. The curves are surprisingly similar in shape, given that such a relationship was not evident in the trials at Bardon, UK.
Page No 4-1
Table 4-1 Material Characteristics from the Trial Pit Survey

Trial Pit and Material Logging Investigation - Summary Road Name 1 1 1 2.1 2.1 2.1 2.1 2.2 2.2 2.2 4 4 4 11 11 11 11 12 12 12 12 13 13 13 13 13 13 14 14 14 14 14 14 14 14 Karonga - Songwe Karonga - Songwe Karonga - Songwe Mzuzu - Bwengu Mzuzu - Bwengu Mzuzu - Bwengu Mzuzu - Bwengu Bwengu - Chiweta Bwengu - Chiweta Bwengu - Chiweta Mzuzu - Nkhata Bay Mzuzu - Nkhata Bay Mzuzu - Nkhata Bay Salima - Senga Bay Salima - Senga Bay Salima - Senga Bay Salima - Senga Bay Benga - Nkhotakota Benga - Nkhotakota Nkhotakota - Dwangwa Nkhotakota - Dwangwa Chingeni - Liwonde Chingeni - Liwonde Chingeni - Liwonde Liwonde - Zomba Liwonde - Zomba Liwonde - Zomba Liwonde - Mangochi Liwonde - Mangochi Liwonde - Mangochi Mangochi - Monkey Bay Mangochi - Monkey Bay Mangochi - Monkey Bay Mangochi - Monkey Bay Mangochi - Monkey Bay Chainage (km) 4.30 23.58 31.77 6.35 13.09 37.26 60.34 6.35 13.09 37.26 8.99 22.18 43.06 5.99 18.08 * 18.08 6.49 22.13 * 40.56 7.09 20.28 26.87 43.86 66.93 88.41 5.95 13.69 44.46 * 86.71 98.30 111.99 128.30
R oughton International
Layer Thickness (mm) and Layer Type Code SF BC SB L01/P06 20 DSD 180 CR 130 GN L01/P23 20 DSD 155 CR 85 GN L01/P49 20 DSD 300 CR L02.1/P00 25 DSD 175 CR 100 GN L02.1/P25 30 DSD 160 CR 160 GN L02.1/P59 25 DSD 150 CR 200 GN L02.1/P82 25 DSD 185 CR 100 GN L02.2/P16 25 DSD 185 CR 100 GN L02.2/P33 20 DSD 180 CR 280 GN L02.2/P39 25 DSD 170 CR 105 GN L04/P12 20 DSD 130 GN 100 GN L04/P16 10 DSD 90 GN 120 GN L04/P42 10 DSD 160 GN 110 GN L11/P01 10 DSD 145 GN 115 GN L11/05 20 DSD 160 GN 60 GN 20 175 200 L11/15 20 DSD 230 GN 200 GN L12.1/P71 25 AS 120 CR 155 GN L12.1/P44 30 AS 110 CR 140 GN 20 150 175 L12.2/P05 80 AS 110 GS 320 GN L13.1/P07 30 AS 120 GS 170 GN L13.1/P19 20 DSD 120 GS 155 GN L13.1/P30 15 DSD 150 GS 110 GN L13.2/P49 20 DSD 145 GS 135 GN L13.2/P55 40 AS 160 GS 100 GN L13.2/P85 20 DSD 130 CR 100 GN L14.1/P00 13 DSD 97 CR 150 GN L14.1/P24 60 AS 80 CR 60 GN L14.1/P32 15 DSD 145 CR 220 GN 25 125 150 L14.2/P15 25 DSD 185 GN 510 GN L14.2/P27 25 DSD 105 GN 55 GN L14.2/P32 20 DSD 180 CR 115 GN L14.2/P57 20 DSD 175 GN 75 GN
SSG 180 GN 130 GN 130 GN 10 GN -
SG 340 160 420 170 200 200 170 170 170 350 160 130 450 95 350 125 110 400 100 170 165 325 300 200 150 90 90 100 300 320 110 205
AS - Asphaltic Surface DSD - Double Surface Dressing CR - Crushed Rock
* - Dept hs obtained from DCP results on the Sample Lenths
CM - Gap Graded Crushed Rock (MacAdam) GN - Natural Gravel GC - Self Cementing Natural Gravel GS - Stabilised Natural Gravel
Page No 4-2
Table 4-2 Layer Thickness from the DCP Results
Location of the Routine Testing Road Code Road Name 1 2.1 2.2 3 4 5 6 7 8 9 10 11 12.1 12.2 13.1 13.2 14.1 14.2 15 Karonga to Songwe Mzuzu to Bwengu Bwengu to Chiweta Jenda to Chikangawa Mzuzu to Nkhata Bay Bwengu to Rumphi Kasungu to Dwangwa Madisi to Kasungu Lumbadzi to Mponela Bunda Turn Off to Chimbiya Dedza to Biriwiri Salima to Senga Bay Benga to Nkhotakota Nkhotakota to Dwangwa Chingeni to Liwonde Liwonde to Zomba Liwonde to Mangochi Mangochi to Monkey Bay Zomba to Blantyre
Pavement Layer Characteristics (Measured from Trial Pits) SF BS SB SSG Thick Thick Str Thick Str Thick
(mm) (mm) CBR (mm) CBR (mm)
Str
CBR
SG Str
CBR
20.000 25.000 25.000 29.000 18.000 25.000 20.000 25.000 20.000 20.000 20.000 20.000 20.000 25.000 25.000 25.000 17.500 20.000 35.000
235.625 200.000 175.000 200.000 165.000 185.000 175.000 205.000 205.000 210.000 150.000 210.000 210.000 145.000 150.000 175.000 145.000 210.000 175.000
185.961 218.278 274.169 191.625 121.553 196.785 183.067 122.626 96.233 192.737 269.176 109.834 157.419 181.642 165.858 213.490 238.055 146.354 64.817
420.000 347.500 375.000 305.000 275.000 350.000 325.000 325.000 345.000 345.000 250.000 345.000 345.000 300.000 295.000 295.000 300.000 345.000 280.000
100.434 52.485 50.992 54.635 55.320 67.551 75.729 65.455 55.250 37.121 99.515 59.992 76.012 71.033 80.773 80.384 68.028 50.876 30.410
670.000 525.000 575.000 422.500 410.000 425.000 460.000 525.000 500.000 500.000 360.000 500.000 500.000 425.000 520.000 500.000 410.000 500.000 450.000
28.256 29.556 34.988 34.906 36.897 39.786 45.686 41.943 32.797 23.884 31.762 44.971 59.406 37.868 42.984 47.054 43.947 38.666 18.977
20.965 25.800 27.447 30.221 17.547 35.548 52.670 35.596 25.236 21.544 17.994 24.104 21.391 24.303 25.257 22.706 32.603 25.848 15.612
Page No 4-3
Table 4-3 Material CBR Strength from the DCP Results
Location of the Routine Testing Road Code Road Name 1 2.1 2.2 3 4 5 6 7 8 9 10 11 12.1 12.2 13.1 13.2 14.1 14.2 15 Karonga to Songwe Mzuzu to Bwengu Bwengu to Chiweta Jenda to Chikangawa Mzuzu to Nkhata Bay Bwengu to Rumphi Kasungu to Dwangwa Madisi to Kasungu Lumbadzi to Mponela Bunda Turn Off to Chimbiya Dedza to Biriwiri Salima to Senga Bay Benga to Nkhotakota Nkhotakota to Dwangwa Chingeni to Liwonde Liwonde to Zomba Liwonde to Mangochi Mangochi to Monkey Bay Zomba to Blantyre
Layer Characteristics Layer 1 Thk Str

(mm) CBR
Layer 2 Thk
(mm)
Layer 3 Str Thk

(mm)
Layer 4 Str Thk

(mm)
Layer 5 Str Thk

(mm)
Str
CBR
CBR
CBR
CBR
20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 19.711 20.000
32.114 56.668 32.114 32.114 42.703 46.634 118.728 57.687 63.283 32.114 32.114 58.346 32.000 261.471 44.994 37.898 34.442 114.099 40.446
190.444 132.438 143.714 162.014 114.900 172.000 167.800 173.519 180.056 122.333 124.400 192.182 134.857 148.000 157.364 190.500 133.750 152.667 95.375
177.899 240.143 182.608 162.528 140.167 186.145 178.022 161.295 125.007 231.319 219.134 107.763 141.096 146.572 132.336 183.378 174.527 151.717 182.478
155.250 174.688 272.571 208.000 144.900 164.000 175.600 167.200 168.500 192.333 157.182 212.300 217.000 149.700 185.364 199.300 218.500 195.444 196.313
149.182 100.904 47.136 56.439 84.508 57.432 72.556 65.908 60.877 136.874 139.008 81.175 82.666 62.377 76.978 90.513 82.810 76.611 30.037
198.571 245.000 279.571 227.819 221.500 332.333 210.900 265.000 217.357 237.667 355.900 234.200 218.500 366.900 242.857 248.000 314.909 236.447 230.813
37.600 53.642 36.018 43.837 34.409 43.650 43.930 45.261 32.175 28.222 19.732 37.299 73.374 27.391 38.865 47.242 48.365 43.770 23.353
460.125 384.125 324.429 275.019 480.650 343.333 317.900 272.880 315.000 464.333 330.700 365.800 429.500 342.500 384.857 441.167 237.318 430.465 445.813
21.607 89.438 30.395 31.239 20.768 26.757 55.984 33.395 26.530 26.366 19.137 22.009 17.806 20.240 17.839 20.576 17.881 21.415 12.985
Page No 4-4
Table 4-4 Layer Thickness and CBR Strengths from DCP Results
Location of the Selected Sample Lengths Point No. Length From To 2.0 1.0 2.0 1.5 2.0 2.0 2.0 2.0 1.5 1.0 1.0 2.0 2.0 2.0 1.5 1.5 1.5 1.0 1.0 1.0 1.5 1.5 2.0 2.0 1.0 2.0 1.0 2.0 2.0 2.0 2.0 1.0 1.0 2.0 2.5 2.0 2.0 1.0 1.0 1.0 2.0 2.0 1.0 2.0 1.0 1.0 2.0 2.0 1.0 2.0 1.0 1.0 1.0 1.0 1.0 2.0 S ide Road Name Pavement Layer Characteristics - As Determined by Trial Pit Inspection SF BS SB SSG Thick Thick Str Thick Str Thick
(mm) (mm) CBR (mm) CBR (mm)
Str
CBR
SG Str
CBR
S1 1 Karonga - Songwe S2 S3 S1 S2 2.1 Mzuzu - Bwengu S3 S4 S5 2.2 Bwengu - Chiweta S6 S7 S1 S2 3 Jenda - Chikangawa S3 S4 S1 4 Mzuzu - Nkhata Bay S2 S3 5 Bwengu - Rumphi S1 S1 6 Kasungu - Dwangwa S2 S1 7 Madisi - Kasungu S2 S3 S1 8 Lumbadzi - Mponela S2 S1 9 Bunda Turn Off - Chimbiya S2 S3 S1 10 Dedza - Biriwiri S2 S3 S1 11 Salima - Senga Bay S2 S1 12.1 Benga - Nkhotakota S2 S3 12.2 Nkhotakota - Dwangwa S4 S1 13.1 Chingeni - Liwonde S2 S3 S4 13.2 Liwonde - Zomba S5 S6 S1 S2 14.1 Liwonde - Mangochi S3 S4 S5 S6 14.2 Mangochi - Monkey Bay S7 S8 S1 S2 15 Zomba - Blantyre S3 S4 S5
0 - 20 L 21 - 31 R 32 - 52 L 0 - 15 L 16 - 36 L 46 - 66 R 67 - 87 R 0 - 20 L 21 - 36 L 37 - 47 L 0 - 10 R 19 - 39 R 32 - 52 L 53 - 73 L 0 - 15 R 16 - 31 R 32 - 47 L 0 - 10 L 0 - 10 L 11 - 21 R 0 - 15 R 16 - 31 R 33 - 53 L 0 - 20 L 21 - 31 L 32 - 52 21 - 31 0 - 20 42 - 62 21 - 41 0 - 20 0 - 10 11 - 21 63 - 83 42 - 67 21 - 41 0 - 20 0 - 10 11 - 21 22 - 32 33 - 53 54 74 75 85 0 - 20 21 - 31 32 - 42 43 - 63 0 22 33 53 20 32 53 63
20.000 20.000 20.000 25.000 30.000 25.000 25.000 20.000 20.000 25.000 40.000 25.000 35.000 40.000 20.000 10.000 10.000 25.000 20.000 20.000 20.000 20.000 20.000 20.000 20.000 18.667 10.000 73.077 20.000 20.000 10.000 10.000 10.000 10.000 10.000 25.385 24.615 30.000 19.500 16.111 19.375 30.000 30.000
200.000 175.000 320.000 200.000 190.000 175.000 210.000 210.000 210.000 195.000 200.000 180.000 230.000 200.000 150.000 100.000 170.000 185.000 210.000 210.000 210.000 210.000 210.000 210.833 220.000 142.000 155.000 188.462 180.000 135.000 110.000 155.000 155.000 155.000 155.000 172.308 208.462 150.000 142.500 165.000 163.125 150.000 150.000
127.657 137.941 131.917 197.677 158.480 207.193 126.256 165.956 149.168 209.292 165.882 169.454 165.859 170.214 95.288 246.452 189.706 170.847 86.583 114.210 125.640 105.310 104.017 88.721 75.383 267.884 315.200 473.522 194.739 287.245 328.540 146.674 118.522 283.476 215.784 292.411 263.794 239.904 164.231 107.128 123.912 159.590 404.498
300.000 280.000 732.222 300.000 390.000 375.000 310.000 345.000 345.000 300.000 300.000 310.000 330.000 300.000 250.000 150.000 280.000 350.000 345.000 345.000 345.000 345.000 345.000 344.583 340.000 296.000 270.000 345.000 290.000 220.000 230.000 270.000 270.000 270.000 270.000 310.000 357.692 320.000 295.500 291.667 302.500 320.000 320.000
67.606 69.164 26.477 37.510 17.910 36.427 29.319 50.960 28.856 74.847 86.736 47.381 45.630 45.631 68.530 102.829 29.528 63.085 36.498 70.059 67.392 64.877 39.590 42.151 47.983 73.497 56.709 125.374 62.187 201.484 197.721 103.527 92.610 128.746 68.567 57.615 100.500 45.200 71.736 118.493 86.651 77.671 71.619
670.000 530.000 797.500 470.000 550.000 575.000 480.000 500.000 500.000 630.000 430.000 450.000 430.000 430.000 410.000 200.000 410.000 425.000 500.000 500.000 500.000 500.000 500.000 500.000 500.000 386.667 365.000 425.769 375.000 345.000 350.000 365.000 365.000 365.000 365.000 440.769 519.231 490.000 474.000 600.000 586.250 490.000 490.000
20.423 20.625 27.712 39.688 17.363 20.158 24.699 40.903 16.761 49.113 28.365 26.783 40.822 31.059 25.694 67.043 24.173 26.575 16.479 60.072 36.768 32.512 28.529 26.251 27.708 22.353 38.213 28.345 59.768 42.535 78.895 45.860 84.256 50.190 44.127 32.383 34.133 46.306 85.550 51.313 28.531 37.879
21.844 12.423 34.600 20.667 13.830 15.478 27.824 35.379 20.868 23.465 28.683 21.405 24.474 27.715 15.233 18.337 15.956 34.063 12.449 105.260 25.358 31.031 21.316 26.077 23.023 13.159 24.129 33.482 27.342 22.920 39.322 18.885 153.460 41.372 24.646 23.194 21.092 22.371 40.958 38.608 26.150 27.970
15.000 15.000
160.000 160.000
188.450 210.958
380.000 380.000
67.666 102.983
560.000 373.333
22.558 60.775
15.296 44.081
0 - 10 11 - 21 22 - 32 33 - 43 44 - 64
20.000 20.000 40.000 65.000
200.000 200.000 200.000 225.000
126.303 192.756 151.261 287.732
300.000 300.000 280.000 302.500
61.842 84.886 42.467 64.896
410.000 410.000 480.000 476.250
55.569 47.528 29.380 34.131
37.087 30.742 26.148 76.677
90.000
250.000
110.954
325.000
77.911
450.000
61.104
24.731
Page 4-5
Section 5: Analysis of Modified DCP Testing
5.
ANALYSIS OF MODIFIED DCP TESTING This section of the report presents the data and assumptions used in the calculation of the graphs presented in the . It will attempt to draw conclusions from the data obtained and to relate that to the data obtained in the UK field trials and in the laboratory. Firstly a comparison between the small flat tipped DCP and the standard DCP cone will be made before studying the relation between DCP, Radius of curvature meter and the Roughton Deflection bowl methods of Resilient Moduli calculation, and compares this with the DCP values. A relationship correlation in this area would help reduce the cost and time involved in pavement analysis, thereby enabling a rapid assessment of pavement conditions (Gravel or Surfaced) and thus time and overheads in rehabilitation requirements.
5.1.
Standard DCP Testing The DCP results were analysed using the TRL equation (Section 3.3), as previous work undertaken as part of this study (Report III) of the project had shown that there was little overall difference in which equation was used for correlating DCP readings with in situ CBR result (see Main Report). Due to the fact that a correlation linking CBR to Resilient Moduli (Mr) had also been developed by TRL a consistency would be maintained.
5.1.1. Routine Testing The routine DCP are shown in Table 4-2 and the average for that length can be seen. The averages have been calculated by eliminating obviously incorrect, or when the test has not penetrated more than 400 mm into the pavement structure. The results obtained from this testing are acceptable and compare well to the expected results. As usual in some areas the DCP was unable to penetrate due to the nature of the compacted pavement base revealed little except that in places the DCP could not penetrate the pavement. When compared with the laboratory result there was a general overread factor of approximately 6. 5.1.2. Sample Lengths The results from the DCP testing on the sample lengths are shown in Table 4-4 and the average for that length can be seen in bold type. The averages have been calculated by eliminating obviously incorrect results, or when the test has not penetrated more than 400mm into the pavement structure. 5.1.3. DCP Results in General From the DCP testing conducted in the sample lengths, and during the routine testing the spread of results was in the range expected considering the type of pavement construction and the climate. On the routine testing, the results compare well, ie over the length of road under consideration the correlation between each individual test is fairly high and consistent over the section under consideration. The acceptable results for this type of testing indicate a consistency with the laboratory based results.
Page 5-1
Figure 5-1 - Comparison of a Standard DCP Cone with a Small Flat Tip
Test Perform ed at R14b pit32

Blow s 0 0 50 100 150 200 250
200
400 Penetration mm
600
800
1000
1200 Std C one Sm all Flat T ip
Page No 5-2
5.2.
Resilient Moduli Calculations From the consultant's experience in Southern African countries, and the subsequent laboratory analysis, it was found in general that the pavement included in the project were in a very dry condition, producing artificially high DCP readings. From work in the wet and dry seasons, in various countries, a conditioning index has been developed that is applied to results based upon laboratory testing, in situ testing and a visual assessment of the pavement. to lower the field strengths of the DCP CBR's to a realistic soaked CBR that could be used for design. A comparison of the predicted deflection based on the structural number from the dynamic cone penetrometer tests against the design deflection showed a factor of 6 may be applicable. This can also be seen in the laboratory results when comparing in-situ DCP CBR results with the 98% soaked CBR from the laboratory. This is not unexpected since the consultant has found the factor to be as high as 10 in certain countries in Southern and Central Africa. However, since the structural number is only used to compare the strength of one road against another this correction is not required for design, but therefore we must take heed of dry season conditions when analysing the results for research purposes. Based on the relationships between the DCP and CBR as described above it is possible to estimate the strength and thickness of each layer in the pavement as well as the subgrade strength. Figure 5-3 shows a summary and comparison of the averaged available test data from Malawi. The work undertaken so far, has shown that the DCP consistently overeads the stiffness compared to ROC by a factor of 6, whilst the deflection bowl method shows a closer match with an underead factor of 0.5. The results and plots are shown in Figure 5-3 and more comprehensively for all the individual roads in Appendix II, where the DCP plots and the DCP summary tables can be seen also. The associated laborarory testing is presented in Appendix I. When these DCP CBR values are compared with the Laboratory CBRs it can be seen that the DCP values compare more favourable with the unsoaked testing. However, as the Mr calculations are taken from the DCP it is inevitable that an over read value will be obtained. The modified tip may have further uses when performed in a borrow pit, or loose compaction stage. With a well compacted, laterically bound material, the results were almost identical.
Page No 5-3
Figure 5-2 - Deflection Bowl Summary

Road Maintenance and Rehabilitation Project Deflection Bowl Summary Road Details 1 1 1 2.1 2.1 2.1 2.1 2.2 2.2 2.2 3 3 3 3 4 4 4 5 6 6 7 7 7 8 8 9 9 9 10 10 10 11 11 12 12 12 12 13 13 13 13 13 13 14 14 14 14 14 14 14 14 15 15 15 15 15 Chain (km) 3.3 23.1 30.8 5.6 12.1 36.3 59.3 79.1 102.2 114.3 11.0 25.3 61.5 69.2 8.2 21.4 42.3 3.3 6.6 15.4 Thickness (mm) LHS BC SB SG1 BC 200 130 1000 163 175 265 1000 30 320 0 1000 255 200 100 1000 151 190 160 1000 75 175 200 1000 122 210 100 1000 38 210 100 1000 199 200 280 1000 33 195 105 1000 75 200 100 1000 50 180 130 1000 157 230 100 1000 118 195 85 1000 138 150 100 1000 38 100 120 1000 148 170 240 1000 28 185 165 1000 180 200 150 1000 86 140 160 1000 202 270 190 210 220 140 175 205 180 135 110 155 195 140 140 170 190 150 140 165 165 200 150 110 140 160 150 210 130 200 195 200 190 190 190 145 130 100 135 120 160 110 170 110 85 120 115 200 140 140 175 320 170 155 110 135 100 100 150 60 350 150 510 65 115 75 80 200 200 200 180 1000 158 1000 49 1000 61 1000 79 1000 36 1000 59 1000 207 1000 60 1000 138 1000 184 1000 321 1000 43 1000 81 1000 300 1000 415 1000 117 1000 67 1000 21 1000 125 1000 37 1000 138 1000 27 1000 1497 1000 47 1000 45 1000 94 1000 71 1000 793 1000 126 1000 275 1000 273 1000 48 1000 156 1000 248 1000 319
in association with Jatula Partners Resilient Modulus (MPa) SB SG1 SG2 BC SB 65 130 1029 109 496 36 33 5000 51 41 67 82 1986 112 365 73 154 965 78 313 36 283 768 87 52 76 95 2194 282 45 23 54 3400 48 43 122 252 883 207 98 41 77 3998 46 45 37 156 946 134 20 215 153 1052 169 90 33 115 1070 115 132 29 67 2957 79 605 24 190 831 110 47 49 41 5000 173 137 299 91 1993 425 372 27 75 2064 46 25 36 5000 317 49 1016 38 115 3052 68 259 115 150 5000 290 199 20 376 201 63 23 40 230 123 20 77 85 128 126 23 50 68 86 50 75 52 24 741 20 84 21 32 38 37 31 27 73 83 53 58 71 264 153 105 216 385 84 150 105 56 111 208 143 70 57 74 95 72 162 132 104 171 176 35 44 52 87 140 176 170 348 118 136 96 128 114 614 139 1883 81 1732 139 1182 299 977 40 1493 127 5000 252 5000 76 5000 253 5000 372 5000 372 5000 150 5000 134 5000 76 5000 376 5000 75 5000 501 5000 54 5000 63 5000 92 5000 482 5000 571 5000 1876 5000 82 5000 38 5000 32 5000 226 5000 2509 5000 145 5000 268 5000 434 5000 128 5000 806 5000 187 5000 260 204 175 63 20 176 60 237 225 20 171 142 44 254 81 171 298 20 83 946 36 20 284 20 153 40 290 38 20 253 276 48 45 28 180 166 SG1 82 22 74 146 97 107 35 284 43 394 88 56 35 121 24 90 58 110 44 129 61 118 196 225 44 53 95 122 45 72 208 140 26 46 39 43 118 73 104 89 66 96 153 20 41 54 24 145 53 86 117 143 52 48 63 RHS SG2 242 5000 98 600 5000 908 5000 723 5000 691 464 2418 532 842 305 227 1663 742 3403 165 185 1608 75 699 669 177 747 79 5000 1554 135 4968 349 139 432 126 23 71 195 595 5000 1507 15 243 5000 83 748 5000 240 5000 988 5000 392 5000 5000
Karonga - Songwe Karonga - Songwe Karonga - Songwe Mzuzu - Bwengu Mzuzu - Bwengu Mzuzu - Bwengu Mzuzu - Bwengu Bwengu - Chiweta Bwengu - Chiweta Bwengu - Chiweta Jenda - Chikangawa Jenda - Chikangawa Jenda - Chikangawa Jenda - Chikangawa Mzuzu - Nkhata Bay Mzuzu - Nkhata Bay Mzuzu - Nkhata Bay Bwengu - Rumphi Kasungu - Dwangwa Kasungu - Dwangwa Test Failure Madisi - Kasungu 31.9 Madisi - Kasungu 31.9 Lumbadzi - Mponela 23.1 Lumbadzi - Mponela 30.8 Bunda Turn Off - Chimbiya 7.7 Bunda Turn Off - Chimbiya 28.6 Bunda Turn Off - Chimbiya 47.3 Dedza - Biriwiri 9.9 Dedza - Biriwiri 27.5 Dedza - Biriwiri 52.7 Salima - Senga Bay 5.5 Salima - Senga Bay 17.6 Benga - Nkhotakota 20.9 Benga - Nkhotakota 20.9 Nkhotakota - Dwangwa 33.0 Nkhotakota - Dwangwa 39.6 Chingeni - Liwonde 6.6 Chingeni - Liwonde 19.8 Chingeni - Liwonde 26.4 Liwonde - Zomba 42.9 Liwonde - Zomba 65.9 Liwonde - Zomba 87.9 Liwonde - Mangochi 4.9 Liwonde - Mangochi 13.2 Liwonde - Mangochi 44.0 Liwonde - Mangochi 58.2 Mangochi - Monkey Bay 85.7 Mangochi - Monkey Bay 97.8 Mangochi - Monkey Bay 111.0 Mangochi - Monkey Bay 7.7 Zomba - Blantyre 11.0 Zomba - Blantyre 16.5 Zomba - Blantyre 24.2 Zomba - Blantyre 51.6 Zomba - Blantyre 56.0
Page No 5-4
Figure 5-3 - Comparisons of the various Resilient Moduli calculated

Road No: Rc Base Subbase SSG SG 151 124 111 103 419 342 210 141
Average All Roads

Soil Properties Rbnd 261 169 90 90 Description DCP Deflection Bow l App 150 87 125 125 Dry In Situ % LL PI Density 75um 0 0 -
Resilient Modulus (Mpa) SL ave Trial Pit 425 221 155 126
Soaked CBR % %Comp 98 95 -
Average All Roads

600
y = 6.6593x - 469.2 R2 = 0.9038
500
y = 6.0565x - 483.38 R2 = 0.9095
400
Experimental Mr - MPa
Bardon UK
300
y = 5.822x - 496.04 R2 = 0.9283
200
y = 2.1544x - 125.47 R2 = 0.5151
100
100
110
120
130
140
150
160
Rc Mr - MPa
SL ave Imads Linear (Imads) Trial Pit TRL Eqn Linear (TRL Eqn) App Linear (DCP) Rbnd Linear (Bow l)
Page No 5-5
Section 6: Discussions and Conclusions
6.
DISCUSSIONS AND CONCLUSION Correlation between DCP and resilient modulus for subgrade soils showed that DCP results relate reasonably to resilient modulus. The scatter in the results is partly due to the natural variability in the field conditions, especially as the DCP tests were not carried out exactly at the points of the resilient modulus measurements. Additionally the subgrade soil contained cobbles which increased the variability in the test results. However, it is interesting to note 2 that R for the DCP-stiffness relationships were higher than that between the two resilient modulus measurement methods used (GDP & TFT), in the case of the subgrade material. Thus, there appears to be an inherent difficulty in measuring subgrade soil resilient modulus, independent of the difficulties of using a DCP to do so, and the DCP seems to be no worse than the competing (and far more sophisticated) equipment, such as the GDP and TFT, at least as far as the Bardon situation is concerned. The DCP value for each tested point used above was the average of the DCP readings (mm/blow) for that point. The values are given in Appendix I. This method worked well with the subgrade because it was one layer with fairly uniform properties. When aggregates were placed the situation was changed in three ways. Firstly, a 2-layer system is introduced with the possibility of interference effects between the two layers. Secondly, unbound aggregates generally give unrealistically low DCP values because of lack of confinement. Thirdly, DCP results reflect shear strength more than resilient modulus. For these reasons, the 2 correlations between resilient modulus and DCP values were not good with very low R values. Therefore, improvements are suggested for further work to undertake on the next field trials, where adjustments need to made to create equivalent DCP values (where a DCP value is a single value in mm/blow which represents the entire test in the layer) as follows: The first improvement was to find the rate of penetration in mm/blow for each 100 mm of the penetration depth and then take the average of these readings as the equivalent DCP. The second improvement was to find a weighted average rather than the simple average to take into account the effect of stress distribution so that shallower depths have more influence on the resilient modulus than deeper ones. Regarding the top layer correction, the weighted average may need to be corrected further due to a loosening effect of initial impacts of the DCP. The consistency (or lack of) agreement when comparing the Small Flat Tip DCP with Standard DCP Cones needs to be investigated further, as too much scatter in the results is evident.
The testing undertaken as part of the Bardon trial and the subsequent analysis showed that the small flat tip related to resilient modulus measurements using GDP and TFT better than the other tips. The use of a modified tip improved the correlation between DCP readings (mm/blow) and stiffness. The resilient modulus to flat tip relationship having the highest correlation, and displaying most consistency. The Equations developed and shown in Appendix II, demonstrate taking a mm/blow reading, using the relationship from the Bardon Trial:
Mod DCP = 0.6889 (DCP) + 5.882
Eqn. 10
To obtain a mm/blow reading equivalent to using the small flat tip. Then we are able to use the following relationship to produce an interpretation of the Stiffness (Resilient Modulus):
Mr = 83.179 (Mod DCP) -0.5823
Eqn. 11
The relationship between the small flat tip and resilient modulus from the GDP and TFT is worthy of further investigation. The relationship has so far only been investigated using the Bardon trial and a small amount of work in Malawi and therefore further investigations would be necessary using overseas soils. It was not possible to undertake many resilient modulus
Section 6: Discussions and Conclusions
trials as part of this project, due to the limited availability of the GDP and TFT. Therefore in Malawi the resilient modulus was measured using deflection bowl measurements to compare with the DCP results obtained from the small flat tip.
Page No 6-2
Section 7: References
7. 7.1.
REFERENCES Ministry of Works Materials Laboratory Branch Reports The following Construction Material Investigation Reports were studied: REPORT Report No. 2A 19 31 40 47 48 68 81 92 108 113 126 144 146 188 236 1987 1988 1989 1988 1989 1990 1990 1992 1996 1982 1983 1986 1985 1985 Year Study Road No. 12.1 12.1 11 11 15 15 15 3 8 13 8 8 6&7 12 8 10
Benga Nkhotakota Lime Stabilisation Benga Nkhotakota Gravel Survey Salima Balaka Road (M17) Salima Airport Blantyre Lirangwe Machimbeya Balaka Road S85 Blantyre Lirangwe Machimbeya Balaka S69 Zomba Kachulu Road and S73 Namadidi Loop Road Jenda Edingeni Kamteteka Road S49 Mponela Mtchisi Construction Materials Balaka Ulongwe S55 Gravel Survey Lilongwe Salima Road Geotechnical Investigation Areas 13, 14 and 32 Construction Materials Kasungu Airport Pavement Evaluation & Materials Benga Nkhotakota Dwangwa Construction Materials Dzaleka Lumbadzi Gravel and Soil Survey Ntcheu Mwanza Road Preliminary Soil and Construction Materials Investigations The following Pavement Evaluation Reports were studied: REPORT Blantyre Chileka Road (M2) Mangochi Monkey Bay Road Kacheche Chiweta Road Lilongwe Kasungu and Jenda Pavement Evaluation Vol. I, II and III Mangochi Monkey Bay Road Nkhotakota Benga Pavement Evaluation Nkhotakota Dwangwa Pavement Evaluation Mzuzu Nkhata Bay Road M12 Pavement Evaluation South Rukuru Chiweta Pavement Evaluation Mzuzu Mbowe Spur Pavement Evaluation Mzuzu Nkhata Bay Pavement Evaluation (M1) Independence Drive, Blantyre
DMR NO. 20 26A 33 76 102 103 104 110 111 164 169 325
YEAR 1982 1982 1983 1987 1988 1989 1989 1989 1989 1991 1991 1986
ROAD NO. 45 14.2 2 3,6,7 & 8 14 12 12 4 2.2 2&4 4
Page No 7-1
The following Consultants Reports were used for this study: REFERENCE CSIR Division of Roads, 1990 Gibb Orointec JV, 1997 jose a. torroja, oficina technica s.a., 1997 Scott Wilson & Kirkpatrick Scott Wilson & Kirkpatrick, 1997 Scott Wilson & Kirkpatrick, 1983 Scott Wilson & Kirkpatrick, 1983 SMEC International, 1998 7.2. REPORT TITLE A Study of Road Pavement Failures and Rehabilitation Strategies M1 Lilongwe Kasungu, Kacheche Kargonga Economic Feasibility Study for the karonga- Chilumba-Chiweta Road Final Report Detailed Design and Environmental Analysis for the Karonga Chilumba Chiweta Road Economic Study review and detailed Engineering Design Kasungu Nkotakota Road Stage 1 Volume 1 Draft final Report Detailed Engineering Design of the Karonga Chitipa- Nyala Border Post Road, Report on Soils and Construction Materials Construction of the Luwawa Turn-off Champhoyo Road Comntract No 7/83 Volume III Report on Soils and Construction Materials Rehabilitation of Road M17 between Salima and Balaka Section M5 to M18 Contact No 44/86 Volume III Report on Soils and Construction Materials. Road Maintenance and Rehabilitation Programme Final Report Part D Other reviews and Outputs
Bibliography and References Ahlvin, R. G. and Hammit, G. M., (1975) "Load supporting capabilities of low-volume roads", TRB Special Report 160, Washington DC. Al wahab, R.M. and Al-Qurna, H.H. (1955) Fibre reinforced cohesive soils and application in compacted earth structures, Proceedings of Geosynthetics 95, IFAI, Tennessee, USA, Vol. 2, pp. 433-446. Ayers, M. E., Marshall, R., Thompson, M.R., Uzarski, D. R., Rapid shear strength evaluation of in-situ granular materials, TRB 1227, 1989, pp134-147. Bell, F.G. (1988) Stabilisation and treatment of clay soils with lime: part 1 - basic principles, Ground Engineering, Vol. 21, No. 1, pp. 10-15 Bishop A W (1971). Stress-strain behaviour of soils. Proc. Of Roscoe Memorial Symposium, Cambridge University, March 29-31, GT Foulis & Co Ltd, pp 3-58. Bishop A W and Wesley L D (1975). A hydraulic triaxial apparatus for controlled stress path testing. Geotechnique Vol 25, No4, pp 657-670. Boussinesq J (1885). Applications des Potentiels Ltude de Lquilibre et du Mouvement des Solides lastiques. Gauthier-Villars. Paris Bowles J E (1979). Physical and geotechnical properties of soil. McGraw-Hill, New York, USA. Brown, AJ, Rogers, CDF, Thom, NF, (1993) Field Assessment of Road Foundations, Final Report submitted to TRL. Charman J H (1995) Laterite in Road Pavements CIRIA Special Publication 47. Dall Aqua, M. (1997) Fibre reinforced stabilised soil, MPhil thesis, The University of Birmingham, Birmingham, UK.
Page No 7-2
Dehlen G L. (1962) Flexure of a Road Surface, its Relation to Fatigue Cracking and Factors Determining its Severity HRB Bulletin, 1962 Design Manual for Roads and Bridges, Pavement Design and Maintenance, Volume 7, (DMRB 7) HD 25/94, Foundations, (1994), HMSO, London. Dr BadenClegg Pty Ltd, Newsletters 2 (1986), 3 (1986), 14 (1995), 15 (1995), 16 (1996), 17 (1997), 18 (1997) and Technical Notes 1 (1994), 2 (1995), 3 (1997). Dalkeith, WA 6009. Draft TRH:20 1990, The structural design, construction and maintenance of unpaved roads., Committee of State Road Authorities, p 2. Du Plessis, L. and de Beer, M. (1996) Characterisation of road building materials using the dynamic cone penetrometer, Presented at the 75th annual meeting of the Transportation Research Board, Washington D.C. Ehrler, O.M.Ch., (1989), Measurement of non-linear deformation characteristics of unbound aggregates by natural vibration method, Proc. 3rd Int. Symposium on Unbound Aggregates in Roads. Nottingham University. Nottingham, UK. ELSYM5 (1985) ELSYM5: Interactive Version, User's Guide, Layered System Analysis Program Federal Highway Department, USA, 1985 Ferry, A. G., Unsealed Roads manual (RRU Technical Recommendations TR8) A manual of repair and maintenance for Pavements, 1986, p4-13. Flecher, C.S. and Humphries, W.K. (1991) California bearing ratio improvement of remoulded soils by the addition of Polypropylene fiber reinforcement, Proceeding of Seventieth Annual Meeting, Transportation research Board, Washington, DC, USA, pp. 8086. Fleming, P. R. and Rogers, C. D. F. (1990) Literature review of methods of field measurement of elastic stiffness and resistance to permanent deformation, Loughborough University of Technology, Loughborough, UK. Frempong, E. M. (1995a) Field compaction control studies on road bases in a new settlement area in Ghana, Geotechnical and Geological Engineering, Vol. 13 No.4 pp. 227241. Frempong, E. M. (1995b) A comparative assessment of sand and lime stabilization of residual micaceous compressible soils for road construction, Geotechnical and Geological Engineering, Vol. 13 No.4 pp. 181-198 Fretaig, D.R. (1986) Soil randomly reinforced with fibers, Journal of Geotechnical Engineering, ASCE, Vol. 112, No. 8, pp. 823-826. German Specification (1992), Dynamic plate load test using a light falling weight device, TP BF-StB, Part B 8.3, German Federal Ministry of Transport-Road Construction Department. Gidigasu, M.D. (1991), Characterisation and use of tropical gravels for pavement construction in South Africa, Geotechnical and Geological Engineering, Vol. 9, pp. 219-260. Grant M C & Walker R N (1987) The Development of Overlay Design Procedures Based on the Application of Elastic Theory International Conference on the Structural Design of Asphalt Pavements, 1987 Gray, D.H. and Ohashi, H. (1983) Mechanics of fiber reinforcement in sand, Journal of Geotechnical Engineering, ASCE, Vol. 108, No. 3, pp. 335-353.
Page No 7-3
Harison, J.A., In situe CBR determinationby DCP testing using a laboratory-based correlation, ARRB, Volume 19, Number 4, 1989, pp313-317. Heukelom, W. and Foster, C. R. (1960) Dynamic testing of pavements, ASCE Journal of Structural Division, SMI, pp. 1-29. Ingels, O. G. (1987) Soil stabilisation, Ground Engineers Reference Book, Edited by F. C. Bell, Butterworth., Chapter 38, pp.1-28. Ingels, O. G.and Metcalf, J.B. (1972) Soil stabilisation: principles and practice, Butterworth., Chapter 5, pp.127-143. IRC:81 (1981) Tentative Guidelines for Strengthening of Flexible Road Pavements Using Benkelman Beam Deflection Technique The Indian Roads Congress, New Delhi, India, 1981 Jones, G. A. and Rust, E. (1982) Piezometer penetration testing, Proc. 2nd Erop.Symp. on Penetration Testing, Amsterdam, pp. 607-613 Jones, T.E. (1987) Optimum maintenance strategies for unpaved roads in Kenya, PhD thesis, The University of Birmingham. Kennedy,C.K. & N.W.Lister (1978) Prediction of Pavement Performance and the Design of Overlays TRRL Laboratory Report 833, Transport Research Laboratory, Crowthorne, United Kingdom, 1978 Lee, W., Bohra, N. C and Altschaeffl, A. G., (1995) "Resilient characteristics of Dune sand", ASCE Journal of transportation Engineering, Vol. 121, No. 6, pp. 502-506 Manual of Contract Documents for Highway Works, Volume 1: Specification for Highway Works (MCDHW) August 1993, HMSO, London. Maree J H. & C R Freeme (1980) The mechanical design method used to evaluate the pavement structures in the catalogue of the draft TRH4 NITRR. CSIR, Pretoria, South Africa, 1980 Mellier, G. (1968), "La route en terre: structure et entretien maintenance", Eyrolles, pp. 3657, Paris. Ministry of Transport and Communication (MOTC) (1981) Materials and pavement design manual for new roads, MOTC, Kenya. Ministry of Works Road Department (MOTC) (1978), "Subgrade conditions in Kenya and influence on road performance", Materials Branch, Report No. 345. Nairobi.) Mitchell, M.F., Perzer, E.C.P. and Van der Walt, N. (1979) The optimum use of natural materials for lightly trafficked roads in developing countries, Second International Conference on Low Volume Roads, Transportation Research Board, TRR 702. Washington. MOTC Kenya (1987) Road Design Manual Materials and Pavement Design for New Roads 1987 MOWS Design Dept Malawi (1973) Standard Specification for Road and Bridge Works MOWS Design Dept Malawi (1978) Standard Specification for Road and Bridge Works (Metric Edition) Nicholson, P. G., Kashyap, V. and Fujii, C. F. (1994) Lime and fly ash admixture improvement of tropical Hawaiian soils, Transportation Research Board, TRR 1440, pp.7178
OReilly, M.P. and Millard, R.S, (1969) Road making materials and pavement design in tropical and subtropical countries, TRRL, Laboratpry Report LR 279, Crowthorne, UK. ORN 31 (1993) A Guide to the Structural Design of Bitumen-Surfaced Roads in Tropical and Sub-Tropical Countries Overseas Road Note 31, Transport Research Laboratory, Crowthorne, United Kingdom, 1993 ORN 8 (1990) A users manual for a program to analyse dynamic cone penetrometer data Overseas Road Note 8, Transport Research Laboratory, Crowthorne, United Kingdom, 1990 Paige-Green, P. and Coetser, K. (1996) Towards successful SPP treatment of local materials for road building, Department of Transport, Research Report RR 93/286, Pretoria, South Africa. Paige-Green, P. and Netterberg, F. (1987) Requirements and properties of wearing course materials for unpaved roads in relation to their performance, Fourth International Conference on Low Volume Roads, Transportation Research Board, TRR 702, Vol. 1, Washington, pp.208-214 Pinard, M.I. and Jackalas, P. (1987) Durability aspects of chemically stabilized, weathered basaltic materials for low-volume road base construction, Transportation Research Board, TRR 1106, pp. 89-102. Richardson, D. (1996) "AASHTO Layer Coeffecients for Cement-Stabilized Soil Bases", ASCE Journal of Materials in Civil Engineering, Vol. 8, No. 2, pp. 83-87. Rogers, C. D. F. and Lee, S. J. (1994) Drained shear strength of lime-clay mixes, Transportation Research Board, TRR 1440, pp. 53-62. Routieres (1980) Light Percussion sounding apparatus CRR leaflet A25, Centre de Recherches, Belgium. Scala, A.J. (1956) Simple methods of flexible pavement design using cone penetrometers, New Zealand Engineer, Vol. 11, No. 2, pp. 34-44 Scrivner, F. H., Swift, G. and Moore, W. M. (1966) A new research test for measuring pavement deflection, Highway Research Boarb, HRR 129. Sherwood, P. (1993) Soil stabilisation with cement and lime: state of the art review, TRL, HMSO, London, UK. Smith H R & C R Jones (1980) Measurement of pavement deflections in tropical and subtropical climates Laboratory Report 935, Transport Research Laboratory, Crowthorne, United Kingdom, 1980 Smith, R.B. and Pratt, D.N. (1983) A field study of in situ California Bearing Ratio and dynamic cone penetrometer testing for road subgrade investigations, Australian Road Research, Vol. 13, No. 4, pp. 285-294. Snedker, E.A. and Temporal, J. (1990) M40 Motorway Banbury IV contract - lime stabilisation, Highway and Transportation, Dec. pp. 7-8. TMH 6 (1984) Special Methods for Testing Roads Draft TMH 6 : 1984, Committee of State Road Authorities, CSIR, Pretoria, South Africa, 1984 TRH 12 (1990) Bituminous pavement Rehabilitation Design Committee of State Road Authorities, Pretoria, South Africa TRH 6 (1985) Nomenclature and methods for describing the condition of Asphalt Pavements Committee of State Road Authorities, Pretoria, South Africa
TRRL (1981) Maintenance techniques for district engineers, Overseas Road Note 2, Department of Transport, UK. Van Vuuren, D.J. (1969) Rapid determination of CBR with portable dynamic cone penetrometer, The Rhodesian Engineer, September. Voong B (1991) EFROMD2, A Computer-Based Programme for Back-Calculating Elastic Material Properties from Pavement Deflection Bowls Australian Road Research Board Ltd, 1991 Wild, S., Abdi, M. R. and Ward, L. G. (1993) Sulphate expansion of lime-stabilised Kaolinite: II Reaction products and expansion, Clay Minerals, Vol. No. 28, pp. 569-583.
Page No 7-6
RO U G H T O N
Report IV- Appendix I Field Trials of Modified DCP Apparatus
February 2000
Report IV- Appendix I Field Trials of Modified DCP Apparatus

February 2000
DFID Project Reference: R6852 Subsector: Theme: Element A: Date: Transport T2 Review of Procedures, Standards and Methods February 2000
Appendix I - Laboratory and Field Results

DCP Survey Results
This section contains: Sample Length, one test performed at every peak deflection test point. Routine Lengths, one test every 2km on all roads
Trial Pit Logs

This provides a summary of the trial pits, the depths of each layer, a visual description and any associated test results from the laboratory.
Laboratory Results
This provides a comprehensive summary of the testing undertaken on the roads.
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Karonga to Songwe Test Location and Pavement Assessment Chainage (km)
0.200 LHS SURFACE DRESSING 2.200 RHS SURFACE DRESSING 4.200 LHS SURFACE DRESSING 6.200 RHS SURFACE DRESSING 8.200 LHS SURFACE DRESSING 10.200 RHS SURFACE DRESSING 12.200 LHS SURFACE DRESSING 14.200 RHS SURFACE DRESSING 16.200 LHS SURFACE DRESSING 18.200 RHS SURFACE DRESSING 20.200 LHS SURFACE DRESSING 22.200 RHS SURFACE DRESSING 24.200 LHS SURFACE DRESSING 26.200 RHS SURFACE DRESSING 28.200 LHS SURFACE DRESSING 30.200 RHS SURFACE DRESSING 32.200 LHS SURFACE DRESSING 34.200 RHS SURFACE DRESSING 36.200 LHS SURFACE DRESSING 38.200 RHS SURFACE DRESSING 40.200 LHS SURFACE DRESSING ROAD 1
Summary Road Code: 1 Layer Characteristics Layer 1 Thk Str

(mm) 20 20 20 20 20 20 20 20 20 31 20 20 20 20 20 20 20 20 20 20 20 21.38 CBR 32 32 32 32 459 32 32 32 334 185 32 32 32 32 32 32 32 32 115 302 151
Pavement Layer Characteristics Layer 3 Thk Str

(mm) 124 87 68 17 95 142 59 77 136 158 112 67 75 138 50 83 161 108 238 103 290 CBR 118 218 204 423 108 185 216 259 149 115 149 182 321 124 137 184 173 256 45 156 14
Condition
Layer 2 Thk Str

(mm) 7 13 16 7 209 113 7 11 200 191 13 13 220 22 13 24 146 146 246 126 243 CBR 1204 626 502 600 138 264 1204 1126 96 165 626 626 227 359 304 327 156 188 178 152 190
Layer 4 Thk Str

(mm) 74 60 74 45 263 188 56 68 44 136 21 42 185 63 57 48 357 115 302 308 201 CBR 163 306 194 202 16 37 204 278 360 48 550 214 45 247 102 245 45 78 32 36 7
SF BS SB Layer 5 Thk Str Thick Thick Str Thick

(mm) 21 22 15 18 435 479 24 6 622 506 9 6 522 9 11 18 338 633 216 76 268 CBR 813 422 897 610 23 23 863 2243 19 15 1067 1376 16 1261 897 524 55 31 18 100 28 22 (mm) (mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 200 200 200 200 200 200 200 175 175 175 175 175 175 320 320 320 320 320 320 320 320 236 CBR 171 311 275 171 197 258 293 333 130 190 292 241 200 171 85 145 161 197 155 145 161 186 (mm) 330 330 330 330 330 330 330 400 400 400 400 400 400 500 500 500 500 500 500 500 500 420
Str
CBR 157
SSG Thick Str

(mm) 670 670 670 670 CBR
SG Str
CBR
87 98 49 176 115
670 670 670 600 600 600 600 600
21 26
24 27
29 39
16 15
204
600 740 740 740
32
15
62 45 53 33 25 100
740 740 740 740 740 670
39 37 35 44 7 28
57 26 20 25 21
32 190.4
178 155.3
149 198.6
38 460.1
01 - Routine Summary Tests KAR DCP.xls
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Mzuzu to Ekwendeni Test Location and Pavement Assessment Chainage (km)
10.100 LHS 12.100 LHS 14.100 LHS 16.100 LHS 18.100 LHS 20.100 LHS 22.100 LHS ROAD2.11 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING
Summary Road Code: 2.11 Layer Characteristics Layer 1 Thk Str

(mm) 20 20 20 20 20 3 3 20 CBR 176 390 410 449 32 239 239

(mm) 111 251 124 169 16 77 31 CBR 168 54 84 34 284 91 543
Condition
Layer 2 Thk Str

(mm) 29 162 76 155 24 33 22 CBR 569 331 253 161 218 496 737
Layer 4 Thk Str

(mm) 344 251 349 193 2 71 49 CBR 50 37 31 9 1760 250 328
SF BS SB Layer 5 Thk Str Thick Thick Str Thick Str

(mm) 518 338 453 485 12 12 6 CBR 19 25 30 13 228 1673 2636 21 (mm) (mm) 20 20 20 20 20 20 20 20 210 210 210 210 210 210 210 210 CBR 210 319 186 178 89 319 327 223 (mm) 345 345 345 345 345 345 345 345 48 CBR 51 72 40 30
SSG Thick
(mm) 500 500 500 500 500 500 500 500
Str
CBR 44 35 33 13
SG Str
CBR 22 32 30 13
32 104.3
241 163.8
85 284.3
32 448.5
31
24
2.11 - Routine Summary Tests KAR DCP.xls
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Ekwendeni to Bewngu Test Location and Pavement Assessment Chainage (km)
0.500 RHS 2.500 LHS 4.500 RHS 6.500 RHS 8.500 RHS 10.500 RHS 12.500 RHS 14.500 RHS 16.500 RHS 18.500 LHS 20.500 RHS 22.500 LHS 24.500 RHS 26.500 RHS 28.500 RHS 30.500 RHS 32.500 RHS 34.500 RHS 36.500 RHS 38.500 LHS 39.200 RHS ROAD2.12 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SUURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSSING

(mm) 3 3 20 20 3 -3 20 20 20 20 6 20 20 0 0 28 3 8 -11 20 -3 17.17 32 265 65 492 294 32 32 32 32 32 32 473 36 CBR

(mm) 20 16 45 131 517 414 235 20 26 26 30 306 670 146 402 397 510 284 448 80 184 133 154 6 53 359 133 33 12 294 34 249 148 33 47 240 185.6 CBR 392 445 305 40 449 617 451 322 65 999 321 42 62 183 112 41 289 23 43 244 292
Condition
Layer 2 Thk Str

(mm) 30 21 -5 233 33 21 7 0 116 -2 21 168 100 20 12 126 19 224 213 -3 191 CBR 557 429
Layer 4 Thk Str

(mm) 24 20 20 196 21 24 33 33 121 -6 24 266 294 27 3 250 20 143 263 37 210 656 42 14 466 2362 17 468 23 14 281 49 CBR 408 506 993 37 515 207 309 582 43

(mm) 15 -4 16 354 6 -3 3 3 562 -3 6 209 259 3 -3 324 0 423 409 0 565 28 157 11 21 15 1267 32 43 5410 9109 5298 23 1001 36 3250 CBR 1074 (mm) (mm) 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 CBR 302 252 382 203 332 332 332 332 252 145 332 184 272 252 136 272 272 117 242 252 164 213 (mm) 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350 350
Str
CBR
SSG Thick Str

(mm) 550 550 550 CBR
SG Str
CBR
70
550 550 550 550 550
35
37
1204
51
550 550 550
29
24
51 41
550 550 550 550
39 15
38 40
42 35 46 117 57
550 550 550 550 550 550 550
32 24 14 35 28
15 12 22 30 27
81 160.6
117 205.8
75 319.8
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Bwengu to Mountain Section Test Location and Pavement Assessment Chainage (km)
0.200 LHS 2.200 RHS 4.200 LHS 6.200 RHS 8.200 LHS 10.200 RHS 12.200 LHS 14.200 RHS 16.200 LHS 18.200 RHS 20.200 LHS 22.200 RHS 24.200 RHS 26.200 RHS 28.200 LHS 30.200 RHS 32.200 LHS 34.200 LHS 36.200 LHS 38.200 RHS 40.200 LHS 42.200 LHS 44.200 LHS 46.200 RHS 48.200 LHS 50.200 LHS ROAD2.21 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 37 -3 3 0 20 20 20 37 9 9 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 201 166 352 32 32 32 32 32 32 145 213 32 324 32 32 32 32 32 32 4 10 2175 826 13 0 144 146 10 218 84 11 131 45 13 279 344 826 207 262 747 254 323 426 626 424 239 CBR 242

(mm) 256 507 71 11 253 44 29 224 240 182 12 50 40 182 245 12 299 126 53 193 68 23 28 8 16 17 CBR 43 15 515 1276 51 250 460 52 7 119 795 239 199 48 50 273 39 179 153 82 359 244 174 653 431 697
Condition
Layer 2 Thk Str

(mm) 155 225 59 60 200 13 13 139 157 87 CBR 365 118 210 189 186 697 710 414 157 210
Layer 4 Thk Str

(mm) 244 119 74 24 333 39 24 348 394 294 6 95 17 214 300 38 303 223 39 244 55 27 20 4 22 15 CBR 36 6 230 319 36 348 710 13 15 41 1737 168 560 74 27 399 53 87 247 43 259 358 224 1256 276 501
Layer 5 Thk Str

(mm) 346 174 13 3 216 0 21 274 222 450 4 22 15 494 311 24 47 20 17 159 22 12 8 12 0 30 1023 20 41 15 2657 643 867 41 63 815 160 1046 809 163 719 1058 2109 1041 CBR 14 19 1545 4016 75
SF BS SB Thick Thick Str Thick

(mm) (mm) 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 CBR 388 145 399 291 249 355 388 420 166 218 239 334 249 260 323 302 249 249 260 270 345 218 186 166 207 239 274 (mm) 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375 375
Str
CBR 70 38 115 77
SSG Thick
(mm) 575 575 575 575 575 575 575
Str
CBR 38 15
SG Str
CBR 22 14
41
56
55 11 70
575 575 575 575 575 575
25 18 39
18 27 17
58 55 77 107 77 77
575 575 575 575 575 575 575 575 575 575 575 575 575
76 34 34 137 48
42 53 80
218
32 143.7
183 272.6
47 279.6
36 324.4
51
575
35
27
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Mountain Section to Chiweta Test Location and Pavement Assessment Chainage (km)
0.500 LHS 2.500 LHS 4.500 LHS 6.500 RHS 8.500 LHS 10.500 LHS ROAD2.22 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURRFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 CBR 32 32 32 32 32 32 32 76 44.5 246 587

(mm) 16 53 9 12 8 124 37 CBR 320 242 169 483 994 204 237 120 402 80.75
Condition
Layer 2 Thk Str

(mm) 0 13 928 CBR
Layer 4 Thk Str

(mm) 44 36 6 CBR 281 303 562

(mm) 12 3 3 6 12 16 CBR 1365 5622 4593 1754 650 749 2456 (mm) (mm) 25 25 25 25 25 25 25 210 210 210 210 210 210 210 CBR 208 268 133 141 133 216 183 (mm) 310 310 310 310 310 310 52
Str
CBR
SSG Thick
(mm) 480 480 480 480 480
Str
CBR
SG Str
CBR
161 161
480 80
172 172
316 8.667
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Jenda to Chikangawa Test Location and Pavement Assessment Chainage (km)
0.000 RHS 2.000 RHS 4.000 RHS 6.000 LHS 8.000 LHS 10.000 LHS 12.000 RHS 14.000 LHS 16.000 RHS 18.000 LHS 20.000 LHS 22.000 LHS 24.000 RHS 26.000 LHS 28.000 RHS 30.000 LHS 32.000 RHS 34.000 LHS 36.000 RHS 38.000 LHS 40.000 RHS 42.000 LHS 44.000 RHS 46.000 LHS 48.000 RHS 50.000 LHS 52.000 RHS 54.000 LHS 56.000 RHS ROAD3 part1 SURAFCE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 31 20 20 40 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 11 20 20 CBR 32 32 137 32 215 32 508 306 32 32 344 32 32 423 392 337 428 32 32 539 32 156 347 232 157 308 145 60 145 32 96 158 122 146 190 260 155 84 172 231 99 160 195 137 97 192 122 149 110 241

(mm) 168 40 246 184 213 225 325 207 32 27 276 3 18 111 183 229 195 28 5 167 24 184 296 214 190 235 196 212 112 200 CBR 183 461 42 52 72 101 42 54 193 322 34 1643 311 49 22 61 85 210 688 55 248 11 34 70 37 74 25 41 95 51 35 164 186 269 233 19 9 299 11 210 249 148 373 146 327 311 264 233 196 16 33 52 71 344 897 19 419 20 21 34 25 39 22 15 43 30 466 250 241 287 9 5 309 0 382 164 367 6 313 93 221 427 265 29 18 70 824 42 36 30 29 37 15 26 69 31 1616 3081 22
Condition
Layer 2 Thk Str

(mm) 168 14 250 152 219 11 162 142 16 0 202 4 4 172 271 134 165 116 1016 2175 206 68 181 110 CBR 378 579 137 159 142 747 211 231 502
Layer 4 Thk Str

(mm) 191 37 231 164 221 402 182 161 18 42 311 CBR 38 820 9 26 23 30 26 25 511 264 27
Layer 5 Thk Str

(mm) 167 34 145 340 280 235 223 310 18 21 86 CBR 84 1060 42 30 49 69 25 40 912 1046 86

(mm) (mm) 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 190 CBR 367 557 162 153 181 143 269 269 239 298 153 96 210 259 124 210 162 191 201 249 153 160 134 172 201 181 115 191 124 177 (mm) 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305
Str
CBR 219 99 60 112 81 48 73
SSG Thick
(mm) 425 425 425 425 425 425 425 425 425 425
Str
CBR 107 45 41 70 31 45 34
SG Str
CBR 63 25 28 39 49 30 34
73
425 425 425
29
39
60 48 60 99
425 425 425 425 425 425
22 20 53 70
16 31 61 47
48 9 43 73 35 86 86 35 60 63
425 425 425 425 425 425 425 425 425 425 425
26 20 34 45 34 82 24 31 34 38
20 27 20 61 37 41 26 24 34 33
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Jenda to Chikangawa Test Location and Pavement Assessment Chainage (km)
58.000 LHS 60.000 RHS 62.000 LHS 64.000 RHS 66.000 LHS 68.000 RHS 70.000 LHS 72.000 RHS 74.000 LHS 76.000 RHS 78.000 LHS 80.000 RHS 82.000 LHS 84.000 RHS ROAD3 part2 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 6 20 20 20 20 20 20 20 47 20 20 20 20 20 CBR 281 502 32 307 32 121 32 176 32 147 32 723 32 32

(mm) 264 190 180 60 176 358 34 226 41 284 20 293 11 50 216 CBR 26 28 55 213 48 47 325 34 386 13 384 55 299 275
Condition
Layer 2 Thk Str

(mm) 170 160 156 100 160 160 20 128 7 161 13 104 13 13 CBR 119 143 267 178 219 156 688 440 1204 150 626 268 626 626 176
Layer 4 Thk Str

(mm) 80 328 328 308 299 27 21 142 68 188 30 213 56 62 CBR 46 15 25 50 17 235 397 13 259 16 368 26 310 223

(mm) 373 208 200 405 235 347 9 297 6 224 15 260 25 3 CBR 19 25 26 22 41 32 1082 32 3292 15 854 28 674 3992 26 (mm) (mm) 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 CBR 137 145 240 214 205 162 232 338 329 162 214 249 249 258 206 (mm) 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 46 74 31 46 CBR 43 31 58 43 43 49
SSG Thick Str

(mm) 420 420 420 420 420 420 420 420 420 420 420 420 420 420 420 32 35 13 20 CBR 25 25 40 60 23 43
SG Str
CBR 26 19 27 25 33 47 26 16 31
32 152.4
61 222.6
58 284.6
28
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Mzuzu to Nkhata Bay Test Location and Pavement Assessment Chainage (km)
0.500 LHS 2.500 RHS 4.500 LHS 6.500 RHS 8.500 LHS 10.500 RHS 12.500 LHS 14.500 RHS 16.500 LHS 18.500 RHS 20.500 LHS 22.500 RHS 24.500 RHS 26.500 LHS 28.500 LHS 30.500 RHS 32.500 LHS 34.500 RHS 36.500 LHS 38.500 RHS 40.500 LHS 42.500 RHS 44.500 RHS 46.500 RHS 47.500 LHS ROAD 4 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 3 20 20 20 20 20 3 20 20 20 20 20 20 20 8 3 20 37 20 20 20 CBR 77 297 65 76 68 239 59 88 77 150 67 595 109 32 85 62 32 64 32 246 650 32 68 32 32

(mm) 78 136 158 151 45 236 122 65 340 54 83 95 127 17 299 145 250 230 9 154 84 0 97 100 97 0 105 166 CBR 224 28 44 87 107 13 27 139 43 381 38 71 26 583 54 54 62 38 536 40 30
Condition
Layer 2 Thk Str

(mm) 146 170 102 7 208 117 27 105 105 66 87 142 209 10 90 66 86 106 11 101 133 0 219 13 -2 401 CBR 127 48 156 2204 63 77 170 112 170 156 75 108 179 826 75 146 299 99 354 135 109
Layer 4 Thk Str

(mm) 176 194 236 139 163 328 181 175 219 225 207 255 132 21 119 217 328 380 55 322 222 0 107 244 12 113 45 399 CBR 95 7 14 19 34 10 60 47 14 44 21 22 6 429 31 30 48 20 127 9 17
Layer 5 Thk Str

(mm) 500 390 418 578 504 338 672 657 338 695 625 527 454 -6 494 596 338 207 5 73 580 0 559 648 -10 21 20 19 7 16 56 54 2369 89 9 CBR 13 7 6 8 8 8 9 19 14 14 7 11 29

(mm) (mm) 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 CBR 148 86 127 180 66 66 56 127 138 233 66 117 190 254 66 97 190 86 180 127 117 148 107 159 127 122 (mm) 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275 275
Str
CBR 173 29 39 37 76 12 68 63 45 50 24 63 104 50 50 76 39 26 24 63 50 55
SSG Thick
(mm) 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410
Str
CBR 83 15 23 9 42 15 30 36 42 32 21 25 23 68 30 40 30 13 15 151 30 37
SG Str
CBR 15 8 7 9 9 9 10 20 17 14 8 12 26 11 17 55 34 32 9 24 19 18
43 114.9
140 144.9
85 221.5
34 480.7
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Test Location and Pavement Assessment Chainage (km)
0.500 LHS 1.250 RHS 3.250 LHS 5.250 RHS 7.250 LHS 9.250 RHS ROAD 5 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING 0

(mm) 20 20 20 20 20 20 20 CBR 145 32 32 32 76 32 47

(mm) 146 190 44 -6 156 21 164 42 665 CBR 48 81 241
Condition
Layer 2 Thk Str

(mm) 190 146 13 4 180 30 172 CBR 194 199 793 1892 166 437 186
Layer 4 Thk Str

(mm) 413 256 23 0 328 12 37 1098 CBR 47 47 531

(mm) 253 423 10 6 354 0 27 CBR 27 7 1463 1400 46 (mm) (mm) 25 25 25 25 25 25 25 185 185 185 185 185 185 185 CBR 223 193 292 184 174 332 197 (mm) 350 350 350 350 350 350 350
Str
CBR 68 76
SSG Thick Str

(mm) 425 425 425 425 CBR 36 55
SG Str
CBR 41 20
59 68
425 425 425
28 40
45 36
57 332.3
44 343.3
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Kasungu to Dwangwa Test Location and Pavement Assessment Chainage (km)
0.500 RHS 2.500 LHS 4.500 RHS 6.500 LHS 8.500 RHS 10.500 LHS 12.500 RHS 14.500 LHS 16.500 RHS 18.300 LHS ROAD 6 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 20 20 20 CBR 32 220 154 161 85 98 184 137 32 85

(mm) 104 187 198 145 66 190 202 384 143 137 CBR 113 11 79 33 77 61 96 82 54 118
Condition
Layer 2 Thk Str

(mm) 48 291 215 191 110 78 260 146 193 146 CBR 157 63 59 122 217 101 276 265 221 299
Layer 4 Thk Str

(mm) 92 222 251 130 320 326 65 173 253 277 CBR 60 18 57 16 21 22 11 121 73 40
SF BS SB SSG Layer 5 Thk Str Thick Thick Str Thick Str Thick Str
(mm) 643 200 209 424 388 293 222 182 293 325 CBR 12 20 144 25 21 40 132 39 68 60 56 (mm) (mm) 20 20 20 20 20 20 20 20 20 20 20 175 175 175 175 175 175 175 175 175 175 175 CBR 130 91 82 140 190 91 323 261 230 292 183 (mm) 325 325 325 325 325 325 325 325 325 325 325 CBR 36 55 57 55 23 51 186 95 85 115 76 (mm) 460 460 460 460 460 460 460 460 460 460 460 CBR 15 9 88 17 19 21 106 72 72 36 46
SG Str
CBR 12 19 96 24 23 35 108 82 70 58 53
119 167.8
178 175.6
73 210.9
44 317.9
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Madisi to Kasungu Test Location and Pavement Assessment Chainage (km)
0.000 2.000 4.000 6.000 8.000 10.000 12.000 14.000 16.000 18.000 20.000 22.000 24.000 26.000 28.000 30.000 32.000 34.000 36.000 38.000 40.000 42.000 44.000 46.000 48.000 50.000 52.000 ROAD 7 LHS LHS RHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS LHS LHS LHS SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SUTFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 CBR 170 73 67 122 88 107 119 201 85 91 70 59 32 32 71 32 74 253 32 32 73 67 32 73 85 134 124 58

(mm) 203 83 85 197 190 230 143 229 190 170 154 148 152 182 96 190 195 64 205 245 362 128 176 122 112 111 146 167 CBR 54 95 26 61 60 103 47 42 45 86 26 54 75 138 65 64 39 165 31 104 19 48 304 49 98 81 48 66
Condition
Layer 2 Thk Str

(mm) 240 30 420 280 146 146 193 282 146 94 214 143 131 33 240 53 210 229 131 91 146 208 88 128 146 249 268 174 CBR 115 229 57 113 105 64 105 94 99 65 74 53 183 905 97 416 67 95 93 317 63 101 175 106 334 134 97 161
Layer 4 Thk Str

(mm) 235 137 115 187 181 288 498 302 453 328 296 282 257 225 328 288 180 168 364 200 190 178 241 414 414 208 166 265 CBR 91 60 62 151 38 61 17 28 10 71 13 16 49 60 30 13 34 35 82 73 43 30 145 23 49 38 4 45
(mm) 198 640 264 228 376 236 50 74 80 308 238 307 89 464 223 339 302 401 178 344 189 364 35 205 210 308 296 273 CBR 105 22 17 58 14 75 43 65 16 48 6 8 297 21 15 27 30 25 41 67 11 27 576 29 36 15 15 33 (mm) (mm) 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 CBR 128 111 70 128 111 86 111 120 95 75 78 62 154 284 103 171 78 120 78 223 62 103 267 95 302 154 120 123 (mm) 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 325 CBR 82 41 50 107 45 107 58 70 45 85 45 45 70 70 82 36 34 120 34 95 24 70 236 34 82 107 70 65 (mm) 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 525 CBR 77 26 45 70 41 70 28 48 22 76 17 18 55 48 38 13 39 38 76 62 15 32 137 28 48 48 26 42
SG Str
CBR 91 21 29 98 18 72 19 36 9 56 9 9 235 22 22 26 33 28 60 74 28 29 691 26 41 20 15 36
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Lumbadzi to Mponela Test Location and Pavement Assessment Chainage (km)
0.100 LHS 2.100 RHS 4.100 LHS 6.100 RHS 8.100 LHS 10.100 RHS 12.100 LHS 14.100 RHS 16.100 LHS 18.100 RHS 20.100 LHS 22.100 RHS 24.100 LHS 26.100 RHS 28.100 LHS 30.100 RHS 32.100 LHS 34.100 RHS 35.600 LHS ROAD 8 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 6 20 20 20 20 20 CBR 32 176 76 67 80 76 55 85 32 115 76 110 77 73 302 67 97 95 156

(mm) 4 161 101 104 178 148 30 187 354 80 300 243 316 196 133 86 204 196 248 CBR 5109 65 65 57 34 76 67 85 45 125 29 89 15 63 80 33 60 64 54
Condition
Layer 2 Thk Str

(mm) 0 134 146 128 208 87 226 87 286 75 315 13 244 152 184 276 285 249 146 219 94 125 151 87 70 96 148 170 60 416 47 75 65 78 166 115 67 CBR
Layer 4 Thk Str

(mm) 6 96 115 139 249 291 184 237 106 509 80 326 173 204 160 172 175 215 226 CBR 2475 102 40 33 17 22 34 25 96 39 16 43 19 30 42 12 29 34 70 32

(mm) 3 504 528 522 57 352 460 104 152 232 195 305 151 338 433 350 89 220 267 315 CBR 7886 55 15 13 94 23 11 95 34 16 17 35 30 19 21 17 96 41 19 27 (mm) (mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 205 CBR 319 191 92 108 149 92 76 100 166 141 68 124 54 76 84 84 174 124 76 96 (mm) 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 70 49 47 70 39 49 59 91 28 53 70 26 70 59 66 145 91 57 55 CBR
SSG Thick
(mm) 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500
Str
CBR 82 29 17 15 18 31 31 53 46 37 38 15 31 46 13 55 53 70 33
SG Str
CBR 60 15 13 46 24 10 85 55 29 20 37 24 23 23 17 53 36 35 25
63 180.1
125 168.5
61 217.4
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Bunda Turn off to Chimbiya Test Location and Pavement Assessment Chainage (km)
0.000 RHS 2.000 RHS 4.000 LHS 6.000 RHS 8.000 LHS 10.000 RHS 12.000 LHS 14.000 RHS 16.000 LHS 18.000 RHS 20.000 LHS 22.000 RHS 24.000 LHS 26.000 RHS 28.000 LHS 30.000 RHS 32.000 LHS 34.000 RHS 36.000 LHS 38.000 RHS 40.000 LHS 42.000 RHS 44.000 LHS 46.000 RHS 48.000 LHS 50.000 LHS 52.000 LHS 54.000 RHS 56.000 LHS 58.000 RHS ROAD 9.1 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 20 20 20 9 20 20 20 20 20 20 20 20 20 20 20 20 20 20 11 20 20 20 20 CBR 32 32 115 127 106 725 32 98 32 32 85 75 127 32 32 80 110 32 402 145 32 595 58 32 32 109 193 32 32 32

(mm) 190 98 220 89 75 266 -3 20 3 6 144 9 28 26 3 CBR 15 244 30 104 72 14 503 2469 1784 47 691 337 232 2350 52 41 388 118 521 260 73 666 340 519 389 33 3425 868
Condition
Layer 2 Thk Str

(mm) 146 104 116 27 105 182 -5 7 -5 7 116 -6 20 -2 -8 97 78 -3 89 128 0 187 -5 11 0 20 98 0 0 0 437 340 2342 168 196 280 417 330 470 1204 265 1800 CBR 49 307 138 523 227 93
Layer 4 Thk Str

(mm) 328 121 328 181 73 83 6 13 9 20 224 0 12 16 3 374 403 12 224 341 5 161 0 359 8 62 148 2 -2 0 39 2007 330 40 5323 787 392 2089 37 39 990 43 26 1060 29 CBR 5 43 18 30 25 50 1090 811 1036 400 13

(mm) 338 679 348 705 756 489 0 20 13 9 536 -3 15 11 2 225 19 0 574 524 9 392 14 111 12 28 412 -5 2 -7 3425 26 26 18 1242 55 817 108 1115 520 22 516 1070 4433 26 531 618 759 1208 21 CBR 4 18 17 16 18 14 (mm) (mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 CBR 1 277 105 145 161 153 121 235 169 186 186 113 194 161 129 244 169 202 194 260 129 227 210 446 252 327 202 161 121 129 193 (mm) 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345
Str
CBR 51 30 19 30 19
SSG Thick
(mm) 500 500 500 500 500 500 500 500 500 500
Str
CBR 29 17 20 15 18
SG Str
CBR 0 18 19 17 19 19
30
500 500 500 500 500
13
22
81 258 19 123 20 22 269 15 179 22 43 378 0 2 7
32 32 51 30 72 40
500 500 500 500 500 500 500 500 500 500 500
35 53 44 17 53 40
30 71 25 20 51 90
28
500 500 500 500
31
27
32 122.3
231 192.3
137 237.7
28 464.3
37
500
24
22
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Dedza to Biriwiri Test Location and Pavement Assessment Chainage (km)
0.100 LHS SURFACE DRESSING 2.100 RHS SURFACE DRESSING 4.100 LHS SURFACE DRESSING 6.100 RHS SURFACE DRESSING 8.100 LHS SURFACE DRESSING 10.100 RHS SURFACE DRESSING 12.100 LHS SURFACE DRESSING 14.100 RHS SURFACE DRESSING 16.100 LHS SURFACE DRESSING 18.100 RHS SURFACE DRESSING 20.100 LHS SURFACE DRESSING 22.100 RHS SURFACE DRESSING 24.100 LHS SURFACE DRESSING 26.100 RHS SURFACE DRESSING 28.100 LHS SURFACE DRESSING 30.100 RHS SURFACE DRESSING 32.100 LHS SURFACE DRESSING 34.100 RHS SURFACE DRESSING 36.100 LHS SURFACE DRESSING 38.100 RHS SURFACE DRESSING 40.100 LHS SURFACE DRESSING 42.100 RHS SURFACE DRESSING 44.100 LHS SURFACE DRESSING 46.100 RHS SURFACE DRESSING 48.100 LHS SURFACE DRESSING 50.100 RHS SURFACE DRESSING 52.100 LHS SURFACE DRESSING 54.100 RHS SURFACE DRESSING 56.100 LHS SURFACE DRESSING 58.100 RHS SURFACE DRESSING 60.100 LHS SURFACE DRESSING 62.100 RHS SURFACE DRESSING 64.100 LHS SURFACE DRESSING ROAD 10

20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 184 207 32 299 32 223 110 526 170 32 32 32 145 257 32 32 750 657 579 910 32 32 32 32 32 32 32 32 32 32 32 32

62 157 21 110 18 99 216 216 50 12 8 27 105 187 213 12 184 374 266 504 44 11 10 18 24 14 26 12 8 10 8 29 199 64 807 63 504 82 48 31 487 900 419 534 238 41 142 273 20 7 26 27 146 299 331 178 131 700 422 273 838 331 419 354
Condition
Layer 2 Thk Str

170 146 51 146 22 113 120 120 146 16 30 122 149 57 16 109 146 162 184 16 22 10 30 33 16 14 28 16 20 40 11 90 79 402 144 583 246 188 160 201 502 554 314 220 461 502 232 281 144 284 502 359 826 259 234 502 579 278 502 397 191 747
Layer 4 Thk Str

308 264 6 258 11 411 328 400 468 87 18 15 216 406 394 16 325 384 227 268 42 39 10 6 21 42 10 40 17 762 23 692 26 16 23 22 211 505 888 28 12 5 439 38 12 14 43 169 327 572 329 383 298 615

490 463 169 12 379 338 266 338 46 6 559 260 338 384 98 347 46 23 18 18 12 24 28 25 39 11 12 43 17 12 25 598 35 13 10 17 542 695 8 15 12 17 46 17 233 881 844 549 153 770 775 651 364 643 762 541 207 19 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 110 110 413 193 277 265 193 229 241 376 229 364 339 241 290 241 302 351 241 464 327 302 205 193 290 413 314 193 277 181 205 539 207 269 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250
Str
CBR 145 70 70 55 41 26 270 130
SSG Thick
(mm) 360 360 360 360 360 360 360 360 360 360 360 360
Str
CBR 63 37 24 37 50 34 24
SG Str
CBR 24 15 36 32 15 17 17
(mm) CBR (mm) CBR (mm) CBR (mm) CBR (mm) CBR (mm) (mm) CBR (mm)
6 2054
8 1045
6 1290
207 100 130 26 85 55 100
360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360
37 24 50 37 7 19 24
13 16 11 26 15 18 50
9 1423
4 1170 6 1233 10 42 602 575 6 1158
6 1417
32 22 32 124.4
359 8 219 157.2
419 12 139 355.9
158 9 20 330.7
100
32
18
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Salima to Senga Bay Test Location and Pavement Assessment Chainage (km)
0.000 LHS 2.000 LHS 4.000 RHS 6.000 LHS 8.000 RHS 10.000 LHS 12.000 RHS 14.000 LHS 16.000 RHS 18.000 LHS 20.000 RHS 22.000 LHS ROAD 11 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 CBR 1033 73 130 76 67 106 103 106 55 67 32 32

(mm) 56 190 466 246 285 195 133 217 202 133 190 59 CBR 277 33 19 29 16 62 113 71 112 80 180 207
Condition
Layer 2 Thk Str

(mm) 134 146 146 105 110 385 252 146 214 330 146 -5 CBR 273 69 113 89 82 85 134 93 41 40 165
Layer 4 Thk Str

(mm) 108 328 71 240 269 172 126 337 228 463 304 59 CBR 86 16 51 10 11 34 48 67 29 21 55 203

(mm) 624 338 337 436 356 268 513 302 383 101 69 3 CBR 23 6 24 33 11 25 12 17 28 41 504 3443 22 (mm) (mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 210 210 210 210 210 210 210 210 210 210 210 210 210 CBR 378 66 97 74 58 97 145 97 43 43 169 219 110 (mm) 345 345 345 345 345 345 345 345 345 345 345 345 345
Str
CBR 72 30 30 19 19 72 128 72 106 51 174 60
SSG Thick
(mm) 500 500 500 500 500 500 500 500 500 500 500 500 500
Str
CBR 31 17 13 13 15 82 72 72 72 63 72 45
SG Str
CBR 21 11 28 30 11 35 13 37 29 26 193 24
58 192.2
108 212.3
81 234.2
37 365.8
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Benga to Nkhotakota Test Location and Pavement Assessment Chainage (km)
0.200 LHS 2.200 RHS 4.200 LHS 6.200 RHS 8.200 LHS 10.200 RHS 12.200 LHS 14.400 RHS 16.200 LHS 18.200 RHS 20.200 LHS 22.200 RHS 24.200 LHS 26.200 RHS 28.200 LHS 30.200 RHS 32.200 LHS 34.200 RHS 36.200 LHS 38.200 RHS 40.200 LHS 42.200 RHS 44.200 LHS 46.200 RHS 48.200 LHS 50.200 RHS 52.200 LHS 54.200 RHS 56.200 LHS 58.200 RHS 60.200 RHS 62.200 RHS ROAD 12.1 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 6 3 20 12 20 20 0 20 20 20 20 0 20 20 20 20 20 20 6 20 20 20 20 6 6 20 95 32 32 32 104 73 355 32 68 32 124 115 275 32 32 32 32 32 CBR 67 32 32 32 62 32 32 115 239 94 55 76 32

(mm) 71 439 826 956 148 62 83 36 181 5 24 21 337 176 115 18 190 47 27 204 404 3 27 20 CBR 95 86 95 205 62 755 330 371 400 67 195 413 124 15 1667 212 299 784 128 50 169 249 149 204 91 106 113 224 38 327 223
Condition
Layer 2 Thk Str

(mm) -2 16 10 4 90 -5 -2 0 12 146 -3 57 5 180 10 -5 -9 2 36 198 -8 0 -2 146 24 226 2 20 16 277 12 47 135 168 290 99 3189 472 237 144 447 141 141 2148 150 179 2505 131 386 CBR
Layer 4 Thk Str

(mm) 91 56 53 -4 91 0 32 44 41 195 48 62 291 220 0 2 -3 -3 18 328 39 3 0 92 53 185 182 378 33 151 24 26 236 221 63 236 9 44 78 260 544 267 30 199 1078 2630 239 234 187 23 150 165 51 37 27 CBR 164 303 185
Layer 5 Thk Str

(mm) 4 12 3 4 656 0 -3 6 0 493 0 0 512 231 -3 -8 6 6 -6 338 8 5 4 574 -3 429 588 453 3 392 2 21 32 86 7 3468 51 5286 608 18 16 986 965 1187 27 1095 807 14 12 5 1966 CBR 2095 1072 3516 2086 6

(mm) (mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 CBR 178 219 186 129 105 81 178 178 137 161 178 194 178 129 97 105 105 97 129 186 137 81 97 178 210 113 129 145 105 161 137 244 157 (mm) 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345
Str
CBR
SSG Thick
(mm) 500 500 500 500
Str
CBR
SG Str
CBR
51
500 500 500 500 500
13
62
500 500 500
27
72 25
500 500 500 500 500 500 500
44 10
17 23
6 44 138 41 -8 18 190 54 176 244 162 26 207 18 54 217
51
500 500 500 500
44
20
162 83 174 19 95
500 500 500 500 500 500 500 500 500
140 91 190 8 44
25 35 85 7 57
83 218.5
73 429.5
76
500
59
21
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Nkhotakota to Dwangwa Test Location and Pavement Assessment Chainage (km)
0.200 LHS 2.200 RHS 4.200 LHS 6.200 RHS 8.200 LHS 10.200 RHS 12.200 LHS 14.200 RHS 16.200 LHS 18.200 RHS 20.200 LHS 22.200 RHS 24.200 LHS 26.200 RHS 28.200 LHS 30.200 RHS 32.200 LHS 34.200 RHS 36.200 LHS 38.200 RHS 40.200 LHS 42.200 RHS 44.200 LHS 46.200 RHS 48.200 LHS 50.200 RHS 52.200 LHS 54.200 RHS ROAD 12.2 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURAFCE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 -6 20 20 125 261 CBR 32 32 32 32 420 32 32 32 32 32 32 32 410 112 32 188 131 103 218 437 64 246 257 32 59 181

(mm) 3 24 826 81 50 0 120 121 18 18 27 13 0 549 213 339 165 231 208 219 96 229 74 60 502 302 189 342 139 38 194 169 12 103 83 48 85 191 28 121 377 56 18 136 28 87 147 56 50 798 28 35 162 66 102 203 46 40 221 178 54 291 57 140 94 251 338 369 580 CBR 1690 252 120
Condition
Layer 2 Thk Str

(mm) -5 -8 10 -2 113 7 -2 -14 0 0 -5 10 146 48 -8 93 146 30 80 156 20 173 152 16 24 172 23 249 148 1268 CBR
Layer 4 Thk Str

(mm) 0 -6 33 6 431 45 17 0 33 20 9 0 484 199 6 252 351 6 271 317 3 510 358 33 36 367 42 328 26 22 1330 27 12 1365 10 53 2350 17 19 469 169 12 172 35 361 310 721 323 684 62 168 357 CBR
Layer 5 Thk Str

(mm) 2 10 -3 3 351 -6 3 3 0 -3 -6 3 188 244 -3 554 422 8 566 338 3 198 125 5 18 345 3 338 27 21 1655 9 31 2255 4 40 1986 702 28 2828 12 20 3541 9 72 2876 1667 1296 23 CBR 3353 477

(mm) (mm) 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 CBR 158 171 275 132 171 315 184 158 329 236 236 236 289 184 249 158 262 302 197 158 197 120 95 382 249 210 262 158 182 (mm) 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300
Str
CBR
SSG Thick Str

(mm) 425 425 425 425 CBR
SG Str
CBR
101
425 425 425 425 425 425 425 425
55
43
72 35 33 44 31 111 44 53
425 425 425 425 425 425 425 425 425 425 425 425 425
46 25 25 17 10 79 28 44
22 76 27 20 9 40 14 26
101 121 71
425 425 425 425
21 55 38
22 22 24
147 149.7
62 366.9
27 342.5
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Chingeni to Liwonde Test Location and Pavement Assessment Chainage (km)
0.100 LHS 2.100 RHS 4.100 LHS 6.100 RHS 8.100 LHS 10.100 RHS 12.100 LHS 14.100 RHS 16.100 LHS 18.100 RHS 20.100 LHS 22.100 RHS 24.100 LHS 26.100 RHS 28.100 LHS 30.100 RHS 32.100 LHS 34.100 RHS ROAD 13.1 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING GRAVEL GRAVEL GRAVEL SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING GRAVEL GRAVEL

(mm) 20 20 20 36 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 CBR 32 270 112 211 32 795 67 88 32 32 121 176 71 32 431 145 88 97

(mm) 8 148 140 73 134 76 252 160 233 137 100 75 302 127 142 350 114 152 240 267 13 318 145 91 176 107 168 136 102 24 180 179 23 139 CBR 753 139 70 38 449 35 38 79 107 158 84 139 188 260 119 69 506 69
Condition
Layer 2 Thk Str

(mm) -8 184 96 222 0 147 191 105 104 73 332 107 252 16 236 45 30 146 CBR
Layer 4 Thk Str

(mm) -8 164 210 175 7 235 293 155 355 149 277 421 352 20 250 374 25 146 72 35 26 1204 51 35 23 54 160 49 50 32 473 100 69 517 100 CBR
Layer 5 Thk Str

(mm) 3 324 456 322 0 302 373 649 367 3 225 338 296 0 336 37 11 571 38 650 1658 45 18 26 21 14 15 6046 12 38 38 CBR 2255 181 11 25

(mm) (mm) 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 CBR 201 201 139 127 213 251 91 239 164 201 151 139 91 251 201 103 431 139 166 (mm) 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295
Str
CBR 150 77 67 57 47 47 108 172 161 119 98 108 77 67 81
SSG Thick
(mm) 520 520 520 520 520 520 520 520 520 520 520 520 520 520 520 520 520 520 520
Str
CBR 95 42 30 36 40 21 51 101 81 49 79 121 75 81 43
SG Str
CBR 182 14 28 37 25 14 26 35 44 36 59 229 45 25
45 157.4
132 185.4
77 242.9
39 384.9
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Liwonde to Zomba Test Location and Pavement Assessment Chainage (km)
0.100 RHS 2.100 LHS 4.100 RHS 6.100 LHS 8.100 RHS 10.100 LHS 12.100 RHS 14.100 LHS 16.100 RHS 18.100 LHS 20.100 RHS 22.100 LHS 24.100 RHS 26.100 LHS 28.100 RHS 30.100 LHS 32.100 RHS 34.100 LHS 36.100 RHS 38.100 LHS 40.100 RHS 42.100 LHS 44.100 RHS 46.100 LHS 48.100 RHS 50.100 RHS 52.100 LHS 54.100 RHS 56.100 LHS ROAD 13.2 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 3 20 20 20 20 20 20 20 20 20 20 20 31 20 20 20 20 20 20 20 20 20 CBR 1474 302 32 67 32 176 207 32 239 104 32 32 145 103 112 32 32 32 32 32 81 32 32 115 32 32 780 32 32

(mm) 231 142 4 77 128 2 300 213 12 138 173 118 36 300 74 146 12 56 32 31 6 235 40 29 232 21 17 255 11 -3 CBR 61 129 2550 26 3298 59 133 289 144 12 202 155 38 192 75 526 79 176 138 1359 160 316 203 30 215 533 99 357 91
Condition
Layer 2 Thk Str

(mm) 120 144 0 146 -2 267 295 -8 97 338 146 0 190 26 110 -5 42 8 11 -6 31 20 13 317 -8 7 274 -14 -3 1067 190 533 397 491 120 295 695 1123 182 588 166 249 110 264 139 91 CBR 232 155
Layer 4 Thk Str

(mm) 409 222 3 160 7 213 350 0 139 347 285 18 68 72 231 23 14 102 25 16 398 74 86 64 -6 16 140 -3 3 248 2291 513 84 75 123 92 275 72 279 50 330 534 83 298 380 17 115 123 172 CBR 20 61 2984 64 1081 24 65
Layer 5 Thk Str

(mm) 252 494 -3 593 3 232 144 -4 -3 162 453 0 466 18 515 0 2 -2 -7 6 327 3 3 389 3 11 333 -6 5 1536 21 1365 22 4114 4151 32 2780 992 58 6541 22 887 10 42 44 27 2529 74 43 CBR 21 21

(mm) (mm) 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 CBR 377 197 218 75 166 145 135 105 228 135 270 155 218 313 155 166 239 197 218 176 260 270 228 145 135 228 302 115 145 213 (mm) 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295 295
Str
CBR 70 107 34 158 70 132 107 184 70 158 70
SSG Thick
(mm) 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500
Str
CBR 41 75 59 61 134 61 33 97 34 54
SG Str
CBR 19 25 29 51 62
95 50 30 11
132
500 500 500
19
22
95
500 500 500
54
50
171
500 500 500
97
72
38 190.5
183 199.3
47 441.2
80
500
47
23
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Liwonde to Mangochi Test Location and Pavement Assessment Chainage (km)
0.000 RHS 2.000 RHS 4.000 LHS 6.000 RHS 8.000 LHS 10.000 RHS 12.000 LHS 14.000 RHS 16.000 LHS 18.000 RHS 20.000 LHS 22.000 RHS 24.000 RHS 26.000 RHS 28.000 LHS 30.000 RHS 32.000 LHS 34.000 RHS 36.000 LHS 38.000 RHS 40.000 LHS 42.000 RHS 44.000 LHS 46.000 RHS 48.000 LHS 50.000 RHS 52.000 LHS 54.000 RHS 56.000 LHS 58.000 RHS ROAD 14.1a SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSINNG SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 6 20 20 20 20 20 20 CBR 107 210 101 32 32 32 85 32 131 145 107 85 115 85 32 32 61 32 32 89 85 73 79 62 409 32 207 64 32 32 37
Routine Pavement Layer Characteristics Layer 4 Thk Str

(mm) 184 243 37 22 9 445 503 27 87 53 253 132 63 237 3280 236 262 1084 59 61 211 18 173 68 370 109 189 97 237 32 33 0 328 247 475 57 497 328 20 -2 6 0 2 616 614 30 458 254 182 53 244 38 28 32 3516 9 22 320 19 56 27 256 52 415 276 145 1090 28 33 39 195 29 25 223 CBR 40 20 700 419 1109 520 327
Condition
Layer 2 Thk Str

(mm) 134 193 88 10 -2 -2 40 -5 69 146 146 22 180 146 -5 -2 -3 -6 -6 103 120 -2 134 -2 114 7 146 5 8 -8 133 224 375 1204 184 1564 500 278 232 190 434 430 270 306 243 345 393 CBR 64 24 301 826
Layer 3 Thk Str

(mm) 110 164 50 10 0 50 23 0 267 350 190 88 156 190 25 2 25 28 6 59 88 82 148 122 572 9 190 17 70 30 189 CBR 59 22 417 1005

(mm) 574 402 12 -2 3 10 4 0 354 259 201 6 169 338 -7 12 5 3 3 238 80 0 262 628 148 0 422 -2 3 -6 20 4041 106 8 13 64 318 2021 2291 2196 16 100 17 10 11 3401 7 13 2840 1376 3863 CBR 14 17 1842 (mm) (mm) 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 145 CBR 75 53 327 314 217 464 413 169 253 451 277 265 265 364 193 145 253 193 181 205 193 351 277 217 351 277 205 327 229 205 239 (mm) 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300 300
Str
CBR 53 17 333
SSG Thick
(mm) 410 410 410 410 410 410 410 410
Str
CBR 37 26
SG Str
CBR 18 18
31 130 72 160 160 82
410 410 410 410 410 410 410 410 410 410 410
21 76 63 76 37
24 31 28 23 20
17 44 35 63 72 130
410 410 410 410 410 410 410 410 410 410 410
19 19 7 37 76 63
11 34 16 14 54 90
72 385.8
29 318.6
64
410
38
22
31/03/00
60.000 LHS 62.000 RHS 64.000 RHS 66.000 RHS 68.000 LHS 70.000 LHS SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DERSSING
Summary Road Code: Layer Characteristics Layer 1 Thk Str

(mm) 20 20 20 20 20 20 CBR 62 32 95 32 32 115

(mm) 29 41 455 14 21 92 CBR 269 134 53 473 269 204
Condition
Layer 2 Thk Str

(mm) 22 10 165 10 -8 104 109 CBR 328 556 142 826
Layer 4 Thk Str

(mm) 18 39 244 12 23 50 CBR 513 399 68 535 411 437

(mm) 6 0 156 0 0 80 372 15 CBR 2332 (mm) (mm) 20 20 20 20 20 20 145 145 145 145 145 145 CBR 302 315 164 251 251 139 (mm) 300 300 300 300 300 300
Str
CBR
SSG Thick
(mm) 410 410
Str
CBR
SG Str
CBR
72
410 410 410
50
44
302
410
173
ROAD 14.1b ROAD 14.1a ROAD 14.1
20 20 20
32 134.5 37 34 133 134
125 224 175
248 189 219
93 83
244 315
68 48
156 237
15 20 18
20 15 18
145 145 145
237 239 238
300 300 300
72 64 68
410 410 410
50 38 44
44 22 33
72 385.8
29 318.6
31/03/00
0.000 LHS 2.000 RHS 4.000 LHS 6.000 RHS 8.000 RHS 10.000 RHS 12.000 LHS 14.000 LHS 16.000 LHS 16.000 LHS 18.000 RHS 20.000 LHS 22.000 RHS 24.000 LHS 26.000 RHS 28.000 LHS 30.000 RHS 32.000 LHS 34.000 RHS 36.000 LHS 38.000 RHS 40.000 LHS 42.000 RHS 44.000 LHS 46.000 RHS 48.000 LHS 50.000 RHS 52.000 LHS 54.000 RHS 56.000 LHS ROAD 14.2a SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING
Summary Road Code: Layer Characteristics Layer 1 Thk Str

(mm) 20 20 20 20 9 20 20 20 12 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 19.42 CBR 488 32 243 32 197 32 85 637 231 541 85 213 51 141 239 32 74 32 32 628 79 70 32 32 32 32 118 32 89 32 144

(mm) 194 32 88 276 183 335 248 258 98 270 202 265 234 86 231 86 65 154 9 193 190 11 20 49 137 100 259 397 747 166 286 140 323 140 151 119 26 49 182 36 51 208 20 171 173.9 CBR 103 193 26 55 27 242 44 90 44 60 355 24 67 120 153 522 57 550 323 46 86 86 184 181 62 114 50 220 29 361
Condition
Layer 2 Thk Str

(mm) 104 -2 113 88 89 4 90 180 220 200 5 146 69 182 146 -2 146 -3 -6 277 48 66 30 -2 20 11 229 58 128 0 112 CBR 153
Layer 4 Thk Str

(mm) 226 39 285 206 433 222 304 282 143 189 263 110 83 290 364 -9 240 -8 11 214 450 92 302 6 51 192 55 191 484 46 577 54 18 33 60 1084 241 65 33 53 19 196 27 CBR 99 263 64 60 32 54 27 53 137 108 60 81 34 15 108

(mm) 482 11 269 460 231 678 338 338 18 15 648 501 764 465 299 6 426 5 8 202 364 693 551 0 8 617 682 702 182 0 20 1450 25 27 10 48 CBR 34 1487 13 24 45 13 11 22 691 807 12 31 10 7 99 1050 12 1641 1459 49 10 12 12 (mm) (mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 210 CBR 161 186 81 161 108 186 145 202 260 260 268 81 74 97 178 97 178 137 161 113 105 97 169 89 178 153 178 178 113 145 144 (mm) 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345 345
Str
CBR 139 28 51 30 51 40 106 95 95 62 15 25 72 139 40
SSG Thick
(mm) 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500
Str
CBR 91 42 63 26 13 31 63 44 44 20 65 10 18 140 31
SG Str
CBR 38 34 27 38 13 18 35 237 237 12 32 10 7 104 15
1848 247 154 246 209 2914 69 102 95 175
40 19 40 62
500 500 500 500 500 500
44 20 10 44
51 12 13 16
62 72 30 19 51
500 500 500 500 500 500
35 29 13 24 34
28 28 9 30 22
101 247.9
47 494.3
31/03/00
58.000 RHS 60.000 LHS 62.000 RHS SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING

(mm) 20 20 20 CBR 154 85 829

(mm) 195 314 142 CBR 35 46 75
Condition
Layer 2 Thk Str

(mm) 256 146 178 CBR 49 258 91
Layer 4 Thk Str

(mm) 273 204 198 CBR 32 52 38
(mm) 278 338 484 CBR 9 36 25 (mm) (mm) 20 20 20 210 210 210 CBR 66 219 161 (mm) 345 345 345 CBR 30 40 83 (mm) 500 500 500 CBR 42 44 44
SG Str
CBR 19 45 25
ROAD 14.2b ROAD 14.2a ROAD 14.2
20 19 20
85 193.3 144 112 114 152.7
133
217
52
225
41 366.7 47 494.3 44 430.5
23 20 21
20 20 20
210 210 210
149 144 146
345 345 345
51 51 51
500 500 500
43 34 39
30 22 26
171 173.9 152 195.4
101 247.9 77 236.4
31/03/00
Road Maintenance and Rehabilitation Project Dynamic Cone Penetrometer Test Road Name: Zomba to Blantyre Test Location and Pavement Assessment Chainage (km)
0.000 LHS 2.000 RHS 4.000 LHS 6.000 RHS 8.000 LHS 10.000 RHS 12.000 LHS 14.000 RHS 16.000 LHS 18.000 RHS 20.000 LHS 22.000 RHS 24.000 LHS 26.000 RHS 28.000 LHS 30.000 RHS 32.000 LHS 34.000 RHS 36.000 LHS 38.000 RHS 40.000 LHS 42.000 RHS 44.000 LHS 46.000 RHS 48.000 50.000 RHS 52.000 LHS 54.000 RHS 56.000 LHS 58.000 LHS ROAD 15 SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING MACADAM 200 mm SURFACE DRESSING MACADAM 200mm SURFACE DRESSING MACADAM 110mm SURFACE DRESSING MACADAM 300mm SURFACE DRESSING MACADAM 200mm SURFACE DRESSING MACADAM 200mm SURFACE DRESSING MACADAM 200mm SURFACE DRESSING 250mm MACADAM SURFACE DRESSING MACADAM 250mm SURFACE DRESSING MACADAM 300mm SURFACE DRESSING MACADAM 300mm SURFACE DRESSING MACADAM 300mm SURFACE DRESSING MACADAM 250mm SURFACE DRESSING MACADAM 250mm SURFACE DRESSING MACADAM 250mm SURFACE DRESSING SURFACE DRESSING SURFACE DRESSING MACADAM 200mm 0 SURFACE DRESSING MACADAM 250mm SURFACE DRESSING MACADAM 150mm SURFACE DRESSING MACADAM 200mm SURFACE DRESSING MACADAM 200mm SURFACE DRESSING SURFACE DRESSING MACADAM 200mm

(mm) 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 CBR 32 32 32 32 32 32 77 32 32 32 32 32 58 32 32 67 32 121 32 32 2 32 32 32 32 4 32 17 48 62

(mm) 32 13 38 36 20 15 20 49 18 303 42 29 36 157 49 62 597 36 254 25 13 47 8 245 103 69 906 379 190 107 336 178 238 142 299 175 92 16 218 216 126 213 6 86 190 187 240 117 186 264 186 CBR 188 931 249 350 657 520 53 32 5 14 59 21 20 8 15 96 282 13 29 9 21 1033 81 3 34 9 59 20 10 64
Condition
Layer 2 Thk Str

(mm) 4 0 -2 -14 0 -11 69 146 116 0 33 113 220 93 33 113 0 187 30 210 22 -2 128 146 75 274 53 40 72 22 CBR 1446
Layer 4 Thk Str

(mm) 12 9 6 32 13 9 167 328 441 575 95 195 302 220 249 229 -2 259 481 328 252 3 51 328 142 150 118 146 328 199 16 34 10 6 1807 296 13 28 9 8 7 17 28 CBR 1339 1215 1632 382 845 904 15 19 13 12 131 14 22 19 11 13

(mm) 15 5 12 18 18 7 367 338 338 74 652 456 291 361 545 516 2 338 261 338 515 -3 29 236 598 294 596 604 301 569 961 11 8 10 8 15 20 21 13 CBR 978 2448 945 708 520 1165 30 17 11 48 18 10 16 9 7 7 2362 14 16 9 17 (mm) (mm) 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 CBR 291 291 268 325 291 212 59 49 19 49 123 39 39 28 49 91 123 80 145 121 49 167 39 9 45 2 134 49 39 200 65 (mm) 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280
Str
CBR
SSG Thick
(mm) 450 450 450 450 450 450
Str
CBR
SG Str
CBR
52 39 7 12 109 25 25 12 25 25 33 25 227 25 39 10 12 12 20 47 30
450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450 450
40 23 14 20 40 20 23 15 9 15 15 43 9 127 1 23 12 12 9 14 23 19
29 20 13 16 17 11 19 14 9 9 17 25 15
13 9 10 8 16 19 23 16
40 95.38
182 196.3
30 230.8
23 445.8
31/03/00

Test Pit and Material Logging Investigation Road Name: Karonga - Songwe Chainage: Point Number 4.30 LHS 6 Road Code: 1 Location Number: L01/P06 GPS Co-ordinates: S 9 ' 54.614 '' E 33 ' 55.61 '' S.Length: 1
Date:
27/07/98
Operator: CSJ
General Description of Area The road surface is cracked and rutted. It is founded on an embankment. The surrounding area is dry bush.
Field Tests From (mm) To (mm) InSitu CBR % MDD MDD (DCP) (kg/m3) %
Laboratory Results MOWS COMPLIANCE CBR MDD (Soaked) (kg/m3) 98% Estimated CBR (ORN31) % ORN31 COMPLIANCE
Layer
Material Description
MC (%)
PI (%)
OMC (%)
Surface
20
The surface is double surface dressing with 15mm chip size. The surface was hard and dry.
Base
20
200
The base was found not to react with HCl. The material was loose, damp, grey, clayey, crushed stone base with gneiss gravel aggregate, with a mixture of decomposed rock fines. The subbase was found not to react with HCl. The material was a loose, damp, orangey brown, silty, quartz gravel.
0.0
128
NP

Subbase
200
330
68
NP
Subgrade
330
670+ The subgrade was found not to react with HCl. The material was a firm, damp, dark brown sandy clay.
22
11

Test Pit and Material Logging Investigation Road Name: Karonga - Songwe Chainage: 10.80 RHS Point Number NA Road Code: 1 Location Number: L01/10.8 GPS Co-ordinates: ####### #VALUE! S.Length: NA
Date:
22/07/98
Operator: ECB
General Description of Area The road surface is becoming rutted, potholes have appeared and patched in some areas. Parts of the surface are starting to bleed.. It is founded on an embankment. The surrounding area is wet agricultural land, possibly rice paddies.
Laboratory Results MOWS COMPLIANCE CBR MDD (Soaked) (kg/m3) 98% Estimated CBR (ORN31) % ORN31 COMPLIANCE -
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
220
The base was found not to react with HCl. The material was a relatively loose, grey clayey coarse crushed rock (gneiss) with decomposed rock fines. The subbase was found not to react with HCl. The material was a relatively loose moist orangey brown clayey sandy GRAVEL with occasional rounded cobbles.
Subbase
220
370
Subgrade -
Subgrade II
The subgrade was found not to react with HCl. The material was a firm, damp, dark brown sandy clay.

Test Pit and Material Logging Investigation Road Name: Karonga - Songwe Chainage: 23.58 RHS Point Number 23 Road Code: 1 Location Number: L01/P23 GPS Co-ordinates: S 9 ' 54.637 '' E 33 ' 55.576 '' S.Length: 2
Date:
27/07/98
Operator: CSJ
General Description of Area The road surface is becoming rutted, potholes have appeared and patched in some areas. Parts of the surface are starting to bleed.. It is founded on an embankment. The surrounding area is wet agricultural land, possibly rice paddies.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
175
The base was found not to react with HCl. The material was loose, damp, grey, clayey, crushed stone base with gneiss gravel aggregate, with a mixture of decomposed rock fines. The subbase was found not to react with HCl. The material was a loose, damp, orangey brown, silty, often with gneiss upto coarse gravel aggregate. The subgrade was found not to react with HCl. The material was a firm, damp, dark brown sandy clay.
0.0
138
13

Subbase
175
260
69
13
Subgrade
260
440
Subgrade II
440
600+ The subgrade was found not to react with HCl. The material was a firm, damp, dark brown clay.
12
16
22

Test Pit and Material Logging Investigation Road Name: Karonga - Songwe Chainage: 31.77 LHS Point Number 49 Road Code: 1 Location Number: L01/P49 GPS Co-ordinates: S 9 ' 45.062 '' E 33 ' 49.752 '' S.Length: 3
Date:
27/07/98
Operator: CSJ
General Description of Area The road surface is becoming cracked and rutted, potholes and patches are prevalent. It is founded on an embankment. The surrounding area is dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
320
The base was found not to react with HCl. The material was loose, damp, grey, clayey, crushed stone base with gneiss gravel aggregate, with a mixture of decomposed rock fines.
0.0
132
15

Subbase
320
320
26
30
Subgrade
320
740+ The subbase was found not to react with HCl. The material was a firm, damp, orangey brown, silty, clay.
35

Test Pit and Material Logging Investigation Road Name: Mzuzu - Bwengu Chainage: Point Number 6.35 LHS 0 Road Code: 2.1 Location Number: L02.1/P00 GPS Co-ordinates: S 11 ' 25.925 '' E 34 ' 0.172 '' S.Length: 1
Date:
27/07/98
Operator: JDR
General Description of Area The road surface is good, no apparent damage., at natural ground level.
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
The surface is double surface dressing with 25mm chip size. The surface was very hard and dry.
Base
25
200
The base was found not to react with HCl. The material was very hard, dry, grey, crushed stone base with gneiss gravel aggregate and fines.
4.4
1721
198
NP

Subbase
200
300
The subbase was found not to react with HCl. The material was a hard, poorly graded, clayey, silty sand with some quartz gravel.
38
21
Subgrade
300
470+ The subgrade was found not to react with HCl. The material was a firm, damp, orangey brown sandy clay.
21
23

Test Pit and Material Logging Investigation Road Name: Mzuzu - Bwengu Chainage: 13.09 LHS Point Number 25 Road Code: 2.1 Location Number: L02.1/P25 GPS Co-ordinates: S 11 ' 25.691 '' E 33 ' 59.637 '' S.Length: 2
Date:
27/07/98
Operator: JDR
General Description of Area The road surface is good, but deformations are beginning to appear. The road is founded on an embankment, surrounded by savannah.
Layer
MC (%)
PI (%)
OMC (%)
Surface
30
Base
30
190
2.6
1945
158
NP

Subbase
190
350
18
19
Subgrade
350
550+ The subgrade was found not to react with HCl. The material was a firm, damp, orangey brown sandy clay.
14
27

Date:
27/07/98
Operator: JDR
General Description of Area The road surface is good, but deformations are beginning to appear. The road is founded on an embankment, surrounded by savannah.
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
Base
25
175
5.0
2201
207
NP

Subbase
175
375
36
Subgrade
375
575+ The subgrade was found not to react with HCl. The material was a hard, damp, reddy orange clayey sand.
15
31
22

Date:
25/07/98
Operator: JDR
General Description of Area The road surface is cracked, rutted and deformed. The road is founded on a dry embankment, surrounded by savannah.
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
Base
25
210
7.3
1999
126
11

Subbase
210
310
29
21
Subgrade
310
480+ The subgrade was found not to react with HCl. The material was a hard, damp, reddy orange sandy clay.
28
11

Test Pit and Material Logging Investigation Road Name: Bwengu - Chiweta Chainage: Point Number 6.35 LHS 16 Road Code: 2.2 Location Number: L02.2/P16 GPS Co-ordinates: S 11 ' 25.925 '' E 34 ' 0.172 '' S.Length: 1
Date:
25/07/98
Operator: CSJ
General Description of Area The road surface is cracked, rutted, patched and deformed. The road is founded at natural ground level and surrounded by dry savannah.
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
Base
25
210
5.8
2230
166
13

Subbase
210
310
The subbase was found not to react with HCl. The material was a firm damp, poorly graded reddish clayey sand, with occasional quartz gravel.
51
12
Subgrade
310
480+ The subgrade was found not to react with HCl. The material was a firm, wet, poorly graded, orange clayey sand.
35
16
22

Test Pit and Material Logging Investigation Road Name: Bwengu - Chiweta Chainage: 13.09 LHS Point Number 33 Road Code: 2.2 Location Number: L02.2/P33 GPS Co-ordinates: S 11 ' 25.691 '' E 33 ' 59.637 '' S.Length: 2
Date:
26/07/98
Operator: CSJ
General Description of Area The road surface is cracked, rutted, patched and deformed. The road is founded at natural ground level and surrounded by dry savannah.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
200
0.0
149
16

Subbase
200
480
The subbase was found not to react with HCl. The material was a firm damp, poorly graded brwonish clayey gravel.
29
23
Subgrade
480
650+ No subgrade located
21
22

Test Pit and Material Logging Investigation Road Name: Bwengu - Chiweta Chainage: 37.26 LHS Point Number 39 Road Code: 2.2 Location Number: L02.2/P39 GPS Co-ordinates: S 11 ' 53.605 '' E 33 ' 35.817 '' S.Length: 3
Date:
26/07/98
Operator: CSJ
General Description of Area The road surface is cracked and has been patched. The road is founded in a step into the side of a hill. The cutting being closest to the pit. The surrounding area is dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
Base
25
195
The base was found to react with HCl, but no phenolphaline. The material was very hard, dry, grey, crushed stone base with gneiss gravel aggregate and fines, also present was a matrix of orange silty sand, between the crushed stone. The subbase was found not to react with HCl. The material was a firm damp, poorly graded brownish clayey sandy gravel.
0.0
209
12

Subbase
195
300
75
14
Subgrade
300
650+ No subgrade located, the subbase continued until 700mm
23

Test Pit and Material Logging Investigation Road Name: Mzuzu - Nkhata Bay Chainage: Point Number 8.99 RHS 12 Road Code: 4 Location Number: L04/P12 GPS Co-ordinates: S 11 ' 29.958 '' E 34 ' 3.808 '' S.Length: 1
Date:
23/07/98
Operator: JDR
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
150
The base was found not to react with HCl. The material was very hard, dry, reddy orange lateritic quartz gravel.
6.4
87
1778
95
31
2055
22

Subbase
150
250
The subbase was found not to react with HCl. The material was a firm damp, poorly graded orangey brown silty sandy gravel.
69
21
Subgrade
250
410+ The subgrade was found not to react with HCl. The material was a firm, damp, poorly graded, orangey grey, clayey sand.
15
28
11

Test Pit and Material Logging Investigation Road Name: Mzuzu - Nkhata Bay Chainage: 6.40 RHS Road Code: 4 Location Number: L04/6.4 GPS Co-ordinates: ####### #VALUE! S.Length: NA
Date:
23/07/98
Operator: JDR
Point Number NA
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
90
The base was found not to react with HCl. The material was a red clayey sandy quartz GRAVEL.
4.8
2040
209
17

Subbase
90
210
The subbase was found not to react with HCl. The material was a red lateritic sandy CLAY.
Subgrade
210
420+ The subgrade was found not to react with HCl. The material was a dark red sandy CLAY.
15
23
21

Test Pit and Material Logging Investigation Road Name: Mzuzu - Nkhata Bay Chainage: 19.60 RHS Point Number NA Road Code: 4 Location Number: L04/P19.6 GPS Co-ordinates: ####### #VALUE! S.Length: NA
Date:
24/07/98
Operator: JDR
General Description of Area The road surface is cracked with pumping in evidence, the surface is also deformed, potholed and patched. The road is founded at natural ground level through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
170
The base was found to react with HCl, but not phenolphaline. The material was reddish brwon clayey sandy quartz GRAVEL.

Subbase
170
320
The subbase was found not to react with HCl. The material was a firm damp, orangey brown clayey quartz gravel.
Subgrade
320
450+ The subgrade was found not to react with HCl. The material was a firm, damp, poorly graded, reddy orange, clayey sandy gravel.

Test Pit and Material Logging Investigation Road Name: Mzuzu - Nkhata Bay Chainage: 22.18 RHS Point Number 16 Road Code: 4 Location Number: L04/P16 GPS Co-ordinates: S 11 ' 32.144 '' E 34 ' 7.508 '' S.Length: 2
Date:
24/07/98
Operator: JDR
General Description of Area The road surface is cracked with pumping in evidence, the surface is also deformed, potholed and patched. The road is founded at natural ground level through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
10
Base
10
100
The base was found to react with HCl, but not phenolphaline. The material was very hard, dry, light brown, sandy quartz gravel.
0.0
246
NP

Subbase
100
220
The subbase was found not to react with HCl. The material was a firm damp, orangey brown clayey quartz gravel.
103
16
Subgrade
220
350+ The subgrade was found not to react with HCl. The material was a firm, damp, poorly graded, reddy orange, clayey sandy gravel.
18
17

Test Pit and Material Logging Investigation Road Name: Mzuzu - Nkhata Bay Chainage: 43.06 LHS Point Number 42 Road Code: 4 Location Number: L04/P42 GPS Co-ordinates: S 11 ' 36.534 '' E 34 ' 15.817 '' S.Length: 3
Date:
24/07/98
Operator: JDR
General Description of Area The road surface is cracked with rutting in evidence, the surface is also potholed and patched. The road is founded at natural ground level through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
10
Base
10
170
The base was found to react with HCl, but not phenolphaline. The material was very hard, dry, light brown, clayey gravel.
0.0
190
31
1938

Subbase
170
280
The subbase was found not to react with HCl. The material was a firm damp, reddy orangey brown clayey quartz gravel.
30
17
Subgrade
280
410
The subgrade was found not to react with HCl. The material was a firm, damp, poorly graded, light brown , clayey sand.
Subgrade II
410
860+ The second layer of sub grade was an off-white clayey silt. It was firm until augured when the material became very powder like, decomposed granitic gneiss.
16
28

Test Pit and Material Logging Investigation Road Name: Salima - Senga Bay Chainage: Point Number 5.99 RHS 1 Road Code: 11 Location Number: L11/P01 GPS Co-ordinates: S 13 ' 46.685 '' E 34 ' 30.474 '' S.Length: Ref No: 111 1
Date:
02/08/98
Operator: EC/AD/JR
General Description of Area The road surface is cracked, potholed and has been patched. The road is founded at natural ground level, through a dry bush area.
Field Tests ORN 31 Spec MOWS CBR Spec Material 0.075mm percent limit Layer From (mm) To (mm) Material Description Sample No. InSitu CBR MDD (DCP) (kg/m3) %
Laboratory Results MOWS COMPLIANC E CBR (Soaked) 98% Estimated CBR (ORN31) % ORN31 COMPLIANC E
MC (%)
% MDD
PI (%)
OMC (%)
MDD (kg/m3)
Surface
10
The surface is double surface dressing with 10mm chip size. The surface was firm and dry.
L11/P01/SF
DSD
Base
10
155
The base was found not to react with HCl. The material was a very hard, dry, moderately well graded, orange lateritic sandy gravel.
L11/P01/BC
GN
25
80
80
0.0
147
13
2210

Subbase
155
270
The subbase was found not to react with HCl. The material was a hard, damp, poorly graded, light grey gravely sand.
L11/P01/SB
GN
600
25
30
104
15
L11/P01/SSG
Subgrade
270
365+
The subgrade was found not to react with HCl. The material was a firm, damp, poorly graded, light brown decomposing granite.
L11/P01/SG
GN
25
15
15
19
19
22

Test Pit and Material Logging Investigation Road Name: Salima - Senga Bay Chainage: 18.08 RHS Point Number NA Road Code: 11 Location Number: L11/05 GPS Co-ordinates: S 13 ' 44.384 '' E 34 ' 35.835 '' S.Length: 2
Date: 13/07/98 Operator: ECB
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
180
The base was found not to react with HCl. The material was a light brown, slightly clayey fine to medium sand, with occasional laterite particles.
0.0
NP
2279
40

Subbase
180
240
The subbase was found not to react with HCl. The material was a light brown, silty, slightly gravelly sand.
22
#N/A

Test Pit and Material Logging Investigation Road Name: Salima - Senga Bay Chainage: 18.08 RHS Point Number NA Road Code: 11 Location Number: L11/15 GPS Co-ordinates: S 13 ' 44.384 '' E 34 ' 35.835 '' S.Length: 3
Date:
13/07/98
Operator: ECB
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
250
The base was found not to react with HCl. The material was a dense yellow brown clayey sand, with occasional laterite gravel particles.
0.0
13
2210

Subbase
250
450
The subbase was found not to react with HCl. The material was a yellow silty sand (low PI Non Plastic), with occasional laterite gravel particles.
#N/A

Test Pit and Material Logging Investigation Road Name: Benga - Nkhotakota Chainage: Point Number 6.49 RHS 71 Road Code: 12.1 Location Number: L12.1/P71 GPS Co-ordinates: S 13 ' 5.366 '' E 34 ' 18.646 '' S.Length: 1
Date:
03/08/98
Operator: CSJ
General Description of Area The road surface is rutted, otherwise appears good. The road is founded on fill, through wet bush area.
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
The surface is asphaltic premix. The surface was hard and dry.
Base
25
145
The base was found not to react with HCl. The material was a hard, damp, well graded, light grey, crushed stone base with upto 40mm aggregate.
0.0
216
NP

Subbase
145
300
The subbase was found not to react with HCl. The material was a firm, damp, orangey red, sandy gravel.
69
28
Subgrade
300
425+ The subgrade was found not to react with HCl. The material was a firm damp, uniformly graded, brown clayey sand.
41
NP
22

Test Pit and Material Logging Investigation Road Name: Benga - Nkhotakota Chainage: 22.13 LHS Point Number 45 Road Code: 12.1 Location Number: L12.1/P44 GPS Co-ordinates: S 13 ' 1.429 '' E 34 ' 17.826 '' S.Length: 2
Date:
03/08/98
Operator: AD/KA
Layer
MC (%)
PI (%)
OMC (%)
Surface
30
The surface was found to be asphaltic premix. The surface was hard and dry.
Base
30
140
The base was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, gap graded, light grey, crushed stone base with upto 70mm aggregate. The subbase was found not to react with HCl. The material was a stiff, damp, orangey red, sandy silty lateritic clay.
0.0
283
NP

Subbase
140
280
129
18
Subgrade
280
390+ The subgrade was found not to react with HCl. The material was a firm damp, yellowish greeny brown, sandy silty clay with whitey orange gravels of decomposing granite..
#N/A
19
11

Test Pit and Material Logging Investigation Road Name: Nkhotakota - Dwangwa Chainage: 40.56 RHS Point Number 5 Road Code: 12.2 Location Number: L12.2/P05 GPS Co-ordinates: S 12 ' 41.689 '' E 34 ' 9.906 '' S.Length: 4
Date:
02/08/98
Operator: CS J
Layer
MC (%)
PI (%)
OMC (%)
Surface
80
The surface was found to be a 20mm deep section of 15mm chips on 60mm of asphaltic premix. The surface was very hard and dry.
Base
80
190
The base was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, moderately well graded, light brown slightly silty sandy lateritic gravel.
0.0
292
15
2088

Subbase
190
510
The subbase was found not to react with HCl. The material was a hard, damp, well graded, light orange clayey gravel.
58
22
Subgrade
510
610+ Not located at upto 610mm depth, just subbase continuation
25
22

Test Pit and Material Logging Investigation Road Name: Benga - Nkhotakota Chainage: 1.10 RHS Road Code: 12.1 Location Number: L12.1/1.1 GPS Co-ordinates: S 13 ' 5.366 '' E 34 ' 18.646 '' S.Length: 1
Date:
02/08/98
Operator: CS J
Point Number NA
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
The surface was found to be a double surface dressing, with 20mm chip size.
Base
20
170
Coarsley graded crushed stone (granitic gneiss) with silty fines (macadam)
0.0
119
13
2210
15

Subbase
170
320
Cement stabilised (carbonated) red brown clayey sandy lateritic and quartz gravel.
93
Subgrade
320
470
Red brown clayey sandy lateritic and quartz gravel.
SubgradeII
470
610+ Dark grey to black high plasticity silty sandy CLAY (black cotton type)
153
22

Test Pit and Material Logging Investigation Road Name: Chingeni - Liwonde Chainage: Point Number 7.09 LHS 7 Road Code: 13.1 Location Number: L13.1/P07 GPS Co-ordinates: S 14 ' 59.394 '' E 34 ' 57.112 '' S.Length: 1
Date:
03/08/98
Operator: CSJ
General Description of Area The road surface is rutted, otherwise appears good. The road is founded on fill, through wet bush area.
Layer
MC (%)
PI (%)
OMC (%)
Surface
30
The surface was asphalt premix. The surface was hard and dry.
Base
30
150
The base was found to react with HCl, but not phenolphaline. The material was a very hard, damp, well graded, light orange brown, stabilised gravel base. The subbase was found not to react with HCl. The material was a hard, damp, well graded, orangey brown gravel.
0.0
240
NP
2127
60

Subbase
150
320
45
16
Subgrade
320
490+ The subgrade was found not to react with HCl. The material was a firm damp, moderately graded, brown clayey sand.
21
17
11

Test Pit and Material Logging Investigation Road Name: Chingeni - Liwonde Chainage: 20.28 RHS Point Number 19 Road Code: 13.1 Location Number: L13.1/P19 GPS Co-ordinates: S 15 ' 1.106 '' E 35 ' 3.007 '' S.Length: 2
Date:
03/08/98
Operator: CSJ
General Description of Area The road surface is cracked and rutted, with some patching. The road is founded on an embankment, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
The surface was double surface dressing with 10mm chip size. The surface was hard and dry.
Base
20
140
The base was found to react with HCl, but not phenolphaline. The material was a very hard, damp, well graded, light orange brown, stabilised gravel base. The subbase was found not to react with HCl. The material was a hard, damp, well graded, brown sandy gravel.
0.0
164
18

Subbase
140
295
72
NP
Subgrade
295
460+ The subgrade was found not to react with HCl. The material was a firm damp, moderately graded, orangey brown clayey sand.
22
15

Test Pit and Material Logging Investigation Road Name: Chingeni - Liwonde Chainage: 26.87 LHS Point Number 30 Road Code: 13.1 Location Number: L13.1/P30 GPS Co-ordinates: S 15 ' 1.566 '' E 35 ' 7.729 '' S.Length: 3
Date:
07/08/98
Operator: JDR
General Description of Area The road surface is cracked and rutted, with some patching. The road is founded on an embankment, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
15
Base
15
165
The base was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, well graded, orange brown, stabilised gravel base. The subbase was found not to react with HCl. The material was a hard, damp, well graded, light brownish orange, slightly gravely sandy silt.
0.0
107
NP
10
2090
42

Subbase
165
275
118
22
Subgrade
275
600+ The subgrade was found not to react with HCl. The material was a firm damp, moderately graded, orangey brown clayey sandy silt..
41
21
11

Test Pit and Material Logging Investigation Road Name: Liwonde - Zomba Chainage: 43.86 LHS Point Number 49 Road Code: 13.2 Location Number: L13.2/P49 GPS Co-ordinates: S 15 ' 7.335 '' E 35 ' 14.518 '' S.Length: 4
Date:
07/08/98
Operator: JDR
General Description of Area The road surface is cracked and rutted, with some patching and slight deformation. The road is founded on an embankment, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
165
The base was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, well graded, orange brown, with some greyish white decomposing granite, stabilised gravel base. The subbase was found not to react with HCl. The material was a hard, damp, well graded, light brownish orange, slightly gravely silty sand with small nodules of black laterite.
0.0
124
17
10
2116
13

Subbase
165
300
87
14
Subgrade
300
600+ The subgrade was found not to react with HCl. The material was a firm damp, moderately graded, orangey brown clayey gravel.
39
19
22

Test Pit and Material Logging Investigation Road Name: Liwonde - Zomba Chainage: 66.93 RHS Point Number 55 Road Code: 13.2 Location Number: L13.2/P55 GPS Co-ordinates: S 15 ' 14.19 '' E 35 ' 22.779 '' S.Length: 5
Date:
08/08/98
Operator: JDR
General Description of Area The road surface is cracked and rutted, with some patching and slight deformation. The road is founded on an embankment, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
40
The surface was asphalt with 5mm chip size. The surface was very hard and dry.
Base
40
200
The base was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, well graded, orange brown, stabilised gravel base, with some laterite.
0.0
160
15
2242
64

Subbase
200
300
The subbase was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, well graded, yellowish orange clayey silty sandy gravel.
78
14
Subgrade
300
500+ The subgrade was found not to react with HCl. The material was a firm damp, moderately graded, light greyish orangey brown gravelly silty clay.
26
11

Test Pit and Material Logging Investigation Road Name: Liwonde - Zomba Chainage: 88.41 LHS Point Number 85 Road Code: 13.2 Location Number: L13.2/P85 GPS Co-ordinates: S 15 ' 22.35 '' E 35 ' 19.121 '' S.Length: 6
Date:
08/08/98
Operator: JDR
General Description of Area The road surface is showing signs of ravelling, and is also deformed. It is formed at natural ground level, near bush and a flowing river.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
The surface was double surface dressing with 10mm chip size. surface was very hard and dry.
The
Base
20
150
The base was found not to react with HCl. The material was a very hard, slightly damp, gap graded, orangey brown, slightly sandy laterite gravel..
0.0
404
20
10
2210
16

Subbase
150
250
The subbase was found not to react with HCl. The material was a hard, damp, well graded, yellowish orange clayey silty sandy laterite.
72
Subgrade
250
400+ The subgrade was found not to react with HCl. The material was a firm damp, moderately graded, light greyish white weathered gneiss.
28
18
11

Test Pit and Material Logging Investigation Road Name: Liwonde - Mangochi Chainage: Point Number 5.95 LHS 0 Road Code: 14.1 Location Number: L14.1/P00 GPS Co-ordinates: S 15 ' 0.366 '' E 35 ' 10.391 '' S.Length: 1
Date:
04/08/98
Operator: CSJ
General Description of Area The road surface is cracked, rutted and patched. It is formed at natural ground level, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
13
The
Base
13
110
The base was found not to react with HCl. The material was a very hard, slightly damp, well graded, light greyey brown, crushed stone base with 40mm gneiss aggregate. The subbase was found not to react with HCl. The material was a hard, damp, moderately graded, light brown sandy gravel.
0.0

Subbase
110
260
Subgrade
260
350+ The subgrade was found not to react with HCl. The material was a firm damp, poorly graded, brown gravely clay.
18

Test Pit and Material Logging Investigation Road Name: Liwonde - Mangochi Chainage: 13.69 LHS Point Number 24 Road Code: 14.1 Location Number: L14.1/P24 GPS Co-ordinates: S 14 ' 55.952 '' E 35 ' 11.271 '' S.Length: 2
Date:
04/08/98
Operator: CSJ
General Description of Area The road surface is cracked, rutted and patched. It is formed at natural ground level, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
60
The
Base
60
140
The base was found not to react with HCl. The material was a very hard, slightly damp, well graded, light greyey brown, crushed stone base with 70mm gneiss aggregate. The subbase was found not to react with HCl. The material was a hard, damp, moderately graded, light brown sandy gravel.
0.0
20

Subbase
140
200
14
Subgrade
200
290+ The subgrade was found not to react with HCl. The material was a firm damp, poorly graded, brown gravely clay.
NP

Test Pit and Material Logging Investigation Road Name: Liwonde - Mangochi Chainage: 44.46 LHS Point Number 32 Road Code: 14.1 Location Number: L14.1/P32 GPS Co-ordinates: S 14 ' 43.27 '' E 35 ' 10.456 '' S.Length: 3
Date:
04/08/98
Operator: AD
General Description of Area The road surface is cracked, deformed, rutted and patched. It is formed at natural ground level, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
15
The surface was a double surface dressing. It was hard and dry.
Base
15
160
The base was found not to react with HCl. The material was a hard, damp, well graded greyish brown, crushed gneiss base.
0.0
188
17

Subbase
160
380
The subbase was found not to react with HCl. The material was a firm, damp, very silty very sandy brown clay with fragments of decomposed granitic gneiss. The subgrade was found not to react with HCl. The material was a moist dark brown silty sandy clay, with occasional yellow angular gravel.
68
16
Subgrade
380
510
Subgrade II
510
610+ The lower subgrade was found to be a soft dark grey, black silty clay with some organic matter.
15
20
11

Test Pit and Material Logging Investigation Road Name: Mangochi - Monkey Bay Chainage: 86.71 LHS Point Number 15 Road Code: 14.2 Location Number: L14.2/P15 GPS Co-ordinates: S 14 ' 25.682 '' E 35 ' 13.015 '' S.Length: 5
Date:
05/08/98
Operator: CSJ
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
The surface was a double surface dressing with 15mm chip size. It was hard and dry.
Base
25
210
The base was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, gap graded brown sandy gravel. The subbase was found not to react with HCl. The material was a hard, damp, moderately graded, dark brown sandy clay.
0.0
NP
2176
36

Subbase
210
720
26
Subgrade
720
720+ Not located
22

Test Pit and Material Logging Investigation Road Name: Mangochi - Monkey Bay Chainage: #N/A LHS Point Number 15 Road Code: 14.2 Location Number: L14b/P15 GPS Co-ordinates: #N/A #N/A S.Length: #N/A
Date:
05/08/98
Operator: CSJ
Layer
MC (%)
PI (%)
OMC (%)
70
A hard reddish brown, gravelly, sandy, clayey silt.
70
180
A stiff dark drown, silty clay.
0.0
193
16
2195
35

180
310
A hard greenish grey, very silty sandy carbonaceous natural clay
85
13
31
14
11

Test Pit and Material Logging Investigation Road Name: Mangochi - Monkey Bay Chainage: 98.30 RHS Point Number 27 Road Code: 14.2 Location Number: L14.2/P27 GPS Co-ordinates: S 14 ' 21.628 '' E 35 ' 10.02 '' S.Length: 6
Date:
05/08/98
Operator: CSJ
General Description of Area The road surface is cracked, deformed, rutted, potholed and patched. It is formed at natural ground level, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
25
Base
25
130
The base was found to react with HCl, but no colour change with phenolphaline was observed. The material was a hard, damp, gap graded greyish sandy gravel. The subbase was found not to react with HCl. The material was a hard, damp, moderately graded, dark brown clay.
0.0
17

Subbase
130
185
30
Old surface
185
195
Fine sand seal of old road, with 2 - 5 mm chippings
Base
195
515+ An orangey brown sandy gravel, hard and slightly damp.
22

Test Pit and Material Logging Investigation Road Name: Mangochi - Monkey Bay Chainage: 111.99 RHS Point Number 32 Road Code: 14.2 Location Number: L14.2/P32 GPS Co-ordinates: S 14 ' 16.977 '' E 35 ' 5.616 '' S.Length: 7 4
Date:
05/08/98
Operator: CSJ
General Description of Area The road surface is cracked, deformed, rutted, potholed and patched. It is formed at natural ground level, through dry bush.
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
200
The base was found not to react with HCl. The material was a hard, damp, gap graded greyish brown gneiss crushed stone base.
0.0
17

Sub-Base
185
300
The subbase was found not to react with HCl. The material was a stiff reddish brown, silty sandy gravely clay.
30
Subgrade
300
410+
The subgrade was found not to react with HCl. The material was a stiff brownish clayey sand.
22

Test Pit and Material Logging Investigation Road Name: Mangochi - Monkey Bay Chainage: 128.30 LHS Point Number 48 Road Code: 14.2 Location Number: L14.2/P57 GPS Co-ordinates: S 14 ' 6.44 '' E 34 ' 55.066 '' S.Length: 8
Date:
06/08/98
Operator: AD
General Description of Area Gravel Road by point 48 on road 14b, 'The rutting was approx 20mm
Layer
MC (%)
PI (%)
OMC (%)
Surface
20
Base
20
195
The base was found not to react with HCl. The material was a very, very hard, dry, reddish brown lateritic, silty, sandy, gravely clay.
0.0
193
16
2195
35

Subbase
195
270
The subbase was found not to react with HCl. The material was a hard, damp, dark brown clayey silt.
85
13
Subgrade
270
475+
The subgrade was found not to react with HCl. The material was a hard, damp, orangey brown sandy clayey silt. (same material as subbase but becoming less strong).
31
14
11
PERCENTAGE PASSING SCREENS (mm) Lab Sample Number Description L01/P06/BC L01/P23/BC L01/P49/BC L02.1/P00/BC L02.1/P25/BC L02.1/P59/BC L02.1/P82/BC L02.2/P16/BC L02.2/P33/BC L02.2/P39/BC L03/P10/BC L03/P11/BC L03/P42/BC L03/P66/BC L04/P12/BC L04/P16/BC L04/P42/BC L05/P02/BC L06/P08/BC L06/P17/BC L07/P10/BC L07/P19/BC L07/P36/BC L08/P08/BC L08/P24/BC L09/P03/BC L09/P24/BC L09/P34/BC L10/P10/BC L10/P26/BC L10/P57/BC L11/P01/BC L11/05/BC L11/15/BC L12.1/P44/BC Crushed Stone Crushed Stone Crushed Stone Crushed Stone Crushed Stone Crushed Stone Crushed Stone Crushed Stone Crushed Stone Crushed Stone Macadam Crushed Stone Crushed Stone Crushed Stone Crushed Stone Laterite/Quartz Gravel Stab. Quartz Gravel Stab. Quartz Gravel Crushed Stone Clayey Sandy Gravel "As Dug" Laterite Gravel "As Dug" Laterite Gravel "As Dug" Laterite Gravel "As Dug" Laterite Gravel "As Dug" Laterite Gravel "As Dug" Laterite Gravel Crushed Stone Macadam Crushed Stone Macadam Crushed Stone Macadam Crushed Stone Crushed Stone Crushed Stone Laterite Gravel Sandy Clay Sandy Clay Stab 37.5 100 100 100 100 97 100 100 100 100 98 100 100 100 98 100 100 94 26.5 77 90 90 90 93 86 96 95 96 87 91 94 95 79 97 87 100 89 100 100 100 100 100 100 100 100 100 82 97 92 87 97 87 50 74 100 19 55 73 78 85 82 72 78 87 81 67 81 85 86 60 90 79 93 81 100 98 99 98 99 98 100 78 70 81 66 41 63 99 100 59 13.2 42 57 61 73 71 60 69 81 69 55 69 73 79 44 83 71 89 74 99 94 97 96 97 97 98 67 55 64 52 27 57 98 100 100 49 9.5 34 47 47 64 59 51 63 76 61 43 63 62 72 35 73 63 85 66 96 89 91 91 93 93 97 57 48 55 48 22 51 96 99 100 40 4.75 23 29 29 49 41 36 53 61 47 31 46 45 55 21 63 49 76 53 83 66 68 69 76 79 84 40 38 43 38 14 40 82 91 97 30 2.36 18 22 21 40 33 29 44 52 40 26 37 35 46 17 56 42 70 44 73 55 51 58 60 66 69 31 34 36 33 11 35 71 85 91 26 0.6 14 14 14 28 23 21 27 38 26 18 26 23 32 12 50 28 46 29 52 40 32 36 37 40 44 15 26 23 23 9 26 48 66 75 19 0.425 13 12 13 20 19 19 24 33 23 16 21 17 22 9 44 22 36 26 45 34 28 28 29 32 37 13 23 16 19 8 23 44 56 68 17 0.3 11 11 12 18 16 17 21 31 20 14 18 14 18 7 38 18 31 24 39 29 24 22 24 27 33 11 20 14 16 7 18 39 45 62 14 0.15 10 9 11 13 10 11 17 24 15 11 11 7 10 4 36 13 24 19 28 22 20 17 17 18 26 8 13 8 11 5 13 33 29 46 9 0.075 7 6 8 8 5 8 12 18 11 8 6 3 5 2 32 10 17 14 19 20 16 15 12 14 21 4 9 5 7 3 10 28 17 30 5 N 30 31 N N N 27 28 N 28 N N N N 53 N 38 28 29 31 35 29 24 26 35 N N N N 27 N 38 NP 23 N NP 13 15 NP NP NP 11 13 16 12 NP NP NP NP 31 NP 31 21 14 13 19 16 13 14 25 NP NP NP NP 11 15 19 NP 13 NP #N/A 3.6 5 #N/A #N/A #N/A 2.1 5 3.5 3.6 #N/A #N/A #N/A #N/A 12.9 #N/A 5.7 4.3 5.7 6 86 7.9 3.6 6.4 7.9 #N/A #N/A #N/A #N/A 3 #N/A 10.7 #N/A #N/A #N/A LL PI LS
PI FROM LS
AASHTO
100
80
#N/A 7.7 10.7 #N/A #N/A #N/A 4.5 10.7 7.5 7.7 #N/A #N/A #N/A #N/A 27.5 #N/A 12.1 9.2 12.1 12.8 183.2 16.8 7.7 13.6 16.8 #N/A #N/A #N/A #N/A 6.4 #N/A 22.8 #N/A #N/A #N/A
A-1-a(0) A-2-6(0) A-2-6(0) A-1-a(0) A-1-a(0) A-1-a(0) A-2-6(0) A-2-6(0) A-2-4(0) A-2-6(0) A-1-a(0) A-1-a(0) A-1-a(0) A-1-a(0) A-2-7(4) A-1-a(0) A-2-6(0) A-2-6(0) A-2-6(0) A-2-6(0) A-2-6(0) A-2-6(0) A-2-6(0) A-2-6(0) A-2-6(1) A-1-a(0) A-1-a(0) A-1-a(0) A-1-a(0) A-2-6(0) A-1-a(0) A-2-6(2) A-2-4(0) A-2-6(1) A-1-a(0)
PERCENTAGE PASSING SCREENS (mm) Lab Sample Number Description L12.1/P71/BC L12.2/P05/BC L13.1/P07/BC L13.1/P19/BC L13.1/P30/BC L13.2/P49/BC L13.2/P55/BC L13.2/P85/BC L14.1/P00/BC L14.1/P24/BC L14.1/P32/BC L14.2/P15/BC L14.2/P27/BC L14.2/P57/BC L15/P02/BC L15/P35/BC L15/P54/BC Crushed Stone Stab Sandy Gravel Stab Gravel Stab Gravel Stab Gneiss Gravel Stab Gneiss Gravel Stab Laterite Gravel "As Dug" Laterite Gravel Crushed Stone Crushed Stone Crushed Stone Stab Sandy Gravel Stab Sandy gravel Clayey Lat Gravel Sand Crushed Stone Macadam Crushed Stone Macadam Crushed Stone Macadam 37.5 95 100 100 26.5 84 99 94 19 79 96 83 100 99 98 100 80 86 80 98 98 79 59 64 13.2 73 89 76 100 99 99 94 100 65 83 71 95 97 73 51 57 9.5 69 83 65 98 97 96 87 98 63 78 66 92 96 100 68 45 53 4.75 55 75 48 89 88 79 65 81 51 70 55 79 93 98 59 37 45 2.36 46 62 36 80 77 61 54 65 42 64 47 66 87 92 54 33 39 0.6 33 44 22 48 50 39 36 44 29 46 32 39 51 71 43 23 25 0.425 29 38 18 39 42 29 31 38 25 40 27 30 41 64 38 19 21 0.3 24 21 14 34 35 26 28 33 22 35 23 25 35 58 32 15 17 0.15 15 21 9 25 23 23 22 26 15 24 15 19 28 40 22 10 11 0.075 19 16 5 18 15 21 17 22 9 18 9 14 23 29 16 6 6 N NP #N/A 30 15 3.6 N NP #N/A 36 18 5 N NP #N/A 38 17 7.1 27 15 5.7 37 20 12.1 24 9 #N/A 37 20 9.3 36 17 #N/A N NP #N/A 33 17 7.1 35 16 7.1 28 16 5 N NP #N/A N NP #N/A LL PI LS
PI FROM LS
AASHTO
100 100 100 100 100 100 100 96 90 90 95 89 94 98 99 86 75 77
#N/A 7.7 #N/A 10.7 #N/A 15.1 12.1 25.8 #N/A 19.8 #N/A #N/A 15.1 15.1 10.7 #N/A #N/A
A-1-b(0) A-2-6(0) A-1-a(0) A-2-6(0) A-1-b(0) A-2-6(0) A-2-6(0) A-2-6(1) A-1-9(0) A-2-6(0) A-1-9(0) A-1-b(0) A-2-6(1) A-2-6(1) A-2-6(0) A-1-a(0) A-1-a(0)
PERCENTAGE PASSING SCREENS (mm) Lab Sample Number Description L01/P06/SB L01/P23/SB L01/P49/SB L02.1/P00/SB L02.1/P25/SB L02.1/P59/SB L02.1/P82/SB L02.2/P16/SB L02.2/P33/SB L02.2/P39/SB L03/P10/SB L03/P11/SB L03/P42/SB L03/P66/SB L04/P12/SB L04/P12/SB L04/P42/SB L05/P02/SB L06/P08/SB L06/P17/SB L07/P10/SB L07/P19/SB L07/P36/SB L08/P08/SB L08/P24/SB L09/P03/SB L09/P24/SB L09/P34/SB L10/P10/SB L10/P26/SB L10/P57/SB L11/P01/SB Laterite/Quartz Gravel Laterite/Quartz Gravel Laterite/Quartz Gravel Gravelly Clay Clayey Quartz Gravel Clayey Quartz Gravel Gravelly Clay Gravelly Clay Gravelly Clay Clayey Quartz Gravel Clayey Quartz/Lat Gravel Clayey Quartz Gravel Gravelly Clay Clayey Quartz Gravel Sandy Gravel Gravelly Clay Gravelly Clay Sandy Gravel Gravelly Sand Gravelly Sand Silty Sand/Lat Gravel Silty Sand/Lat Gravel Lateritic Gravel Lateritic Gravel Lateritic Gravel Silty Sand Silty Sand Quartz Gravel Clayey Quartz Gravel Sandy Gravel Clayey Quartz Gravel Gravelly Sand 37.5 100 69 96 26.5 98 54 93 100 100 19 95 52 92 100 100 99 13.2 92 45 89 96 99 98 100 96 94 99 94 98 97 99 84 100 93 100 99 95 99 94 95 98 99 100 88 99 92 99 93 9.5 88 41 86 93 97 91 100 100 95 93 95 90 96 92 98 81 99 88 99 96 90 100 97 90 91 97 98 98 86 98 89 97 84 4.75 77 30 78 82 87 66 97 98 93 89 80 74 87 77 84 72 98 68 88 80 69 99 76 77 78 85 84 87 77 96 74 95 68 2.36 69 25 70 75 77 54 93 94 89 86 69 61 79 70 73 69 98 52 75 69 54 90 61 65 63 70 70 79 67 92 59 87 62 0.6 49 17 45 60 68 43 80 78 74 63 53 45 63 62 56 60 86 31 54 49 37 78 48 38 42 57 55 61 47 59 32 70 52 0.425 38 14 40 56 56 40 73 68 69 52 47 40 63 59 50 57 72 29 46 45 32 66 26 26 37 50 51 53 40 48 28 58 45 0.3 29 13 37 52 45 36 66 63 66 45 41 36 57 54 45 54 63 27 39 40 29 46 23 22 34 46 46 46 34 42 25 43 39 0.15 20 10 33 42 36 29 54 48 58 34 31 33 45 42 36 50 48 22 28 34 24 28 19 16 27 37 32 34 23 29 19 27 28 0.075 8 8 30 37 29 24 44 33 49 26 23 24 43 32 29 48 41 19 19 27 20 16 13 13 21 29 24 25 14 20 15 17 21 N 30 60 42 40 21 36 24 40 30 24 33 40 37 44 36 37 32 34 49 38 32 36 26 34 32 38 30 31 37 41 23 33 NP 13 30 21 19 8 21 12 23 14 9 17 20 18 21 16 17 16 17 25 19 18 19 12 19 16 22 15 16 16 17 15 18 LL PI LS
PI FROM LS
AASHTO
100 100
100 98 99
97 96 100 96 100 100 100 89 95 100 100
100
96
100 100
100 97 99
100 96 96 100 100
#N/A #N/A 5.7 12.1 20 42.6 12.9 27.5 8.6 18.3 1.4 3.0 806 1716.8 6 12.8 8 17.0 7.9 16.8 7.9 16.8 10 21.3 11.4 24.3 10.7 22.8 10 21.3 #N/A #N/A #N/A #N/A 10 21.3 5 10.7 13.6 29.0 14.3 30.5 9.3 19.8 9.3 19.8 3.6 7.7 11.4 24.3 7.9 5.7 6.4 9.3 5.7 10.7 4.3 10 16.8 12.1 13.6 19.8 12.1 22.8 9.2 21.3
A-1-b(0) A-2-6(0) A-2-7(3) A-7-6(5) A-2-6(1) A-2-4(0) A-6(5) A-2-6(0) A-6(8) A-2-6(1) A-2-4(0) A-2-6(1) A-6(5) A-2-6(1) A-2-7(2) A-6(5) A-6(3) A-2-6(0) A-2-6(0) A-2-7(2) A-2-6(1) A-2-6(0) A-2-6(0) A-2-6(0) A-2-6(1) A-2-6(1) A-2-6(1) A-2-6(1) A-2-6(0) A-2-6(0) A-2-7(0) A-2-6(0) A-2-6(1)
94
91 96
90 100 94 100 96
L12.1/P44/SB Sandy Gravel
100
99
PERCENTAGE PASSING SCREENS (mm) Lab Sample Number Description L12.1/P71/SB Clayey Lat Gravel L12.2/P05/SB Clayey Lat Gravel L13.1/P07/SB L13.1/P19/SB L13.1/P30/SB L13.2/P49/SB L13.2/P55/SB L14.1/P00/SB L14.1/P24/SB L14.1/P32/SB L14.2/P15/SB L14.2/P27/SB L14.2/P48/SB L14.2/P57/SB Quartz Gravel Sandy Gravel Sandy Gravel Quartz/Lat Gravel Clayey Sandy Gravel Clayey Sandy Gravel Clayey Sandy Gravel Clayey Sandy Gravel Sandy Gravel Sandy Gravel Sandy Gravel Sandy Gravel Sandy Gravel Clayey Sandy Gravel Clayey Sandy Gravel Clayey Sandy Gravel Clayey Sandy Gravel Clayey Sandy Gravel Clayey Sandy Gravel Slightly Gravelly Clay Quartz/Lat Gravel ClayeyQuartz/Lat Gravel 100 37.5 26.5 19 100 100 98 100 100 100 100 13.2 100 99 96 98 98 99 98 9.5 99 92 94 96 94 96 96 4.75 94 82 84 91 82 81 79 2.36 76 65 73 83 71 68 64 0.6 33 41 49 59 45 51 43 0.425 25 32 43 50 38 48 38 0.3 22 23 39 42 32 41 34 0.15 20 16 31 31 22 30 27 0.075 18 10 29 23 14 21 21 44 41 32 N 29 30 26 28 22 10.7 10.7 LL PI LS
PI FROM LS
AASHTO
22.8 22.8 15.1 #N/A 12.1 9.2 11.3 0.0 18.3 10.7 18.3 16.8 #N/A 4.5
A-2-7(0) A-2-7(0) A-2-6(1) A-1-b(0) A-2-6(0) A-2-6(0) A-2-6(0)
16 7.1 NP #N/A 22 5.7 14 4.3 14 5.3
100
100 98 100 100 99
99 97 93 99 97
98 96 92 98 96 100
96 94 92 94 93 100
90 83 90 75 84 98
84 72 88 61 75 92
62 53 63 46 49 71
53 48 52 42 41 64
47 43 45 39 34 58
35 36 34 31 25 40
27 30 26 23 20 29
32 35 43 47 N 26
14 16
8.6 5
A-2-6(1) A-2-6(1) A-2-7(2) A-2-7(2) A-1-b(0) A-2-6(0)
100
26 8.6 30 7.9 NP #N/A 13 2.1
L15/P35/SB L15/P54/SB L16/P01/SB L31/P08/SB L32/P08/SB
91 100
86 100 97
84 100 94
81 98 93 100 100
78 93 90 100 99
73 75 85 94 88
69 65 80 82 77
56 43 68 52 60
50 31 63 43 51
45 25 60 35 45
33 20 54 26 28
22 14 52 19 21
24 24 61 35 31
11 11 31 19 17
3.6 3.6 12.1 6.4 3.6
7.7 7.7 25.8 13.6 7.7
A-2-6(0) A-2-6(0) A-7(13) A-2-6(0) A-2-6(0)
PERCENTAGE PASSING SCREENS (mm) Lab Sample Number Description L01/P23/SG L02.1/P00/SG L02.1/P25/SG L02.1/P59/SG L02.2/P16/SG L03/P10/SG L03/P11/SG L03/P42/SG L03/P66/SG L04/P12/SG L04/P16/SG L04/P42/SG L05/P02/SG L06/P08/SG L06/P17/SG L07/P10/SG L07/P19/SG L07/P36/SG L08/P08/SG L08/P24/SG L08/P24/SG L09/P03/SG L09/P24/SG L09/P34/SG L10/P10/SG L10/P26/SG L10/P57/SG L11/P01/SG L12.1/P44/SG L12.1/P71/SG L13.1/P07/SG L13.1/P19/SG L13.1/P30/SG L13.2/P49/SG L13.2/P85/SG L14.1/P00/SG L14.1/P24/SG L14.1/P32/SG Silty Clay Clayey Silty Sand Clayey Silty Sand Clayey Silty Sand Clayey Silty Sand Clayey Sand Clayey Sand Clayey Sand Clayey Sand Sandy Clay Clayey Sand Sandy Clay Sandy Clay Sandy Silt Sandy Silt Silty Sand Silty Sand Silty Sand Sandy Clay Sandy Clay Sandy Clay Gravelly Clay Gravelly Clay Gravelly Clay Silty Sand Silty Sand Silty Clay Clayey Sand Clayey Sand Clayey Sand Clayey Sand Clayey Sand Clayey Sand Clayey Sand Clayey Sand Gravelly Clay Clayey Sand Clayey Sand 37.5 26.5 19 13.2 9.5 100 100 98 100 100 95 96 100 100 93 100 97 95 99 95 93 96 99 99 86 97 97 93 98 91 91 95 97 98 78 97 94 100 88 94 99 95 100 98 100 99 99 100 98 100 99 98 100 99 99 99 98 100 93 100 88 100 98 88 90 93 93 98 68 97 94 100 100 85 94 98 93 100 99 98 99 98 99 94 89 99 97 96 100 97 98 98 95 98 89 100 4.75 100 100 71 99 93 83 86 88 77 96 51 95 89 98 99 77 91 91 82 100 95 90 90 96 93 88 89 97 92 89 98 91 93 92 87 93 82 99 2.36 98 99 51 96 88 77 84 77 70 95 43 94 84 95 96 67 87 85 68 100 90 85 81 93 84 81 72 95 87 83 91 83 87 85 80 88 75 97 0.6 93 87 44 86 70 61 77 61 61 71 33 90 70 86 76 51 73 74 52 85 75 75 70 80 55 57 48 79 70 65 68 64 68 64 60 68 56 68 0.425 85 75 40 81 62 55 73 56 58 62 30 87 66 77 70 46 60 66 48 62 61 68 64 76 48 47 44 67 63 58 57 58 59 56 54 50 49 54 0.3 75 62 36 73 56 49 70 53 53 58 27 83 63 61 62 40 54 59 44 52 52 59 59 67 43 39 40 59 55 50 50 54 51 50 48 39 43 47 0.15 61 52 29 64 45 39 61 42 42 49 21 71 56 49 46 30 33 44 36 35 42 55 45 56 37 24 28 42 41 36 39 43 42 44 39 31 27 31 0.075 52 46 24 58 34 31 48 35 32 42 18 59 49 41 36 19 22 35 29 29 33 50 33 45 33 10 17 28 27 25 28 32 32 35 30 24 19 21 36 45 51 55 32 50 48 54 52 48 36 48 42 40 33 36 36 38 44 39 39 38 34 42 40 50 41 33 36 N 34 34 36 36 39 35 N 41 16 23 27 31 16 28 24 35 34 28 17 28 24 21 18 17 17 19 22 24 24 19 21 22 22 28 18 19 19 NP 17 15 21 19 18 18 NP 20 11.4 11.4 12.9 15 4.3 10 12.4 5 15 13.6 10.7 10.7 12.1 11.4 6.4 10 8.6 10.7 12.1 9.3 9.3 12.1 8.6 10 8.6 14.3 10.7 4.3 9.3 LL PI LS
PI FROM LS
AASHTO
CBR CLASS from from PI ORN31 ORN31 PI S4 S3 S3 S2 S4 S3 S3 S2 S2 S3 S4 S3 S3 S3 S4 S4 S4 S4 S3 S3 S3 S4 S3 S3 S3 S3 S4 S4 S4 0 S4 S4 S3 S4 S4 S4 0 S3 11 6 6 3.5 11 6 6 3.5 3.5 6 11 6 6 6 11 11 11 11 6 6 6 11 6 6 6 6 11 11 11 0 11 11 6 11 11 11 0 6
CLASS from PI (LS) ORN31 S3 S3 S3 S2 S5 S3 S3 S4 S2 S3 S3 S3 S3 S3 S4 S3 S4 S3 S3 S4 S4 S3 S4 S3 S4 S2 S3 S5 S4 S5 S5 S4 S4 S4 S4 S4 0 S3
CBR from ORN31 PI (LS) 6 6 6 3.5 22 6 6 11 3.5 6 6 6 6 6 11 6 11 6 6 11 11 6 11 6 11 3.5 6 22 11 22 22 11 11 11 11 11 0 6
100 100
100 100
100 100
100 96 100
92 95 100 96
100
99 100 99 99 100 100 99 100 100 100 99 100 96
100 100
100
100 100 99
7.9 8.6 8.6 7.1 7.1 #N/A 10.7
24.3 24.3 27.5 32.0 9.2 21.3 26.4 10.7 32.0 29.0 22.8 22.8 25.8 24.3 13.6 21.3 18.3 22.8 25.8 19.8 19.8 25.8 18.3 21.3 18.3 30.5 22.8 9.2 19.8 0.0 0.0 16.8 18.3 18.3 15.1 15.1 #N/A 22.8
A-6(5) A-7-6(7) A-2-7(2) A-7-6(15) A-2-6(1) A-2-7(3) A-7-6(8) A-2-7(4) A-2-7(3) A-7-6(7) A-2-6(0) A-7-6(13) A-7-6(8) A-6(4) A-6(2) A-2-6(0) A-2-6(1) A-2-6(2) A-2-7(2) A-2-6(2) A-2-6(3) A-6(6) A-2-6(2) A-7-6(6) A-2-6(2) A-2-7(0) A-2-7(0) A-2-6(1) A-2-6(1) A-1-b(0) A-2-6(1) A-2-6(1) A-2-6(2) A-2-6(2) A-2-6(1) A-2-6(1) A-1-b(0) A-2-7(1)
PERCENTAGE PASSING SCREENS (mm) Lab Sample Number Description L14.1/P57/SG L14.2/P57/SG L15/P02/SG L15/P54/SG L15/P54/SG L16/P01/SG L31/P08/SG L32/P08/SG Sandy Clay Sandy Clay Sandy Clay Clayey Sand Clayey Sand Clay Clayey Sand Sandy Clay 37.5 26.5 19 13.2 9.5 100 100 97 76 76 99 100 100 4.75 99 99 97 69 69 99 98 98 2.36 95 97 96 63 63 96 94 95 0.6 80 73 86 43 43 86 80 81 0.425 75 65 77 35 35 82 23 74 0.3 71 58 66 28 28 77 17 67 0.15 62 46 44 19 19 72 7 53 0.075 49 35 32 11 11 64 1 46 28 30 27 N N 66 44 42 12 7.9 14 6.4 14 5.7 NP NP 36 10 23 6.4 21 13.6 LL PI LS
PI FROM LS
AASHTO
CBR CLASS from from PI ORN31 ORN31 PI S4 S4 S4 0 0 S2 S3 S3 11 11 11 0 0 3.5 6 6
CLASS from PI (LS) ORN31 S4 S4 S4 S5 S5 S3 S4 S3
CBR from ORN31 PI (LS) 11 11 11 22 22 6 11 6
100 100
100 88 88
98 84 84 100
97 80 80 100 100 100
16.8 13.6 12.1 0.0 0.0 21.3 13.6 29.0
A-6(4) A-2-6(10 A-2-6(1) A-1-b(0) A-1-b(0) A-7(17) A-2-7(0) A-7-6(5)
RO U G H T O N
Report IV- Appendix II Field Trials of Modified DCP Apparatus
February 2000
Report IV- Appendix II Field Trials of Modified DCP Apparatus

February 2000
DFID Project Reference: R6852 Subsector: Theme: Element A: Date: Transport T2 Review of Procedures, Standards and Methods February 2000
Appendix II - Calculated Plots and Resilient Moduli

Deflection Bowl Results
These plots have been produced from the results obtained from the full deflection bowls. They provide a calculated Stiffness (Resilient Modulus) for each layer of the pavement.
Peak Deflection and Radius of Curvature Results

The peak deflection and radius of curvature are obtained from the deflection testing regime. From these results, calculations are performed to obtain a Stiffness (Resilient Modulus). The results are shown in this section.
Resilient Moduli :Tables of Calculation and Plots of Data

From the laboratory CBR results and the results obtained from the DCP testing, the relationships developed in Report III and IV are applied to transform these readings of CBR into mm/blow readings which are then correlated against the UK work at Bardon. This provides a Stiffness (Resilient Modulus) interpretation, which can then be compared against the radius of curvature and the deflection bowl stiffness, and the TRL stiffness equation.
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Karonga - Songwe Road Code: 1 Test Section: S.Length 1
0.0
in association with
Roughton International Jatula Partners
Chainage: 3.3
Points:
20 -19
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
3.0
Distance from the Applied Load (m) Existing Pavement Structure Resultant Layer Description Surface & Base 200 Movement Layer Thickness (mm) 163 0.02 mm - Mr (MPa) Subbase 130 65 Subgrade 1000 Infinite 130 1029
0 Subbase 130 496
0 Subgrade 1000 Infinite 82 242
Layer Description Surface & Base 200 Layer Thickness (mm) 109 - Mr (MPa)
Appendix II Deflection Bowl KAR.xls - (1)1
p.1
0.0 -0.1 -0.2 -0.3 -0.4 -0.5
in association with
Chainage: 23.1
Points:
26 -25
Deflection (mm)
-0.6 -0.7 -0.8 -0.9 -1.0 -1.1 -1.2 -1.3 -1.4 -1.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 265 41
p.2
0.0
in association with
Chainage: 30.8
Points:
46 -47
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0 Subbase 0 365
p.3
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Mzuzu - Bwengu Road Code: 2.1 Test Section: S.Length 1
0.0
in association with
Chainage: 5.6
Points:
0 -1
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 100 313
p.4
0.0
in association with
Chainage: 12.1
Points:
18 -19
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6
-0.7 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 160 52
p.5
0.0
in association with
Chainage: 36.3
Points:
60 -61
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 200 45
p.6
0.0 -0.1 -0.2 -0.3 -0.4
in association with
Chainage: 59.3
Points:
83 -84
Deflection (mm)
-0.5 -0.6 -0.7 -0.8 -0.9 -1.0 -1.1 -1.2 -1.3 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 100 43
p.7
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Bwengu - Chiweta Road Code: 2.2 Test Section: S.Length 5
0.0
in association with
Chainage: 79.1
Points:
5 -6
-0.1
Deflection (mm)
-0.2 -0.3 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 100 98
p.8
0.0 -0.1 -0.2 -0.3 -0.4
in association with
Chainage: 102.2
Points:
28 -29
Deflection (mm)
-0.5 -0.6 -0.7 -0.8 -0.9 -1.0 -1.1 -1.2 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 280 45
p.9
0.0
in association with
Chainage: 114.3
Points:
45 -46
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6
-0.7 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 105 20
p.10
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Jenda - Chikangawa Road Code: 3 Test Section: S.Length 1 Chainage: 11.0
0.0
in association with
Points:
5 -6
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
0 Subbase 100 90
p.11
0.0
in association with
Points:
21 -22
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6
-0.7 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 130 132
p.12
0.0
in association with
Points:
38 -39
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6
-0.7
-0.8 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 100 605
p.13
0.0
in association with
Points:
66 -67
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 85 47
p.14
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Mzuzu - Nkhata Bay Road Code: 4 Test Section: S.Length 1 Chainage: 8.2
0.0 -0.1 -0.2 -0.3 -0.4
in association with
Points:
8 -9
Deflection (mm)
-0.5 -0.6 -0.7 -0.8 -0.9 -1.0 -1.1 -1.2 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 100 137
p.15
0.0
in association with
Points:
28 -29
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
0 Subbase 120 372
p.16
0.0 -0.1 -0.2 -0.3 -0.4 -0.5
in association with
Points:
41 -42
Deflection (mm)
-0.6 -0.7 -0.8 -0.9 -1.0 -1.1 -1.2 -1.3 -1.4 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
0 Subbase 240 25
p.17
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Bwengu - Rumphi Road Code: 5 Test Section: S.Length 1
0.0
in association with
Chainage: 3.3
Points:
3 -4
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 165 1016
p.18
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Kasungu - Dwangwa Road Code: 6 Test Section: S.Length 1 Chainage: 6.6
0.0
in association with
Points:
6 -7
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6
-0.7 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 150 259
p.19
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Kasungu - Dwangwa Road Code: 6 Test Section: S.Length 2 Chainage: 15.4
0.0
in association with
Points:
18 -19
-0.1
Deflection (mm)
-0.2
-0.3
-0.4 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
0 Subbase 160 199
p.20
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Madisi - Kasungu Road Code: 7 Test Section: S.Length 2
0.0
in association with
Chainage: 31.9
Points:
24 -25
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
0 Subbase 130 204
p.21
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Madisi - Kasungu Road Code: 7 Test Section: S.Length 3
0.0
in association with
Chainage: 31.9
Points:
24 -25
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 100 175
p.22
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Lumbadzi - Mponela Road Code: 8 Test Section: S.Length 1 Chainage: 23.1
0.0
in association with
Points:
7 -8
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
0 Subbase 135 63
p.23
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Lumbadzi - Mponela Road Code: 8 Test Section: S.Length 2 Chainage: 30.8
0.0
in association with
Points:
24 -25
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 120 20
p.24
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Bunda Turn Off - Chimbiya Road Code: 9 Test Section: S.Length 1 Chainage: 7.7
0.0
in association with
Points:
32 -33
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 160 176
p.25
0.0
in association with
Points:
24 -25
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9 -1.5
-1.0
-0.5
0.0
0.5
1.0
0 Subbase 110 60
p.26
0.0
in association with
Points:
3 -4
-0.1
Deflection (mm)
-0.2
-0.3
-0.4 -1.5
-1.0
-0.5
0.0
0.5
1.0
0 Subbase 170 237
p.27
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Dedza - Biriwiri Road Code: 10 Test Section: S.Length 1
0.0
in association with
Chainage: 9.9
Points:
52 -53
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 110 225
p.28
0.0
in association with
Chainage: 27.5
Points:
23 -24
-0.1
-0.2
-0.3
-0.4
Deflection (mm)
-0.5
-0.6
-0.7
-0.8
-0.9
-1.0
-1.1 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 85 20
p.29
0.0
in association with
Chainage: 52.7
Points:
9 -10
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 120 171
p.30
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Salima - Senga Bay Road Code: 11 Test Section: S.Length 1
0.0
in association with
Chainage: 5.5
Points:
5 -6
-0.1
Deflection (mm)
-0.2 -0.3 -1.5
-1.0
-0.5
0.0
0.5
1.0
0 Subbase 115 142
p.31
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Salima - Senga Bay Road Code: 11 Test Section: S.Length 2
0.0
in association with
Chainage: 17.6
Points:
17 -18
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 200 44
p.32
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Benga - Nkhotakota Road Code: 12.1 Test Section: S.Length 1
0.0
in association with
Chainage: 20.9
Points:
44 -45
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 140 254
p.33
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Benga - Nkhotakota Road Code: 12.1 Test Section: S.Length 2
0.0
in association with
Chainage: 20.9
Points:
44 -45
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9
-1.0 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 140 81
p.34
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Nkhotakota - Dwangwa Road Code: 12.2 Test Section: S.Length 3 Chainage: 33.0
0.0
in association with
Points:
17 -18
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 175 171
p.35
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Nkhotakota - Dwangwa Road Code: 12.2 Test Section: S.Length 4 Chainage: 39.6
0.0
in association with
Points:
23 -24
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 320 298
p.36
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Chingeni - Liwonde Road Code: 13.1 Test Section: S.Length 1
0.0
in association with
Chainage: 6.6
Points:
6 -7
-0.1
-0.2
-0.3
-0.4
Deflection (mm)
-0.5
-0.6
-0.7
-0.8
-0.9
-1.0
-1.1 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 170 20
p.37
0.0
in association with
Chainage: 19.8
Points:
18 -19
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 155 83
p.38
0.0
in association with
Chainage: 26.4
Points:
29 -30
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 110 946
p.39
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Liwonde - Zomba Road Code: 13.2 Test Section: S.Length 4
0.0
in association with
Chainage: 42.9
Points:
49 -50
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6
-0.7
-0.8 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 135 36
p.40
0.0
in association with
Chainage: 65.9
Points:
55 -56
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 100 20
p.41
0.0
in association with
Chainage: 87.9
Points:
84 -85
-0.1
Deflection (mm)
-0.2 -0.3 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 100 284
p.42
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Liwonde - Mangochi Road Code: 14.1 Test Section: S.Length 1 Chainage: 4.9
0.0
in association with
Points:
0 -1
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9
-1.0 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
0 Subbase 150 20
p.43
0.0 -0.1 -0.2 -0.3 -0.4 -0.5 -0.6
in association with
Points:
23 -24
Deflection (mm)
-0.7 -0.8 -0.9 -1.0 -1.1 -1.2 -1.3 -1.4 -1.5 -1.6 -1.7 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 60 153
p.44
0.0 -0.1 -0.2 -0.3 -0.4 -0.5 -0.6
in association with
Points:
32 -33
Deflection (mm)
-0.7 -0.8 -0.9 -1.0 -1.1 -1.2 -1.3 -1.4 -1.5 -1.6 -1.7 -1.8 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 350 40
p.45
0.0
in association with
Points:
62 -63
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
0 Subbase 150 290
p.46
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Mangochi - Monkey Bay Road Code: 14.2 Test Section: S.Length 5 Chainage: 85.7
0.0
in association with
Points:
14 -15
-0.1
-0.2
-0.3
Deflection (mm)
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9
-1.0 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 510 38
p.47
0.0
in association with
Points:
26 -27
-0.1
Deflection (mm)
-0.2
-0.3
-0.4 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 65 20
p.48
0.0
in association with
Points:
32 -33
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 115 253
p.49
0.0
in association with
Points:
56 -57
-0.1
Deflection (mm)
-0.2
-0.3
-0.4 -1.2
-1.0
-0.8
-0.6
-0.4
-0.2
0.0
0.2
0.4
0.6
0.8
1.0
0 Subbase 75 276
p.50
Road Maintenance and Rehabilitation Project Deflection Bowl Test Results Road Name: Zomba - Blantyre Road Code: 15 Test Section: S.Length 1
0.0
in association with
Chainage: 11.0
Points:
1 -2
-0.1
Deflection (mm)
-0.2
-0.3
-0.4 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 80 48
p.51
0.0
in association with
Chainage: 16.5
Points:
12 -13
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 200 45
p.52
0.0
in association with
Chainage: 24.2
Points:
24 -25
-0.1
-0.2
Deflection (mm)
-0.3
-0.4
-0.5
-0.6 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 200 28
p.53
0.0
in association with
Chainage: 51.6
Points:
34 -35
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 200 180
p.54
0.0
in association with
Chainage: 56.0
Points:
54 -55
-0.1
Deflection (mm)
-0.2
-0.3
-0.4
-0.5 -1.5
-1.0
-0.5
0.0
0.5
1.0
1.5
0 Subbase 180 166
p.55
Road Maintenance and Rehabilitation Project - Malawi Detailed Visual Condition Survey and Deflection Survey for Sample Lengths
Road Name: Karonga - Songwe Chainage (km) Chainage (km) From Type 3.30 to 5.30 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm
Roughton International in association with Jatula Partners

Road Code: 1 Sample Length No.: S1 Truck Axle Load - LHS: RHS: Ravel Extent (%) Degree Bleed Extent (%) Degree Skid Extent (%) Degree Deform Shoulder Condition Drainage Condition Condition Position 3175 3175
kg kg
Date: 27-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 7 8 9 0 0 0 5 5 5 5 7 8 3 0 5 0 7 5 0 8 6 LHS 0 6 3 4 0 8 9 16 15 16 8 12 6 3 4 7 17 8 4 9 10
11
Width: 6.7 m Surface Condition Pothole Patch Av.Area (m2) Av.Area (m2) Edge Av.Width (m) Length
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
Primary Cracking Type
Peak Deflection (mm x 100) LH Wheelpath RH Wheelpath Initial Initial Final Final
To
0
3.30 3.40 3.50 3.60 3.70 3.80 3.90 4.00 4.10 4.20 4.30 4.40 4.50 4.60 4.70 4.80 4.90 5.00 5.10 5.20 3.40 3.50 3.60 3.70 3.80 3.90 4.00 4.10 4.20 4.30 4.40 4.50 4.60 4.70 4.80 4.90 5.00 5.10 5.20 5.30
L L L L L L L L L L
L L L L L L L L L L L L L L L L L L L L
WP WP WP WP SH SH SH SH SH SH SH SH SH SH SH SH SH SH SH SH
2 2 4 3 4 4 4 4 4 4 4 4 4 4 3 2 2 2 2 2
20 30 50 30 50 60 60 50 40 30 50 80 80 80 80 20 30 30 20 50
P P 2 1 90 90 20 1.0 90 90 5 1.0 90 90 90 90 90 90 2 2 2 2 3 3 3 3 3 3 80 80 60 60 60 80 90 90 90 90 2 2 2 2 2 2 3 3 3 3 80 80 70 60 60 80 80 80 80 80 2 2 2 2 2 2 2 2 2 2 L L L L L CW CW CW CW CW P G G G G G G G G G G
8 9
89 76 96 76 86 72 79 59 71 88 73 57 59
OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP

70 70 70 70 3 1 30 1.0 80 80 80
3 3 3 3 3 3 3
50 60 60 70 70 70
3 3 3 2 3 3
40 50 50 60 60 50
3 3 3 2 2 2
P P P P P P P
1 2 3 4 5 6 7
2 0 1 2 2 3 4 2 2 2 2 2 2 2 2 2 2 2 2 2 4 0 1 1 2 2 2 3 2 3 2 2 2 2 2 3 2 2 3 2 2
10 L 11 L 12 L 13 L 14 L 15 L 16 L 17 L 18 L 19 L 20 L
32 30 24 24 14 16 26 26 25 27 23 24 37 38 22 21 35 36 31 30 39 40 28 30 33 35 30 29 31 32 25 24 28 30 35 36 30 30 24 24 24 24
1 0 0 1 1 2 2 2 2 2 1 1 2 1 1 2 2 0 1 0 1 2 -1 -1 0 0 3 0 0 -1 1 0 1 1 1 1 0 2 0 2 0 0
61 60 47 45 25 27 46 48 46 50 43 45 70 73 41 38 66 72 59 58 75 74 57 60 65 68 55 56 59 63 46 46 53 57 67 69 57 56 46 43 46 46
0 0 2 1 2 0 2 2 3 4 3 3 1 2 0 5 1 0 5 5 0 0 2 2 0 2 3 3 1 3 2 2 0 4 1 2 2 2 2 0 0 1
16 16 13 11 11 10 23 22 17 20 21 22 19 22 21 25 26 25 27 27 26 28 25 26 27 29 24 24 29 32 22 21 21 26 22 26 27 26 24 21 19 19
-1 -1 2 2 0 1 0 1 2 4 3 4 -1 3 0 5 0 1 6 6 1 1 5 2 0 2 0 0 2 1 3 1 0 4 0 2 1 3 3 0 0 4
33 33 22 19 20 19 44 41 29 32 36 37 38 39 42 40 51 49 43 43 51 55 43 48 54 54 45 45 55 60 39 39 42 44 43 48 51 47 43 42 38 33
OWP OWP OWP OWP OWP OWP OWP
78 59 34 61 62 57 92 53
0 0 0 -4 0 0 0 3 0 1 0 1 1 0 0 1 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 1 0 -2 0 0 0 -1 0
25 26 10 25 15 8 20 25 27 20 12 60 30 29 40 35 27 10 22 25 20 30 20 30 20 35 25 32 35 28 25 22 27 27 22 30 32 22 22
0 56 56 2 56 1 147 98 -4 48 -1 90 133 0 175 0 70 66 2 62 0 52 62 0 72 0 117 117 -25 -1 0 0 1 19 33 47 48 42 35 41 41
1.3 2.4 1.3 1.1 1.0 3.1 0.6 0.3 0.9 4.5 2.3 1.8 1.7 1.2 1.0 0.4 1.0 1.8 1.1 0.4 0.9
81 92
105 217
187 252 109 118 110 108 90 83 182 78 62 57 77 69 90 86 144 96 67 90 147 280 50 51 70 277 132 142 119 108 87 56 93 118 102 60
IWP
1 53 104 2 156 0 64 60 0 56 -1 68 68 0 0 1 0 0 1 0 0 0 1 -1 0 -1 0 -2 -1 1 -2 47 70 47 70 41 58 44 40 50 57 64 52 49 64 45 43 64 61 58 59 49 42 54 58 56 44 62
117 106
Appendix II Peak and ROC KAR.xls-(1)1
EB
Rc
Road Name: Karonga - Songwe Chainage (km) Averages and Totals Area Cracked Wide Cracks 3.30 to 5.30 Sample Length Code: 11 Road Code: 1 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 113 m2 4 m2 9514 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

Date: 27-Jul-98 Operator: RI/MOWS Width: 6.7 m
6298 m2 6298 m2
47.0% 47.0% 5.6 1.2 8.9
Area to be patched Area already patched Area Ravelled Area patched during shoulder repair
0.8% 0.0% 71.0% 4.5%
Average Deflection Standard Deviation Calibration Correction Factor Design Deflection Predicted Design Axles Residual Equivalent Standard Axles
0.70 0.15 0.993 1.300 0.93 0.93
mm mm 0.99
OWP IWP
20 1
95% 5%
Average Rut Depth Standard Deviation of Rut Depth Avg.Radius of Curvature
6.1 mm 4.5 mm 64 m
Average Condition Index Minimum Condition Index Maximum Condition Index
Seasonal Correction Factor Fw Percentile to equal the Design Deflection 96%
mm mm
Avg.Mr Upper Layers 126 MPa Mr Base 80% 142 MPa Mr Subbase 20% 70 MPa Avg.Mr of the Foundation 101 MPa Mr Selected Subgrade 80% 117 MPa Mr Subgrade 20% 77 MPa
3.14 x106 Axles 1.47 x106 ESAs 96% 110 110 110 55 mm mm mm mm
Percentile of the Road that will Require Reconstruction Percentile of the Road that will not Require Strengthening d= Target Deflection: 0.8 mm
4% of the road
0.93
Existing Base Material: CR
Crushed Rock Granular Overlay Thickness Stabilised Natural Gravel Overlay Thickness Natural Gravel Granular Overlay Thickness Asphalt Overlay Thickness Deflection for HDM model
1.44 mm
Width >3mm

kg kg
Date: 27-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 9 5 3 0 10 9 7 4 15 5 LHS 18 10 7 8 14 11 4 3 16 9 6
12
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
21 R
23.08 23.18 23.28 23.38 23.48 23.58 23.68 23.78 23.88 23.98 23.18 23.28 23.38 23.48 23.58 23.68 23.78 23.88 23.98 24.08
L L L L L L L L L L
CW CW CW CW CW CW CW CW CW CW
4 3 3 3 2 2 3 3 3 3
10 15 10 5 50 30 20 30 50 50

1 1
100
50 60
2 2 2 2 2 2 2 2 2 2
50 50 50 60 60 60 60 60 60 60
2 2 2 2 2 2 2 2 2 2
L L G G G G G G L L
G G G G G G G G G G
22 R 23 R 24 R 25 R 26 R 27 R 28 R 29 R 30 R 31 R

80 1 28 80 80 80 2 1 160 126 80 80 80 80
3 3 3 3 3 3 3 3
60 60 60 60 60 60 60 60
2 2 2 3 1 2 1 2 2 2 3 2 2 2 2 2 3 2 3 3 2 2
61 70 53 57 35 35 40 41 47 47 48 48 57 60 40 41 62 54 38 38 32 34
2 5 3 5 4 4 2 4 4 5 5 5 2 -5 2 4 6 5 5 5 0 5
118 133 101 106 65 64 77 76 88 87 88 89 110 123 76 76 115 101 68 68 62 61
2 1 2 2 1 0 1 2 5 2 4 2 2 2 1 1 2 1 2 2 2 0
41 44 45 44 22 22 26 28 42 39 33 32 40 38 26 28 20 18 22 22 15 15
1 5 6 3 4 2 0 3 5 4 4 3 2 4 1 2 5 4 2 4 1 0
79 82 82 83 39 42 51 51 74 72 58 59 76 70 50 53 33 31 40 38 27 30
OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP
162 134 83 99 113 114 150 98 139 88 79
0 -1 0 0 0 0 0 0 0 0 1 0 0 0 2 5 0 0 0 0
65 65 40 53 22 31 30 30 31 30 30 29 42 44 35 47 30 31 25 22
3 -3 0 3 0 1 0 0 0 0 0 0 2 2 1 2 2 0 0 -2
22 21 21 35 31 27 64 64 46 47 47 45 47 47 48 34 33 46 46 47 41 33
0.8 1.2 1.9 1.4 1.9 2.0 2.7 0.7 1.8 1.1 1.5
44 49 69 63 51 50 35 76 42 75 77
35 57 134 89 95 100 95 51 77 85 114
42 37 32 48 47 45 56 58 61
EB
Rc
kg kg

1809 m2 838 m2
27.0% 12.5% 4.4 2.1 5.9
3.6% 5.3% 74.0% 4.5%
1.15 0.28 0.993 1.300 1.57 1.57
mm mm 0.99
OWP IWP
11 0
100% 0%
8.0 mm 4.7 mm 42 m 85 MPa 57 MPa 57 MPa 75 MPa 44 MPa
mm mm
Avg.Mr Upper Layers Mr Subbase 20% Avg.Mr of the Foundation Mr Selected Subgrade 80% Mr Subgrade 20%
Mr Base 80% 100 MPa
4% of the road
1.57
2.42 mm
Width >3mm

kg kg
Date: 27-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 5 3 4 7 6 5 6 5 6 9 4 5 3 4 4 0 4 7 5 LHS 3 0 0 0 0 -2 2 31 10 15 10 35 35 -1 44 92 8.0 0 140 1 97 118 27.3 0 140 -5 36 40 2.6 3 43 36 19 35 287 519 90 5 0 6 10 -1 0 0 0 0 0 -1 0 -2 34 40 36 50 55 35 40 30 40 -2 0 0 25 -3 -1 -2 -3 -3 39 35 39 37 25 39 34 44 33 39 37 31 37 39 3.6 2.5 2.8 1.2 0.6 27 33 26 57 93 99 84 73 67 60 8 0 7 6 5 8 0 0 0 0 0 2 0 0 -1 -1 0 -1 30 30 30 32 10 32 11 20 25 27 27 10 0 47 47 0 47 -2 45 44 0 44 1 147 96 0 45 -5 104 87 0 70 1 56 52 -3 48 0 52 84 -3 117 0.9 0.9 2.8 3.0 0.7 1.7 87 82 80 70 113 99 80 76 224 205 84 172 5 7 4 6 0 3 0 4 5
13
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
32 L
30.77 30.87 30.97 31.07 31.17 31.27 31.37 31.47 31.57 31.67 31.77 31.87 31.97 32.07 32.17 32.27 32.37 32.47 32.57 32.67 30.87 30.97 31.07 31.17 31.27 31.37 31.47 31.57 31.67 31.77 31.87 31.97 32.07 32.17 32.27 32.37 32.47 32.57 32.67 32.77
100 100 100 1 C CW 2 20 4 100 100 100 100 100 1 C CW 2 50 1 100 100 100 100 100 CW CW 3 3 40 30
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
90 90 90 80 80 90 90 90 90 90 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3
90 90 90 60 70 80 80 80 70 70 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 3 3 3 2 2 2 2 3 3 3
G G G G G G G G G G G G G L L G L G G G
G G G G G G G G G G G G G G G G G G G G
33 L 34 L 35 L 36 L 37 L 38 L 39 L 40 L 41 L 42 L 43 L 44 L 45 L 46 L 47 L 48 L 49 L 50 L 51 L 52 L

4 1 2 13
100 100 100
CW
20
100 100 100 100
3 3 2 2 2 2 0 0 1 0 0 3 1 0 2 3 2 2 1 3 3 2 2 2 1 3 1 1 1 4 2 1 4 2 3 4 4 2 0 0 0 6
45 45 44 44 61 62 55 59 68 71 70 72 64 62 81 82 46 46 32 37 27 26 30 33 34 35 25 26 30 33 25 26 26 25 21 24 19 20 21 23 21 27
4 5 -2 1 1 0 -5 -2 -6 0 1 2 1 -2 5 1 2 2 3 5 -1 0 -2 1 2 2 -2 1 2 4 -1 0 2 2 2 5 5 4 -2 -1 0 6
83 82 88 85 119 122 115 120 141 142 139 139 126 126 155 160 88 88 60 66 52 50 60 63 65 65 51 50 57 58 49 51 46 46 37 39 29 34 44 47 42 42
1 3 3 1 3 2 2 1 2 0 2 3 3 1 3 1 3 1 3 4 0 2 3 6 4 4 2 2 4 2 3 0 4 2 2 6 3 5 3 3 0 1
32 34 34 36 37 42 56 54 65 72 70 65 60 58 72 68 40 40 20 26 26 27 26 30 26 28 34 32 32 32 29 26 27 26 27 32 30 29 26 32 20 21
4 7 2 3 -3 5 4 3 -5 2 7 4 4 3 5 -1 5 5 -4 4 0 2 1 5 -1 6 6 2 1 3 2 1 1 3 3 5 6 5 1 5 -4 -4
59 58 63 68 74 77 106 104 133 142 131 123 113 112 136 136 72 74 41 44 52 50 48 49 49 46 60 60 59 59 53 51 49 47 49 53 51 48 48 56 44 45
106 112 156 152 183 179 163 203 114 81 66 79 84 77 76 67 62 66 64 67 57
IWP
IWP
IWP
IWP
IWP
OWP OWP
IWP
OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP
0 -1 0 -2 -1 1
15 10 20 20 7 5
-2 88 110 1.4 154 211 0 133 -1 68 65 1.0 116 114 -3 62 -2 165 257 15.2 63 959 1 350
IWP
IWP
IWP
EB
Rc
kg kg

1072 m2 1072 m2
8.0% 8.0% 6.7 5.3 7.8
0.1% 0.2% 100.0% 4.5%
1.05 0.47 0.993 1.300 1.76 1.86
mm mm 0.99
OWP IWP
12 9
57% 43%
4.7 mm 2.4 mm 76 m
mm mm
Avg.Mr Upper Layers 200 MPa Mr Base 80% 221 MPa Mr Subbase 20% Avg.Mr of the Foundation Mr Selected Subgrade 80% Mr Subgrade 20% 77 MPa 70 MPa 98 MPa 33 MPa
4% of the road
1.86
2.71 mm
Road Name: Mzuzu - Bwengu Chainage (km) Chainage (km) From Type 5.60 to 7.10 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

Road Code: 2 Sample Length No.: S1 Truck Axle Load - LHS: RHS: Ravel Extent (%) Degree Bleed Extent (%) Degree Skid Extent (%) Degree Deform Shoulder Condition Drainage Condition Condtion Position 3175 3175
kg kg
Date: 23-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 5 4 5 0 0 0 0 0 8 0 0 0 0 0 LHS 0 6 4 4 0 0 0 0 0 1 15 10 0 93 93 165 0.9 3.9 172 160 108 420 0 0 0 0 0 0 20 15 10 0 70 70 100 147 1.0 2.2 7.3 120 124 99 61 218 449 3 0 0
21
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
5.60 5.70 5.80 5.90 6.00 6.10 6.20 6.30 6.40 6.50 6.60 6.70 6.80 6.90 7.00 5.70 5.80 5.90 6.00 6.10 6.20 6.30 6.40 6.50 6.60 6.70 6.80 6.90 7.00 7.10
L L L L L L L L L L
200 200 1 1 1 50 200 200 200 200 200 200 200 200 200 200 200 3 6 30 15 200 200
0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 10 100 100 100 100 100 100 100 100 100 100 100 2 2 2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P P P P P P
1 2 3 4 5 6 7 8 9
10 L 11 L 12 L 13 L 14 L 15 L
3 2 2 0 2 0 1 2 0 0 1 1 1 1 3 1 0 0 1 0 1 1 1 2 2 2 2 0 2 2 4 2
29 28 22 22 23 23 18 19 20 21 16 15 20 21 24 25 13 12 15 14 16 17 17 20 25 25 24 22 23 24 28 28
2 1 1 -2 1 1 1 2 0 0 1 0 0 1 0 0 0 -1 -1 -1 1 1 0 2 4 5 2 1 2 1 1 1
53 53 41 46 43 45 34 34 40 42 30 29 39 40 45 49 26 25 30 29 30 32 33 36 44 43 44 43 42 45 51 53
2 2 2 2 3 3 3 2 2 3 3 3 3 2 3 1 3 3 3 3 3 2 2 2 2 2 3 3 3 3 2 2
16 16 14 15 18 18 15 16 18 19 15 14 20 21 20 20 12 12 10 10 15 15 20 20 21 21 21 20 20 20 22 20
0 1 0 0 3 3 2 3 1 4 2 2 3 3 0 0 1 1 3 1 2 0 3 2 2 2 3 0 3 2 1 2
30 29 26 28 30 30 25 27 33 31 25 23 34 37 37 39 20 20 14 16 25 28 35 36 38 38 36 37 34 35 41 36
68 56 57 44 53 38 51 61 33 38 40 46 56 56 56 67
2 -1 0 0 0 0 2 2 0 3 0
30 29 15 20 15 14 15 12 26 12 15
0 0 0 -3 2 3 3 2 0
48 47 93 65 100 112 112 140 54
48 79 106 126 54
0.7 1.3 2.6 2.1 0.5 1.6
108
76
112 150 94 241
128 272 150 79
3 156 128 2 100
157 256
22
64
64
1.0
112 111
OWP OWP OWP OWP
IWP
2 165
2 100 1 147
EB
Rc
Road Name: Mzuzu - Bwengu Chainage (km) Averages and Totals Area Cracked Wide Cracks 5.60 to 0 m2 0 m2 7.10 Sample Length Code: 21 Road Code: 2 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 1316 m2 173 m2 7437 m2 450 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

0.0% 0.0% 3.2 2.0 3.9
13.1% 1.7% 74.0% 4.5%
0.51 0.11 0.993 1.300 0.67 0.68
mm mm 0.99
OWP IWP
15 1
94% 6%
1.4 mm 2.4 mm 98 m
mm mm
4% of the road
0.68
1.03 mm
Width >3mm

kg kg
Date: 23-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 0 7 0 0 0 0 0 0 11 4 4 0 8 4 8 0 7 4 5 18 LHS 0 0 7 5 0 25 1 57 57 0.7 126 91 0 5 2 0 0 0 0 2 2 8 22 28 15 30 30 30 1 215 215 10.9 0.6 1.9 0.7 67 140 81 115 733 89 156 76 5 4 0 8 12 0 0 3 0 0 0 0 0 1 0 1 0 1 1 0 6 9 42 39 22 18 40 32 32 40 41 24 23 22 23 2 280 2 175 4 1 1 0 1 -2 0 1 0 -2 0 0 -2 280 12.3 175 4.4 0.4 0.6 1.7 0.7 1.1 0.9 1.9 0.7 80 985 0 4 8 3 4 14 19 7 6 13
22
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
16 L
12.09 12.19 12.29 12.39 12.49 12.59 12.69 12.79 12.89 12.99 13.09 13.19 13.29 13.39 13.49 13.59 13.69 13.79 13.89 13.99 12.19 12.29 12.39 12.49 12.59 12.69 12.79 12.89 12.99 13.09 13.19 13.29 13.39 13.49 13.59 13.69 13.79 13.89 13.99 14.09
C C C C C
CW CW CW CW CW
3 3 3 3 3
50 50 50 50 50
L L L L
CW CW CW CW
3 3 3 3
50 50 50 50
100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 P P P P CW CW CW CW P P P P P P P P P P P P P P
18 L 19 L 20 L 21 L 22 L 23 L 24 L 25 L 26 L 27 L 28 L 29 L 30 L 31 L 32 L 33 L 34 L 35 L 36 L
94 76 58 59 56 54 71 75 100 45 45 66 48 64 90 95 103 89 92
C C C C C C C C C C C C C C
CW CW CW CW CW CW CW CW CW CW CW CW CW CW
4 4 4 4 4 4 4 4 4 4 4 4 4 4
100 100 100 100 100 100 100 100 100 100 100 100 100 100

L L L L L L L L L L L L L L
CW CW CW CW CW CW CW CW CW CW CW CW CW CW
4 4 4 4 4 4 4 4 4 4 4 4 4 4
100 100 100 100 100 100 100 100 100 100 100 100 100 100


CW
50

100
100
17 L
100 100 1 2 100 100 100 100 100 100 100 100 100 100 100 1 300 100
2 2 3 3 1 1 0 2 3 2 2 1 2 4 5 5 3 2 1 1 3 0 1 1 2 0 2 5 3 2 3 2 2 3 0 3 3 3 3 3 5 1
24 25 17 18 36 37 28 30 24 24 23 25 23 25 25 26 29 29 26 25 38 39 17 18 18 17 27 29 20 21 26 27 37 35 37 38 41 42 35 35 21 22
2 2 2 3 -1 0 -2 -1 0 1 0 1 1 3 3 5 0 1 -1 0 -1 -3 -1 -1 0 -1 2 1 2 0 1 1 0 0 2 -2 2 -2 -1 -3 -5 1
44 46 29 30 72 73 58 59 45 45 44 48 43 43 42 42 55 55 52 49 74 81 34 36 34 35 50 52 35 40 48 51 72 67 72 75 77 83 68 70 42 42
2 3 2 2 2 2 1 1 1 2 3 2 2 2 2 1 2 2 2 2 2 2 1 2 3 2 2 3 1 2 2 1 3 2 3 2 1 3 2 3 3 2
29 30 18 18 35 36 26 26 19 19 20 21 20 20 16 16 26 27 30 31 35 37 14 15 16 16 20 19 20 19 16 15 35 35 27 28 28 30 25 25 38 38
3 3 1 2 2 2 1 1 -1 -1 3 2 2 2 2 2 1 2 0 2 1 3 0 2 2 2 3 3 2 3 1 1 0 2 1 2 -1 5 3 4 2 2
53 54 33 32 66 68 50 50 38 37 34 38 36 36 28 29 49 50 58 58 67 69 27 26 27 28 35 32 37 33 29 28 67 66 50 52 56 52 45 43 71 72
69 42
IWP
0 0 0
11 12 8
1 133 125 0 117 0 175 175
IWP
3.8 3.2
83
317
133 422
1 65 58 0 50 2 100 74 2 48 1 49 49 0 48
IWP
105 463 133 48
36 36 36 65 65 78 35 42 44 35 35 56 62 65 58 78 35 43 35 59 62
156 101 93 84 69 68 65 135 158 55 79 59 124 99
IWP
EB
Rc
Road Name: Mzuzu - Bwengu Chainage (km) Averages and Totals Area Cracked Wide Cracks 12.09 to 14.09 Sample Length Code: 22 Road Code: 2 Sample Length No.: S2 Truck Axle Load - LHS: RHS: 152 m2 225 m2 13400 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

11055 m2 11055 m2
82.5% 82.5% 6.6 3.1 16.5
1.1% 1.7% 100.0% 4.5%
0.71 0.20 0.993 1.300 1.01 1.01
mm mm 0.99
OWP IWP
17 4
81% 19%
4.9 mm 5.0 mm 83 m
mm mm
4% of the road
1.01
1.55 mm
10
Width >3mm

Road Code: 2 Sample Length No.: S3 Truck Axle Load - LHS: RHS: 0.0 Extent (%) Min Width Ravel Degree Area Bleed Extent (%) Degree Skid Extent (%) Degree Deform Shoulder Condition Drainage Condition Condtion Position 3175 3175
kg kg
Date: Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 7 5 7 5 0 0 7 12 3 3 6 12 0 0 0 8 15 14 15 5 LHS 0 0 4 0 0 0 10 7 0 0 9 26 0 10 0 140 140 1.1 227 252 8 22 36 15 1 1 10 10 1 156 171 13.1 4 187 47 613 14 26 20 0 28 -3 47 47 0.7 103 77 13
23
Width: 6.7 m Surface Condition Pothole Patch Edge Av.Width (m) Av.Area (m2) Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
To
46 L
36.26 36.36 36.46 36.56 36.66 36.76 36.86 36.96 37.06 37.16 37.26 37.36 37.46 37.56 37.66 37.76 37.86 37.96 38.06 38.16 36.36 36.46 36.56 36.66 36.76 36.86 36.96 37.06 37.16 37.26 37.36 37.46 37.56 37.66 37.76 37.86 37.96 38.06 38.16 38.26
C C C C C C C C C C C C C C C C C C C C
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
1 1 1 1 1 1 1 1 1 1 1 1 3 3 3 3 3 3 3 3
50 40 35 40 30 30 40 50 50 50 30 50 60 70 80 60 70 70 80 30
L L L L
CW CW CW CW
3 3 3 3
70 70 80 30
0.0 0.0
100 100 100 100
4 4 4 4
670 670 670 100 670 100 2 2
P P P P
CW CW CW CW
P P P P
63 L 64 L 65 L 66 L
76 35 79 71
0.0 0.0
OWP OWP OWP OWP

L L L L L
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
1 1 1 1 1 1 1 1 1 1 1 1 3 3 3 3
50 40 35 40 30 30 40 50 50 50 30 50 60 70 80 60

L L L L L L L L L

L L

100 1 2 3 2 294 100 560 100 38 18 28 40 100
0.3 0.3 0.3 0.3
0.3 0.3 0.3 0.3 0.0 0.0 0.0 0.0 0.0
50 50 50 50 50 50 50 50 50 60 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3
335 335 335 335 335 335 335 335 335 402 670 670 670 670 670 670 60 3 40 2
P P P P P P P P P P P P P P P P
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW P P
47 L 48 L 49 L 50 L 51 L 52 L 53 L 54 L 55 L 56 L 57 L 58 L 59 L 60 L 61 L 62 L

2 1
0.0 0.0 0.0 0.0 0.0

0.0 0.0
1 2 0 1 0 1 0 2 2 2 0 1 0 2 0 3 1 1 1 0 0 1 0 0 0 2 1 1 2 1 1 2 0 0 1 1 0 1 0 0 2 0
20 22 24 23 19 19 19 20 16 17 22 23 19 20 38 42 35 33 18 17 18 20 14 15 20 24 12 12 22 23 23 25 13 14 30 31 14 15 31 30 29 28
1 2 0 1 0 1 0 1 2 2 0 1 1 2 1 3 1 2 1 2 0 1 0 -1 1 2 1 0 2 1 0 2 0 2 1 1 1 1 0 0 2 0
38 40 48 44 38 36 38 37 28 30 44 44 37 36 75 78 68 63 34 32 36 38 28 31 39 44 22 23 40 44 45 46 26 26 58 60 27 28 62 60 54 56
2 2 1 1 2 2 2 2 2 2 2 2 2 2 2 2 3 3 2 2 2 2 2 2 2 2 2 2 3 2 2 2 2 2 2 2 3 3 2 2 3 3
40 42 20 19 24 24 25 26 22 22 16 16 17 16 22 22 15 15 14 14 15 15 15 15 19 19 15 15 16 16 14 14 17 17 17 17 16 17 26 25 15 15
3 5 1 1 1 2 2 1 2 2 2 2 2 3 2 2 3 3 2 2 1 2 2 2 2 2 2 0 3 2 0 1 1 0 2 2 3 3 2 2 3 3
75 77 38 36 45 44 46 49 40 40 28 28 30 27 40 40 24 24 24 24 27 26 26 26 34 34 26 28 26 28 26 25 31 32 30 30 26 28 48 46 24 24
98 59 57 61 52 57 47 99 85 43 48 38 54 35 54 59 41
IWP
0 5 0 0 0 3 2 3
10 15 9 15 20 20 10 15
0 0 0 1 15 1 2
140 126 112 156 126 97 112 95 78 175 175 108
IWP
2.9 4.1 1.4 5.3 1.1
103 295 80 325
IWP
OWP
130 182 92 486
IWP
1 108
177 193
OWP OWP OWP OWP OWP OWP OWP OWP
2 0 0 0 0 1 0 1
20 10 10 20 30 10 5 20 20
3 1 1 1 1 0 0 0 1
80
80
0.9
146 138 563 122 675 112
147 147 16.6 34 147 72 60 1.8 70 47 140 226 6.9 98 311 70 70 0.7 153 74 74 0.5
211 107
IWP
OWP OWP
IWP
EB
Rc
11
Road Name: Mzuzu - Bwengu Chainage (km) Averages and Totals Area Cracked Wide Cracks 36.26 to 38.26 Sample Length Code: 23 Road Code: 2 Sample Length No.: S3 Truck Axle Load - LHS: RHS: m2 m2 m2 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

Date: Operator: RI/MOWS Width: 6.7 m
6801 m2 6801 m2
50.8% 50.8% 15.0 12.9 19.3
1075 1253 10117 600
8.0% 9.3% 75.5% 4.5%
0.59 0.19 0.993 1.300 0.88 0.98
mm mm 0.99
OWP IWP
15 6
71% 29%
Average Rut Depth Standard Deviation of Rut Depth
8.3 mm 8.5 mm
Avg.Radius of Curvature 124 m mm mm Avg.Mr Upper Layers 296 MPa Mr Base 80% 517 MPa Mr Subbase 20% 118 MPa Avg.Mr of the Foundation 119 MPa Mr Selected Subgrade 80% 163 MPa Mr Subgrade 20% mm mm mm mm 76 MPa
5.70 x106 Axles 1.70 x106 ESAs 96% 90 90 90 45
4% of the road
0.98
Existing Base Material:
CR
1.35 mm
12
Width >3mm

kg kg
Date: Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 3 7 6 4 4 0 4 6 0 0 4 0 8 6 6 6 8 14 10 5 LHS 10 0 0 1 2 1 0 0 0 0 2 1 3 0 1 1 2 0 0 2 1 1 0 1 4 1 1 0 0 0 20 15 11 18 10 22 25 20 10 30 30 40 20 10 30 5 22 40 22 35 28 25 30 42 9 39 35 10 0 70 85 1 100 1 147 147 1 82 111 0 140 1 65 61 0 56 0 70 113 0 156 1 0 0 0 48 49 42 35 72 72 0.6 2.4 5.3 0.7 1.7 206 131 135 331 59 139 309 95 8 13 17 14 0 13 0.4 0.8 151 56 15 0 15 12 17 16 10 10 15 28 18 1 42 -1 33 33 0.8 67 55 8 1 1 45 32 1 0 32 38 44 0.7 89 60
24
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
67 R
59.34 59.44 59.54 59.64 59.74 59.84 59.94 60.04 60.14 60.24 60.34 60.44 60.54 60.64 60.74 60.84 60.94 61.04 61.14 61.24 61.34 59.44 59.54 59.64 59.74 59.84 59.94 60.04 60.14 60.24 60.34 60.44 60.54 60.64 60.74 60.84 60.94 61.04 61.14 61.24 61.34 61.44
CW
50

50 40 40 30
2 2 2 2
65 65 65 65 60
4 4 4 4 4 4 4 4 4 2 3 2 2 2 2 2 4 4 4 4 4
70 70 70 60 70 60 60 50 50 50 40 30 20 20 30 30 80 70 70 50 30
3 3 3 4 4 4 4 4 4 2 3 2 2 2 2 2 4 4 4 3 3
P P P P P P P P P P P P P P P P P P P P P
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
68 R 69 R 70 R 71 R 72 R 73 R 74 R 75 R 76 R 77 R 78 R 79 R 80 R 81 R 82 R 83 R 84 R 85 R 86 R 87 R 88 R
70 80 80 100 4 2 50 0.5 80 80 100 100 70
2 2 2 2 2 2 2 2 3
50 50 60 50 30 60 70 50 70 70
70 70 70 1 1 2 1 70 70 70
2 2 2 2 2 2
70 70 85 60 60 35
2 2 1 2 0 1 1 1 0 1 3 1 2 1 1 2 2 1 0 1 1 0 0 0 0 0 1 2 1 1 1 1 1 3 3 3 3 1 3 0 0 0 0 0
15 14 20 22 14 16 16 17 29 31 23 22 18 19 21 22 25 22 20 19 23 22 32 30 24 24 29 29 23 19 32 33 44 46 49 52 49 46 45 40 32 34 30 35
2 2 0 2 1 1 1 1 0 1 2 1 2 1 0 3 2 0 1 1 -1 -1 1 0 -1 -1 0 2 1 -3 1 2 1 1 3 3 3 1 3 0 -2 0 -2 2
26 24 39 40 27 30 30 32 58 60 41 42 32 36 41 39 46 43 39 36 46 45 63 60 49 49 57 54 44 40 62 63 86 88 92 98 92 90 84 80 66 68 62 68
2 3 2 2 3 3 3 3 3 3 3 3 2 2 2 2 3 2 2 2 2 2 2 2 2 2 2 2 1 1 3 2 3 3 3 4 2 2 2 2 2 2 2 2
18 20 33 33 20 20 23 23 23 23 22 23 20 20 19 19 19 19 20 20 19 19 39 39 19 19 18 18 31 31 41 41 43 44 70 70 49 49 44 44 33 32 36 36
2 32 43 3 34 0 64 83 0 64 3 34 45 2 35 2 41 52 3 40 2 41 76 3 40 2 39 54 3 40 2 36 46 2 36 2 34 52 2 34 2 33 57 2 34 2 36 48 2 36 0 36 59 2 34 0 76 97 2 74 1 35 63 2 34 2 32 72 2 32 0 61 79 0 61 0 79 101 2 78 0 83 112 3 82 6 131 167 9 127 0 96 123 2 94 1 85 110 0 86 0 64 86 2 60 1 69 89 1 69
2 0
10 10
1 165 152 0 140
IWP
1.7
185 307
IWP
OWP OWP
IWP
IWP
IWP
135 228
OWP OWP OWP OWP
148 118
IWP
0 147 98 2.3 93 218 1 49 1 311 187 17.4 42 725 0 64 0 36 51 0.7 118 79 0 65 0 41 45 0.7 104 70 -1 49 0 57 57 0.6 140 88 3 53 43 0.8 1 34 4 215 125 15.4 -3 35 0 40 68 5.1 -9 97 88 30 37 72 468 188
IWP
OWP
IWP
IWP
IWP
OWP
IWP
OWP OWP
IWP
EB
Rc
13
Road Name: Mzuzu - Bwengu Chainage (km) Averages and Totals Area Cracked Wide Cracks 59.34 to 61.34 Sample Length Code: 24 Road Code: 2 Sample Length No.: S4 Truck Axle Load - LHS: RHS: 73 m2 35 m2 8978 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

335 m2 335 m2
2.5% 2.5% 16.5 13.6 19.1
0.5% 0.3% 67.0% 4.5%
0.78 0.31 0.993 1.300 1.25 1.28
mm mm 0.99
OWP IWP
10 12
45% 55%
8.5 mm 6.4 mm 85 m
mm mm
4% of the road
1.28
1.92 mm
14
Road Name: Bwengu - Chiweta Chainage (km) Chainage (km) From Type 79.12 to 81.12 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 8 7 8 6 7 3 8 0 6 8 4 4 4 6 3 10 15 7 11 0 LHS 0 15 12 0 0 0 0 0 0 0 20 32 35 15 10 20 15 2 74 74 1.2 1.1 1.5 2.7 114 135 71 76 6 12 14 11 10 0 0 0 25 50 55 2 -1 0 58 58 1.3 0.8 85 54 110 44 13 8 12 0 0 0 0 0 0 1 0 0 1 0 0 39 45 30 30 20 50 40 50 45 30 32 25 2 0 1 0 0 0 0 0 -12 1 0 0 37 37 0.6 1.8 2.3 1.1 0.8 1.1 1.6 1.3 1.5 99 45 56 46 65 46 61 63 74 55 81 129 50 52 49 96 83 109 9 5 8 0 4 3 8 11 12 4
25
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
79.12 79.22 79.32 79.42 79.52 79.62 79.72 79.82 79.92 80.02 80.12 80.22 80.32 80.42 80.52 80.62 80.72 80.82 80.92 81.02 79.22 79.32 79.42 79.52 79.62 79.72 79.82 79.92 80.02 80.12 80.22 80.32 80.42 80.52 80.62 80.72 80.82 80.92 81.02 81.12
L L L L L L L L L L
CW
60

8 25 42
5 6
80 70
70 70 70
2 2 3 3 3 3 3 3 4 3
70 60 60 60 70 80 70 70 70 70 70
3 3 3 3 3 3 3 3 4 4 3 3 3 3 3 3 3 3 3 3
50 30 60 50 30 20 30
2 3 2 2 2 2 2
P P P P P P P P
CW CW CW CW CW CW CW CW CW CW CW
1 2 3 4 5 6 7 8 9
C C C C C C C C C C C C C C C C C C
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
4 4 4 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
30 40 30 85 60 70 80 55 60 60 50 40 50 80 90 100 100 100

70 80
0.4 0.2
70 70 70
L L L L L L L L L L L L L L L
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
85 60 70 80 55 60 60 50 40 50 80 90 100 100 100

2 7 7
3 4 5
2 10 10 7 23 4 4
3 4 14 6 2 9 5 50 40 0.3 0.3
70 70 70 70
50
P P P
10 L 11 L 12 L 13 L 14 L 15 L 16 L 17 L 18 L 19 L 20 L
70 70
3 3 3 3 3 3 3 2 2
70 80 80 80 50 80 90 55 70
80 30 70 60 60 70 80 60 40
2 2 2 2 2 2 3 3 3
0.2
70 70
1 1 2 6
2 4 7 5
50
0.3
80 80
40 30 40
0.3 0.3 0.2
70 80 100
4 1 0 2 4 4 2 5 4 4 4 3 3 3 2 2 1 3 4 2 4 2 1 3 2 1 2 2 3 1 1 1 1 3 2 4 4 4 2 3 4 4
25 22 24 26 35 37 24 27 36 42 19 18 30 32 26 29 30 32 55 52 39 39 29 35 54 50 39 40 55 56 44 43 56 58 41 41 43 43 35 35 33 34
5 1 -2 2 4 4 2 5 0 3 3 3 -1 2 0 4 2 2 0 3 2 4 -4 5 4 1 0 1 -2 -2 0 1 -2 0 1 4 4 4 2 4 4 3
41 42 50 48 62 66 44 44 68 77 31 30 58 59 50 52 57 59 106 99 72 72 61 62 102 98 76 77 109 113 87 84 113 113 79 74 78 78 66 63 58 61
1 1 2 0 0 0 0 0 3 0 4 4 2 2 0 3 3 3 0 1 1 0 4 1 3 2 0 2 3 4 0 2 0 0 2 1 2 0 2 0 0 1
50 51 52 49 52 53 28 27 22 22 21 20 36 38 40 42 45 45 59 62 48 48 41 41 52 51 50 52 60 64 40 44 70 72 52 56 52 50 54 54 50 54
3 1 -1 0 0 -1 0 0 3 0 4 4 -1 -1 -2 1 2 3 -6 -5 -1 -2 -4 -1 -1 0 0 2 -5 4 -4 2 -14 -12 -14 0 2 0 -2 6 -4 -1
96 100 103 98 104 107 56 54 38 44 34 32 71 75 82 80 85 84 124 128 96 98 82 82 102 100 100 100 122 120 84 84 154 156 116 111 100 100 108 102 104 108
127 130 136 71 94 43 94 105 109 163 125 106 130 129 156 110 200 147 129 136 137
IWP
0 3 5
32 35 40
-1 3 2
43
43
0.3 0.4
166 132
56 57
44 41 38
OWP
IWP
IWP
IWP
2 45 43 0 40 0 93 120 1 147 0 70 82 0 93
IWP
154 237 70 188
IWP
IWP
IWP
28 27 25
IWP
IWP
IWP
OWP
IWP
31 39 47 47 58 70 28 28 35 32 28 27 27 48 44 56 48 44 56
IWP
IWP
IWP
IWP
IWP
IWP
IWP
EB
Rc
15
Road Name: Bwengu - Chiweta Chainage (km) Averages and Totals Area Cracked Wide Cracks 79.12 to 81.12 Sample Length Code: 25 Road Code: 2 Sample Length No.: S5 Truck Axle Load - LHS: RHS: 1287 m2 916 m2 8479 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

7564 m2 7564 m2
62.0% 62.0% 11.7 4.4 19.4
10.5% 7.5% 69.5% 4.9%
1.23 0.33 0.993 1.300 1.72 1.69
mm mm 0.99
OWP IWP
2 19
10% 90%
7.3 mm 4.1 mm 52 m 94 MPa 53 MPa 82 MPa 54 MPa
mm mm
Avg.Mr Upper Layers Mr Subbase 20% Avg.Mr of the Foundation Mr Subgrade 20%
Mr Base 80% 125 MPa
4% of the road
Mr Selected Subgrade 80% 111 MPa
1.69
2.65 mm
16
Width >3mm

kg kg
Date: Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 6 6 0 4 0 0 4 8 10 4 11 3 7 7 0 0 LHS 13 5 6 7 3 1 1 1 0 0 0 1 1 0 1 1 0 0 3 0 0 0 0 3 0 30 10 10 10 15 60 45 31 60 55 60 30 59 60 20 20 30 50 62 51 1 48 106 3.2 80 258 2 165 0 147 144 20.4 29 582 0 140 0 93 93 1.8 106 193 1 4 0 50 0 1 2 1 2 1 -4 -1 0 3 0 24 33 46 40 26 24 48 24 24 28 43 25 36 24 1.0 0.8 0.3 1.2 0.7 3.6 1.9 0.1 50 92 97 54 57 47 41 246 49 69 32 67 38 169 77 23 0 19 20 18 7 13 20 18 10 13 0
26
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
21 L
102.20 102.30 102.40 102.50 102.60 102.70 102.80 102.90 103.00 103.10 103.20 103.30 103.40 103.50 103.60 102.30 102.40 102.50 102.60 102.70 102.80 102.90 103.00 103.10 103.20 103.30 103.40 103.50 103.60 103.70
CW
20

2 L L L L L L L CW CW CW CW CW CW CW 4 4 4 4 4 4 4 45 80 90 90 90 80 75 8 15 40 15
3 4
9 12 11 4 4 20 10 24 30 100 100 100 0.2 0.3 0.4
50 100 100 100 100 100 100 100 100 100
3 3 3 4 4 4 4 4 4 4 3 3 3 3 3
50 60 70 100 100 100 100 100 100
3 3 3 4 4 4 4 4 4
60 50 70 100 100 100 100 100 100 100
2 2 3 4 4 4 4 4 4 4 3 3 3 3 3
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW P P P P P P P P P P P P P P P P P P P P P
21 L 23 L 24 L 25 L 26 L 27 L 28 L 29 L 30 L 31 L 32 L 33 L 34 L 35 L 36 L
C C C C C C C C
CW CW CW CW CW CW CW CW
3 4 4 4 4 4 4 4
40 45 80 90 90 90 80 75
2 2 30 2 2

6 15 2
4 3 1 2 9 11 17 3
13 10 2 4 2 5 5 9
6 7
3 7 8 96 50
20 25 38 5 10
100 100 100 100 80
80 80 85 90
3 3 3 3
100 100 100 100 100
2 4 5 2 4 2 2 2 2 3 4 4 2 1 2 1 5 2 0 0 4 2 4 5 2 4 2 2 4 0 5 2
92
IWP
14 17 21 20 33 31 42 44 62 62 27 28 45 46 23 21 59 55 30 30 39 38 51 50 54 55 25 59 63 49 47
1 5 4 1 3 1 2 2 3 1 1 3 3 3 0 0 6 4 -1 -1 4 1 6 3 3 5 0 2 4 -3 6 4
25 25 33 37 59 59 80 84 119 120 49 49 85 88 44 41 107 104 61 61 70 73 92 92 103 101 48 114 118 101 83 -6
4 4 2 0 4 4 1 0 2 2 0 3 1 3 2 0 2 1 1 0 1 1 0 0 0 0 1 0 0 0 1 1
30 29 28 28 38 41 66 66 64 63 37 41 52 56 42 42 51 49 46 43 54 55 50 51 28 30 32 31 49 50 36 37
4 4 0 -2 0 4 1 1 0 0 2 3 2 3 0 3 2 0 0 0 -4 -4 0 0 -1 -1 0 1 0 0 1 0
52 50 54 58 72 74 130 131 126 124 72 76 101 106 82 81 98 97 91 86 111 113 100 102 57 61 63 61 98 100 70 73
66 72 94 168 161 96 134 105 136 114 145 130 132 105 141
3 0 1 1 3 0
20 22 30 30 33 30
0 2 0 4 2 0
76 71 67 47 49 51 46 46 47
IWP
0.3 0.3 0.8
277 201 93
92 62 77
OWP OWP OWP
IWP
IWP
IWP
OWP
IWP
IWP
IWP
IWP
IWP
IWP
IWP
72 68 64 46 37 28 24 26 27
EB
Rc
17
kg kg

3721 m2 3721 m2
40.7% 40.7% 22.4 15.5 31.1
24.8% 17.7% 95.3% 4.9%
1.18 0.30 0.993 1.300 1.63 1.64
mm mm 0.99
OWP IWP
4 12
25% 75%
7.6 mm 6.4 mm 57 m
mm mm
4% of the road
1.64
2.52 mm
18
Width >3mm

kg kg
Date: Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 15 7 0 8 0 0 0 0 0 0 6 LHS 10 0 0 7 0 6 0 0 0 0 5
27
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
37 L
114.29 114.39 114.49 114.59 114.69 114.79 114.89 114.99 115.09 115.19 114.39 114.49 114.59 114.69 114.79 114.89 114.99 115.09 115.19 115.29
C C C C C L L C C C
4 4 4 4 4 4 4 4 4 3
85 80 75 70 80 80 60 70 60 70

L L L L L T T L L L
4 4 4 4 4 4 4 4 4 3
85 80 75 70 80 80 60 70 60 70

10 3
24 15
6 11 1 1
13 36 500
100 100 50
0.3 0.4 0.3 0.3 0.4 0.4 0.4 0.3 0.4 0.3
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
60 70 90 80 90 80 90 90 80 80
3 4 3 3 3 4 3 3 3 3
50 70 90 80 80 60 90 80 70 80
4 4 4 3 3 4 3 3 3 3
P P P P P P P P P P
38 L 39 L 40 L 41 L 42 L 43 L 44 L 45 L 46 L 47 L
400 100 75 225 35 70 4 10 100 70 90 60 65 50
4 2 4 5 2 3
3 2 5 3 1 3 3 2 0 0 3 2 5 4 3 3 1 3 3 4 1 3
42 42 32 29 20 23 64 65 40 39 39 36 42 40 38 39 32 38 41 43 43 45
6 75 6 76 3 56 3 52 0 39 2 41 2 123 2 126 5 75 2 76 6 69 4 66 6 73 6 70 2 71 1 74 -1 64 6 67 2 77 5 77 -1 86 0 87
0 0 0 1 0 0 2 2 1 0 4 3 4 3 1 0 1 0 6 6 4 4
52 52 50 52 20 21 58 59 50 50 41 38 70 72 30 28 35 35 30 34 50 53
3 1 -4 -4 -3 -3 -2 1 4 3 4 3 -1 0 -2 -2 4 6 -2 2
1 103 104 97 102 44 46 117 119 101 99 74 70 132 138 60 56 71 72 50 56 98 100
134 128 58 161 129 93 174 94 92 99 128
IWP
0 3 0 0 1 2 0 0 0 1 1 0 1 0 0 0 0 0 2 0
20 20 25 40 31 60 40 32 35 50 40 42 42 45 35 35 30 60 40 50
1 2 2 -4 0 0 3 0 0 2 0 0 0 1 0 0 0 2 0
72
72
3.5 1.6 0.3 1.0 1.0 0.6 0.7 0.6 0.8 0.8 0.9
51 86 184 42 69 89 81 82 86 72 63
178 138 48 41 70 52 54 49 65 58 55
OWP
80 69 58 33 40 46 24 24 36 44 40 29 35 33 34 31 41 40 47 23 37 28 40 34 34 32 40 35 32
IWP
OWP
IWP
OWP
IWP
IWP
IWP
IWP
IWP
EB
Rc
19
kg kg

4453 m2 4453 m2
73.0% 73.0% 21.4 19.0 23.6
36.5% 32.6% 100.0% 4.9%
1.17 0.34 0.993 1.300 1.68 1.69
mm mm 0.99
OWP IWP
3 8
27% 73%
2.9 mm 4.4 mm 41 m 73 MPa 70 MPa 49 MPa 82 MPa 86 MPa 63 MPa
mm mm
Avg.Mr Upper Layers Mr Base 80% Mr Subbase 20% Avg.Mr of the Foundation Mr Selected Subgrade 80% Mr Subgrade 20%
4% of the road
1.69
2.59 mm
20
Road Name: Jenda - Chikangawa Chainage (km) Chainage (km) From Type 10.99 to 11.99 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 21-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 5 3 3 0 0 0 0 0 5 6 5 LHS 4 4 2 2 5 1 1 0 0 0 0 1 0 4 2 20 20 25 12 16 30 16 18 27 20 10 10 12 -4 2 5 67 78 70 67 78 70 0.9 1.4 0.7 2.6 0.4 1.7 1.9 0.9 2.3 123 114 107 149 153 112 96 172 99 71 253 61 167 137 3 0 0 0 0 0 11 12 4
31
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
10.99 11.09 11.19 11.29 11.39 11.49 11.59 11.69 11.79 11.89 11.09 11.19 11.29 11.39 11.49 11.59 11.69 11.79 11.89 11.99
L L L L L L L L L L
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
1 2 3 4 5 6 7 8 9
10 L
3 2 2 3 2 2 1 3 4 2 2 0 2 1 2 1 2 1 2 1 2 0
20 21 13 15 22 25 20 25 21 22 22 23 21 20 24 24 34 32 12 11 14 13
0 1 1 3 0 3 -4 0 2 4 0 2 0 0 0 0 2 2 1 1 2 2
37 39 23 24 42 45 43 47 36 38 42 44 40 39 46 47 64 61 21 20 24 24
3 3 2 2 2 3 2 3 3 3 3 2 3 2 2 3 3 2 3 3 3 2
21 19 16 16 20 20 21 21 23 23 23 23 20 20 17 21 37 35 16 16 16 16
2 2 1 2 1 3 2 2 2 2 0 1 3 5 1 1 3 3 3 3 2 2
37 33 29 28 37 34 38 37 41 41 43 43 34 33 31 38 68 65 26 26 27 28
49 37 56 58 53 56 51 60 86 34 35
IWP
OWP OWP
IWP
OWP
OWP OWP
1 127 110 1 93 0 47 47 0 88 83 0 78 5 57 65 1 74 0 140 140 4 233 183 1 133
IWP
IWP
IWP
262 239 178 402
IWP
EB
Rc
21
Road Name: Jenda - Chikangawa Chainage (km) Averages and Totals Area Cracked Wide Cracks 10.99 to 0 m2 0 m2 11.99 Sample Length Code: 31 Road Code: 3 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 0 m2 0 m2 7000 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

0.0% 0.0% 3.1 3.1 3.1
0.0% 0.0% 100.0% 4.3%
0.52 0.15 0.993 1.300 0.74 0.75
mm mm 0.99
OWP IWP
5 6
45% 55%
3.0 mm 3.5 mm 99 m
mm mm
3.03 x106 Axles 1.18 x106 ESAs 96% -40 -40 -40 -20 mm mm mm mm
4% of the road
0.75
1.14 mm
22
Width >3mm

kg kg
Date: 21-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 8 0 0 4 0 0 0 0 6 0 0 0 5 0 0 7 34 13 17 40 9 LHS 13 15 10 7 0 0 4 0 8 0 60 4 6 10 8 5 25 32 20 70 14
32
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
19 L
25.27 25.37 25.47 25.57 25.67 25.77 25.87 25.97 26.07 26.17 26.27 26.37 26.47 26.57 26.67 26.77 26.87 26.97 27.07 27.17 25.37 25.47 25.57 25.67 25.77 25.87 25.97 26.07 26.17 26.27 26.37 26.47 26.57 26.67 26.77 26.87 26.97 27.07 27.17 27.27
C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW
4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3 3 3 3
80 80 80 80 80 80 80 80 80 80 80 80 80 80 80 80 70 70 70 70

C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW
4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3 3 3 3
80 80 80 80 80 80 80 80 80 80 80 80 80 80 80 80 70 70 70 70

100 2 1 1 3 4 1 100 100 100 100 100 100 1 3 1 400 100 100 1 350 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 2
P P P P P
CW CW CW CW CW
20 L 21 L 22 L 23 L 24 L 25 L 26 L
CW
27 L 28 L 29 L 30 L 31 L 32 L 33 L 34 L 35 L 36 L 37 L 38 L 39 L
0 5 2 0 2 0 0 0 2 0 0 1 5 5 0 2 3 0 1 1 2 4 2 0 3 1 1 1 3 3 3 2 3 2 3 1 3 2 2 2 1 0
32 38 41 41 29 28 35 36 20 20 19 20 18 18 11 13 38 33 38 40 32 32 41 40 39 34 25 26 28 30 19 20 25 25 32 32 38 40 55 52 39 40
-1 65 7 64 0 80 0 82 1 55 0 56 0 70 0 72 -2 40 0 40 0 38 -1 40 5 26 5 26 2 20 2 22 5 68 1 65 1 74 2 77 5 57 5 55 1 79 -1 81 2 73 1 66 1 48 1 50 2 51 3 54 0 35 1 37 1 46 1 47 2 59 0 63 2 71 2 76 3 105 0 102 -1 78 0 80
2 2 2 2 2 3 0 3 4 2 4 1 3 2 2 2 3 3 2 3 1 3 3 2 2 1 3 3 2 3 1 2 2 1 3 3 2 2 2 5 4 2
29 29 38 39 24 24 51 50 21 18 30 29 37 37 22 20 22 20 24 25 40 40 18 21 23 21 22 21 23 25 31 32 40 39 38 39 33 32 50 55 42 43
2 54 83 3 53 3 71 105 3 73 1 45 72 3 42 4 98 128 -3 100 2 36 52 3 31 3 53 70 1 56 3 68 88 4 68 6 36 45 4 34 6 35 86 3 34 2 44 97 4 43 2 77 97 4 73 0 33 103 2 38 2 42 90 2 39 4 37 63 5 34 1 43 68 2 45 0 61 79 1 61 3 75 97 1 76 2 71 92 3 72 2 62 95 2 60 1 97 134 6 99 3 77 103 2 82
OWP OWP OWP
0 0 2 0 0 0 0 0 2 0
12 10 20 15 15 15 16 20 30 20
0 117 128 0 140 2 78 86 0 93 0 93 93 2 100 94 0 88 -5 62 58 5 53 2 74 74
8.6 5.9 3.2 5.4 0.6 0.9
47 42 71 48 151
409 245 225 263 86
IWP
OWP
IWP
138 126
IWP
OWP OWP
IWP
IWP
IWP
OWP OWP OWP OWP
IWP
OWP OWP
IWP
IWP
EB
Rc
23
Road Name: Jenda - Chikangawa Chainage (km) Averages and Totals Area Cracked Wide Cracks 25.27 to 27.27 Sample Length Code: 32 Road Code: 3 Sample Length No.: S2 Truck Axle Load - LHS: RHS: 384 m2 571 m2 14000 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

10920 m2 10920 m2
78.0% 78.0% 6.2 1.7 16.3
2.7% 4.1% 100.0% 4.3%
0.88 0.22 0.993 1.300 1.21 1.29
mm mm 0.99
OWP IWP
12 9
57% 43%
Average Rut Depth 10.8 mm Standard Deviation of Rut Depth 15.8 mm Avg.Radius of Curvature 90 m
mm mm
Avg.Mr Upper Layers 226 MPa Mr Base 80% 263 MPa Mr Subbase 20% 126 MPa Avg.Mr of the Foundation Mr Subgrade 20% 83 MPa 47 MPa Mr Selected Subgrade 80% 138 MPa
4% of the road
1.29
1.86 mm
24
Width >3mm

kg kg
Date: 22-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 15 40 40 29 8 9 12 33 32 13 19 0 5 6 0 0 4 4 0 7 LHS 20 70 32 31 10 5 15 30 39 19 13 12 6 0 0 20 22 5 0 80 72 64 1.2 110 132 0 0 0 0 0 0 0 0 0 0 0 20 20 18 15 19 20 19 28 18 0 0 2 0 1 1 -1 2 0 70 70 82 93 76 72 72 52 78 70 76 85 72 65 1.0 1.1 1.2 1.6 2.2 124 122 123 138 128 156 91 64 142 141 7 5 8 7 8
33
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
32 R
61.54 61.64 61.74 61.84 61.94 62.04 62.14 62.24 62.34 62.44 62.54 62.64 62.74 62.84 62.94 63.04 63.14 63.24 63.34 63.44 61.64 61.74 61.84 61.94 62.04 62.14 62.24 62.34 62.44 62.54 62.64 62.74 62.84 62.94 63.04 63.14 63.24 63.34 63.44 63.54
C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW
4 4 4 4 4 4 4 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100 100 100
C/L CW C/L CW C/L CW C/L CW C/L CW
3 3 3 3 3
100 100 100 100 100
10
15
30
100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3
60 60 60 60 60
3 3 3 3 3
100 100 100 100 100
2 2 2 2 2
CW
40 R 41 R 42 R 43 R 44 R 45 R
100 100 100 100 100 100 100
3 3 3 3 3 3 3
100 100 100 100 100 100 100
2 2 2 2 2 2 2
46 R 47 R 48 R 49 R 50 R 51 R 52 R
OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP

C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW
4 4 4 4 4 4 4
100 100 100 100 100 100 100

3 3 8 6 1 2 5 2 20 5 1 2 1
8 20 32 7 4 2 450
100 100 100 100
3 3 3 3
60 60 60 60
3 3 3 3
100 100 100 100
2 2 2 2 P P CW CW
33 R 34 R 35 R 36 R 37 R
100
60
100
38 R 39 R
0 1 3 3 3 4 3 3 2 2 2 2 5 1 2 4 3 2 1 1 0 0 2 1 3 3 3 2 2 2 2 2 3 0 3 2 3 3 1 3 2 1
20 21 50 52 21 21 25 26 29 29 64 62 55 50 39 39 51 56 43 43 19 21 22 25 19 21 25 25 19 19 23 23 23 21 22 23 27 32 33 39 25 25
1 39 1 40 2 95 3 98 5 34 4 34 2 45 3 46 3 53 2 54 5 121 3 119 9 96 3 96 4 72 5 69 5 94 6 104 2 83 1 84 -1 39 1 41 1 41 3 46 1 34 5 34 2 45 2 46 0 36 2 34 2 42 1 43 3 40 -1 43 4 37 3 41 2 49 7 54 0 65 6 69 1 47 1 48
1 2 1 1 2 5 7 1 2 1 3 2 2 2 2 3 3 2 2 3 2 2 3 3 1 1 1 2 2 2 2 2 2 1 3 2 2 2 3 2 2 2
20 21 46 43 40 44 31 26 23 22 41 42 60 61 51 50 50 49 40 41 12 12 21 21 12 12 22 23 12 12 17 17 15 16 12 11 15 15 31 32 21 20
1 38 51 2 38 3 88 125 3 82 2 76 98 7 76 8 47 63 0 51 1 43 69 0 43 4 75 155 2 80 4 114 150 1 119 7 93 121 3 94 6 91 128 2 94 1 77 108 3 76 2 20 52 2 20 3 36 56 4 35 1 22 44 4 19 0 43 59 3 41 1 21 45 1 21 1 31 55 1 31 -2 30 54 0 31 3 18 50 4 16 -1 29 66 3 25 3 56 86 2 60 1 39 61 3 35
IWP
IWP
OWP OWP
IWP
IWP
OWP OWP
EB
Rc
25
Road Name: Jenda - Chikangawa Chainage (km) Averages and Totals Area Cracked Wide Cracks 61.54 to 63.54 Sample Length Code: 33 Road Code: 3 Sample Length No.: S3 Truck Axle Load - LHS: RHS: 652 m2 653 m2 12600 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

8400 m2 8400 m2
60.0% 60.0% 7.2 0.4 18.7
4.7% 4.7% 90.0% 4.3%
0.81 0.36 0.993 1.300 1.35 1.51
mm mm 0.99
OWP IWP
17 4
81% 19%
Average Rut Depth 15.3 mm Standard Deviation of Rut Depth 15.2 mm Avg.Radius of Curvature 73 m
mm mm
4% of the road
1.51
2.08 mm
26
Width >3mm

kg kg
Date: 22-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 3 3 0 3 0 0 0 0 4 5 5 0 5 9 6 0 5 0 5 LHS 5 0 0 1 0 0 1 1 0 20 20 14 14 12 10 10 10 -2 67 69 1 72 0 104 102 0 100 0 117 117 0 147 147 0 147 0 140 140 0.7 1.2 1.1 2.0 1.8 154 110 153 189 189 210 154 315 158 290 4 5 0 4 0 4 3 7 2 10 3 187 187 5.1 101 513 3 4 4 0 0 0 0 0 0 0 0 0 0 0 0 0 25 11 30 20 15 20 11 20 10 12 10 12 15 2 58 58 0.5 1.6 1.2 2.9 5.4 0.7 3.4 4.9 1.7 169 84 9 6 8 10 7 4 0 10
34
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
53 L
69.23 69.33 69.43 69.53 69.63 69.73 69.83 69.93 70.03 70.13 70.23 70.33 70.43 70.53 70.63 70.73 70.83 70.93 71.03 71.13 69.33 69.43 69.53 69.63 69.73 69.83 69.93 70.03 70.13 70.23 70.33 70.43 70.53 70.63 70.73 70.83 70.93 71.03 71.13 71.23
200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200
0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P P P P P P P P P P P
2 3 2 1 0 1 1 0 1 1 2 3 0 1 2 2 1 5 4 3 2 5 2 5 3 2 1 2 2 1 3 2 4 3 0 3 1 2 0 0 0 1
19 20 20 20 16 17 13 14 14 16 15 17 15 16 15 16 21 25 20 20 15 22 16 20 21 20 20 21 23 24 33 32 28 28 20 23 20 22 23 24 19 21
1 1 2 1 -1 1 0 -1 0 1 0 2 -1 0 1 2 1 5 2 2 -3 4 0 5 1 2 0 1 -1 1 3 2 2 3 0 3 0 2 -1 -1 0 1
35 36 36 38 33 32 25 29 27 30 28 29 31 31 27 28 40 40 34 35 31 35 30 30 38 36 39 39 45 46 60 60 50 50 40 40 39 40 47 49 38 40
2 2 3 2 3 1 3 3 3 3 2 3 2 3 3 2 3 2 3 2 3 3 3 3 3 3 2 2 2 2 3 3 3 3 3 2 2 2 3 2 3 3
17 16 17 17 12 12 11 11 14 15 14 15 16 16 13 13 16 17 19 18 21 22 16 19 17 17 20 21 21 23 29 30 24 26 24 24 15 16 25 25 13 13
0 0 0 0 -1 -1 1 0 0 1 0 1 0 1 1 0 0 -1 1 -1 0 1 0 1 0 0 0 1 0 4 3 2 1 1 0 0 1 0 0 -5 1 1
32 30 31 32 22 24 18 19 25 26 26 26 30 28 22 24 29 33 34 35 39 40 29 34 31 31 38 39 40 40 52 55 44 48 45 46 27 30 47 53 22 22
46 48 42 35 37 37 40 35 52 45 51 41 48 50 59 77 65 59 51 65 50
OWP OWP OWP OWP OWP
IWP
IWP
IWP
OWP OWP OWP OWP OWP OWP OWP OWP OWP
2 140 95 5 51 1 72 72 3 104 83 -5 62 1 133 133 -5 1 1 1 0 2 62 62
120 190 110 132 67 69 145 98 73 196 374 98 330 359
OWP
IWP
OWP
147 135 122 147 132 117 100 100
IWP
117 204
EB
Rc
27
Road Name: Jenda - Chikangawa Chainage (km) Averages and Totals Area Cracked Wide Cracks 69.23 to 0 m2 0 m2 71.23 Sample Length Code: 34 Road Code: 3 Sample Length No.: S4 Truck Axle Load - LHS: RHS: 800 m2 0 m2 14000 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

0.0% 0.0% 4.7 4.7 4.7
5.7% 0.0% 100.0% 4.3%
0.49 0.11 0.993 1.300 0.66 0.67
mm mm 0.99
OWP IWP
16 5
76% 24%
3.9 mm 3.0 mm
3.03 x106 Axles 1.18 x106 ESAs 96% -80 -80 -80 -40
4% of the road
0.67
1.01 mm
28
Road Name: Mzuzu - Nkhata Bay Chainage (km) Chainage (km) From Type 8.24 to 9.74 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 23-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 0 0 0 5 0 11 7 0 5 0 4 7 0 34 LHS 7 0 1 0 0 1 0 0 1 3 0 1 1 0 0 2 4 1 2 3 0 2 0 1 1 0 0 1 0 0 21 21 19 19 21 19 24 26 48 64 13 12 16 18 17 19 21 24 10 13 20 19 13 14 32 29 20 19 2 0 1 2 0 -1 2 2 0 0 1 0 2 2 3 -2 3 3 0 -2 0 1 3 1 1 2 2 0 72 67 76 80 67 72 62 60 29 22 117 117 93 88 104 72 76 67 140 108 70 78 127 104 44 51 74 74 69 78 69 61 26 117 90 88 71 124 74 115 48 74 2.1 2.0 0.9 1.6 0.9 0.8 2.4 2.1 1.5 1.5 0.7 2.7 1.5 0.5 71 84 149 164 0 0 0 0 0 6 0 9 0 0 0 9 9
41
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
8.24 8.34 8.44 8.54 8.64 8.74 8.84 8.94 9.04 9.14 9.24 9.34 9.44 9.54 9.64 8.34 8.44 8.54 8.64 8.74 8.84 8.94 9.04 9.14 9.24 9.34 9.44 9.54 9.64 9.74
L L L L L L L L L L
3 3 B B CW CW 2 2 100 100
10 15 9 13 11 15 10 300 2 15 50 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 P P P P P CW CW CW CW CW P CW
1 2 3 4 5 6 7 8 9
B B
CW CW
2 2
100 100
8 4 8
OWP OWP OWP

1 1
C/T C/T
WP WP
3 3
100 100
C/T C/T
WP WP
3 3
100 100
9 8 2 8 3
B B B B
CW CW CW CW
2 2 2 2
100 100 100 100
B B B B
CW CW CW CW
2 2 2 2
100 100 100 100
OWP OWP OWP OWP OWP

10 L 11 L 12 L 13 L 14 L 15 L
15
100
100
1 1 1 1 2 2 3 0 4 3 4 0 1 4 4 0 2 4 2 3 3 1 4 3 5 3 3 2 2 2 2 3
30 30 34 35 31 32 29 27 22 23 32 32 56 59 14 12 26 27 26 26 29 25 18 18 22 20 24 21 40 39 16 19
0 59 -1 60 0 67 0 69 -1 61 0 62 2 53 1 53 1 39 1 42 1 59 0 64 0 111 0 114 3 21 0 24 0 50 0 50 2 48 1 48 3 52 0 49 3 29 3 30 4 35 2 35 2 43 0 40 1 77 0 76 1 29 3 32
5 0 1 2 3 0 0 2 1 0 1 4 0 1 1 1 3 0 2 1 1 1 0 0 0 0 5 4 6 5 4 4
24 20 21 24 35 33 26 28 20 19 25 29 80 82 12 14 28 24 38 33 37 38 12 13 14 15 22 20 31 30 18 18
5 38 77 0 40 0 41 88 1 45 4 63 83 0 66 0 52 68 2 52 1 38 52 1 37 1 48 79 5 49 0 160 208 0 163 1 22 32 0 27 2 51 65 2 46 3 71 89 -2 67 3 70 92 3 72 0 24 38 -2 28 0 28 45 1 29 3 36 54 1 35 1 55 99 2 53 6 26 39 6 26
IWP
OWP OWP
134 116 76 48 121 44
IWP
IWP
250 189 84 91 94 202 188 139
IWP
IWP
OWP
160 243 162 118 99 62 266 94
200 109
EB
Rc
29
Road Name: Mzuzu - Nkhata Bay Chainage (km) Averages and Totals Area Cracked Wide Cracks 8.24 to 9.74 Sample Length Code: 41 Road Code: 4 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 590 m2 884 m2 900 m2 450 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

4800 m2 4800 m2
53.3% 53.3% 8.1 2.8 15.3
6.6% 9.8% 10.0% 5.0%
0.76 0.41 0.993 1.300 1.38 1.40
mm mm 0.99
OWP IWP
11 5
69% 31%
3.8 mm 6.8 mm 79 m
mm mm
4% of the road
1.40
Existing Base Material: GN
2.12 mm
30
Width >3mm

kg kg
Date: 24-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 5 5 6 4 7 7 10 10 5 0 6 15 10 12 8 LHS 12 5 7 8 0 0 0 0 0 0 2 0 30 12 25 30 25 22 40 25 0 47 47 1.4 3.1 2.8 1.1 2.3 63 75 43 86 56 90 232 120 99 125 9 12 10 7 8 0 18 5 18 7 7 8
42
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
16 L
21.43 21.53 21.63 21.73 21.83 21.93 22.03 22.13 22.23 22.33 22.43 22.53 22.63 22.73 22.83 21.53 21.63 21.73 21.83 21.93 22.03 22.13 22.23 22.33 22.43 22.53 22.63 22.73 22.83 22.93
C C C C C C C C C C C C C C C
3 3 3 3 3 3 3 3 3 3 3 3 3 3 4
50 50 50 40 50 30 40 40 50 30 30 20 40 50 60

3 6 4 3 5 10 5
23 6 18 33 100 50 80 43 125 24 86 25 7 60 0.2 2 7 0.5 0.3
70 70 70 70 70 60 70 70 70
3 3 3 2 2 3 2 3 3
30 70 50 60 3 30 50 70 70 50
2 2 2 3 2 2 2 2 2 3 2 2 2 2 2
F F F F P F F F F F F P F P P
17 L 18 L 19 L 20 L 21 L 22 L 23 L 24 L 25 L 26 L 27 L 28 L 29 L 30 L 31 L
7 4 8 7 4 7
50 50 60 2 80
3 2 3 3 3
30 10 5 6
1 41 2 42 1 31 1 32 5 55 4 59 2 30 1 32 3 41 2 40 2 29 4 30 2 55 3 49 4 32 1 31 1 41 2 42 1 60 2 68 1 41 2 43 1 39 0 39 2 39 2 41 2 46 2 45 1 100 0 96 0 110 0 110
2 2 1 2 1 6 0 1 5 0 3 4 12 1 2 1 4 5 2 0 2 1 3 1 3 3 7 1 6 0 0 2
79 80 60 61 104 108 58 62 74 78 53 52 96 94 58 60 77 77 117 134 79 83 74 77 73 77 83 87 193 192 220 218
1 28 4 32 3 33 1 32 3 31 3 29 1 14 0 13 2 22 2 22 2 30 4 30 0 44 0 42 1 21 1 20 4 31 4 31 5 35 4 36 3 38 3 38 3 10 2 10 2 34 2 34 2 40 2 41 1 31 2 30 2 130 2 130
1 54 5 55 3 60 1 62 5 54 4 51 2 25 0 26 5 37 4 38 3 55 1 55 5 83 2 82 0 41 0 39 4 54 4 54 5 60 4 64 3 70 6 67 4 13 3 15 4 62 4 62 5 73 3 77 3 58 2 56 4 254 4 254
OWP
103 79 137 77 98 71 123 76 99 162 105 97 97 110 248 328
IWP
2 0 2 0 3
35 40 40 40 40
2 0 2 0 5
42 39 35 37 37 35 37 39
1.1 0.5 1.8
65 101 43
69 54 76
OWP OWP OWP
IWP
3 133 97 4 61 0 47 51 0 56 2 67 54 11 42 1 57 57
IWP
EB
Rc
31
kg kg

3780 m2 3780 m2
42.0% 42.0% 15.1 12.4 17.2
19.4% 28.5% 57.5% 5.0%
1.26 0.69 0.993 1.300 2.29 2.79
mm mm 0.99
OWP IWP
13 3
81% 19%
7.8 mm 4.3 mm 54 m
mm mm
4% of the road
2.79
3.53 mm
32
Width >3mm

kg kg
Date: 24-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 6 0 0 0 6 5 0 8 4 6 LHS 12 6 10 9 7 0 0 0 0 0 2 30 35 20 16 26 36 0 0 2 2 2 2 47 43 40 74 84 93 56 49 41 3.2 3.1 1.4 33 64 65 105 201 94 12 8 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 40 45 38 52 40 40 25 40 35 50 50 49 5 5 2 2 5 0 0 0 0 0 2 0 37 35 33 38 27 40 35 56 35 40 28 29 29 2.7 30 81 5
43
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
32 R
42.31 42.41 42.51 42.61 42.71 42.81 42.91 43.01 43.11 43.21 43.31 43.41 43.51 43.61 43.71 43.81 42.41 42.51 42.61 42.71 42.81 42.91 43.01 43.11 43.21 43.31 43.41 43.51 43.61 43.71 43.81 43.91
C C C C C C C C C C C B B B C C
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
4 4 4 4 4 4 4 4 4 4 4 3 3 3 4 4
60 60 70 65 50 50 50 50 80 80 60 20 30 80 80 80
16 4 8 3 11 5 4
31 10 44 34 36 40 88
70 70 70 50 35 20 40 40
3 3 3 2 3 3 3 3 30 70 40 30 55 3 3 3 2 2
P P
CW CW
F F F
41 R 42 R 43 R 44 R 45 R 46 R 47 R 48 R
217 177 188 165 128 123 176 230
P P P P P
CW CW CW CW CW
F F F F F
0 1 1 2 2 2 5 2 2 2
71 69 59 60 40 40 40 39 63 64
2 0 -1 2 3 2 5 2 4 3

9 7
6 11
7 8 1
21 69 20 6 12
50 70 80 80
0.5 0.1 0.1 0.1
70 70
3 3
50 50 70
2 2 3 3
P P P P P P P P
CW CW CW CW CW CW CW CW
F F P P P F F P
33 R 34 R 35 R 36 R 37 R 38 R 39 R 40 R
11
9 5
70 70 70
3 3 3 3 3
70
8 9
50 67
70 40
0 1 1 0 1 0 0 0 0 0 1 0 0 1 0 0 0 0 2 0 0 1 3 0 0 3 2 0 0 2 1 1 0
41 41 25 26 28 27 36 37 49 50 59 60 31 32 34 37 42 43 87 85 68 70 75 73 75 53 56 45 45 52 52 84 86
0 1 1 1 2 0 1 0 -2 1 -1 -1 2 0 -4 -1 1 0 6 0 0 1 5 -3 -5 2 2 0 0 2 1 -3 -6
82 80 48 51 53 54 71 74 100 99 118 121 60 63 72 75 83 86 166 170 136 138 142 149 155 101 108 90 90 100 102 170 178
2 2 2 2 2 2 1 1 0 2 2 2 1 1 2 2 2 2 1 2 2 1
55 54 33 33 42 45 35 33 50 50 65 63 48 48 60 61 50 50 44 45 51 52
4 3 4 4 4 5 2 2 4 5 1 0 2 3 2 3 1 1 1 2 2 0
104 103 60 60 78 83 67 63 96 93 127 124 93 92 116 117 97 97 86 86 98 103 0 140 137 118 116 75 76 70 74 120 123
134 77 104 94 128 162 119 150 125
IWP
0 0 0
10 15 10
0 140 117 11.4 0 93 0 140 140 5.9
IWP
35 68
402 402
IWP
IWP
IWP
IWP
OWP OWP
IWP
34 46 38 28 29
2.2 2.4 1.4 1.7 3.1
34 43 50 34 22
73 101 73 57 68
EB
Rc
33
kg kg

5790 m2 5790 m2
64.3% 64.3% 14.7 3.7 18.1
24.6% 31.5% 57.0% 5.0%
1.47 0.42 0.993 1.300 2.10 2.21
mm mm 0.99
OWP IWP
10 7
59% 41%
5.3 mm 4.6 mm 55 m
mm mm
4% of the road
2.21
3.23 mm
34
Road Name: Bwengu - Rumphi Chainage (km) Chainage (km) From Type 3.30 to 4.30 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 4 8 0 0 3 0 5 6 5 5 LHS 27 17 10 1 0 30 32 0 1 47 46 44 0.5 127 67 0 0 20 0 0 1 0 0 0 0 40 20 1 25 10 10 20 0 0 35 70 35 70 0.1 0.3 348 317 7 31 85 #### 0 8 0 0 5
51
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
3.30 3.40 3.50 3.60 3.70 3.80 3.90 4.00 4.10 4.20 3.40 3.50 3.60 3.70 3.80 3.90 4.00 4.10 4.20 4.30
L L L L L L L L L L
CW
40
15
50 100 100
0.2 0.3 0.3 0.2 0.3 0.3 0.3 0.3 0.3 0.5
20 60 100 100 100 100 100 100 100 100
2 2 2 2 3 3 3 3 3 3 30 30 10 100 100 100 100 100 100 2 2 2 2 3 2 2 2 2
P P P P P P P P P P
1 2 3 4 5 6 7 8 9
L L C C L
CW CW CW CW CW
3 3 3 3 3
30 50 30 20 60

L CW CW 3 3 30 20
100 6 4 40 2 5 3 15 9 14 22 100 100 100 100 100 100
OWP

3 1
5 0
4 5 11
10 L
2 1 1 2 1 5 2 1 0 5 2 3 2 2 2 1 3 2 2 2 2 5
19 18 24 25 22 25 27 25 25 26 19 22 15 15 14 12 42 41 10 9 17 21
2 1 4 2 1 5 4 0 4 4 2 3 2 -1 2 1 2 1 4 3 2 3
34 34 43 46 42 40 48 49 46 43 34 38 26 29 24 22 79 79 14 13 30 34
2 2 1 1 2 1 0 0 0 0 3 0 0 0 2 4 0 0 4 2 3 0
31 30 38 39 21 20 25 26 8 10 21 23 20 19 16 18 22 21 14 10 21 20
0 2 1 1 1 1 0 -1 -2 -1 2 2 2 -1 0 4 -1 -1 4 0 3 0
60 56 74 76 39 38 50 53 18 21 37 44 38 39 30 28 45 43 20 18 36 40
75 97 53 66 57 52 50 37 102 25 49
IWP
IWP
IWP
OWP
IWP
OWP
IWP
IWP
0 2800
2800 #### 0.2 1.4
4 61 100 0 140 1 147 110 1 72
IWP
591 110 151 210
Appendix II Peak and ROC KAR.xls-(5)
IWP
EB
Rc
35
Road Name: Bwengu - Rumphi Chainage (km) 3.30 to m2 m2 4.30 Sample Length Code: 51 Road Code: 5 Sample Length No.: S1 Truck Axle Load - LHS: RHS: m2 m2 m2 m2 p Fc d 3175 3175
kg kg

Averages and Totals Area Cracked 1265 Wide Cracks 1100
23.0% 20.0%
Area to be patched 933 Area already patched 426 Area Ravelled 4840 Area patched during shoulder repair 300
17.0% 7.7% 88.0% 5.5%
0.60 0.23 #### 0.95
mm mm 0.99
OWP IWP
3 27% 8 73%
5.6 mm 7.3 mm
Average Condition Index 3.8 Minimum Condition Index 0.6 Maximum Condition Index 5.5
Seasonal Correction Factor Fw #### mm mm x106 Axles x106 ESAs 96% mm mm mm mm 1.47 mm Percentile to equal the Design Deflection 96% 1.00 No. 2.62 No. 0.30 4% of the road mm = = = = (80kN) = -250 -250 -250 -125
Avg.Radius of Curvature 380 m Avg.Mr Upper Layers #### MPa Mr Base 80% 210 MPa Mr Subbase 20% 67 MPa Avg.Mr of the Foundation 257 MPa Mr Selected Subgrade 80% 348 MPa Mr Subgrade 20% 127 MPa
Percentile of the Road that will Require Reconstruction Percentile of the Road that will not Require Strengthening d= 1.00 Target Deflection: 1.5 mm Crushed Rock Granular Overlay Thickness Stabilised Natural Gravel Overlay Thickness Natural Gravel Granular Overlay Thickness Asphalt Overlay Thickness Deflection for HDM model
Appendix II Peak and ROC KAR.xls-(5)
36
Road Name: Kasungu - Dwangwa Chainage (km) Chainage (km) From Type 6.59 to 7.59 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 21-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 7 19 18 9 10 7 5 10 7 6 LHS 5 6 14 18 13 14 16 18 17 26 18
61
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
6.59 6.69 6.79 6.89 6.99 7.09 7.19 7.29 7.39 7.49 6.69 6.79 6.89 6.99 7.09 7.19 7.29 7.39 7.49 7.59
L L L L L L L L L L
C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW
2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100
OWP OWP

C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW
2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100

200 200 1 1 200 200 200 200 200 200 200 200
0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
P P P P P
CW CW CW CW CW
1 2 3 4 5 6 7 8 9
10 L
2 0 0 2 1 0 0 2 0 3 1 1 2 2 1 1 1 2 2 0 2 1
22 20 32 34 30 29 32 36 26 29 41 43 37 39 46 46 29 30 42 42 41 40
2 0 -2 2 2 0 1 2 1 3 -2 1 1 1 2 1 2 1 2 1 -1 0
40 40 66 64 57 58 63 68 51 52 83 84 71 75 89 90 55 57 80 83 81 79
2 2 2 2 2 2 3 2 2 2 3 3 2 3 2 2 3 3 2 2 3 3
41 41 41 41 45 45 44 44 37 37 50 50 39 40 42 42 41 41 43 41 41 40
3 1 3 1 2 2 4 2 1 3 2 2 0 3 2 3 2 4 4 4 4 3
77 79 77 79 86 86 81 84 71 69 95 95 76 74 80 79 77 75 80 76 75 74
101 101 111 106 90 123 97 116 98 105 103
IWP
2 0 0 2 0 0 0 2 0 4 0 0 2 0 0 0 0 0
17 16 20 21 11 39 36 30 25 20 30 31 50 48 15 20 49 35
1 90 90 1 90 0 70 71 1 72 0 127 127 -2 2 0 2 4 2 3 2 1 1 1 1 1 35 38 40 48 53 58 88 88 48 48 47 29 29 29 97 84 72 29 29 41 41
IWP
1.5 2.5 6.6 0.7 0.8 6.6 1.4 0.8 2.6 0.6 1.2
119 176 64 57 89 107 39 66 63 74 73 63 160 377 58 89 259 92 47 192 44 74
IWP
OWP
IWP
IWP
IWP
IWP
IWP
EB
Rc
37
Road Name: Kasungu - Dwangwa Chainage (km) Averages and Totals Area Cracked Wide Cracks 6.59 to 7.59 Sample Length Code: 61 Road Code: 6 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 801 m2 0 m2 0 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

6700 m2 6700 m2
100.0% 100.0% 8.5 2.5 14.5
12.0% 0.0% 0.0% 4.5%
1.05 0.09 0.993 1.300 1.18 1.20
mm mm 0.99
OWP IWP
3 8
27% 73%
Average Rut Depth 12.5 mm Standard Deviation of Rut Depth Avg.Radius of Curvature 5.9 mm 62 m
mm mm
4% of the road
1.20
Existing Base Material: GC
1.82 mm
38
Road Name: Kasungu - Dwangwa Chainage (km) Chainage (km) From Type 15.38 to 16.38 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 21-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 0 11 11 0 9 0 0 0 0 20 LHS 13 14 15 0 0 0 0 0 1 0 -1 1 0 -9 0 8 10 15 12 10 9 16 16 9 10 15 16 1 187 1 147 1 97 187 147 97 122 156 88 158 80 1.2 1.4 4.1 3.2 4.2 1.5 2.4 0.3 286 344 207 281 61 92 96 250 294 408 10 13 8 0 0 0 0 0
62
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
11 L
15.38 15.48 15.58 15.68 15.78 15.88 15.98 16.08 16.18 16.28 15.48 15.58 15.68 15.78 15.88 15.98 16.08 16.18 16.28 16.38
C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C L L WP WP WP
3 3 3 3 3 3 3 4 3 3
100 100 100 100 100 100 100 100 100 100

C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C L L WP WP WP
3 3 3 3 3 3 3 4 3 3
100 100 100 100 100 100 100 100 100 100

11 10 7 8 4 3 4 6 1
15 7
10 2 10
3 3 3 3
P P P P P
CW CW CW CW CW
12 L 13 L 14 L 15 L 16 L 17 L 18 L
30
10
20
5 7 10
3 3 3
19 L 20 L 21 L
1 2 1 0 6 5 4 1 3 2 1 1 1 1 1 1 2 0 2 2 2 1
13 14 9 10 16 17 12 11 13 14 30 30 21 23 19 20 22 21 15 16 11 12
0 1 1 1 2 3 2 4 1 1 -2 -1 0 1 0 0 0 0 1 0 0 1
25 25 16 19 24 26 18 17 22 25 61 60 41 44 37 39 42 42 27 30 20 22
1 1 2 3 3 3 0 1 0 3 1 1 1 2 2 1 2 1 2 2 4 4
25 26 16 16 20 22 14 16 14 18 26 24 22 21 15 16 22 18 18 18 17 17
1 1 2 2 3 5 1 2 0 3 2 2 2 1 1 1 1 2 4 3 3 5
48 50 28 27 34 36 27 29 28 30 49 45 41 39 27 30 41 33 30 31 27 25
63 35 45 36 37 78 55 49 54 39 34
OWP OWP OWP OWP
IWP
IWP
IWP
IWP
IWP
1 122 1 0 1 0 1 0 0 0 147 165 90 85 175 140 72 88
112 173 149 350 340 99
IWP
IWP
EB
Rc
39
Road Name: Kasungu - Dwangwa Chainage (km) Averages and Totals Area Cracked Wide Cracks 15.38 to 16.38 Sample Length Code: 62 Road Code: 6 Sample Length No.: S2 Truck Axle Load - LHS: RHS: 275 m2 168 m2 630 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

6700 m2 6700 m2
100.0% 100.0% 6.6 0.2 13.2
4.1% 2.5% 9.4% 4.5%
0.48 0.14 0.993 1.300 0.69 0.72
mm mm 0.99
OWP IWP
4 7
36% 64%
5.8 mm 6.6 mm
3.80 x106 Axles 0.87 x106 ESAs 96% 10 10 10 5
4% of the road
0.72
1.06 mm
40
Road Name: Madisi - Kasungu Chainage (km) Chainage (km) From Type 7.69 to 9.19 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 20-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 0 4 7 0 30 0 0 0 0 0 0 0 5 4 0 LHS 0 8 10 0 0 0 0 5 0 0 20 9 10 8 11 20 19 5 0 1 1 2 0 1 80 80 0.8 0.9 4.5 0.6 162 132 282 259 111 495 187 110 16 17 19 0 14 2 3 0 2 0 0 0 0 1 0 0 0 2 1 0 17 24 23 16 15 16 15 18 19 19 19 14 15 14 15 1 90 90 1.2 1.7 1.6 1.0 0.8 1.5 2.3 0.2 137 167 74 128 12 37 17 24 24 30 17 9
71
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
7.69 7.79 7.89 7.99 8.09 8.19 8.29 8.39 8.49 8.59 8.69 8.79 8.89 8.99 9.09 7.79 7.89 7.99 8.09 8.19 8.29 8.39 8.49 8.59 8.69 8.79 8.89 8.99 9.09 9.19
L L L L L L L L L L
C C
WP WP
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
80 80 80 80 80 80 80 80 80 80 80 80 80 80 80
C/L CW C/L CW C C WP WP
C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW

C C
WP WP
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
80 80 80 80 80 80 80 80 80 80 80 80 80 80 80
C/L CW C/L CW C C WP WP
C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW C/L CW

7 3 7 4 1 15 3 3 17 4 17 2 3 5 5 9 4 9 3 8 8 5 7
8 5 55 7 44 19
P P P P P P P
WP WP WP WP WP WP WP WP WP WP WP WP WP WP WP
1 2 3 4 5 6 7 8 9
34 13 40
P P P P
10 L 11 L 12 L 13 L 14 L 15 L
P P P P
6 3 3 6 5 5 4 3 5 4 4 3 7 5 3 4 2 2 2 2 1 4 3 3 5 3 6 6 4 4 4 4
26 22 17 21 17 18 19 21 14 12 19 19 23 21 12 12 19 20 33 32 17 24 17 18 22 20 30 32 25 24 11 11
7 4 3 7 5 6 2 3 4 1 2 2 8 4 2 3 0 1 1 2 -2 0 0 0 4 2 5 7 3 2 4 4
39 37 28 29 24 25 32 36 19 19 32 33 31 33 19 17 36 37 63 60 35 44 31 33 35 35 49 51 43 42 14 14
4 3 4 4 1 1 4 5 1 6 4 3 4 4 3 3 2 3 2 3 4 3 3 4 3 3 3 3 4 3 3 3
21 22 15 15 15 15 21 21 19 26 11 11 17 17 10 10 18 18 23 23 23 22 13 13 13 11 16 16 13 12 12 15
5 5 4 5 1 1 4 5 1 6 0 0 1 1 1 1 3 0 -2 0 2 2 3 1 0 1 1 0 3 0 0 3
33 36 22 21 28 28 34 32 36 40 18 19 29 29 16 16 31 33 46 43 40 39 20 21 23 18 28 29 19 21 21 24
OWP OWP
49 37 36 44 49 42 41 23 47 79 51 41 45 65 55 29
0 0
0 5
0 0 280
OWP
IWP
OWP OWP OWP OWP OWP
156 151 147 187 187 187 70 73 76
IWP
2 65 63 0 61 1 97 95 0 93 1 90 92 0 93 0 78 78 1 78 0 74 74 0 74 1 104 104 1 104 0 104 97 -1 90
IWP
118 190 166 159 158 129 94 146
OWP OWP OWP OWP
101 228 570 106
IWP
EB
Rc
41
Road Name: Madisi - Kasungu Chainage (km) Averages and Totals Area Cracked Wide Cracks 7.69 to 9.19 Sample Length Code: 71 Road Code: 7 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 1484 m2 1829 m2 27 m2 450 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

8040 m2 8040 m2
80.0% 80.0% 14.2 13.4 18.1
14.8% 18.2% 0.3% 4.5%
0.46 0.13 0.993 1.300 0.66 0.70
mm mm 0.99
OWP IWP
12 4
75% 25%
Average Rut Depth
9.5 mm
Standard Deviation of Rut Depth 10.8 mm Avg.Radius of Curvature 108 m
mm mm
4% of the road
0.70
1.01 mm
42
Width >3mm

kg kg
Date: 20-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 11 9 4 9 5 0 0 0 0 0 0 3 0 0 0 LHS 0 0 0 0 0 0 0 0 0 0 0 0 0 10 10 25 10 24 26 11 10 15 17 27 2 156 148 0 140 0 56 56 1 147 147 8.4 0.8 2.0 0.8 2.8 55 118 468 91 0 0 7 9 4 3 1.1 114 125 0 6 3 2 0 0 0 0 0 0 0 3 15 16 10 10 12 15 16 11 16 0 100 94 0 88 4 0 1 1 1 1 2 175 140 131 122 97 93 90 133 119 104 2.0 99 199 5 0 2.2 2.1 3.5 128 287 96 84 201 293 0 10 18
72
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
16 L
31.87 31.97 32.07 32.17 32.27 32.37 32.47 32.57 32.67 32.77 32.87 32.97 33.07 33.17 33.27 31.97 32.07 32.17 32.27 32.37 32.47 32.57 32.67 32.77 32.87 32.97 33.07 33.17 33.27 33.37
L L
CW CW
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
C/L CW C/L CW C/L CW L L L CW CW CW
C/L CW C/L CW C/L CW C/L CW L L L CW CW CW
L L
CW CW
3 3
50 50
50 50
0.3 0.3
100 100
5 5
60 60
2 2
30 L 31 L
59 59
OWP OWP

L L
CW CW
3 3 3 3 3 3 3 3 3 3 3 3 3
50 50 50 50 50 50 50 50 50 50 50 50 50
C/L CW C/L CW C/L CW L L L CW CW CW
C/L CW C/L CW C/L CW C/L CW L CW

70 70 70 70 70 70 70 70 70 70 1 1 70 70 1 1 50
0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 100 100 100 5 5 5 100 5
60 60 60 60 60 60 60 60 60 60 60 60 60
2 2 2 2 2 2 2 2 2 2 2 2 2 F F WP WP
17 L 18 L 19 L 20 L 21 L 22 L 23 L 24 L 25 L 26 L 27 L 28 L 29 L
2 2 2 0 3 2 3 3 1 2 3 3 1 0 3 3 4 3 0 2 3 4 3 2 2 3 2 2 4 2 2 2
30 31 20 19 30 29 27 26 15 16 26 27 17 18 25 26 26 26 20 24 23 23 25 24 24 25 19 19 26 25 23 25
0 1 1 0 1 1 3 2 0 2 2 2 0 0 6 7 4 3 0 2 1 1 2 2 1 0 4 1 4 1 0 1
58 59 37 38 56 55 48 47 29 28 47 49 33 36 41 42 44 46 40 44 42 41 45 44 45 47 32 35 44 47 44 47
3 3 3 3 3 3 3 3 4 3 3 2 0 2 3 3 4 4 3 2 3 3 3 2 2 2 4 3 3 3 2 3
31 33 18 20 29 30 30 31 31 31 32 32 25 26 27 28 21 22 21 22 19 22 20 20 17 18 22 22 21 21 17 18
3 7 3 3 3 3 3 1 3 4 3 2 1 1 3 6 4 7 0 2 0 3 2 3 1 2 5 4 3 4 2 2
56 56 30 34 52 54 54 58 55 55 58 60 49 49 48 47 34 33 39 40 35 38 35 35 31 32 35 37 36 35 30 31
OWP OWP OWP
76 48 72 72 71 76 63 61 58 54 54 57 59 46
0 5
25 35
0 0
56 50 43
0.9
91
85
IWP
IWP
154 315 115 93
0 58 57 1 55 0 127 141 2 156 1 2 0 97 88 70 52
IWP
IWP
117 330
IWP
OWP OWP OWP OWP OWP
IWP
EB
Rc
43
kg kg

5025 m2 5025 m2
50.0% 50.0% 4.0 1.4 9.5
5.9% 0.0% 40.0% 4.5%
0.62 0.09 0.993 1.300 0.76 0.76
mm mm 0.99
OWP IWP
10 6
63% 38%
3.3 mm 4.5 mm
5.90 x106 Axles 1.12 x106 ESAs 96% 110 110 110 55
4% of the road
0.76
1.16 mm
44
Width >3mm

kg kg
Date: 20-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 6 0 0 0 0 0 0 0 0 LHS 9 7 16 6 14 10 0 4 10 1 0 1 0 30 28 30 29 0 1 2 0 47 49 51 49 49 48 0.8 0.7 102 109 81 78 7
73
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
33 L
43.96 44.06 44.16 44.26 44.36 44.46 44.56 44.66 44.76 44.86 44.06 44.16 44.26 44.36 44.46 44.56 44.66 44.76 44.86 44.96
L C/L C/L C/L C/L C/L C/L C/L C/L C/L
WP WP WP WP WP WP WP WP WP WP
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
C/L C/L C/L
WP WP WP
3 3 3
100 100 100
80 80 1 140 80
0.3 0.3 0.3 10 3
P P P
41 L 42 L 43 L
59 70 68
OWP OWP OWP

L C/L C/L C/L C/L C/L C/L
WP WP WP WP WP WP WP
3 3 3 3 3 3 3
100 100 100 100 100 100 100

80 80 80 80 80 2 90 80 80
0.3 0.3 0.3 0.3 0.3 0.3 0.3
1 1 1 1 1 7 5
3 3 3 3 3 3 3
100 100 100 100 100 100 100
3 3 3 3 3 3 3 P P CW CW
P P P P P P P
34 L 35 L 36 L 37 L 38 L 39 L 40 L
4 4 3 2 4 5 5 4 2 5 2 3 2 3 3 7 2 3 1 1 2 3
37 38 35 35 34 34 17 16 39 45 32 33 16 18 31 36 25 26 28 28 28 29
4 4 1 2 4 5 5 4 1 5 1 0 2 3 3 7 3 2 1 0 1 3
66 68 66 66 60 58 24 24 75 80 61 63 28 30 56 58 45 47 54 55 53 52
3 3 3 3 3 3 3 3 2 3 2 2 3 3 3 3 2 2 2 3 3 3
24 24 35 35 22 23 11 12 33 34 19 19 16 16 32 34 26 24 23 23 21 22
3 3 1 3 3 3 0 2 2 3 1 0 3 3 2 3 2 3 2 3 1 3
42 42 66 64 38 40 19 19 62 62 35 36 26 26 59 62 48 43 42 40 38 38
86 85 76 31 100 80 37 78
0 0 0 -1 0 0 1 0 0 0 0
26 38 10 10 32 33 33 34 19 21 24
1 1
55 37
55 37 140 133
1.5 0.7 8.6 1.1 1.3 0.8 0.5 1.4
70 88 52
108 58 445
0 140 0 133 1 1 0 2 0 -1 0
211 242 63 90 82 70
44 44 43 43 43 42 74 74 65 62 58
216 106 85 119
IWP
EB
Rc
45
kg kg

6700 m2 6700 m2
50.0% 50.0% 6.1 1.9 17.1
4.8% 1.8% 1.4% 4.5%
0.70 0.21 0.993 1.300 1.01 0.94
mm mm 0.99
OWP IWP
10 1
91% 9%
4.5 mm 5.2 mm 62 m
mm mm
4% of the road
0.94
1.56 mm
46
Road Name: Lumbadzi - Mponela Chainage (km) Chainage (km) From Type 23.08 to 25.08 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 18-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 8 0 0 18 18 26 6 7 18 14 17 12 15 25 8 6 5 8 6 11 4 LHS 9 4 7 6 28 21 8 6 7 8 11 8 8 8 5 2 0 0 0 0 1 0 0 0 0 24 21 20 17 16 21 22 17 15 16 2 -1 0 1 0 0 0 0 1 2 64 65 68 70 85 86 88 68 66 64 82 82 97 95 93 5 0.7 0.7 0.9 1.3 0.9 156 106 204 134 128 111 122 153 175 163 0 9 6 9 5
81
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
23.08 23.18 23.28 23.38 23.48 23.58 23.68 23.78 23.88 23.98 24.08 24.18 24.28 24.38 24.48 24.58 24.68 24.78 24.88 24.98 23.18 23.28 23.38 23.48 23.58 23.68 23.78 23.88 23.98 24.08 24.18 24.28 24.38 24.48 24.58 24.68 24.78 24.88 24.98 25.08
L L L L L L L L L L
C C C C C C C C C C C C C C C C C T B B
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40
L L T B B
CW CW CW CW CW
3 3 3 3 3
40 40 40 40 40
100 100 100 100 1 1 100
0.3 0.3 0.3 0.3 0.3
100 100 100 100 100
2 2 2 2 2
100 100 100 100 100
3 3 3 3 3
P P P P P
16 L 17 L 18 L 19 L 20 L
48 37 55 52 39
OWP OWP OWP OWP OWP

C C C C L L L L L L L L L L L
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
40 40 40 40 40 40 40 40 40 40 40 40 40 40 40

4 1
19 2
100 100 100
0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
WP
P P P P
1 2 3 4 5 6 7 8 9
2 4 2 1 21 27 5 6 2 2
7 17 31 3
100 100 100 100 100
WP
P P P P P P P P P P P
3 1 13 40 44 50 40 2
100 100 100 100 100 100 100
10 L 11 L 12 L 13 L 14 L 15 L
5 5 5
35 30 18
7 7 8 8 1
6 4 5 5 5 6 3 3 4 3 3 3 3 1 5 5 6 4 2 3 2 2 2 2 2 0 3 3 1 0 1 2 2 2 2 2 3 3 3 3 3 2
14 10 33 33 31 34 21 22 22 19 36 37 44 44 39 39 41 41 34 33 37 37 31 32 31 33 24 24 30 30 20 19 19 20 15 16 22 25 29 21 19 16
6 3 1 4 2 4 3 2 5 2 0 2 0 1 3 5 5 2 2 3 3 -1 1 3 -5 -2 3 3 0 -1 2 3 -1 1 0 1 0 3 11 2 3 1
16 13 60 57 55 58 36 39 35 33 69 69 85 86 70 68 71 76 64 60 69 73 59 59 65 68 42 42 59 61 37 33 37 37 28 29 41 44 44 37 32 29
3 2 3 2 3 3 3 3 3 3 3 3 3 3 3 3 2 3 3 2 3 3 2 2 2 3 2 2 2 2 2 2 3 1 2 2 3 3 3 3 2 3
18 15 29 30 31 32 30 30 29 29 32 32 35 37 32 34 36 36 30 31 32 34 28 30 30 32 33 33 30 30 30 30 20 21 15 16 23 23 20 20 10 12
4 1 0 0 3 5 3 3 3 3 1 0 3 3 2 3 3 5 1 1 0 3 2 2 1 2 2 2 1 2 2 3 0 5 1 1 2 3 3 6 2 7
29 27 55 58 56 56 54 54 52 52 60 61 64 68 59 62 67 64 56 59 61 62 52 56 57 59 62 62 57 56 56 55 37 36 27 29 41 40 34 31 16 14
36 76 73 70 67 89 110 89 95 80 92 76 86 80 77 72
4 2 9 8 4 3 2 2 5 3 0 0 0 0 6 2 0 0 0 3 3 4 4 0 3
17 16 32 31 26 27 19 19 24 24 20 30 29 30 35 31 30 25 26 30 30 20 20 25 30
4 108 106 3 104 10 62 62 9 62 3 62 61 4 60 2 82 82 2 82 4 72 70 4 68 0 70 70 0 1 0 5 2 1 1 0 2 1 4 4 0 3 47 49 47 47 48 47 57 54 51 50 88 88 56 52 48 47 48 55 50 88 56 52
IWP
0.2 1.5 1.3 1.1 0.6 2.7 1.9 1.2 1.4 1.3 1.5 3.2 1.6 0.5
516 124 81 86 122 116
IWP
OWP OWP
138 147 174 107 59 52 73 66 79 67 67 70 148 162 101 86 92 105 98 211 111 75
IWP
OWP
IWP
IWP
EB
Rc
47
Road Name: Lumbadzi - Mponela Chainage (km) Averages and Totals Area Cracked Wide Cracks 23.08 to 25.08 Sample Length Code: 81 Road Code: 8 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 2555 m2 1189 m2 13400 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

5360 m2 5360 m2
40.0% 40.0% 7.1 5.7 14.8
19.1% 8.9% 100.0% 4.5%
0.71 0.20 0.993 1.300 1.02 0.98
mm mm 0.99
OWP IWP
16 5
76% 24%
9.8 mm 6.7 mm 68 m
mm mm
4% of the road
0.98
1.57 mm
48
Road Name: Lumbadzi - Mponela Chainage (km) Chainage (km) From Type 30.77 to 31.77 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 18-Jul-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 5 4 7 5 0 0 0 0 0 0 LHS 9 8 6 4 11 4 8 3 8 9
82
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
21 L
30.77 30.87 30.97 31.07 31.17 31.27 31.37 31.47 31.57 31.67 30.87 30.97 31.07 31.17 31.27 31.37 31.47 31.57 31.67 31.77
C C
CW CW
70 70
3 3

L L
CW CW
70 70
3 3

1 1
1 1
9 1
7 3
100 100 100 100 100 100 100
0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
60 60 60 60 60 60 60 60 60 60
3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P
22 L 23 L 24 L 25 L 26 L 27 L 28 L 29 L 30 L 31 L
100 100 100
4 1 2 3 3 2 3 3 3 1 3 2 3 2 2 2 3 3 2 2 2 2
30 20 23 21 12 12 19 18 23 25 10 12 16 18 12 12 8 8 8 8 8 8
17 2 4 2 3 4 3 2 0 1 1 2 0 4 1 2 3 3 2 1 1 2
39 37 40 37 18 18 32 31 43 48 16 20 29 30 21 20 10 10 12 13 13 12
3 2 2 0
30 32 22 22
-3 2 0 1
60 60 42 43 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
77 55 23 41 59 23 38 26 13 16 16
IWP
0 0 0 0 3 0 0 0 0 2 0 0
30 30 20 13 30 30 24 12 20 20 30 25
0 1 0
47 47 47 70 70 112
IWP
0.3 0.8 0.4 0.2 0.8 0.6 0.5 0.1
181
61
144 115 360 155 237 58
1 112 2 0 2
51 49 47 61 61 127
120 102 336 190 209 110 440 50
2 127 0 3 0 2
70 75 80 47 53 58
EB
Rc
49
Road Name: Lumbadzi - Mponela Chainage (km) Averages and Totals Area Cracked Wide Cracks 30.77 to 40 m2 40 m2 31.77 Sample Length Code: 82 Road Code: 8 Sample Length No.: S2 Truck Axle Load - LHS: RHS: 438 m2 54 m2 6700 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

0.6% 0.6% 4.6 4.6 4.8
6.5% 0.8% 100.0% 4.5%
0.35 0.21 0.993 1.300 0.67 0.70
mm mm 0.99
OWP IWP
9 2
82% 18%
4.6 mm 3.6 mm 68 m
mm mm
4% of the road
0.70
1.03 mm
50
Road Name: Bunda Turn Off - Chimbiya Chainage (km) Chainage (km) From Type 7.69 to 9.69 Sample Length Code: Secondary Cracking Extent (%)
Width >3mm

Road Code: 9 Sample Length No.: S1 Truck Axle Load - LHS: RHS: 0.0 Extent (%) Min Width Ravel Degree Area Bleed Extent (%) Degree Skid Extent (%) Degree Deform Shoulder Condition Drainage Condition Condtion Position 3175 3175
kg kg
Date: 13-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 8 6 0 0 0 11 6 5 4 0 0 0 0 5 0 0 0 5 LHS 15 5 21 8 9 10 20 22 14 18 16 23 24 13 11 12 6 15 20 13
91
Width: 6.7 m Surface Condition Pothole Patch Edge Av.Width (m) Av.Area (m2) Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
To
32 R
7.69 7.79 7.89 7.99 8.09 8.19 8.29 8.39 8.49 8.59 8.69 8.79 8.89 8.99 9.09 9.19 9.29 9.39 9.49 9.59 7.79 7.89 7.99 8.09 8.19 8.29 8.39 8.49 8.59 8.69 8.79 8.89 8.99 9.09 9.19 9.29 9.39 9.49 9.59 9.69
4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 4 2 3 2 3
40 30 35 40 50 30 45 40 50 50 50 40 40 50 50 30 15 30 20 30
L L
CW CW
2 3
20 30
5 5
4 4
5 5
8 8
100 100
0.3 0.3
0.5 0.4
100 100
3 3
670 100 670 100
3 3
100 100
3 3
P P
CW CW
P P
F P
51 R 52 R
OWP OWP

L L L L L L L L L L L L L L L L L L
4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 4 2 3
40 30 35 40 50 30 45 40 50 50 50 40 40 50 50 30 15 30

5 5 5 5 5 5 5 5
10 5 5 6 10 5 15 10
5 5 5 5 5 5 5 5 5
20 30 35 30 35 28 35 35 40 40
100 100 100 100 100 100 100 100 100 100 100
0.5 0.4 0.2 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.3 0.3 0.3 0.3 0.3 0.3 0.3
0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.4
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100 670 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P P P P P P P P P
P P P P P P P P P P P P P P P P P P
F F F F F P F F F F F F F F F F F F
33 R 34 R 35 R 36 R 37 R 38 R 39 R 40 R 41 R 42 R 43 R 44 R 45 R 46 R 47 R 48 R 49 R 50 R
10
5 5 5 5 5 5 5
5 10 5 15 12 10 8
5 5 5 5 5 5 5
40 35 50 35 25 10 15
100 100 100 100 100 100 100
1 1 1 1 1 0 2 1 0 0 1 1 1 1 1 2 2 2 1 1 2 2 1 1 1 1 3 3 0 0 2 2 3 3 2 2 2 2 2 2 2 2
50 49 22 22 34 35 40 38 54 52 46 48 46 45 24 27 36 33 50 49 39 40 36 36 39 39 30 30 50 46 35 35 32 32 42 40 20 20 52 52 49 49
4 95 1 96 0 43 0 43 -1 68 0 70 1 77 2 73 4 104 -1 105 -3 94 0 95 1 90 0 89 0 47 0 52 3 67 2 62 1 98 1 96 1 75 1 77 1 70 0 71 4 73 4 73 0 57 3 54 4 96 0 92 2 66 2 66 2 59 5 56 0 82 0 78 0 38 2 36 4 98 2 100 2 94 3 93
4 3 1 3 2 4 3 2 3 3 2 2 0 1 3 4 3 4 4 3 3 2 4 3 3 2 3 2 3 2 2 2 6 4 2 4 2 4 4 4 3 2
50 49 34 36 46 50 40 40 46 48 35 34 45 46 35 36 30 31 52 53 30 31 44 43 40 43 30 30 60 61 30 30 35 35 20 20 34 36 28 29 30 28
6 90 123 3 92 4 63 83 4 65 3 87 115 5 91 3 74 97 3 75 4 85 135 4 89 3 65 122 2 64 1 89 116 1 90 4 63 83 3 65 4 53 83 4 54 3 97 127 4 99 0 57 98 3 57 5 79 103 2 81 3 74 100 3 81 5 52 72 4 54 2 115 150 3 117 4 54 85 5 53 6 58 77 4 62 2 36 103 6 30 2 64 83 4 64 3 49 128 5 49 4 53 121 2 52
OWP
IWP
0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
34 35 20 20 29 33 30 32 40 37 35 32 32 23 24 29 29 36 39 35 36 30 32 31 30 36 28 29 33 28 27 28 32 33 20 20 35 36 33
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 1 1 1 0 0 -1 1 0 0 5 0 1 0 -1 0 0 10 0 0
41 40 72 70 48 42 47 44 35 38 40 44 44 61 58 48 48 41 36 40 39 48 44 45 47 38 51 48 42 55 52 51 44 42 70 70 47
41 71 45 45 36 42 44 60 48 38 40 46 46 45 48 49 51 43 70 47
1.7 1.0 1.1 1.3 1.7 1.8 1.8 1.0 1.1 1.6 1.0 1.2 1.3 0.7 2.4 1.2 1.0 1.3 0.7 2.5 1.7
48
83
IWP
121 125 74 66 44 48 51 81 85 73 86 90
IWP
OWP OWP OWP
IWP
107 103 80 48 69 71 68 105 45 77 92 61 86 76 70 85 86 70 108 89 89 81
IWP
OWP
IWP
OWP
IWP
OWP
IWP
IWP
OWP
IWP
OWP
153 112 42 49 105 82
39 41 42
EB
Rc
51
Road Name: Bunda Turn Off - Chimbiya Chainage (km) Averages and Totals Area Cracked Wide Cracks 7.69 to 9.69 Sample Length Code: 91 Road Code: 9 Sample Length No.: S1 Truck Axle Load - LHS: RHS: m2 m2 m2 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

Date: 13-Aug-98 Operator: RI/MOWS Width: 6.7 m
5125 m2 5125 m2
38.2% 38.2% 22.2 21.2 22.9
3930 2078 13400 600
29.3% 15.5% 100.0% 4.5%
1.05 0.22 0.993 1.300 1.37 1.37
mm mm 0.99
OWP IWP
11 10
52% 48%
8.7 mm 7.7 mm 47 m 89 MPa 81 MPa 72 MPa 92 MPa 48 MPa
mm mm
Avg.Mr Upper Layers Mr Subbase 20% Avg.Mr of the Foundation Mr Selected Subgrade 80% Mr Subgrade 20%
Mr Base 80% 103 MPa
4% of the road
1.37
Existing Base Material:
CR
2.12 mm
52
Width >3mm

kg kg
Date: 13-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 21 0 4 0 0 0 0 7 5 0 0 LHS 0 4 3 8 8 10 8 0 12 0 117 117 5.3 61 325 12 0 0 0 1 0 35 30 20 20 0 0 -4 0 40 43 47 65 68 70 0.8 1.3 90 71 11 18
92
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
21 L
28.57 28.67 28.77 28.87 28.97 29.07 29.17 29.27 29.37 29.47 28.67 28.77 28.87 28.97 29.07 29.17 29.27 29.37 29.47 29.57
T T C C C C C C C C
2 2 4 4 4 4 4 4 3 3
20 30 40 40 40 50 40 40 30 40
14
100 100
0.4 0.4 0.3
100 100 100
3 3 3
100 100 100
3 3 3
100 100 100
3 3 3
P P P
CW CW CW
P P P
P P P
29 L 30 L 31 L
69 80 64
11
20
100
OWP OWP OWP

L L
CW CW
2 2
20 30

5 5 5 5 5 20 7 7 5 5 40 20 14 28
100 100 100 100 100 100 100
0.2 0.2 0.2 0.4 0.2 0.4 0.4
100 100 100 100 100 100 100
3 3 3 3 3 3 3
100 100 100 100 100 100 100
3 3 3 3 3 3 3
100 100 100 100 100 100 100
3 3 3 3 3 3 3
P P P P P P P
CW CW CW CW CW CW CW
P P P P P P P
P P P F F F F
22 L 23 L 24 L 25 L 26 L 27 L 28 L
2 1 2 0 3 2 2 2 3 1 2 2 3 2 0 2 2 2 3 2 1 1
30 28 29 27 25 25 32 34 40 36 26 27 25 26 29 29 29 28 35 32 25 27
4 3 5 2 5 3 2 2 6 2 2 3 3 2 0 1 3 0 3 2 2 1
54 52 51 52 42 45 60 64 71 69 48 49 44 48 58 55 53 54 64 60 47 52
2 2 1 3 0 1 1 0 1 1 1 2 3 1 1 2 2 2 1 2 2 2
32 34 31 35 24 25 40 40 25 25 20 21 24 24 35 35 18 19 27 29 21 22
4 4 4 5 0 1 0 1 1 2 1 1 3 2 -1 0 0 2 -2 1 2 1
58 62 57 62 48 48 79 79 48 47 38 39 42 45 70 68 34 34 55 55 38 41
77 77 62 102 90 63 59 89
IWP
0 0 0 0 0 0 0 0 0 0
10 11 4 5 18 22 25 27 20 20
0 140 0 127
140 127
6.8 5.3
61 67
418 353 1351 136 108 132
IWP
IWP
OWP OWP OWP
0 350 315 25.1 54 0 280 0 78 65 1.9 72 -9 53 0 56 54 1.6 66 0 52 0 70 70 1.3 101 0 70
IWP
IWP
100 126
EB
Rc
53
Road Name: Bunda Turn Off - Chimbiya Chainage (km) Averages and Totals Area Cracked Wide Cracks 28.57 to 29.57 Sample Length Code: 92 Road Code: 9 Sample Length No.: S2 Truck Axle Load - LHS: RHS: 1258 m2 484 m2 6700 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

2479 m2 2479 m2
37.0% 37.0% 21.6 20.6 22.4
18.8% 7.2% 100.0% 4.5%
0.76 0.14 0.993 1.300 0.96 0.97
mm mm 0.99
OWP IWP
6 5
55% 45%
5.4 mm 6.1 mm
Avg.Radius of Curvature 108 m mm mm Avg.Mr Upper Layers 336 MPa Mr Base 80% 379 MPa Mr Subbase 20% 119 MPa Avg.Mr of the Foundation Mr Selected Subgrade 80% Mr Subgrade 20% mm mm mm mm 75 MPa 94 MPa 61 MPa
6.16 x106 Axles 1.33 x106 ESAs 96% 60 60 60 30
4% of the road
0.97
1.49 mm
54
Width >3mm

kg kg
Date: 13-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 0 6 0 0 0 0 0 0 0 31 0 0 0 0 0 0 8 LHS 6 0 4 0 0 6 3 0 0 3 0 8 0 0 0 0 13 22 13 6
93
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Point Number
To
0
47.25 47.35 47.45 47.55 47.65 47.75 47.85 47.95 48.05 48.15 48.25 48.35 48.45 48.55 48.65 48.75 48.85 48.95 49.05 49.15 47.35 47.45 47.55 47.65 47.75 47.85 47.95 48.05 48.15 48.25 48.35 48.45 48.55 48.65 48.75 48.85 48.95 49.05 49.15 49.25
L L L L L L L L L L
C C L L C C C B L L C C C L C C C C C C
4 4 4 4 3 3 3 3 3 4 4 4 3 3 5 5 5 5 5 5
70 60 50 50 60 40 30 40 50 60 70 60 50 40 60 70 70 60 70 80

B B T T L T T
4 4 4 4 3 3 3
70 60 50 50 60 40 30

5 5 5 5 5 5 14 20 25 25 5 5 5 5 4 30 25 35 25 25
100 100 80 80 80 80 100 0.2 80 80
3 3 4 4 4 4 4 4 4 4 4 4 4 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 3 3 3 3 3 P P P P P P P P P P P P P P P CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
F F F F F F F F F F F F F F F P P P P P
F F F F F F F F F F F F F F F F F F F F
1 2 3 4 5 6 7 8 9
T T T T C T
CW CW CW CW CW CW
3 4 4 4 3 3
50 60 70 60 50 40
70 80 70 80 90 100 100 100 100 0.2 0.5 100 100 100 100 100 0.3 100
10 L 11 L 12 13 L 14 L 15 L 16 L 17 L 18 L 19 L 20 L
1 0 1 1 2 2 1 0 1 0 3 1 1 2 0 1 3 1 0 2 1 0 0 0 1 2 1 0 0 2 1 1 1 2 0 4 0 0 2 0 1 1
14 14 19 20 24 22 23 22 16 15 18 17 27 29 23 21 26 24 26 24 29 31 20 21 20 20 21 20 11 14 31 30 44 47 39 39 51 54 33 30 43 42
2 25 1 27 3 34 1 38 2 44 3 39 3 42 1 43 3 28 3 27 2 31 2 31 1 52 3 53 5 41 2 39 2 47 2 45 2 50 0 46 1 56 2 60 -1 41 -1 43 1 38 2 36 2 39 2 38 0 22 2 24 5 56 4 55 1 86 4 88 4 74 6 68 1 101 3 105 2 62 0 60 -1 86 2 81
1 2 2 2 1 1 1 1 2 2 2 2 3 3 1 1 2 2 2 3 1 1 3 2 3 2 3 2 2 3 2 2 1 1 2 2 1 1 2 2 1 1
8 9 7 8 11 11 16 16 11 11 15 16 11 11 10 9 18 17 19 20 32 32 13 12 8 7 24 23 10 11 40 40 31 32 30 30 50 50 32 32 64 65
1 14 34 2 14 1 11 46 1 13 1 20 54 2 19 1 30 55 1 30 2 18 35 3 17 2 26 40 3 27 2 17 68 2 17 1 18 52 1 16 2 32 59 1 31 1 35 62 3 34 1 62 80 1 62 2 21 54 1 21 2 11 48 1 11 4 41 54 2 42 2 16 30 3 16 3 75 79 30 48 1 60 112 1 62 2 56 92 1 57 1 98 133 1 98 2 60 79 2 60 1 126 164 1 128
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
25 10 10 10 11 12 11 9 8 10 14 19 10 11 10 10 10 11 19 16 11 15 9 10 11 11 10 11 17 12 45 42 33 38 50 52 36 35 49 38
56
56 140 137 122 137 158 89 122 148 134 78 109 137 125 134 98 32 39 27 39 33
0.2 3.0 3.9 3.2 1.6 2.8 2.6 2.8 5.7 5.0 2.4 2.5 3.0 2.7 1.1 3.6 0.8 0.9 0.9 0.6 0.8
296
64
0 140 0 -1 0 0 0 -1 0 0 0 2 -2 -2 0 0 0 0 0 -2 -1 1 -2 -1 0 -1 0 0 1 -1 0 -2 0 -2 -3 1 -1 -2 0 0 140 133 127 117 127 147 175 140 100 78 127 117 140 156 140 127 74 82 122 97 140 133 127 122 140 127 85 112 31 33 42 36 27 27 38 39 29 37
111 333 90 92 348 295
169 275 131 367 79 202
101 284 74 73 73 419 366 174
OWP OWP
IWP
100 245 107 325 106 287 225 237 69 63 77 53 98 66 245 53 66 46 59 54
IWP
OWP OWP OWP OWP
IWP
OWP
IWP
EB
Rc
55
Road Name: Bunda Turn Off - Chimbiya Chainage (km) Averages and Totals Area Cracked Wide Cracks 47.25 to 49.25 Sample Length Code: 93 Road Code: 9 Sample Length No.: S3 Truck Axle Load - LHS: RHS: 1020 m2 540 m2 11859 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = 3175 3175
kg kg

7638 m2 7638 m2
57.0% 57.0% 18.4 8.6 23.6
7.6% 4.0% 88.5% 4.5%
0.68 0.34 0.993 1.300 1.19 1.38
mm mm 0.99
OWP IWP
17 4
81% 19%
3.5 mm 6.7 mm
6.16 x106 Axles 1.33 x106 ESAs 96% 140 140 140 70
4% of the road
1.38
1.83 mm
56
Road Name: Dedza - Biriwiri Chainage (km) Chainage (km) From Type 9.89 to 11.89 Sample Length Code: 101 Secondary Cracking Extent (%)
Width >3mm

Road Code: 10 Width: 6.7 m Sample Length No.: S1 Truck Axle Load - LHS: RHS: Ravel Extent (%) Degree Bleed Extent (%) Degree Skid Extent (%) Degree Deform Shoulder Condition Drainage Condition Condtion Position 3175 3175
kg kg
Date: 12-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 5 LHS 7 7 14 6 6 4 6 4 4 6 6 11 6 0 4 13 6 8 8
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Surface Condition Pothole Patch
Edge
To
42 R
9.89 9.99 10.09 10.19 10.29 10.39 10.49 10.59 10.69 10.79 10.89 10.99 11.09 11.19 11.29 11.39 11.49 11.59 11.69 11.79 9.99 10.09 10.19 10.29 10.39 10.49 10.59 10.69 10.79 10.89 10.99 11.09 11.19 11.29 11.39 11.49 11.59 11.69 11.79 11.89
C C C C C C
CW CW CW CW CW CW
2 2 2 2 2 2
50 50 50 40 40 30
100 100 100 100 100 100
3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 100 100 100 100 100 100 100 100 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P P P P P P P P P P
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
F F F F F F F F F F F F F F F F F F F
F F F F F F F F F F F F F F F F F F F
44 R 45 R 46 R 47 R 48 R 49 R 50 R 51 R 52 R 53 R 54 R 55 R 56 R 57 R 58 R 59 R 60 R 61 R 62 R
58 50 59 70 72 65 82 62 72 88 79 68 63 119 103 81 71 81 134
OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP OWP

5 5 5 5 5 11 31 22 7 40 5 38
100
3.0
100
CW
43 R
C C C C C C C C C C L C C
CW CW CW CW CW CW CW CW CW CW CW CW CW
3 4 3 3 3 3 3 3 4 4 3 2 4
60 50 40 40 30 40 30 40 50 50 40 50 50
100 100 100 100 100
100 L CW 3 40
0.2 0.2 0.2
100 100 100 100 100

35
100 100
22
5 5
3 7
100 100
1 2 1 0 2 1 2 1 1 2 2 2 1 1 2 1 1 1 3 3 1 2 1 3 0 2 0 1 2 2 2 1 3 3 3 2 3 3 3 3 4 3
21 22 20 22 24 25 22 22 26 25 30 29 30 31 29 26 32 34 26 27 29 30 35 38 30 35 27 29 27 26 48 47 43 45 35 34 33 30 35 34 57 55
2 39 3 39 2 37 1 43 2 44 3 46 6 36 2 41 6 45 2 46 3 55 3 53 4 55 4 57 5 51 1 50 2 61 1 66 2 47 2 49 4 53 0 58 2 67 3 70 1 59 4 64 2 52 4 53 2 50 3 47 3 91 -1 94 4 79 6 81 6 61 2 64 6 57 4 53 4 63 3 62 5 105 4 103
2 2 3 2 3 3 2 2 2 2 2 3 2 2 1 1 3 2 3 2 3 2 1 2 3 2 2 2 2 2 3 3 2 3 1 1 1 2 2 2 1 3
27 28 24 25 22 22 18 18 18 18 25 25 30 29 20 21 27 27 23 21 27 26 28 28 31 29 28 29 15 14 32 31 31 32 15 15 20 19 31 31 20 22
2 2 4 2 2 2 2 2 3 3 2 2 4 3 1 1 2 3 3 2 4 3 2 3 4 2 4 3 3 2 4 4 4 4 1 0 3 2 4 3 1 4
50 52 41 46 39 39 32 32 31 31 46 45 54 53 38 40 49 49 40 38 47 47 53 51 55 54 50 53 25 24 57 55 56 57 28 29 36 34 56 57 38 37
66 56
1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0
21 20 21 20 20 20 20 20 22 25 20 23 22 28 25 29 21 22 23 36 32 20 30 27 22 25 36 35 31 30 42 34 30 28 45 35
1 0 1 0 -2 0 0 0 0 0 0 0 0 0 0 1 -4 0 0 -2 0 0 0 0 0 0 0 0 0 0 0 0 -2 -2 1 0
70 70 68 70 67 70 70 70 64 56 70 61 64 50 56 49 61
IWP
70 69 68 70 60 65 57 56 49 61
0.8 0.8 1.1 0.8 0.8 1.4 1.1 0.9 1.1 0.9 1.4 0.9 1.5 0.8 0.9 1.5 1.5 0.9 0.5 0.9 1.6
141 116 137 115 115 121 144 115 121 89 91 107 81 99 126 103 95 88
IWP
111 105 88 79 78 105 118 69 113 86
64 62 61 38 41 44 70 58 47 52 52 64 60 56 39 39 40 45 45 47 47
110 103 51 59 85 116 85 45 77 88 80 53 80 71
35 38 41 45 47 48 31 36 40
EB
Rc
57
Road Name: Dedza - Biriwiri Chainage (km) Averages and Totals Area Cracked Wide Cracks 9.89 to 11.89 Sample Length Code: 101 Road Code: 10 Width: 6.7 m 9258 m2 394 m2 10050 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S1 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

Date: 12-Aug-98 Operator: RI/MOWS
5561 m2 5561 m2
41.5% 41.5% 21.2 18.3 25.1
69.1% 2.9% 75.0% 4.5%
0.76 0.21 0.993 1.300 1.07 1.22
mm mm 0.99
OWP IWP
19 2
90% 10%
mm mm
Mr Base 80% 115 MPa
4% of the road
1.22
1.66 mm
58
Width >3mm

kg kg
Date: 12-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 7 5 0 0 0 0 4 0 0 6 7 13 0 0 0 11 0 0 0 0 LHS 5 0 8 0 4 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -1 0 0 0 20 28 32 25 36 33 19 20 29 29 45 46 30 30 37 29 32 55 30 29 34 36 46 32 50 44 28 38 18 -2 -3 3 0 9 0 0 0 -2 -1 0 0 -10 1 -1 -19 -6 0 0 0 0 0 0 0 -10 -4 -1 0 0 67 47 46 56 45 42 74 70 47 47 31 30 40 47 37 36 40 25 47 48 41 39 57 51 44 72 47 31 44 37 33 47 41 39 4.6 2.6 0.9 2.1 1.6 1.5 2.6 2.0 2.2 1.8 1.1 2.0 1.6 1.5 2.0 1.6 33 45 81 73 59 41 39 39 32 54 70 41 47 36 46 97 153 116 75 155 94 60 99 78 71 98 73 83 74 55 91 155 17 5 5 0 3 7 6 4 8 0 12 12 11 9 23 0
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
21 L
27.47 27.57 27.67 27.77 27.87 27.97 28.07 28.17 28.27 28.37 28.47 28.57 28.67 28.77 28.87 28.97 29.07 29.17 29.27 29.37 27.57 27.67 27.77 27.87 27.97 28.07 28.17 28.27 28.37 28.47 28.57 28.67 28.77 28.87 28.97 29.07 29.17 29.27 29.37 29.47
C C C C C
CW CW CW CW CW
3 4 4 4 4
50 90 90 90 80

L L
CW CW
3 4
50 90

5 5 7 7
5 5 5 5
12 21 26 39
100 100 100 100 100 100
0.5 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.2 0.2
100 100 100 100 100 100 100 100 100 100 100 100 70 80 100 100
3 4 4 4 4 4 4 4 4 4 4 4 5 4 3 3 3 3 3 3
80
100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
P F F F F F F F F F F F F F F F F F F F
12
100 100
100 100
C C C C C C C C C C
4 4 4 3 2 3 4 4 4 4
80 70 60 70 80 70 60 50 40 50
5 5 48
48
108 96 138 129 170 125 62
100 100 100 100 100 100
2 2 2 2 2 2
100 100 100 100 100 100

14
5 5 5
22 7 45
100 100
5 5
35 70
5 5 5
43 41 21 15
100 100 100 100
0.3 0.3 0.3 0.3
100 100 100 100
CW
50

9 9 5 5 5 5 7 5 5 5 2 1 3 2 2 3 2 1 3 1 2 3 2 0 2 3 1 3 0 3 3 3 2 1 2 2 0 0 1 3 3 2
40 40 37 39 79 79 65 65 48 48 55 56 49 47 36 36 31 32 42 42 62 62 56 55 57 62 68 68 42 45 41 40 56 56 53 52 66 67 49 54 27 27
11 10 6 7 10 5 6 5 7 6 2 1 2 2 4 3 2 2 3 2 4 6 5 1 2 5 0 2 1 3 4 3 4 3 3 3 1 2 1 8 4 3
60 61 63 66 143 148 117 120 84 85 106 110 93 90 66 66 58 61 78 81 118 115 105 109 110 116 135 131 83 84 75 74 106 108 101 99 131 132 96 97 47 49
3 3 2 2 3 2 4 3 3 3 2 2 3 3 3 3 2 2 2 3 3 3 3 3 3 2 4 2 4 4 3 3 4 3 2 3 3 3 2 2 2 3
21 23 26 26 55 56 23 23 30 30 40 40 30 30 27 27 18 18 31 30 53 55 84 83 90 88 75 76 34 33 27 26 54 54 50 49 65 62 46 45 26 26
3 3 1 2 3 3 3 3 3 3 2 4 3 4 2 3 2 2 3 3 3 2 5 1 4 2 5 3 4 4 4 4 3 3 3 3 5 3 2 3 3 3
36 40 49 48 104 107 39 40 54 54 76 74 54 53 49 48 32 32 57 54 100 105 160 162 173 172 141 147 60 58 47 45 101 102 95 92 122 118 88 85 47 46
78 83 188 153 109 139 118 85 77 103 150 208 223 186
0 0 0 0 0 0 0 0
20 20 21 23 32 32 23 34
0 -1 0 0 4 -9 -4
70 68 67 61 47 44 51 39
69 64 45 45
2.0 2.0 5.3 3.4
73 69 24 33
147 134 126 110
IWP
IWP
IWP
30 37 44 25 28 30 49 43 37 78 78
EB
Rc
59
kg kg

6901 m2 6901 m2
51.5% 51.5% 21.0 19.8 23.9
22.8% 9.9% 97.5% 4.5%
1.30 0.45 0.993 1.300 1.98 2.10
mm mm 0.99
OWP IWP
18 3
86% 14%
4.7 mm 5.5 mm 47 m
mm mm
4% of the road
2.10
3.05 mm
60
Width >3mm

kg kg
Date: 12-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 5 6 0 5 0 0 0 4 6 0 0 0 0 0 0 0 0 4 0 0 0 LHS 6 5 5 6 7 4 8 5 0 9 6 9 5 6 9 4 6 0 3 5 0
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
0
52.75 52.85 52.95 53.05 53.15 53.25 53.35 53.45 53.55 53.65 53.75 53.85 53.95 54.05 54.15 54.25 54.35 54.45 54.55 54.65 52.85 52.95 53.05 53.15 53.25 53.35 53.45 53.55 53.65 53.75 53.85 53.95 54.05 54.15 54.25 54.35 54.45 54.55 54.65 54.75
L L L L L L L L L L
L C C C C C L L L L L L C C C C C C C C
CW CW CW CW W CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4
25 50 40 60 50 40 50 60 50 40 50 50 30 40 30 45 40 40 50 60
OWP

5 L L L L L CW CW CW W CW 3 3 3 3 3 50 40 60 50 40
4 7
100 100 100 100
3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 P P P P P P P P CW CW CW W CW CW CW CW CW CW
P P P P P P P P P P P P P P P P P P P P CW CW P P
F F F F F F F F F F F F F F F F F P P F
1 2 3 4 5 6 7 8 9
OWP OWP OWP

5 5
25 21
100 100 100
0.4 0.4 0.4 0.4
100 100 100 100
42
100
100 100 100 L L L L L L CW CW CW CW CW CW 3 3 3 3 3 3 30 40 30 45 40 40
0.4 0.4 0.2
100 100 100 100
3 3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2
P P
10 L 11 L 12 L 13 L 14 L 15 L 16 L 17 L 18 L 19 L 20 L

5 23
100 100 100 100 100 100 100
0.3 0.3 0.3 0.3 0.4 0.2 0.2
100 100 100 100 100 100 100
2 2 2 4 3 3 3 2 4 4 4 0 0 4 3 2 2 3 5 5 3 1 3 3 7 7 6 8 6 6 6 6 7 7 7 6 7 7 6 6 6 6
29 29 32 32 36 34 27 24 42 40 18 20 42 41 14 14 33 33 46 40 32 24 40 44 28 28 30 40 32 32 29 24 24 24 28 28 28 29 32 32 46 46
3 2 5 4 4 4 2 1 10 2 0 0 4 5 5 5 3 2 20 5 10 3 7 15 8 8 5 9 5 6 14 6 7 7 7 6 10 14 7 9 7 10
53 54 57 56 65 61 49 45 70 74 32 40 80 73 20 21 61 61 67 70 51 44 70 70 41 41 49 63 53 52 38 36 34 34 42 44 39 37 51 49 79 76
2 2 1 1 3 3 2 2 2 2 3 2 4 3 1 3 1 2 3 2 2 3 3 3 3 3 2 3 3 3 2 3 3 3 3 3 3 3 3 3 3 3
25 25 20 20 33 33 27 28 26 27 19 19 21 20 13 15 16 17 22 21 20 21 21 21 19 20 22 23 22 22 16 17 18 17 22 23 14 15 33 34 36 35
3 2 -1 0 2 3 2 2 2 3 4 3 4 3 1 4 1 2 2 2 4 4 4 3 4 4 2 3 2 2 2 3 4 4 4 3 4 4 1 3 2 0
45 46 40 39 61 60 50 52 48 49 31 33 34 34 24 23 30 30 39 38 34 35 35 36 31 33 40 40 39 39 28 28 29 27 37 40 21 23 62 62 67 67
OWP OWP OWP
69 73 81 66 93 46 99 30 79 88 61 90 53 72 68 48 44 56 49 80 100
0 0 0 0 0 0 0 0 0 0 0 0 -1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -3 0 0 0 0 0 0 0
22 24 16 21 29 24 22 31 32 16 29 10 20 18 15 20 20 28 30 25 28 30 25 28 29 22 23 27 13 23 20 20 21 28 33 35
0 64 61 0 58 5 104 85 0 67 0 48 48 -4 -2 -1 -3 -4 0 54 57 61 44 43 42 78 78 48 48 140 65 82 65 48 53 51 50 62 71 65 68 50
1.2 2.7 1.0 0.8 1.1 0.9 1.6 0.9 1.8 3.8 1.1 1.3 0.5 0.9 0.8 0.6 0.6 0.9 0.7 0.7 1.1
94 72 83 118 71
112 197 85 94 77
IWP
151 131 61 96
IWP
0 140 -2 -4 0 -2 -4 0 0 0 1 0 0 1 1 -1 1 0 -2 0 -1 0 0 0 -1 0 65 70 93 67 64 50 47 56 51 47 56 51 49 62 62 52 90 61 68 70 67 50
262 239 74 55 134 206
109 116 70 151 96 107 163 91 78 88 81 93
173 110 127 108 149 110 115 66 79 74
IWP
42 41 40
EB
Rc
61
kg kg

6030 m2 6030 m2
45.0% 45.0% 12.4 5.2 18.9
10.2% 3.4% 95.0% 4.5%
0.69 0.20 0.993 1.300 0.98 0.99
mm mm 0.99
OWP IWP
18 3
86% 14%
3.3 mm 3.1 mm 62 m
mm mm
4% of the road
0.99
1.51 mm
62
Road Name: Salima - Senga Bay Chainage (km) Chainage (km) From Type 5.49 to 6.49 Sample Length Code: 111 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 2-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 9 0 4 0 3 0 6 7 0 0 LHS 5 0 1.8 1.7 0.4 0.4 1.7 2.3 2.8 1.9 77 99 137 167 0 13 13 0 9 6 0 11
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
5.49 5.59 5.69 5.79 5.89 5.99 6.09 6.19 6.29 6.39
5.59 5.69 5.79 5.89 5.99 6.09 6.19 6.29 6.39 6.49
C C C C C C C C C C
3 3 3 3 3 3 3 3 3 3
50 50 50 50 50 50 50 50 6 6

5 5
15 15 15 15 12 15 15 15 20 20
5 5 5 5 5 5 5 5 5 5
22 22 22 22 15 22 22 22 15 15
100 100 100 100 100 100 100 100 100 100
0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P
P P P P P P P P P P
F F F F F F F F F F
0 1 2 3 4 5 6 7 8 9
L L L L L L L L L L

5 5 5 5 5 5 5 5
0 0 2 0 2 0 1 0 3 5 1 3 0 1 2 2 1 0 0 2
33 34 35 35 32 30 24 24 15 16 17 18 28 30 32 32 35 34 31 33
1 2 3 1 3 1 1 1 5 5 2 3 1 0 2 3 1 0 1 2
2 2 1 2 1 1 2 2 2 3 2 2 1 2 2 2 0 1 2 2
24 24 21 22 13 13 15 14 14 14 14 14 21 21 20 21 17 17 38 38
2 3 2 2 0 1 2 3 3 3 2 2 2 2 2 2 0 1 2 2
OWP OWP OWP OWP
0 0 65 66 65 69 59 59 46 47 22 22 31 30 55 59 60 59 68 68 61 62
0 0 44 43 39 40 25 24 26 23 23 22 24 24 39 38 36 38 34 32 72 72
0 85 86 76 60 29 39 74 77 88 93
0 1 0 1 0 0 0 0 0 0 1 0 0 2 0 0 1 0 1 0
23 21 0 12 22 20 18 16 15 15 23 20 21 24 17 22 18 22 21 24
0 61 65 1 70 0 1 127 0 64 67 0 70 0 78 83 0 88 1 97 93 -1 90 0 62 66 0 70 1 68 67 3 65 1 85 74 0 64 0 80 72 0 64 0 68 65 3 62
2.1
66
141
IWP
291 131 212 81 72 60 73 92 134 163 168 136
IWP
OWP OWP OWP OWP
EB
Rc
63
Road Name: Salima - Senga Bay Chainage (km) Averages and Totals Area Cracked Wide Cracks 5.49 to 6.49 Sample Length Code: 111 Road Code: 11 Width: 5.6 m 1883 m2 746 m2 5600 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S1 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

2307 m2 2307 m2
41.2% 41.2% 21.9 21.8 22.1
33.6% 13.3% 100.0% 5.4%
0.64 0.29 0.993 1.300 1.08 0.91
mm mm 0.99
OWP IWP
8 2
80% 20%
4.3 mm 4.7 mm 75 m
mm mm
4% of the road
0.91
1.67 mm
64
Road Name: Salima - Senga Bay Chainage (km) Chainage (km) From Type 17.58 to 18.58 Sample Length Code: 112 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 2-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 9 0 7 7 4 7 5 7 4 0 7 LHS 8 0 0 9 9 5 5 0 3 0 6
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
11 R
17.58 17.68 17.78 17.88 17.98 18.08 18.18 18.28 18.38 18.48 17.68 17.78 17.88 17.98 18.08 18.18 18.28 18.38 18.48 18.58
C C C C C C C C C C
3 3 3 3 3 3 3 3 3 3
60 60 60 60 60 50 40 50 60 50

5 5 5 5 5 5 5 5 5 5
15 7 7 7 17 13 8 8 12 12
5 5 5 5 5 5 5 5 5 5
14 14 14 18 18 15 15 15 12 12
100 100 100 100 100 100 100 100 100 100
0.5 0.5 0.5 0.5 0.5 0.2 0.2 0.2 0.2 0.3
100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100
3 3 3 3 3 2 2 2 2
100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2
P P P P P P P P P P
P P P P P P P P P P
F F F F F F F F F F
12 R 13 R 14 R 15 R 16 R 17 R 18 R 19 R 20 R 21 R
2 0 2 2 2 2 4 4 2 0 2 0 1 3 0 1 2 2 0 1 1 0
20 18 25 27 20 22 26 25 27 24 24 23 29 30 23 24 26 27 22 22 19 18
1 0 2 3 2 2 6 4 1 1 2 1 1 4 0 1 3 2 1 1 3 0
37 36 46 49 36 40 42 42 51 47 44 45 56 53 46 46 47 50 43 42 34 36
2 2 2 2 2 2 2 2 3 3 3 2 3 3 1 1 2 1 2 2 3 2
17 17 23 23 15 16 40 39 30 30 20 19 26 26 26 27 25 25 25 25 26 26
2 2 3 1 1 1 3 3 3 1 3 1 3 3 2 1 2 1 2 2 1 2
30 30 41 43 27 29 75 73 54 56 34 35 46 46 49 52 46 48 46 46 48 48
OWP OWP OWP
47 61 49 96 71 57 70 65 63 59 62
0 0 1 0 0 1 1 0 0 1 5 0 2 1 3 2 5 3 2 0
20 21 19 20 20 23 23 21 24 10 20 20 32 22 25 15 12 9 20 15
0 0 0 0
70 68 67 76 73 70
0.7 1.4
158 107 102 139
IWP
1 72 2 65 62 0.7 135 99 -3 58 0 67 62 1.0 106 109 -1 57 1 156 123 3.6 86 307 4 90 1 72 60 1.2 92 109 3 47 2 68 65 1.0 114 114 2 62 -1 97 131 4.9 73 355 2 165 3 233 233 12.6 65 827 0 74 89 3 104 1.1 147 158
IWP
OWP
IWP
OWP OWP
IWP
IWP
EB
Rc
65
Road Name: Salima - Senga Bay Chainage (km) Averages and Totals Area Cracked Wide Cracks 17.58 to 18.58 Sample Length Code: 112 Road Code: 11 Width: 5.6 m 1798 m2 551 m2 4480 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S2 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

2744 m2 2744 m2
49.0% 49.0% 20.2 14.8 21.8
32.1% 9.8% 80.0% 5.4%
0.64 0.13 0.993 1.300 0.83 0.85
mm mm 0.99
OWP IWP
6 5
55% 45%
4.6 mm 3.3 mm 88 m
mm mm
4% of the road
0.85
1.28 mm
66
Road Name: Benga - Nkhotakota Chainage (km) Chainage (km) From Type 5.49 to 7.49 Sample Length Code: 121 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 3-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 0 6 4 4 0 7 0 4 0 6 0 0 0 0 8 6 7 0 0 0 LHS 7 0 8 0 8 9 0 0 0 0 0 0 -1 0 -2 0 0 0 0 0 0 0 0 0 0 0 0 0 -1 20 32 20 0 10 4 8 10 10 12 10 20 10 5 22 10 22 20 9 10 5 20 10 0 1 1 0 0 140 0 0 0 -1 0 140 14.5 36 515 70 57 44 72 72 1.6 1.5 70 95 115 140 13 9 0 0 9 9 0 8 10 11 4 14 0 0
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
63 R
5.49 5.59 5.69 5.79 5.89 5.99 6.09 6.19 6.29 6.39 6.49 6.59 6.69 6.79 6.89 6.99 7.09 7.19 7.29 7.39 5.59 5.69 5.79 5.89 5.99 6.09 6.19 6.29 6.39 6.49 6.59 6.69 6.79 6.89 6.99 7.09 7.19 7.29 7.39 7.49
100 100 100 100 100 100 100 100 100 100 100 100 100 L WP 3 20 100 100 100 100 L CL 3 10 100 100 100
0.2 0.2 0.2 0.2 0.3 0.3 0.5 0.2 0.2 0.2 0.2 0.2 0.4 0.2 0.2 0.2 0.2 0.3 0.3 0.3 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 100 100 100 100 100 100 100 100 100 100 2 2 2 2 2 2 2 2 2 2 100 100 100 2 2 2 30 50 100 100 2 2 2 2
P P P P P P P F P F P P P P P P P P P P
F F F P P P P F F F P P P P P P P P P P
64 R 65 R 66 R 67 R 68 R 69 R 70 R 71 R 72 R 73 R 74 R 75 R 76 R 77 R 78 R 79 R 80 R 81 R 82 R 83 R
1 0 2 2 0 2 1 1 1 2 1 1 0 1 2 2 1 0 2 2 2 1 2 0 1 1 1 2 0 2 1 2 2 1 2 1 2 0 2 1 0 0
24 22 10 9 20 22 33 34 21 22 29 29 33 34 26 28 34 33 39 40 40 39 32 30 30 31 25 27 15 17 15 15 29 28 9 9 9 7 8 7 28 30
1 0 3 1 1 3 3 2 1 2 2 1 0 1 3 1 1 0 2 1 1 1 2 0 2 1 1 2 0 2 0 1 1 1 2 2 2 0 3 2 1 2
46 44 15 15 39 39 62 65 40 40 55 56 66 66 47 53 66 66 74 77 77 76 60 60 57 60 48 50 30 30 29 27 55 54 14 15 14 14 11 11 55 58
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 1 1 2 2 1 1 3 2 2 2 3 3 3 3 3 3
24 24 8 8 19 20 29 30 32 30 31 31 32 32 34 35 35 35 43 43 41 41 39 39 45 45 38 38 38 38 30 32 33 33 6 6 18 18 7 7 35 35
2 2 2 1 1 2 1 2 1 1 2 2 0 0 1 1 0 1 1 1 -1 1 2 2 0 1 1 1 1 2 0 1 0 1 2 2 1 1 1 2 2 3
44 44 12 13 35 36 55 56 61 57 58 58 62 62 65 67 68 67 83 83 81 79 74 74 88 87 74 74 73 72 59 62 63 63 8 8 32 32 10 9 65 64
OWP OWP OWP OWP
58 19 50 82 76 75 85 85 87 107 103 96 113 96 94 78 81 19 41 14 83
0 0 0 0 0 0 0 0
12 10 11 10 12 15 11 10
0 0 2 0 2 0
117 128 140 140 140 140 127 127 93 93
4.0 0.5 2.9 4.2 3.4
82
331
422 199 103 300 58 96 244 329
0 127 134 0 140
IWP
IWP
IWP
OWP
IWP
IWP
IWP
350 257 54.1 165 140 131 7.7 122 117 117 5.7 2.9 2.0 2.7 8.1 0.1 0.3 0.6 3.8
IWP
25 1367 11 52 58 82 404 332 237
IWP
IWP
-1 133 101 -1 68 0 140 140 0 280 172 0 64 1 147 147 0 0 0 0 0 -2 0 64 64
IWP
146 299 146 397 57 675 461 56
OWP
IWP
IWP
70 113 156 140 210 280 67 100 133
IWP
526 135 547 315 66 254
IWP
OWP
EB
Rc
67
Road Name: Benga - Nkhotakota Chainage (km) Averages and Totals Area Cracked Wide Cracks 5.49 to 7.49 Sample Length Code: 121 Road Code: 12 Width: 5.5 m 1400 m2 0 m2 8250 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S1 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

165 m2 0 m2
1.5% 0.0% 4.1 1.6 6.5
12.7% 0.0% 75.0% 5.5%
0.73 0.29 0.993 1.300 1.17 1.08
mm mm 0.99
OWP IWP
7 14
33% 67%
4.3 mm 4.5 mm
1.82 x106 Axles 0.46 x106 ESAs 96% -70 -70 -70 -35
4% of the road
1.08
1.80 mm
68
Road Name: Benga - Nkhotakota Chainage (km) Chainage (km) From Type 20.88 to 23.38 Sample Length Code: 122 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 3-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 8 5 5 3 4 0 5 0 0 0 7 0 0 0 9 0 3 0 0 4 LHS 0 8 8 7 8 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 10 10 30 10 12 15 14 0 10 15 16 15 12 1 311 0 140 -4 117 14 61 311 140 7.2 3.6 131 944 98 33 80 31 49 70 349 411 119 399 353 249 0 3 0 8 5 9 7.6 1.0 1.8 54 407 5 5 9 6
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
42 L
20.88 20.98 21.08 21.18 21.28 21.38 21.48 21.58 21.68 21.78 21.88 21.98 22.08 22.18 22.28 22.38 22.48 22.58 22.68 22.78 20.98 21.08 21.18 21.28 21.38 21.48 21.58 21.68 21.78 21.88 21.98 22.08 22.18 22.28 22.38 22.48 22.58 22.68 22.78 22.88
100 100 100 100 100 100 100 L CW 3 20 100 100 100 100 100 100 100 100 100 100 100 100 100
0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.4 0.4 0.4 0.4 0.4
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 60 60 50 50 50 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
70 70 80 80 90 70 80 80 50 50 50 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P P P P P F P P P P P
P P F F F F F F F F F F F F F F F F F F
43 L 44 L 45 L 46 L 47 L 48 L 49 L L 51 L 52 L 53 54 L 55 L 56 L 57 L 58 L 59 L 60 L 61 L 62 L
1 0 0 1 1 2 1 2 2 1 2 0 1 0 0 0 1 0 2 0 2 1 0 0 1 0 0 0 1 2 0 0 2 0 0 1 1 0 1 1 0 0
17 16 20 20 49 50 41 42 74 72 22 21 40 40 22 24 42 40 32 30 16 13 20 22 42 44 30 30 44 46 32 34 26 28 30 32 28 30 16 16 17 16
-1 34 0 32 -2 42 -2 41 0 97 2 96 1 80 -1 83 2 144 1 142 1 41 -1 43 -2 81 -2 82 -1 45 0 48 1 82 0 80 0 62 -4 64 4 26 2 23 0 40 6 38 2 81 1 87 0 60 1 59 -2 89 0 90 0 64 2 66 -2 52 -1 57 -2 62 -1 64 -3 58 0 60 -1 32 -1 32 -1 35 0 32
2 2 2 2 2 2 3 2 1 2 3 3 2 2 3 3 1 2 2 1 1 2 2 1 1 1 1 1 3 3 2 2 1 1 0 1 2 2 2 2 2 2
26 26 28 28 40 40 41 40 70 70 26 26 36 37 7 8 39 40 38 37 22 22 30 30 49 50 17 17 43 43 27 26 26 26 30 32 32 32 30 31 31 29
2 48 60 5 45 0 54 70 0 54 0 78 125 0 78 4 75 105 0 78 0 139 185 0 138 1 48 61 3 46 0 70 105 1 71 3 8 60 3 10 -5 82 105 1 77 2 72 94 0 73 1 42 53 2 40 0 58 76 0 59 0 97 126 1 98 0 33 77 0 33 1 82 116 1 82 0 52 84 1 49 -1 52 70 0 51 -1 61 81 0 63 -2 64 81 0 62 3 55 74 0 60 1 59 74 1 55
IWP
0 0 0 0 0 0 0 0 0 0 0 0 0
10 12 30 10 22 15 25 8 10 22 12 15 16
0 140 0 117 0 47
140 117 47
2.5 2.8 2.4
126 316 98 44 32 20 271 104 539 214
OWP OWP OWP
IWP
0 140 0 0 -1 -1 0 -2 0 2 -2 64 93 55 165 140 61 117 100 82
140 17.0 64 74 10.5 1.1
IWP
122 133 30 95 40 616 188 272
OWP OWP OWP
152 20.3 89 91 2.0 6.8
IWP
IWP
IWP
IWP
117 12.3 61 1.5
OWP OWP OWP OWP OWP
-5 112 0 117
112 12.9 117 7.2 3.6
2 100 100 0 100 0 3 2 1 2 0 165 132 100 90 95 100 117 117
IWP
IWP
163 168 136 239
IWP
EB
Rc
69
Road Name: Benga - Nkhotakota Chainage (km) Averages and Totals Area Cracked Wide Cracks 20.88 to 23.38 Sample Length Code: 122 Road Code: 12 Width: 5.5 m 1140 m2 0 m2 11000 m2 750 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S2 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

110 m2 0 m2
0.8% 0.0% 6.8 5.7 7.4
8.3% 0.0% 80.0% 5.5%
0.90 0.31 0.993 1.300 1.35 1.36
mm mm 0.99
OWP IWP
11 10
52% 48%
3.6 mm 3.5 mm
Avg.Radius of Curvature 113 m mm mm Avg.Mr Upper Layers 331 MPa Mr Base 80% 409 MPa Mr Subbase 20% 180 MPa Avg.Mr of the Foundation Mr Subgrade 20% mm mm mm mm 76 MPa 33 MPa Mr Selected Subgrade 80% 124 MPa
1.82 x106 Axles 0.46 x106 ESAs 96% 0 0 0 0
4% of the road
1.36
2.09 mm
70
Road Name: Nkhotakota - Dwangwa Chainage (km) Chainage (km) From Type 32.97 to 34.97 Sample Length Code: 123 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 1-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 7 7 4 4 7 5 11 0 0 0 0 7 4 3 3 0 0 3 9 5 LHS 5 5 8 5 0 0 0 0 0 -1 0 0 0 0 0 0 1 0 -2 0 0 0 0 0 0 0 0 0 0 0 10 10 52 10 15 10 22 15 20 20 20 15 10 12 10 10 15 17 20 14 15 30 0 30 15 20 -1 133 130 -2 127 2 27 27 0 140 117 0 93 1 140 101 -1 62 4 108 108 0 2 3 0 70 72 74 76 76 93 93 1.1 0.8 5.3 3.0 5.1 1.5 1.2 0.3 3.2 2.0 5.4 2.1 2.6 7.1 1.2 207 237 58 61 81 58 92 45 325 239 296 141 8 11 0 9 6 0 10 0 5 5 0 3 0 0 4 6 5.4 43 233 5
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
21 R
32.97 33.07 33.17 33.27 33.37 33.47 33.57 33.67 33.77 33.87 33.97 34.07 34.17 34.27 34.37 34.47 34.57 34.67 34.77 34.87 33.07 33.17 33.27 33.37 33.47 33.57 33.67 33.77 33.87 33.97 34.07 34.17 34.27 34.37 34.47 34.57 34.67 34.77 34.87 34.97
1 L CL 3 20 9 5
100 100
0.2 0.3
100 100 30 50
2 2 2 2
50 50 30 100
2 2 2 2 P P WP WP P WP
P P F P P
P P F F
22 R 23 R 24 R 25 R 26 R 27 R 28 R 29 R
6 40 0.2
80 70
2 2
100 100
2 2
100 100 100 100
0.2 0.2 0.2 0.2
60 60 50 40 100 100
2 2 2 2 2 2 2 2 2 2 2 2
100 100 100 100 60 60 100 100 100 100 100 100
2 2 2 2 2 2 3 3 3 2 2 2 P P P P P P P P P P P P P P P F F P F F F F
30 R 31 R 32 R 33 R 34 R 35 R 36 R 37 R 38 R 39 R 40 R 41 R
100 100 100 100 100 100
0.4 0.4 0.4 0.2 0.2 0.2
100 100 100 100 100 100
4 2 3 1 2 3 0 1 1 1 2 3 0 0 1 2 0 2 0 0 1 2 1 0 0 1 2 2 1 1 2 2 0 1 0 0 0 0 0 0 0 1
32 31 28 28 39 40 40 43 13 15 52 50 28 29 27 28 32 31 27 26 25 25 11 9 21 22 18 19 23 24 25 26 29 28 36 34 36 35 40 39 41 41
5 3 4 2 2 5 1 3 2 3 5 0 1 0 4 4 2 2 3 1 4 5 3 2 2 2 3 2 1 1 1 1 2 2 0 0 0 0 2 0 1 2
55 57 49 53 74 72 79 82 23 26 97 97 55 58 49 50 62 58 51 51 45 43 18 16 40 41 31 34 44 46 47 49 56 53 72 68 72 70 78 78 81 79
2 2 2 3 2 2 3 3 3 3 1 2 3 2 2 2 1 1 0 1 3 3 2 2 2 2 2 2 2 2 2 2 4 3 3 0 4 1 2 2 3 1
38 38 35 38 32 32 38 39 31 31 48 49 30 30 38 38 44 43 27 27 27 26 15 14 18 18 18 19 18 19 29 30 25 23 24 26 26 22 42 40 36 34
2 1 -3 5 2 1 0 3 1 3 -3 2 2 2 2 2 0 0 -2 0 2 2 2 2 2 2 3 2 -1 0 0 2 5 0 2 -1 3 0 2 0 1 0
72 73 71 68 60 61 73 72 58 56 98 94 55 56 72 72 87 85 56 53 49 47 26 24 32 32 31 34 35 36 56 56 41 43 43 53 45 43 80 78 68 67
94 90 94 104 74 125 73 93 111 70 62 32 52 42 58 72 70 90 92 102 103
OWP OWP
1 0 1 0 1
8 10 12 20 15
1 200 174 12.1 1 147 2 133 94 2.7 -12 54 0 97 97 6.1
IWP
50 80 46
608 215 280
IWP
IWP
IWP
IWP
OWP OWP
IWP
IWP
113 141 432 112 97 308
OWP
IWP
IWP
0 147 128 -2 108 0 127 127 1 147 147
136 269 77 90 76 46 71 412 192 199 325 82
OWP
OWP OWP OWP
0 93 89 1 85 2 74 87 0 100 4 108 108 -2 0 0 1 0 45 45
IWP
IWP
47 97 83 70
OWP
EB
Rc
71
Road Name: Nkhotakota - Dwangwa Chainage (km) Averages and Totals Area Cracked Wide Cracks 32.97 to 34.97 Sample Length Code: 123 Road Code: 12 Width: 5.6 m 809 m2 8 m2 8064 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S3 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

112 m2 0 m2
1.0% 0.0% 5.5 0.0 16.5
7.2% 0.1% 72.0% 5.4%
0.81 0.24 0.993 1.300 1.16 1.13
mm mm 0.99
OWP IWP
10 11
48% 52%
4.1 mm 3.4 mm
2.65 x106 Axles 0.70 x106 ESAs 96% 30 30 30 15
4% of the road
1.13
1.79 mm
72
Road Name: Nkhotakota - Dwangwa Chainage (km) Chainage (km) From Type 39.56 to 41.56 Sample Length Code: 124 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 1-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 5 8 0 4 0 6 7 7 0 0 4 7 6 3 0 7 3 8 0 0 LHS 5 5 12 9 8 8 0 8 0 0 0 0 0 10 8 10 10 25 0 140 0 175 1 147 -2 127 2 58 7 0 0 127 58 4.8 1.0 71 345 0 0 4 0 0 0 0 0 0 0 2 28 10 20 18 25 20 36 0 50 50 1.9 55 34 53 35 112 104 525 190 183 58 8 8 9 13 16
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
0
39.56 39.66 39.76 39.86 39.96 40.06 40.16 40.26 40.36 40.46 40.56 40.66 40.76 40.86 40.96 41.06 41.16 41.26 41.36 41.46 39.66 39.76 39.86 39.96 40.06 40.16 40.26 40.36 40.46 40.56 40.66 40.76 40.86 40.96 41.06 41.16 41.26 41.36 41.46 41.56
R R R R R R R R R R
100 1 L WP 2 3 12 3 100 100
0.5 0.5 0.2
20 60 60
2 2 2
100 100 100 100
2 2 2 2 2 2 2 2 2 2 2
P P F F F F F P P P P F
P P P F F F F F F F F F F F F F
1 2 3 4 5 6 7 8 9
228 74 62 62 66 79 69 57 71 67 94 90 121 105 106 93 129 81
OWP

WP
10
100
0.2
70 70 80 80 70
2 2 2 2 2 2 2
100 100 100 100 60 60 80
100
0.2
60 50
10 R 11 R 12 R 13 R 14 R 15 R 16 R 17 R
100 1 1 1 1 1 4 100
0.2 0.2
100 100 100
2 2 2
100 100 100
2 2 2
P P P F
100 100 C WP 4 2
0.3 0.3 0.3 0.3 100 100 2 2
F F F F P P P
18 R 19 R 20 R

100 100
1 1 1 2 1 2 0 1 2 0 2 1 2 2 1 1 0 0 2 0 0 1 2 2 2 1 3 0 2 2 0 1 1 1 1 0 1 0 0 2 1 2
26 25 59 59 65 66 90 89 22 22 26 24 26 26 27 26 26 25 28 28 19 21 26 27 28 27 29 26 30 30 38 38 41 42 38 40 36 36 50 50 28 29
2 1 1 1 2 4 5 -2 2 1 2 1 2 2 1 0 0 0 2 1 0 2 1 2 2 1 3 0 2 1 0 0 0 2 -2 1 1 -2 1 -3 1 0
49 48 116 115 127 126 175 179 40 43 48 46 48 48 52 51 52 50 52 55 38 39 49 50 52 52 52 52 56 57 76 75 81 81 77 79 70 74 99 101 54 56
1 1 2 2 2 3 2 2 2 2 3 3 3 3 3 3 2 2 3 3 2 3 3 3 3 3 4 3 3 3 0 1 2 2 2 2 3 2 2 2 2 3
16 16 70 70 70 70 74 73 30 31 28 26 21 22 28 27 33 33 29 29 25 25 30 30 22 23 41 40 39 38 49 49 40 41 44 44 33 34 52 52 35 34
3 3 4 4 3 3 7 2 3 1 3 3 2 3 3 4 3 2 4 3 3 4 1 3 3 3 5 4 4 4 4 4 5 4 4 4 4 3 5 5 4 3
28 28 134 134 135 134 139 142 55 59 50 46 37 38 50 47 61 62 51 52 45 43 56 54 38 40 73 73 71 69 94 93 73 76 82 82 59 63 97 97 64 62
OWP
63 173 174
0 0 0 0 0 0 0 0 0 0 0 0
20 35 32 15 35 45 25 20 5 11 25 20
0 4 -2 1 0 -2
70
70
1.3 2.8 9.4 3.5
101 132 35 24 22 99 223 75
42 42 42 97 68 40 30 30
IWP
IWP
OWP
IWP
IWP
OWP
IWP
OWP OWP
0 56 63 0.7 136 102 0 70 0 280 204 11.7 60 707 0 127 1 57 64 1.0 108 112 0 70
IWP
IWP
100 103
OWP
IWP
IWP
IWP
IWP
0 140 0 2 0 3 0
140 15.5 3.6 5.3 0.5
OWP OWP
IWP
70 76 82 56 66 76 40 40
EB
Rc
73
Road Name: Nkhotakota - Dwangwa Chainage (km) Averages and Totals Area Cracked Wide Cracks 39.56 to 84 m2 84 m2 41.56 Sample Length Code: 124 Road Code: 12 Width: 5.6 m 774 m2 18 m2 6272 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S4 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

0.8% 0.8% 3.2 0.8 4.7
6.9% 0.2% 56.0% 5.4%
0.98 0.45 0.993 1.300 1.66 1.83
mm mm 0.99
OWP IWP
9 12
43% 57%
4.8 mm 4.2 mm 89 m
mm mm
Avg.Mr Upper Layers 211 MPa Mr Base 80% 272 MPa Mr Subbase 20% 101 MPa Avg.Mr of the Foundation Mr Subgrade 20% 68 MPa 34 MPa Mr Selected Subgrade 80% 104 MPa
4% of the road
1.83
2.55 mm
74
Road Name: Chingeni - Liwonde Chainage (km) Chainage (km) From Type 6.59 to 7.59 Sample Length Code: 131 Secondary Cracking Extent (%)
Width >3mm

kg kg
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
0
6.59 6.69 6.79 6.89 6.99 7.09 7.19 7.29 7.39 7.49 6.69 6.79 6.89 6.99 7.09 7.19 7.29 7.39 7.49 7.59
L L L L L L L L L L
C C C C B B C C B B
4 3 3 4 4 4 4 4 4 40
40 30 50 45 50 50 50 40 30 40
14
100
0.2
100
100
100
CW
10 L
OWP

L L L L
CW CW CW CW
4 3 3 4
40 30 50 45
5 5 5
30 21 14 18 21
100 100 100 100 100 100
0.3 0.3 0.3 0.3 0.2 0.2
100 100 100 100 100 100
3 3 3 3 3 3
100 100 100 100 100 100
3 3 3 3 3 3
100 100 100 100 100 100
2 2 2 2 2 2
P P P P P P
CW CW CW CW CW CW
P P P P P P
F F F F F F
4 5 6 7 8 9
OWP

5 5 5
20 30 21
100 100 100
0.4 0.3 0.3
100 100 100
3 3 3
100 100 100
3 3 3
100 100 100
2 4 2
P P P
CW CW CW
P P P
P P P
1 2 3
B B
CW CW
4 4
50 40

5 5
0 0 6 5 5 4 5 5 5 5 5 5 3 4 5 5 5 5 5 5 5 3
26 26 32 30 24 24 34 31 36 42 24 22 36 36 25 27 25 26 18 20 26 25
0 0 11 5 6 3 11 5 6 12 8 5 5 4 5 5 2 3 6 7 9 5
52 52 47 50 37 41 52 52 61 67 35 34 64 64 40 44 43 44 25 28 38 42
2 2 2 2 2 2 3 2 3 3 2 2 2 2 1 2 3 3 2 2 3 3
50 50 31 31 31 31 41 39 34 35 24 23 55 55 25 25 34 34 30 30 19 19
3 95 123 3 95 2 58 74 3 57 2 58 74 3 57 3 76 96 3 73 3 62 83 3 64 3 43 54 3 41 3 105 136 2 106 2 47 60 2 46 3 62 80 3 62 1 57 74 1 57 3 32 52 3 32
IWP
2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
31 29 28 33 19 18 21 22 41 39 16 29 38 25 22 24 23 20 17 21 20
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -1 0 0
47 48 50 42 74 78 67 64 34 36 88 48 37 56 64 58 61 70 80 67 70
IWP
47 46 76 65 35 88 43 60 60 75 68
0.7 0.5 1.0 1.3 0.5 1.0 0.8 0.7 0.7 0.4 0.8
112 126
74 68
IWP
IWP
136 131 95 96 123 52
IWP
151 154 86 137 130 70 94 96
IWP
IWP
IWP
IWP
246 103 138 113
EB
Rc
75
Road Name: Chingeni - Liwonde Chainage (km) Averages and Totals Area Cracked Wide Cracks 6.59 to 7.59 Sample Length Code: 131 Road Code: 13 Width: 6.7 m 1173 m2 709 m2 6700 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S1 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

2847 m2 2847 m2
42.5% 42.5% 21.0 19.9 23.2
17.5% 10.6% 100.0% 4.5%
0.82 0.27 0.993 1.300 1.22 1.31
mm mm 0.99
OWP IWP
2 9
18% 82%
2.4 mm 2.6 mm 59 m 98 MPa 70 MPa
mm mm
Avg.Mr Upper Layers Mr Subbase 20%
Mr Base 80% 123 MPa Avg.Mr of the Foundation 132 MPa Mr Selected Subgrade 80% 138 MPa Mr Subgrade 20% 96 MPa
4% of the road
1.31
1.89 mm
76
Width >3mm

kg kg
Date: 7-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 0 8 0 0 0 0 0 4 2 LHS 0 0 5 6 0 0 0 0 0 3 2
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
11 R
19.78 19.88 19.98 20.08 20.18 20.28 20.38 20.48 20.58 20.68 19.88 19.98 20.08 20.18 20.28 20.38 20.48 20.58 20.68 20.78
C C C C C C C C C C
3 4 4 4 4 3 3 3 4 3
35 50 50 50 50 30 40 40 30 40

5 T T T T T T T T T CW CW CW CW CW CW CW CW CW 4 4 4 4 3 3 3 4 3 50 50 50 50 30 40 40 30 40
7 14 15 14 8 14 15 15
100 100 100 100 100 100 100 100 100
0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P
P F P P P P P P P P
P F F F F F F F F F
12 R 13 R 14 R 15 R 16 R 17 R 18 R 19 R 20 R 21 R

5 5 5 5 1 1 35 70 5 5 5
15
100
4 4 5 6 5 5 5 5 5 4 4 4 4 4 4 2 3 3 4 4 6 2
19 20 19 21 27 27 56 50 15 14 26 24 19 19 42 48 30 27 36 26 22 22
4 4 5 8 9 6 17 11 6 5 11 8 4 4 2 4 9 4 2 4 6 10
30 32 28 28 40 43 90 84 19 19 37 36 30 30 78 90 48 47 66 44 32 32
4 2 2 2 2 3 3 3 3 3 2 3 1 1 3 2 4 3 2 4 2 2
56 55 10 9 28 28 50 51 25 25 26 26 34 35 42 42 48 49 20 20 25 26
2 106 138 0 108 2 16 36 1 15 3 51 65 3 50 1 96 124 3 96 3 44 57 3 44 4 46 59 4 45 0 67 86 2 67 3 78 108 2 80 4 88 116 4 91 2 36 71 1 35 2 46 60 3 47
OWP
0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0
18 20 20 16 10 20 35 30 10 8 25 25 23 27 55 29 34 46 50 32
0 78 74 0 70 0 70 79 0 88 0 140 105 0 70 1 41 44 0 47 2 165 170 0 175 1 58 57 0 56 1 62 57 -1 51 2 26 26 -10 0 1 0 0 41 41 41 31 29 28 44 44
IWP
0.6 0.5 2.2 1.6 1.2 0.5 0.3 0.5 0.4 0.3 0.2
195 110 220 115 104 229 53 88
IWP
IWP
IWP
OWP
265 310 174 236 74 138 132 245 81 71 38 56 36 49
IWP
OWP
IWP
IWP
IWP
EB
Rc
77
kg kg

2781 m2 2781 m2
41.5% 41.5% 18.0 17.3 18.7
14.4% 5.9% 100.0% 4.5%
0.84 0.33 0.993 1.300 1.33 1.32
mm mm 0.99
OWP IWP
3 8
27% 73%
1.4 mm 2.4 mm 69 m
mm mm
4% of the road
1.32
2.05 mm
78
Width >3mm

kg kg
Date: 7-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 7 5 0 0 3 4 0 0 0 6 0 LHS 12 13 8 3 9 0 4 4 7 6 0 0 33 32 0 -1 42 43 43 0.3 170 54 8
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
22 L
26.37 26.47 26.57 26.67 26.77 26.87 26.97 27.07 27.17 27.27 26.47 26.57 26.67 26.77 26.87 26.97 27.07 27.17 27.27 27.37
C C B C C C L L C C
3 3 4 4 4 4 4 4 4 4
40 45 50 40 35 40 30 35 40 40

5 5 5 5 L CW 4 35
30 15 10 15 15 30 30 15 20 15
100 100 100 100
0.3 0.3 0.2 0.2
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 2
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P
F F F F P F F F F F
F F F F P F F F F F
23 L 24 L 25 L 26 L 27 L 28 L 29 L 30 L 31 L 32 L

5 5 5 5
L L
CW CW
4 4
40 40

5 5
3 3 3 2 3 6 2 4 1 1 1 2 2 4 4 0 0 2 2 2 2 2
76 65 10 9 70 74 25 30 30 28 38 38 58 50 32 30 20 20 19 20 22 22
25 4 3 3 0 7 0 4 0 0 1 1 6 0 8 2 0 0 1 2 3 -1
124 123 14 13 137 135 48 52 59 55 74 73 108 96 52 58 40 38 35 36 39 43
1 1 3 2 1 1 2 2 1 2 2 2 2 2 4 4 1 1 2 2 2 2
70 69 30 30 30 31 46 47 23 24 31 31 90 90 40 41 31 32 34 35 24 25
0 0 -1 0 0 0 -2 -2 0 0 1 3 2 0 4 4 1 1 3 2 0 2
139 137 58 58 59 61 92 94 45 46 59 57 176 178 72 74 60 62 63 66 46 46
178 75 176 120 74 95 228 94 79 83 59
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
75 70 3 10 25 50 30 25 49 45 52 50 54 50 50 50 25 23
0 19 20 5 21 0 467 303 0 140 -2 54 41 0 28 0 47 51 0 56 0 29 30 -1 31 1 27 28 0 28 -4 25 25 -12 25 -2 27 28 0 28 1 57 59 0 61
IWP
0.6 1.9 3.7 0.7 0.3 0.4 0.7 0.2 0.6
47
30
IWP
329 638 28 114 125 88 56 136 155 103 82 37 38 40 33 88
IWP
IWP
IWP
IWP
IWP
OWP OWP
IWP
OWP
EB
Rc
79
kg kg

2647 m2 2647 m2
39.5% 39.5% 19.9 19.1 20.5
10.9% 10.9% 100.0% 4.5%
1.15 0.55 0.993 1.300 1.97 2.08
mm mm 0.99
OWP IWP
3 8
27% 73%
4.5 mm 4.0 mm 63 m 91 MPa 36 MPa
mm mm
Avg.Mr Upper Layers 114 MPa Mr Base 80% Mr Subbase 20%
Avg.Mr of the Foundation 125 MPa Mr Selected Subgrade 80% 158 MPa Mr Subgrade 20% 54 MPa
4% of the road
2.08
3.04 mm
80
Road Name: Liwonde - Zomba Chainage (km) Chainage (km) From Type 42.86 to 44.86 Sample Length Code: 134 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 7-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 0 0 0 4 3 0 0 0 0 12 0 0 0 15 0 0 0 0 LHS 11 7 5 12 0 4 6 8 0 6 16 4 10 7 10 10 7 11 0
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
33 L
42.86 42.96 43.06 43.16 43.26 43.36 43.46 43.56 43.66 43.76 43.86 43.96 44.06 44.16 44.26 44.36 44.46 44.56 44.66 44.76 42.96 43.06 43.16 43.26 43.36 43.46 43.56 43.66 43.76 43.86 43.96 44.06 44.16 44.26 44.36 44.46 44.56 44.66 44.76 44.86
C C C C
CW CW CW CW
4 4 4 3
50 50 50 40

5 5 5 L CW 3 40
30 30 3
100 100
0.2 0.2
100 100 100 100 100
3 3 3 3 3 3 3 3 3 2 2 2 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P P P P P P P P P P F
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW F

100 100 0.2 0.2 0.3
100 100 100 100 100
C C C C C C C C C C C C C
CW CW CW CW CW CW CW CW CW CW CW CW CW
3 3 3 3 4 3 3 3 3 3 2 2 2
45 40 20 20 40 50 40 40 35 40 50 30 35

100 5 5 5 5 5 5 5 5 5 5 5 5 20 27 30 30 30 15 5 25 20 4 13 17 100 100 100 100 100 100 100 100 100 100
0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
100 100 100 100 100 100 100 100 100 100
4 4 4 2 3 1 4 5 1 1 1 1 1 1 4 3 2 1 3 3 2 2 2 2 3 3 1 2 2 2 2 2 2 6 3 2 5 5 5 5 5 6
38 38 40 36 23 18 46 46 20 20 33 33 31 29 36 36 35 34 24 24 28 28 20 20 29 23 32 30 42 44 38 38 50 54 27 27 45 45 35 35 25 26
11 6 4 2 7 3 3 4 0 0 0 2 2 2 3 2 1 3 4 2 3 0 0 4 3 1 6 1 6 9 1 1 3 6 1 1 2 4 2 5 7 6
61 66 72 68 36 32 85 83 39 39 65 63 59 55 65 67 67 64 41 43 51 54 38 34 52 42 57 57 76 77 73 73 95 96 50 51 83 81 63 60 38 40
3 3 2 2 3 2 2 2 2 2 3 3 2 2 2 2 1 1 1 1 2 2 2 2 3 3 3 3 2 2 1 2 1 2 2 2 2 2 2 2 1 2
59 60 50 50 39 39 40 40 32 35 45 44 28 27 23 25 40 40 45 45 30 32 36 36 48 48 36 36 48 49 48 48 38 38 39 40 42 42 34 35 24 25
2 113 147 2 115 -1 99 127 0 98 2 73 95 2 74 2 76 108 0 78 1 61 82 2 66 2 85 109 1 84 1 53 74 2 50 0 44 85 2 46 -5 84 106 -2 81 0 89 115 0 89 0 58 76 2 60 1 69 89 1 69 -3 96 122 0 93 1 68 87 2 67 -2 96 123 1 95 0 95 122 0 94 -1 76 123 0 74 -2 78 100 1 77 -2 84 106 2 80 0 66 86 1 67 -1 48 61 1 47
0 0 0 0 0 0 2 2 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 0 0 1 0 1 0 0 0 0
36 29 29 33 23 22 42 41 30 25 46 40 30 30 38 33 47 33 24 23 42 30 26 22 32 38 52 48 51 50 52 55 44 52 33 40 39 48 42 32 21 33
3 0 0 0 0 1 0 1 0 0 0 0 -4 0 0 0 0 0 -1 0 0 2 1 -2 -1 1 1 0 0 0 0 0 1 0 0 1 -2 0 0 0 0 0
41 48 48 42 61 65 34 35 47 56 31 35 44 47 37 42 30 42 57 61 33 48 55 62 43 38 27 29 27 28 27 26 32 27 42 36 35 29 33 44 67 42
IWP
44 45 63 35 51 33 45 40 36 59 41 59 40 28 28 26 30 39 32 39 55
0.9 1.1 0.5 0.9 0.4 0.5 0.7 0.7 0.6 0.7 0.5 0.5 0.4 0.3 0.5 0.4 0.9 0.4 0.8 0.6 0.5
85 73 184 63 167 98 100 85 91 138 119 176 142 128 82 91 57 129 68 97 161
75 82 90 60 71 47 72 64 55 92 59 83 54 34 40 35 50 54 52 59 78
IWP
IWP
IWP
IWP
OWP
IWP
IWP
IWP
IWP
IWP
IWP
IWP
IWP
OWP OWP
IWP
IWP
OWP
IWP
IWP
EB
Rc
81
Road Name: Liwonde - Zomba Chainage (km) Averages and Totals Area Cracked Wide Cracks 42.86 to 44.86 Sample Length Code: 134 Road Code: 13 Width: 6.7 m 1368 m2 1121 m2 13400 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S4 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

4523 m2 4523 m2
33.8% 33.8% 18.9 15.1 20.6
10.2% 8.4% 100.0% 4.5%
1.02 0.21 0.993 1.300 1.34 1.31
mm mm 0.99
OWP IWP
4 17
19% 81%
4.5 mm 5.0 mm 41 m 62 MPa 78 MPa 50 MPa
mm mm
Avg.Mr Upper Layers Mr Base 80% Mr Subbase 20%
4% of the road
1.31
2.07 mm
82
Width >3mm

kg kg
Date: 7-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 6 LHS 11 14 0 3 8 10 0 6 10 11 7 15 10 3 4 0 6 4 5 0 12
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
54 R
65.93 66.03 66.13 66.23 66.33 66.43 66.53 66.63 66.73 66.83 66.93 67.03 67.13 67.23 67.33 67.43 67.53 67.63 67.73 67.83 66.03 66.13 66.23 66.33 66.43 66.53 66.63 66.73 66.83 66.93 67.03 67.13 67.23 67.33 67.43 67.53 67.63 67.73 67.83 67.93
C C C C C C C C C L L C L C C C C C C C
3 3 3 3 3 3 3 3 3 2 2 3 2 2 2 2 2 3 2 2
40 40 50 40 50 40 30 20 15 10 20 30 10 10 5 10 10 30 20 15
OWP

L L L L L L L L L
CW CW CW CW CW CW CW CW CW
3 3 3 3 3 3 3 3 3
40 40 50 40 50 40 30 20 15

1 1 1 1 1 1 1 1 1 1 1
70 70 70 70 70 70 70 70 70 70 70 70 70 70 70
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.4 0.3 0.3 0.2 0.2 0.3 0.2 0.3 0.4 0.4 0.4 0.4 0.4
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 2 2 3 2 3
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 3 3 2 2 2 2 2 2 2
CW
30

1 1
L L L L L L L
2 2 2 2 3 2 2
10 5 10 10 30 20 15
1 1
1 2 1 2 2 1 2 4 2 3 1 0 1 2 2 5 2 0 0 1 1 1 2 2 2 1 1 0 1 1 2 1 1 1 1 2 2 2 0 3 2 2
32 36 34 34 18 18 30 31 34 36 40 36 17 18 25 27 33 29 30 31 27 25 32 32 28 26 27 25 26 25 30 28 18 17 26 25 20 19 18 21 30 29
2 3 3 3 2 1 5 5 5 6 8 1 2 3 5 5 2 1 0 2 3 1 3 2 1 2 0 0 4 1 2 2 1 2 3 1 2 1 3 3 2 2
61 67 64 63 32 34 53 53 61 63 71 71 31 31 43 44 62 57 60 59 50 48 59 60 53 49 53 50 47 48 56 53 34 31 48 47 36 35 33 36 56 54
3 3 2 2 3 4 3 3 1 3 1 2 4 2 5 2 2 3 2 3 2 2 3 6 3 3 2 6 3 2 1 5 3 5 2 2 2 3 4 4 4 4
35 34 31 33 18 17 32 33 22 22 40 40 33 30 31 32 32 32 34 35 15 16 38 42 45 45 30 32 30 29 32 36 30 30 30 30 27 27 25 24 26 28
3 3 3 3 3 3 4 3 4 3 8 4 6 3 6 4 4 5 2 3 3 3 2 6 3 3 3 6 3 2 1 5 3 6 4 9 2 4 4 3 3 5
64 62 57 61 30 27 57 60 39 38 71 74 56 55 51 58 58 56 64 64 25 27 71 72 84 84 55 52 54 54 62 62 54 49 54 49 50 47 42 41 45 47
OWP OWP OWP
83 82 43 76 80 94 72 70 77 83 63 92 108 69 70 80 66 66 63 54 71
0 0 0 0 0 0 2 0 0 0 0 -3 0 1 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0
22 25 30 20 20 20 38 42 32 25 19 20 20 20 33 30 37 35 37 27 28 35 29 29 27 25 30 20 30 31 22 31 32 22 23 20 25 27
0 0 -1 0 0 0 0 -5 0 0 0 -2 0 2 0 0 0 1 -1 0 0 0 0 2 0 -1 0 0 0 0 0 0 -1 0 0 0 0 -1
64
64
1.9 1.2 0.6 1.6 0.5 1.4 0.5 1.1 0.8 0.6 0.5 0.8 0.7 0.9 0.8 0.7 0.5 0.5 0.5 0.6 1.0
70 79
133 93
56 51 46 70 70 70 70 38 31 44 56 74 62 70 76 42 47 38 41 37 53 50 40 48 50 52 56 47 70 47 45 64 70 35 50 68 73 45 39 45 45 49 54 58 46 64
182 105 88 101 68 204 139 50 96 97
IWP
IWP
IWP
OWP
IWP
117 132 94 101 126 94 113 106 115 106 196 133 174 72 59 66 74 77 90 97 72 89 62 91
IWP
IWP
IWP
IWP
IWP
IWP
OWP
IWP
OWP
IWP
45 44 43 64 62 61 70 70 56 53 51
IWP
IWP
170 108 96 92
EB
Rc
83
kg kg

3316 m2 3316 m2
24.7% 24.7% 20.3 19.4 21.1
14.2% 5.9% 100.0% 4.5%
0.74 0.14 0.993 1.300 0.96 0.96
mm mm 0.99
OWP IWP
7 14
33% 67%
3.8 mm 4.8 mm 54 m 90 MPa 72 MPa
mm mm
4% of the road
0.96
1.47 mm
84
Width >3mm

kg kg
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
75 L
87.91 88.01 88.11 88.21 88.31 88.41 88.51 88.61 88.71 88.81 88.01 88.11 88.21 88.31 88.41 88.51 88.61 88.71 88.81 88.91
L L L C C L L L L L
3 3 3 3 3 3 3 3 3 3
30 30 40 30 40 30 20 15 10 14

100 100 100 L L CW CW 3 3 30 40
0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
100 100 100 100 100 100 100 100 100 100
4 4 4 4 4 4 4 4 4 4
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P
P P P P P P P P P P
P P P P P P P P P P
76 L 77 L 78 L 79 L 80 L 81 L 82 L 83 L 84 L 85 L
OWP OWP

100 100 100 100 100 100 100
1 1 2 2 2 2 2 2 1 3 1 0 1 0 1 0 5 0 0 2 2 3
32 30 20 18 20 19 18 20 11 17 14 13 17 16 9 9 29 22 13 14 20 21
9 5 4 3 2 2 2 3 1 7 1 0 2 0 1 1 5 4 1 2 3 4
54 54 34 31 36 34 32 35 20 24 26 26 31 32 16 17 48 40 25 24 35 35
2 2 2 2 2 3 5 3 5 5 4 3 4 4 1 4 4 3 5 4 3 4
34 33 20 20 17 15 25 25 15 14 17 16 22 20 25 29 29 30 19 18 29 32
6 4 3 1 0 3 6 5 6 4 5 3 4 4 4 4 5 3 6 5 4 5
60 60 35 37 32 24 39 42 19 19 25 26 36 32 45 50 49 54 27 27 51 55
77 46 45 52 28 34 44 61 66 35 68
OWP
0 0 0 0 0 0 -2 0 0 0 0 0 0 2 0 0 0 0 0 0 0
39 32 22 25 20 20 20 10 10 21 20 15 15 10 9 20 22 18 18 20 20
0 0 0 0 0 0 0 0 1 0 0 0 0 2 0 0 1 0 0 3 0
36 40 44 64 60 56 70 70 70 67 140 147 67 70 93 93 175 156 70 65 78 78 76 70 68 144 68 93 165 68 78 73
IWP
0.5 0.4 0.7 0.6 1.1 0.3 1.0 0.8 1.0 0.4 0.7
116 203
57 81
IWP
167 109 181 102 232 259 266 88
IWP
IWP
168 161 334 273 120 118 272 104 163 116
IWP
IWP
IWP
IWP
EB
Rc
85
kg kg

1735 m2 1735 m2
25.9% 25.9% 20.3 20.2 20.5
11.9% 0.0% 0.0% 4.5%
0.51 0.16 0.993 1.300 0.75 0.74
mm mm 0.99
OWP IWP
3 8
27% 73%
5.1 mm 4.1 mm 85 m
mm mm
4% of the road
0.74
1.15 mm
86
Road Name: Liwonde - Mangochi Chainage (km) Chainage (km) From Type 4.95 to 6.95 Sample Length Code: 141 Secondary Cracking Extent (%)
Width >3mm

kg kg
Date: 4-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 9 5 5 0 6 4 11 10 0 0 3 5 0 0 5 3 0 4 0 0 8 LHS 17 0 0 0 0 40 10 40 36 2 36 36 165 1.6 6.2 2.1 46 77 37 71 479 78 17 13 13 14 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22 15 8 10 20 15 20 10 10 10 5 10 10 8 8 35 30 28 20 10 10 10 11 8 12 10 8 9 10 12 0 0 0 3 0 -1 0 0 -5 0 -1 0 0 0 0 -2 -3 1 0 0 1 0 0 0 0 -1 2 -1 0 64 93 175 165 70 90 70 140 112 140 255 140 140 175 175 39 44 51 70 140 147 140 127 175 117 133 200 147 140 117 78 170 80 105 126 8.9 2.0 4.0 3.1 4.6 28 252 10 8 0 4 13 11 0 0 4 4 0 3 0 6 13
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
0
4.95 5.05 5.15 5.25 5.35 5.45 5.55 5.65 5.75 5.85 5.95 6.05 6.15 6.25 6.35 6.45 6.55 6.65 6.75 6.85 5.05 5.15 5.25 5.35 5.45 5.55 5.65 5.75 5.85 5.95 6.05 6.15 6.25 6.35 6.45 6.55 6.65 6.75 6.85 6.95
L L L L L L L L L L
4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
80 80 80 80 80 70 70 80 60 80 70 70 100 100 100 100 100 100 100 100

5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
60 8 45 35 7 31 10 20 20 30 20 15 30 50 20 50 15 15 10 12 100 100 100 100 100 100 100 100 0.2 0.3 0.2 0.2 0.2 0.2 0.2 0.2 50 0.4
100 100 100 90 80 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
4 4 4 5 4 4 4 4 4 4 4 3 4 4 5 4 4 4 4 4 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
F P P P F F F F F F F F F F F F F F F P
F F P P P F F F F F F P F F F F F F F P
1 2 3 4 5 6 7 8 9
10 L 11 L 12 L 13 L 14 L 15 L 16 L 17 L 18 L 19 L 20 L
1 0 0 0 0 1 0 0 3 2 1 0 0 0 1 0 2 1 1 2 1 1 2 0 2 2 0 1 0 1 2 1 0 0 0 0 1 2 0 0 2 0
22 22 52 55 22 23 59 60 36 35 20 18 54 55 14 13 38 40 26 27 26 25 34 33 32 31 38 39 20 21 23 24 16 15 15 14 18 19 22 23 36 35
1 1 2 6 1 2 0 1 7 4 2 1 0 4 3 1 4 5 2 3 1 1 4 2 3 3 2 2 1 2 3 2 2 1 0 0 0 1 1 2 2 1
42 43 102 104 43 43 118 119 62 64 37 35 108 106 24 25 70 74 49 49 50 48 62 64 59 57 74 75 39 39 41 45 30 29 30 28 35 35 43 44 68 69
6 2 5 2 1 6 2 6 4 2 8 2 3 1 4 2 2 5 1 5 3 2 2 7 2 2 1 2 3 5 2 2 4 4 4 5 2 3 4 6 2 4
25 22 65 65 27 30 40 42 64 63 25 20 62 60 44 44 50 55 45 45 32 32 42 43 33 30 58 60 26 27 30 30 40 43 12 15 12 12 36 38 38 40
8 5 5 8 3 8 5 8 7 4 7 4 4 2 5 4 5 7 4 6 4 2 5 5 8 4 5 5 3 5 5 3 9 6 3 5 4 4 4 6 4 4
36 37 120 120 50 46 73 70 117 120 35 34 117 117 79 82 93 98 85 79 57 60 77 74 56 54 110 113 46 44 53 55 67 76 17 20 18 17 64 64 70 72
55 155 62 153 153 46 151 104 123 106 76 97 75 144 58 70 92 37 45 83 92
IWP
OWP
OWP
IWP
3 165 -4 0
33 36 39
IWP
IWP
OWP
IWP
180 361 51 80 73 39 50 42 173 98 206 253 338 799 532 333 63 234
IWP
IWP
IWP
IWP
197 20.4 158 10.6 107 48 105 144 151 125 174 128 7.9 0.4 2.4 2.1 2.2 2.2 7.1 9.8
IWP
IWP
IWP
IWP
OWP
148 308 148 331 123 273 74 43 524 424
IWP
IWP
OWP OWP
EB
Rc
87
Road Name: Liwonde - Mangochi Chainage (km) Averages and Totals Area Cracked Wide Cracks 4.95 to 6.95 Sample Length Code: 141 Road Code: 14 Width: 6.7 m 1698 m2 1886 m2 13199 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S1 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

11390 m2 11390 m2
85.0% 85.0% 20.1 18.1 21.7
12.7% 14.1% 98.5% 4.5%
0.94 0.39 0.993 1.300 1.53 1.53
mm mm 0.99
OWP IWP
6 15
29% 71%
5.5 mm 5.2 mm
Avg.Radius of Curvature 120 m mm mm Avg.Mr Upper Layers 325 MPa Mr Base 80% 457 MPa Mr Subbase 20% 217 MPa Avg.Mr of the Foundation Mr Subgrade 20% mm mm mm mm 84 MPa 42 MPa Mr Selected Subgrade 80% 138 MPa
9.47 x106 Axles 1.56 x106 ESAs 96% 280 280 280 140
4% of the road
1.53
2.36 mm
88
Width >3mm

kg kg
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
21 R
13.19 13.29 13.39 13.49 13.59 13.69 13.79 13.89 13.99 14.09 13.29 13.39 13.49 13.59 13.69 13.79 13.89 13.99 14.09 14.19
L C C C C C C C C C
3 3 3 3 3 3 2 2 4 4
30 60 50 40 30 50 40 60 80 60

100 L CW 3 60
2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 80
3 3 3 3 3 3 2 3 3 3
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P
F F F F F F F F F F
F F F F F F F F F F
22 R 23 R 24 R 25 R 26 R 27 R 28 R 29 R 30 R 31 R

5 20
100 100 100
L L
CW CW
3 3
30 50

100 5 5 5 10 100 100 100 100
CW
60
CW
60
50
100
2 0 2 4 2 0 0 0 0 0 0 0 0 4 2 2 2 2 2 0 1 2
52 50 80 88 70 70 78 80 52 50 54 55 44 49 52 54 32 34 68 68 52 60
2 0 -2 6 0 -2 -4 -1 2 2 2 1 1 5 1 2 1 2 1 -1 -6 2
100 100 160 166 138 142 160 161 102 98 106 109 87 89 101 104 61 64 133 137 109 116
2 2 4 3 2 0 2 4 3 3 5 3 2 5 5 5 5 4 6 4 5 5
23 22 72 74 55 52 87 89 65 67 75 75 62 65 24 24 34 35 83 82 82 78
2 2 -2 6 2 -1 3 3 1 4 4 6 2 6 4 6 6 9 9 1 7 6
42 40 142 139 106 105 169 171 126 127 141 141 120 119 39 37 57 57 151 159 152 145
OWP OWP OWP
129 210 181 219 163 182 154 132 81 200 192
IWP
-2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
35 25 10 55 72 65 65 8 10 25 15 10 12 11 8 10 8 30
-1 38 47 0 56 0 140 83 -1 25 -2 19 20 -2 21 -5 21 21 1 0 1 1 -1 0 -1
2.6 24.2 0.9 1.2
41 15 39 31 21 29 30 24 47 20
108 351 34 39 777 244 471 494 468 266
OWP OWP
187 163 36.4 140 57 77 8.6 97 133 125 15.7 117 122 122 20.6
IWP
IWP
IWP
-2 156 141 9.9 -2 127 -11 104 74 13.0 -2 45
IWP
IWP
EB
Rc
89
kg kg

3350 m2 3350 m2
50.0% 50.0% 18.7 17.8 19.6
3.2% 4.8% 100.0% 4.5%
1.68 0.41 0.993 1.300 2.30 2.16
mm mm 0.99
OWP IWP
5 6
45% 55%
9.0 mm 7.0 mm 89 m
mm mm
4% of the road
2.16
3.54 mm
90
Width >3mm

kg kg
Date: 4-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 8 4 0 0 0 5 0 5 0 8 LHS 32 15 9 12 9 13 6 11 12 14
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
32 L
43.96 44.06 44.16 44.26 44.36 44.46 44.56 44.66 44.76 44.86 44.06 44.16 44.26 44.36 44.46 44.56 44.66 44.76 44.86 44.96
C C C C L
CW CW CW CW CW
4 4 4 2 2
40 50 40 30 30
CW
30
20
100 100 100
0.2 0.2 0.3 0.2
100 100 100 100 100 100 100
3 2 2 2 3 4 4
100 100 100 100 100 100 100
3 2 2 2 2 2 2
100 100 100 100 100 100 100
3 2 2 2 2 2 2
CW
P F P
P P F P P P P
36 L 37 L 38 L 39 L 40 L 41 L 42 L
196 168 157 150 136 66 157
OWP OWP

L L L
CW CW CW
4 4 4
40 50 40

5 5 5
5 12 22 100 100 0.3 0.3
100 100 100
3 3 3
100 100 100
3 3 3
100 100 100
3 3 3
P P P
CW CW CW
F P P
P P P
33 L 34 L 35 L
L L C C
CW CW CW CW
3 3 3 3
50 40 50 50
100 T L L CW CW CW 3 3 3 40 50 50
P P P P
CW CW CW CW
P P P P

1 0 2 2 2 2 0 0 2 1 2 0 2 1 1 4 2 1 0 2 2 2
82 82 80 84 80 80 60 64 78 78 64 68 56 56 60 62 46 46 26 30 43 48
4 2 4 9 4 4 -3 -1 5 1 0 1 3 3 1 6 3 3 2 6 -1 6
159 162 154 157 154 154 123 129 149 154 126 135 107 108 118 114 87 88 50 52 85 88
0 0 8 3 0 0 3 2 2 3 2 1 2 2 0 0 1 1 1 0 0 0
89 88 79 76 72 70 72 75 74 75 62 63 62 63 56 55 55 54 20 20 60 61
1 0 8 3 1 3 -1 1 -1 1 2 2 1 2 1 1 2 3 2 1 0 -1
177 176 142 146 143 137 142 147 147 146 120 123 121 122 111 109 107 104 37 39 120 123
228 201 199 187
IWP
0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0
40 52 55 40 60 10 52 70 71 75 50 10 10 12 10 10 10
-1 0 -13 0 -5 0 0 1 0 1 -2 0 -3 0 0 -1
35 27 23 36 22 140 27 20 20 19 27 140 122 117 140 133
35 25 29 83 20 23
3.7 1.7 2.4 14.3 1.0 1.0
24 29 27 21 34 40 21 19 29 65
87 50 65 306 35 41 570 578 520 409
IWP
IWP
OWP OWP
131 26.5 128 29.9 133 17.8 140 6.3
OWP
IWP
OWP
0 140
IWP
EB
Rc
91
kg kg

2546 m2 2546 m2
38.0% 38.0% 17.6 5.9 21.8
7.6% 3.3% 100.0% 4.5%
1.68 0.43 0.993 1.300 2.33 2.17
mm mm 0.99
OWP IWP
6 5
55% 45%
8.2 mm 7.6 mm 70 m
mm mm
4% of the road
2.17
3.58 mm
92
Width >3mm

kg kg
Date: 4-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 5 0 3 0 0 0 5 0 0 7 0 3 7 8 5 10 5 0 0 0 5 LHS 8 10 6 0 30 -1 46 46 1.9 51 95 4 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 46 45 22 28 28 46 50 42 40 21 33 31 33 16 17 19 21 23 25 29 44 42 55 40 49 33 32 1 0 0 0 0 1 2 -10 -1 0 1 0 0 0 3 0 0 0 -1 0 0 0 -10 0 3 0 0 31 31 31 64 64 50 50 50 31 30 29 30 32 35 67 67 43 43 0.6 0.3 0.6 1.1 0.7 0.8 1.3 1.2 1.1 1.2 1.5 1.1 1.0 0.8 0.9 1.2 81 247 129 50 73 47 82 75 53 51 0 14 0 4 0 4 4 7 11 6 11 14 6 0 16 5
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
43 R
58.24 58.34 58.44 58.54 58.64 58.74 58.84 58.94 59.04 59.14 59.24 59.34 59.44 59.54 59.64 59.74 59.84 59.94 60.04 60.14 58.34 58.44 58.54 58.64 58.74 58.84 58.94 59.04 59.14 59.24 59.34 59.44 59.54 59.64 59.74 59.84 59.94 60.04 60.14 60.24
P 100 100 100 100 5 5 10 10 100 100 100 100 L CW 3 40 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.3 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 100 100 100 100 100 100 100 100 100 100 100 2 2 2 2 2 2 2 2 2 2 2 100 100 100 100 100 100 100 2 2 2 2 2 2 2
CW
P P F P P P P F F P P P P P P P P P P P

5 12
100 100
CW
30
100 100 100 100
CW
30

25
100 100 100
24
100 100
4 3 4 2 2 2 2 2 2 3 3 2 2 2 3 3 3 1 2 2 3 2 4 2 2 2 3 2 1 1 2 2 3 1 2 2 2 1 2 3 3 3
44 45 50 49 29 30 45 46 37 38 39 40 12 20 26 26 53 53 40 42 22 24 42 42 39 38 20 20 23 24 30 30 34 32 48 47 48 46 49 50 42 42
3 81 3 84 2 94 2 94 2 54 3 55 1 87 2 88 0 72 3 70 2 73 2 76 2 20 2 36 2 47 3 46 0 103 1 104 1 77 2 80 4 37 4 42 2 78 2 80 2 74 0 74 3 34 3 35 2 43 2 45 0 58 2 56 3 62 1 62 1 93 2 90 3 91 0 91 3 93 3 94 4 77 4 77
1 1 1 0 2 2 2 2 2 2 1 2 2 2 1 2 3 2 2 2 2 2 2 2 2 2 3 3 3 2 1 2 2 2 2 2 2 2 1 2 3 3
45 46 45 45 39 39 43 44 36 37 33 33 15 15 29 29 40 40 28 27 34 34 44 43 50 50 33 34 16 16 16 16 39 38 38 37 35 34 42 44 48 49
2 1 0 0 2 3 1 2 1 2 1 3 2 1 1 2 2 2 2 1 3 3 2 3 2 1 4 3 4 2 3 3 2 1 2 2 3 3 0 3 3 4
87 90 89 90 74 73 83 84 69 70 64 61 26 27 56 54 75 76 52 51 63 63 84 81 96 97 59 62 25 28 28 27 74 73 72 70 65 63 83 83 90 91
114 121 95 113 92 96 36 71 134 101 81 106 125 78 57 74 95 118 117 121 117
IWP
OWP OWP
IWP
OWP OWP OWP OWP
IWP
OWP
IWP
142 108 62 68 81 80
IWP
OWP OWP
45 44 42 88 89 90 74 74 67 61 55 48 32 33 23 35 30 64 52 33 29 30
IWP
IWP
150 158 114 135 83 82 57 61 58 65 125 94 57 47 51 80
OWP OWP OWP
IWP
42 43 44
IWP
EB
Rc
93
kg kg

670 m2 670 m2
5.0% 5.0% 5.6 3.2 13.2
9.6% 2.3% 95.0% 4.5%
0.98 0.25 0.993 1.300 1.35 1.26
mm mm 0.99
OWP IWP
12 9
57% 43%
mm mm
Mr Base 80% 106 MPa
4% of the road
1.26
2.09 mm
94
Road Name: Mangochi - Monkey Bay Chainage (km) Chainage (km) From Type 85.71 to 87.71 Sample Length Code: 145 Secondary Cracking Extent (%)
Width >3mm

Sample Length No.: S5 Truck Axle Load - LHS: RHS: Ravel Extent (%) Degree Bleed Extent (%) Degree Skid Extent (%) Degree Deform Shoulder Condition Drainage Condition Condtion Position 3175 3175
kg kg
Road Code: 14 Width: 6.7 m Surface Condition Pothole Patch Av.Area (m2) Av.Area (m2) Pumping Number Number Edge Av.Width (m) Length
Date: 6-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 8 0 15 0 5 7 15 9 5 4 0 0 0 0 0 8 10 5 0 0 LHS 10 70 14 23 20 0 0 0 8 0 0 0 -5 1 0 0 0 0 0 0 1 0 1 2 0 2 2 0 3 41 39 21 20 28 27 61 79 29 29 31 51 11 15 11 11 39 41 0 34 33 -5 32 -1 67 68 0 70 1 51 51 0 52 2 23 21 2 18 -1 47 49 1 50 0 45 37 5 29 2 156 120 -3 85 1 147 156 3 165 2 37 37 4 37 0.7 0.8 0.4 1.1 0.4 1.0 0.4 1.1 0.5 74 53 2 9 3 6 0 29 19 25 11
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Wheel Path
Position
Position
Degree
Degree
Point Number
To
0
85.71 85.81 85.91 86.01 86.11 86.21 86.31 86.41 86.51 86.61 86.71 86.81 86.91 87.01 87.11 87.21 87.31 87.41 87.51 87.61 85.81 85.91 86.01 86.11 86.21 86.31 86.41 86.51 86.61 86.71 86.81 86.91 87.01 87.11 87.21 87.31 87.41 87.51 87.61 87.71
L L L L L L L L L
4 4 4 4 4 4 4 4 4 4 4 3 3 3 3 3 3 3 3 3
30 50 60 60 70 70 60 70 60 70 80 50 20 30 50 30 20 30 40 30
CW
30
15
10
100
0.3
100
100
SH
21 L
76
OWP

L L L L L L L L L L L L L L L L L L L
CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW CW
4 4 4 4 4 4 4 4 4 4 4 3 3 3 3 3 3 3 3
30 50 60 60 70 70 60 70 60 70 80 50 20 30 50 30 20 30 40

5 5 5 5 5 5 5 5 5 5 5
20 35 30 30 30 8 10 30 10 10 10
5 5 5 5 5 5 5 5 5 5 5
30 35 35 35 35 12 8 40 10 20 20 100 100 100 100 100 100 100 100 100 100 100 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
80 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 100 100 100 100 100 100 100 100 100 100 60 80 70 100 100 100 100 100 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P P P P P P P P P P
CW CW CW CW CW CW CW CW CW CW CW SH SH SH SH SH SH SH SH
F P P F F F F F F F F P P P P P P P P
F F F F F F F F F F F P P P P P P P P
2 3 4 5 6 7 8 9
10 L 11 L 12 L 13 L 14 L 15 L 16 L 17 L 18 L 19 L 20 L
5 5 5 5
5 5 10 10
100 100
5 5
12 10
100 100
0 0 2 1 1 0 0 0 0 0 1 2 0 0 1 1 1 2 0 2 2 3 4 4 2 2 1 0 0 0 5 5 0 1 1 1 1 1 0 0 3 3
22 22 41 42 40 37 33 30 33 32 25 26 43 44 29 30 22 23 14 16 46 47 49 50 44 45 21 20 19 20 86 94 20 20 41 45 10 9 10 11 36 36
6 38 2 42 6 74 9 74 7 72 1 73 7 59 -2 62 0 66 1 63 2 47 1 49 6 80 7 81 2 55 2 57 1 42 0 44 1 27 2 28 3 87 2 89 5 89 5 91 9 77 10 78 0 41 1 39 0 38 0 40 16 151 29 154 0 40 2 37 0 81 8 81 2 17 1 16 0 20 1 21 11 58 10 59
1 1 1 2 2 2 2 2 1 1 2 2 2 2 3 3 3 3 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 2 3 1 3 4 2 3 2
25 25 27 27 35 35 50 50 35 35 40 40 45 45 38 38 39 40 45 46 40 40 60 60 69 69 21 23 45 46 90 90 40 40 50 50 31 33 52 50 28 27
2 2 2 2 3 3 1 2 1 1 2 2 3 0 2 2 2 3 2 1 0 2 -1 0 0 0 0 0 2 2 -1 2 2 2 -1 2 -2 1 3 0 1 1
47 47 51 50 65 65 97 96 68 68 76 76 85 88 71 71 73 74 86 89 78 76 119 118 136 136 39 43 85 87 178 175 75 75 99 95 63 62 97 98 52 51
61 96 94 125 88 98 112 92 95 113 114 153 176 53 111 228 97 125 81 126
0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
18 20 37 39 33 34 29 25 29 31 46 49 39 42 22 24 39 9 11 31
-1 -1 0 0 0 0 0 -3 0 0 0 0
78 70 38 37 42 41 48 56 48 45 30 28 36 33 64 58
IWP
74 37 41 52 47 29 35 61
1.0 0.8 1.0 1.1 1.0 0.2 0.9 1.3
132 128 74 72 84 81 164 68 87 62 72 94 82 32 58 115
IWP
IWP
IWP
IWP
IWP
IWP
OWP OWP
OWP
0 36 2 175 151 0 127 2 47 47
IWP
2.0 1.9
160 321 50 98
IWP
IWP
IWP
138 113 166 34 175 65 71 37 65 65
IWP
IWP
IWP
IWP
IWP
396 165 247 284 106 54
IWP
EB
Rc
95
Road Name: Mangochi - Monkey Bay Chainage (km) Averages and Totals Area Cracked Wide Cracks 85.71 to 87.71 Sample Length Code: 145 Road Code: 14 Width: 6.7 m 3418 m2 1196 m2 13266 m2 600 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S5 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

6566 m2 6566 m2
49.0% 49.0% 15.1 8.5 21.1
25.5% 8.9% 99.0% 4.5%
1.10 0.39 0.993 1.300 1.68 1.85
mm mm 0.99
OWP IWP
4 17
19% 81%
Average Rut Depth
8.5 mm
Standard Deviation of Rut Depth 12.4 mm Avg.Radius of Curvature 60 m
mm mm
4% of the road
1.85
2.59 mm
96
Width >3mm

kg kg
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Wheel Path
Position
Position
Degree
Degree
Point Number
To
22 R
97.80 97.90 98.00 98.10 98.20 98.30 98.40 98.50 98.60 98.70 97.90 98.00 98.10 98.20 98.30 98.40 98.50 98.60 98.70 98.80
C C C C C C C C C C
3 3 3 3 3 3 3 3 3 3
50 60 50 50 30 40 40 40 60 30

L L L L L L L L L L
3 3 3 3 3 3 3 3 3 3
50 60 50 50 30 40 40 40 60 30

5 5
14 10 100 100 100 0.2 0.2 0.3 0.4 0.4 0.4 0.4 0.4 0.2
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 2 2 2
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P
F F F F F F F F P P
F F F F F F F F P P
23 R 24 R 25 R 26 R 27 R 28 R 29 R 30 R 31 R 32 R
5 5
18 20
5 5
20 14
100 100 100
5 5
20 5
5 5
28 20
100 100 100
1 0 4 3 1 1 2 2 2 3 2 2 1 1 2 2 2 0 3 3 2 0
11 11 51 51 44 42 78 80 64 70 52 54 30 34 44 45 17 14 40 41 27 26
1 1 15 10 4 1 2 2 1 6 11 13 0 4 2 3 2 0 4 6 2 4
20 21 83 89 83 82 152 156 125 131 91 93 59 63 84 85 30 28 73 73 50 48
2 2 5 5 0 1 0 3 0 0 4 3 2 1 1 4 2 2 0 4 2 2
50 50 51 52 37 37 60 64 68 72 55 56 38 38 54 52 44 42 36 40 32 30
2 2 5 6 -1 2 -2 2 -3 2 5 3 4 1 4 4 3 2 2 4 4 3
96 96 92 93 75 71 122 123 139 142 101 106 70 74 103 96 83 80 70 72 58 55
124 119 106 199 181 134 93 128 105 94 73
0 0 0 0 -5 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
24 16 49 49 31 49 60 70 85 72 51 49 40 40 60 45 28 25 50 50 32 25
0 0 1 0 -7 3 1 0 1 0 0 0 0 -1 1 -2 -3 -2 3 -3 -7 -5
58 88 29 29 38 31 24 20 17 19 27 29 35 35 24 30 47 54 29 27 39 51
IWP
73 29 34 22 18 28 35 27 51 28 45
0.2 0.7 0.9 1.3 0.6 0.7 0.5 0.6 0.2 0.4 0.5
370 68 65 32 47 62 103 72 264 88 126
85 45 58 41 27 45 50 40 58 39 66
IWP
OWP
IWP
IWP
IWP
IWP
IWP
OWP OWP
IWP
EB
Rc
97
kg kg

3015 m2 3015 m2
45.0% 45.0% 17.9 16.9 18.8
17.9% 5.9% 100.0% 4.5%
1.23 0.38 0.993 1.300 1.80 1.92
mm mm 0.99
OWP IWP
3 8
27% 73%
5.1 mm 4.0 mm 35 m 50 MPa 58 MPa 40 MPa
mm mm
Avg.Mr Upper Layers Mr Base 80% Mr Subbase 20%
4% of the road
1.92
2.77 mm
98
Width >3mm

kg kg
Date: 6-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 0 0 8 0 0 0 0 0 0 4 0 5 8 7 3 3 0 6 5 0 LHS 0 0 5 0 19 0 74 74 1.5 97 144 10 0 0 12 22 6 5 0 7 4 0 8 4 0 0 0 2 -1 0 31 31 31 39 30 19 0 -1 0 3 0 1 45 45 44 45 42 38 46 61 76 1.6 1.0 0.2 56 72 353 89 73 67 4 11 4 16
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Wheel Path
Position
Position
Degree
Degree
Point Number
To
33 L
110.99 111.09 111.19 111.29 111.39 111.49 111.59 111.69 111.79 111.89 111.99 112.09 112.19 112.29 112.39 112.49 112.59 112.69 112.79 112.89 111.09 111.19 111.29 111.39 111.49 111.59 111.69 111.79 111.89 111.99 112.09 112.19 112.29 112.39 112.49 112.59 112.69 112.79 112.89 112.99
L L L L L L L L L L L
CW CW CW CW CW CW CW CW CW CW CW
3 3 3 3 3 3 3 3 4 4 4
30 40 30 20 40 30 30 40 10 30 20
L L L
CW CW CW
4 4 3
20 10 15

100 100 100 T T T T T T T T CW CW CW CW CW CW CW CW 3 3 3 3 3 4 4 4 20 40 30 30 40 10 30 20
0.3 0.3 0.3 0.3 0.3 0.3
50
P P P P P P F F P F F F
F P P F F P F P P F F F F F F F F F F F
T T T
CW CW CW
4 4 3
20 10 15

100 100 100
100 100 100 100
2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 P P CW CW
F F F F F F P P
L L T L
CW CW CW CW
4 4 4 4
10 5 5 50
T T
CW CW
4 4
10 5
100 100 100
CW
50
100
1 2 4 2 2 3 5 2 2 4 2 2 0 2 1 2 2 2 2 2 3 3 2 6 3 5 3 3 2 3 5 1 2 2 2 2 2 1 1 2 3 0
22 21 23 25 18 28 33 25 31 35 27 27 54 54 52 52 9 9 18 18 17 15 18 19 40 45 19 19 31 34 31 27 21 19 45 46 39 38 13 13 34 36
7 36 3 37 5 37 6 42 -3 37 6 47 10 51 1 47 3 57 10 56 8 44 8 44 6 102 4 102 11 92 11 91 2 14 2 14 4 30 5 29 7 24 5 22 3 31 7 25 4 73 8 77 6 29 5 30 2 58 4 61 10 47 6 47 2 38 3 33 4 84 8 82 4 72 2 73 2 23 2 22 0 65 2 70
5 5 2 1 1 0 2 1 0 0 0 0 3 4 5 6 6 3 2 2 5 5 2 5 3 4 4 4 5 2 3 3 3 4 2 2 3 4 5 4 3 3
15 14 37 38 7 5 32 32 13 11 42 43 50 50 42 45 15 12 15 14 22 21 20 20 22 22 26 25 24 22 28 30 18 20 54 55 54 55 15 15 17 17
7 18 47 5 18 2 70 93 1 74 2 11 54 0 10 2 60 78 2 61 1 25 73 2 20 2 82 108 1 85 10 87 132 6 90 6 73 118 8 76 8 16 21 5 16 3 25 38 3 23 7 32 41 6 31 5 33 40 6 29 4 37 97 6 34 8 40 53 4 42 8 35 77 5 37 2 51 67 4 53 3 30 46 5 31 6 100 130 6 102 6 99 128 7 99 4 21 29 3 23 2 29 87 2 29
OWP
0 0 0 0
29 31 21 24
2 0 0 0
50 48 45 67 63 58
0.3 0.7
192 147
60 98
OWP OWP
IWP
OWP
IWP
OWP
IWP
IWP
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
46 44 42 43 5 6 11 12 11 9 18 29 31 16 11 23 29 29
1 31 0 32 0 33 0 33 0 280 233 0 127 0 117 0 127 1 165 0 78
31 33 257 122 146 78
1.1 1.0 1.5 1.5 1.3 0.5 1.4 1.1 1.5 0.6
50 57
57 58
IWP
340 500 161 238 215 273 222 113 64 90
OWP
IWP
OWP
OWP
0 48 47 0 45 0 88 107 0 127 0 61 61 0 0 48 48 48
IWP
173 194 80 129 119 72
OWP OWP
IWP
IWP
OWP
IWP
EB
Rc
99
kg kg

2914 m2 2914 m2
21.7% 21.7% 3.7 0.8 16.4
2.7% 0.0% 40.0% 4.5%
0.74 0.35 0.993 1.300 1.26 1.31
mm mm 0.99
OWP IWP
11 10
52% 48%
4.2 mm 5.0 mm 80 m
mm mm
4% of the road
1.31
1.95 mm
100
Width >3mm

kg kg
Date: 6-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 10 0 14 5 12 14 0 0 0 12 13 LHS 0 26 6 156 1.4 1.3 0.8 1.0 1.2 1.4 0.7 0.9 215 298 299 383 114 95 39 0 6 4 13 5 6 8
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Wheel Path
Position
Position
Degree
Degree
Point Number
To
53 L
127.80 127.90 128.00 128.10 128.20 128.30 128.40 128.50 128.60 128.70 127.90 128.00 128.10 128.20 128.30 128.40 128.50 128.60 128.70 128.80
L L C L T
CW CW CW CW CW
2 2 4 4 10 3 3 3
20 30 50 40 30 30 20 30
L/T CW L CW
L/T CW

100 5 L T CW CW 4 4 50 40 17 5 5 5 5 5 24 28 14 100 0.3 100 100 100 100 5 6 100 100 5 5 100 100
3 3 3 3 3 3 3 3 3 3 100 100 100 100 100 100 100 100 100 3 3 3 3 3 3 3 3 3
P P P P P P P P P P
F P P F F F F F F F
F F F F F F F F F F
54 L 55 L 56 L 57 L 58 L 59 L 60 L 61 L 62 L 63 L

5 5
CW
20
CW
20
100
2 2 0 0 2 1 1 0 3 1 2 1 2 0 1 0 2 2 2 1 1 0
27 25 10 9 7 7 13 13 13 10 27 25 26 22 25 22 45 48 30 26 21 22
4 4 0 0 3 2 3 3 7 2 2 3 5 2 5 0 3 6 4 2 1 1
48 44 20 18 9 11 22 23 16 17 50 46 45 42 44 44 85 88 54 49 40 43
1 1 1 2 3 2 2 2 3 6 3 2 5 5 5 5 3 7 5 6 5 5
46 48 22 25 16 15 50 48 26 29 54 51 28 30 36 38 63 68 75 78 56 58
2 2 0 4 4 3 4 5 2 7 3 3 4 4 8 7 2 7 0 7 4 5
89 93 43 44 25 25 94 89 47 45 102 97 47 51 59 64 121 122 145 143 103 106
117 56 32 118 59 128 63 79 157 186 135
IWP
3 0 0 0 0 3 3 0 0 3 0 0 1 1 0 2 0 0
51 8 0 3 9 11 9 23 26 21 24 18 21 35 35 29 32 19
29
29 175
0.2 1.2
174
32
IWP
0 175 0 0 467 0 156
261 325
IWP
IWP
IWP
3 175 204 3 233 0 61 57 0 54 4 80 70 1 60 0 78 73 0 68 -10 35 41 10 47 2 52 49 2 45 -3 68 68
IWP
IWP
IWP
120 123 115 133 55 112 79 76
IWP
IWP
IWP
130 116
EB
Rc
101
kg kg

1809 m2 1809 m2
27.0% 27.0% 17.7 15.1 19.6
5.8% 4.3% 100.0% 4.5%
1.03 0.48 0.993 1.300 1.75 1.74
mm mm 0.99
OWP IWP
0 11
0% 100%
8.8 mm 9.4 mm
Avg.Radius of Curvature 111 m mm mm Avg.Mr Upper Layers 166 MPa Mr Base 80% 304 MPa Mr Subbase 20% 79 MPa Avg.Mr of the Foundation 159 MPa Mr Selected Subgrade 80% 224 MPa Mr Subgrade 20% 114 MPa mm mm mm mm
6.44 x106 Axles 0.61 x106 ESAs 96% 200 200 200 100
4% of the road
1.74
2.70 mm
102
Road Name: Zomba - Blantyre Chainage (km) Chainage (km) From Type 10.99 to 11.99 Sample Length Code: 151 Secondary Cracking Extent (%)
Width >3mm

kg kg
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
0
10.99 11.09 11.19 11.29 11.39 11.49 11.59 11.69 11.79 11.89 11.09 11.19 11.29 11.39 11.49 11.59 11.69 11.79 11.89 11.99
L L L L L L L L L L
100 100 100 100 100 100 100 5 12 100 100 100
0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
4 4 4 4 4 4 4 4 4 4
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P
P P P P P P P P P P
P P P P P P P F F F
1 2 3 4 5 6 7 8 9
10 L
1 2 3 3 1 0 1 1 0 2 0 1 1 0 1 1 3 1 2 0 3 2
18 17 17 18 15 14 10 9 8 10 19 18 7 6 7 7 9 8 10 7 9 9
6 2 3 4 2 2 3 1 0 2 2 1 2 1 1 2 3 3 2 0 2 1
29 30 28 29 27 26 16 16 16 16 36 34 11 11 12 11 12 12 16 14 13 15
5 2 3 4 1 2 4 3 3 3 4 4 5 4 4 5 3 3 5 3 3 3
25 22 20 23 22 18 19 19 10 10 26 27 19 17 17 18 14 13 11 9 18 17
5 -1 2 4 6 0 4 3 3 2 4 4 4 3 4 5 0 -2 3 1 2 0
40 43 35 38 37 34 30 32 14 15 44 46 29 27 26 26 25 25 14 14 31 31
54 47 46 40 21 58 36 34 32 19 40
IWP
0 0 0 1 0 0 0 2 0 0 0 0 2 0 0 0
22 19 18 17 17 21 15 18 15 23 25 25 12 13 10 10
0 0 0 -1 0 0 0 3 0 4 1 1 2 1 -2 0
64 69 74 78 78 82 82 67 93 90 93 67 57 57 82 80 92 62 57
IWP
0.4 0.5 0.5 0.2 0.2 0.5
219
95
216 114 234 119 515 85
OWP
IWP
IWP
478 105 178 89
IWP
IWP
0.0 1091 40 0.2 0.3 670 144 609 162
140 126 112 127 134 140
IWP
OWP
IWP
IWP
EB
Rc
103
Road Name: Zomba - Blantyre Chainage (km) Averages and Totals Area Cracked Wide Cracks 10.99 to 0 m2 0 m2 11.99 Sample Length Code: 151 Road Code: 15 Width: 6.1 m 830 m2 45 m2 6100 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S1 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

0.0% 0.0% 22.6 22.6 22.8
13.6% 0.7% 100.0% 4.9%
0.39 0.12 0.993 1.300 0.57 0.56
mm mm 0.99
OWP IWP
2 9
18% 82%
8.5 mm 8.2 mm 89 m
mm mm
4% of the road
0.56
Existing Base Material: CM
0.88 mm
104
Road Name: Zomba - Blantyre Chainage (km) Chainage (km) From Type #N/A to #N/A Sample Length Code: 152 Secondary Cracking Extent (%)
Width >3mm

Road Code: 15 Width: 6.1 m Sample Length No.: #N/A Truck Axle Load - LHS: RHS: Ravel Extent (%) Degree Bleed Extent (%) Degree Skid Extent (%) Degree Deform Shoulder Condition Drainage Condition Condtion Position 3175 3175
kg kg
Date: 8-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 5 0 0 0 0 7 5 8 LHS 18 13 25 19 8 11 17 13 0 0 14 10 0 100 124 1 147 0.9 234 210 13
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
11 L
#N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A
C C C C C C
CW CW CW CW CW CW
3 3 3 3 3 3
30 30 30 40 50 20

CW
30
100 100 100 100 100 100 100 100 100 100
0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
4 4 4 4 4 4 4 4 4 4
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P
P P P P P P P P P P
P P P P P P P P P P
12 L 13 L 14 L 15 L 16 L 17 L 18 L 19 L 20 L 21 L
2 1 1 1 0 1 0 1 0 1 1 1 1 3 2 4 0 1 0 0 1 3
27 26 28 27 20 21 36 36 20 18 21 19 19 18 18 19 11 10 8 9 13 14
3 4 0 1 0 1 11 11 4 2 4 3 3 1 4 2 2 1 1 1 3 1
49 47 55 52 40 40 61 60 36 33 37 34 34 32 30 32 20 18 15 17 22 24
2 2 1 3 3 3 6 4 3 3 0 0 2 1 0 0 0 0 4 4 3 4
32 33 32 34 26 27 50 49 20 22 30 32 13 14 16 15 15 16 14 14 14 17
3 3 1 4 2 3 6 5 2 5 4 4 2 3 3 2 0 1 6 5 1 5
59 61 62 61 47 48 88 89 35 36 56 60 22 24 29 28 30 31 18 19 24 25
77 79 61 114 46 75 43 40 39 24 32
IWP
2 0 0 0 2 0 0 0 0 0 0 -2 0 0 0 0
20 20 22 25 28 25 22 20 10 12 18 19 16 18 14 12
-3 68 0 70 0 64 0 56 4 56 -3 53 -2 61 0 70 -4 117 0 117
IWP
69 60 54 65 117 117
1.2 1.1 0.5 1.8 1.9 2.0 0.6 0.8 0.4
104 128 95 155 75 109 79 135
IWP
IWP
IWP
130 243 124 247 177 114 177 148 341 147
OWP OWP
IWP
0 78 74 0 70 4 100 89 0 78 0 100 106 -1 112
IWP
IWP
IWP
EB
Rc
105
Road Name: Zomba - Blantyre Chainage (km) Averages and Totals Area Cracked Wide Cracks #N/A to #N/A Sample Length Code: 152 Road Code: 15 Width: 6.1 m 820 m2 30 m2 #N/A m2 #N/A m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: #N/A Truck Axle Load - LHS: RHS: 3175 3175
kg kg

#N/A m2 #N/A m2
#N/A #N/A 22.6 22.6 22.8
#N/A #N/A #N/A #N/A
0.57 0.27 0.993 1.300 0.98 1.00
mm mm 0.99
OWP IWP
2 9
18% 82%
8.9 mm 6.9 mm 84 m
mm mm
4% of the road
1.00
1.50 mm
106
Width >3mm

kg kg
Date: 8-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 5 20 0 0 13 5 6 10 9 5 8 LHS 20 19 20 22 20 17 0 -1 0 0 0 0 0 0 0 -1 40 42 20 30 22 24 20 21 12 10 -1 35 34 0 33 0 70 58 0 47 0 64 60 -1 57 0 70 66 -3 62 0 117 125 0 133 0.6 0.4 0.6 0.6 0.5 81 188 156 52 81 91 21 22 20 27 5
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
22 R
24.18 24.28 24.38 24.48 24.58 24.68 24.78 24.88 24.98 25.08 24.28 24.38 24.48 24.58 24.68 24.78 24.88 24.98 25.08 25.18
C C C C C C C C C C
2 2 3 3 3 3 3 3 2 2
20 20 30 40 60 50 50 50 20 10

100 100 100 100 100 100 100 100 100 100
0.3 0.4 0.4 0.5 0.5 0.4 0.4 0.4 0.4 0.4
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
P P P P P P P P P P
P P P P P P P P P P
P P P P P P P P P P
23 R 24 R 25 R 26 R 27 R 28 R 29 R 30 R 31 R 32 R
1 3 0 2 2 1 2 4 1 1 3 1 1 3 0 0 2 0 2 1 1 2
38 34 17 16 18 17 40 40 41 39 18 16 38 37 17 18 24 23 20 20 9 12
2 1 1 0 1 1 11 10 3 2 4 2 2 0 0 1 7 8 3 3 1 5
73 64 33 30 33 32 67 66 78 75 29 29 73 71 34 35 39 38 35 36 16 17
4 3 3 3 2 2 2 3 4 4 3 4 2 0 1 1 0 0 2 3 2 2
32 30 19 20 20 21 30 30 45 45 12 14 16 14 17 15 52 53 20 20 12 12
3 57 88 0 57 1 34 44 3 34 1 37 48 2 38 2 56 86 0 57 8 78 103 4 82 5 16 37 6 18 3 27 93 0 28 2 31 45 2 27 1 103 135 0 106 2 36 46 3 34 2 20 26 2 20
OWP
OWP
5 0 0 3 0 2 0 0
30 32 25 28 17 20 32 35
5 1 4 -3 1 2 0 3
56 50 44 61 55 50 85 81 78 44 44 42 42
1.3 0.3 0.8 0.9 1.1
71 222
95 71
IWP
IWP
172 132 80 66 75 76
OWP
IWP
OWP OWP OWP
IWP
168 100 387 175
IWP
EB
Rc
107
Road Name: Zomba - Blantyre Chainage (km) Averages and Totals Area Cracked Wide Cracks 24.18 to 25.18 Sample Length Code: 153 Road Code: 15 Width: 6.1 m 920 m2 0 m2 6100 m2 300 m2 p Fc d No. No. mm = = = = (80kN) = Sample Length No.: S3 Truck Axle Load - LHS: RHS: 3175 3175
kg kg

2135 m2 2135 m2
35.0% 35.0% 20.4 20.1 20.8
15.1% 0.0% 100.0% 4.9%
0.68 0.34 0.993 1.300 1.20 1.22
mm mm 0.99
OWP IWP
6 5
55% 45%
Average Rut Depth 13.4 mm Standard Deviation of Rut Depth Avg.Radius of Curvature 8.2 mm 64 m 95 MPa 74 MPa
mm mm
4% of the road
1.22
1.85 mm
108
Width >3mm

kg kg
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
33 R
51.65 51.75 51.85 51.95 52.05 52.15 52.25 52.35 52.45 52.55 51.75 51.85 51.95 52.05 52.15 52.25 52.35 52.45 52.55 52.65
C L C C C C C C C C
4 4 4 4 4 4 4 4 4 4
50 40 50 40 50 30 40 50 40 35
OWP

100 T T CW CW 4 4 40 50
0.5 0.5 0.5 0.5 0.5 0.4 0.5 0.5 0.5 0.2
100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3
P P P P P P P P P P
P P P P P P P P P P
P P P P P P P P P P
34 R 35 R 36 R 37 R 38 R 39 R 40 R 41 R 42 R 43 R

100 100
5 5
4 10
100 100 100 100 100
5 5
10 12
100 100
1 0 1 1 2 2 2 2 2 2 2 0 4 2 2 2 1 1 2 2 0 0
29 32 40 38 24 24 22 22 43 38 46 40 29 29 45 40 20 20 32 36 35 35
1 6 10 1 3 0 2 2 13 4 6 3 4 2 14 3 1 0 1 2 0 1
56 58 69 74 43 46 40 40 71 70 84 77 50 54 74 75 38 39 61 68 70 69
3 2 4 3 5 2 2 2 5 4 3 4 2 3 3 2 4 3 3 3 4 4
56 55 32 31 37 36 32 33 40 41 42 41 33 34 41 41 25 20 39 40 37 38
2 107 138 1 107 5 55 92 4 55 6 63 84 3 67 3 59 77 3 61 4 71 94 4 74 5 76 104 4 74 3 61 79 3 62 4 75 99 2 78 4 42 50 3 34 3 72 94 3 74 4 66 90 4 68
IWP
0 0 0 0 2 2 0 0 0 3 0 1 0 0 0 0 0 0
26 28 32 30 32 28 26 32 30 31 32 28 43 18 22 34 30 34
1 1 1 4 3 4 0 1 0 0 3 0 2 0 0 0 0 0
55 51 44 50 47 56 54 44 47 47 46 51 33
55 48 49 55 46 47 51 33
1.1 1.3 0.5 0.5 1.2 1.6 0.8 0.7 0.8 0.8 1.0
90 69 140 155 72 58 108 78
99 90 70 80 83 93 83 52
OWP
IWP
IWP
OWP
IWP
IWP
IWP
OWP
IWP
78 71 64 41 41 47 44 41
143 117 87 75 67 78
EB
Rc
109
kg kg

2593 m2 2593 m2
42.5% 42.5% 20.9 20.5 21.2
19.1% 1.3% 100.0% 4.9%
0.91 0.21 0.993 1.300 1.23 1.24
mm mm 0.99
OWP IWP
4 7
36% 64%
Average Rut Depth 13.4 mm Standard Deviation of Rut Depth 10.1 mm Avg.Radius of Curvature 50 m 83 MPa 93 MPa 70 MPa 98 MPa 72 MPa
mm mm
Avg.Mr Upper Layers Mr Base 80% Mr Subbase 20% Avg.Mr of the Foundation Mr Subgrade 20%
4% of the road
1.24
1.90 mm
110
Width >3mm

kg kg
Date: 8-Aug-98 Operator: RI/MOWS Max Corrected Rad.of Curve LH Wheelpath Maximum Average Initial Final ESG MR Rut Depth (mm) RHS 4 5 8 0 0 0 0 5 5 0 10 5 0 0 8 7 5 14 5 LHS 7 24 12 19 12 6 18 13 4 14 15 11 6 13 5 1 0 0 3 0 0 0 6 0 -2 0 0 20 20 22 23 29 25 20 30 30 20 30 23 1 2 1 4 0 0 -2 0 -2 -5 0 74 74 65 72 48 56 67 52 45 60 47 61 74 68 52 59 52 54 2.7 1.7 0.5 1.4 0.7 0.8 64 83 162 81 124 111 169 138 73 114 82 88 10 28 17 10 11
Av.Width (m)
Av.Area (m2)
Av.Area (m2)
Extent (%)
Width >3mm
Deflection
Deflection
Maximum
Maximum
Pumping
Pumping
Wheel Path
Position
Position
Number
Number
Degree
Degree
Length
Point Number
Edge
To
44 R
56.04 56.14 56.24 56.34 56.44 56.54 56.64 56.74 56.84 56.94 57.04 57.14 57.24 57.34 57.44 57.54 57.64 57.74 57.84 57.94 56.14 56.24 56.34 56.44 56.54 56.64 56.74 56.84 56.94 57.04 57.14 57.24 57.34 57.44 57.54 57.64 57.74 57.84 57.94 58.04
C L L
CW CW CW
3 3 3
30 35 40

1 T T CW CW 3 3 35 40
700 100 100 100 100 100
0.5 0.5 0.5 0.5 0.5 0.5 0.3 0.5 0.4 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

C L C C C C L L L L L L L L L
3 3 3 3 3 3 3 2 2 2 2 2 2 2 2
30 10 15 50 30 35 40 10 5 15 10 5 10 10 10
T T T
CW CW CW
2 2 2
10 10 10
100 100 100
77 61 65
OWP OWP OWP

L T T
CW CW CW
3 3 3
30 10 15

100 100 100 100 100 100
T T T T T T
CW CW CW CW CW CW
3 2 2 2 2 2
40 10 5 15 10 5

100 100 100 100 100 100
1 0 2 0 2 0 1 1 0 1 2 0 1 0 0 0 1 0 2 0 2 2 0 0 1 0 0 0 2 1 1 0 2 2 0 0 2 3 1 1 2 0
31 30 31 32 30 29 10 11 20 17 11 9 31 31 20 20 7 15 49 44 24 20 17 19 14 13 22 25 20 20 32 32 30 30 20 21 35 39 29 24 33 25
3 4 0 0 1 0 1 1 8 3 3 0 0 -1 1 -2 0 1 4 -2 7 2 1 4 1 0 0 2 4 5 -1 -1 2 3 2 1 10 14 9 1 13 1
58 56 60 64 57 58 18 20 32 30 17 18 61 63 39 42 13 29 92 90 39 36 33 34 26 26 44 48 34 34 64 65 56 55 38 41 58 61 48 46 51 49
3 5 2 0 0 0 2 0 2 2 0 0 3 3 3 0 2 1 3 2 2 2 3 1 2 0 0 1 2 2 2 2 1 2 2 2 2 2 2 3 2 2
62 65 32 30 26 27 23 23 22 21 16 16 11 11 29 27 19 15 72 68 28 29 23 21 24 22 21 22 25 26 46 46 29 30 28 29 20 19 24 25 19 18
1 4 0 -2 0 0 -3 -1 1 1 -1 0 -2 -2 0 0 0 -5 5 -4 0 1 2 1 1 0 0 2 1 2 0 1 -2 4 2 6 0 1 2 0 1 3
120 121 62 62 52 54 47 47 41 39 33 32 21 21 55 54 36 34 136 138 54 55 41 40 45 44 42 41 47 48 90 89 59 54 52 50 38 35 44 47 35 31
156 80 74 61 52 42 80 70 45 177 70 52 57 59 61 116 73 66
OWP
0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0
19 20 19 20 20 12 22 13 10 10 12 15 16 19 20 10 10 11 28 25 17 20 19
-1 0 0 0 0 -3 3 0 -3 0 0 0 0 0 0 2
72 71 70 74 72 70 70 70 104 72 108 122 140 117 93 88 74 70 175 88 115 128 90 72 175
IWP
1.9 2.3 1.9 0.3 1.4 0.5 3.8 0.9 1.5
79 69 78
148 159 146
IWP
IWP
377 109 155 222 349 189 61 229
IWP
OWP
IWP
IWP
132 123 224 345
IWP
IWP
IWP
IWP
IWP
OWP
IWP
-2 127 127 17.6 28 494 0 127 0 50 53 0.4 174 73 0 56 0 82 76 0.7 170 121 0 70 0 74 74 0.4 256 99
IWP
IWP
IWP
EB
Rc
111
kg kg

2379 m2 2379 m2
19.5% 19.5% 20.6 20.1 23.6
19.3% 4.3% 100.0% 4.9%
0.76 0.34 0.993 1.300 1.27 1.59
mm mm 0.99
OWP IWP
6 15
29% 71%
8.6 mm 6.7 mm 81 m
mm mm
4% of the road
1.59
1.95 mm
112
Road No: Rc Base Subbase SSG SG 112 106 90 90
R1S1
1 Karonga - Songwe Soil Properties Description Crushed Stone Laterite/Quartz Gravel Silty ClayL1P23 Dry In Situ LL PI % Density 75um 7 8 52 N NP N NP 36 16 -
Resilient Modulus (Mpa) DCP Deflection Bowl SL ave Trial Pit App Rbnd 373 265 197 101 379 252 117 122 163 65 130 130 109 496 82 82
R1S1
600
500
400
y = 10.161x - 784.31 2 R = 0.9047
300
200
y = 3.9162x - 232.18 2 R = 0.0837
100
80
85
90
95
100
105
110
115
Rc Mr - MPa
SL ave Trial Pit App Rbnd Linear (DCP) Linear (Bowl)
R1S2
1 Karonga - Songwe Soil Properties Description Crushed Stone Laterite/Quartz Gravel Silty ClayL1P23 Dry In Situ LL PI % Density 75um 6 8 52 30 13 30 13 36 16 -
R1S2
450
400
y = 6.476x - 242.23 2 R = 0.9206
350
300
250
200
150
100
50
y = 0.3222x + 10.54 2 R = 0.4493
20
40
60
80
100
Rc Mr - MPa
R1S3
1 Karonga - Songwe Soil Properties Description Crushed Stone Laterite/Quartz Gravel Silty Clay Dry In Situ LL PI % Density 75um 8 30 52 31 15 60 30 36 16 -
R1S3
450
400
y = 3.5877x - 61.624 2 R = 0.4285
350
300
250
200
y = 2.1716x - 51.831 2 R = 0.1869
150
100
50
60
70
80
90
100
110
120
130
Rc Mr - MPa
R2.1S1
2.1 Mzuzu - Bwengu Soil Properties Description Crushed Stone Gravelly Clay Clayey Silty Sand Dry In Situ LL PI % Density 75um 8 37 46 N NP 42 21 45 23 1721 -
R2.1S1
600
500
y = 3.2717x - 240.32 2 R = 0.9222
400
300
200
100
y = -0.275x + 193.47 2 R = 0.0339
60
80
100
120
140
160
180
200
220
240
Rc Mr - MPa
R2.1S2
2.1 Mzuzu - Bwengu Soil Properties Description Crushed Stone Clayey Quartz Gravel Clayey Silty Sand Dry In Situ LL PI % Density 75um 5 29 24 N NP 40 19 51 27 1945 -
R2.1S2
500
450
y = 8.1747x - 649.66 2 R = 0.9089
400
350
300
250
200
150
100
50
y = -2.2262x + 356.1 2 R = 0.1255
60
70
80
90
100
110
120
130
140
Rc Mr - MPa
R2.1S3
2.1 Mzuzu - Bwengu Soil Properties Description Crushed Stone Clayey Quartz Gravel Clayey Silty Sand Dry In Situ LL PI % Density 75um 8 24 58 N NP 21 8 55 31 2201 -
R2.1S3
600
500
y = 2.3291x - 163.82 2 R = 0.8756
400
300
200
100
y = 0.4977x + 33.451 2 R = 0.2697
50
100
150
200
250
300
Rc Mr - MPa
R2.1S4
2.1 Mzuzu - Bwengu Soil Properties Description Crushed Stone Gravelly Clay Clayey Silty Sand Dry In Situ LL PI % Density 75um 12 44 27 11 36 21 1999 -
R2.1S4
400
y = 2.9482x - 195.71 2 R = 0.9387
350
300
250
200
150
100
50
y = 0.0377x + 36.114 2 R = 0.0151
50
100
150
200
250
Rc Mr - MPa
R2.2S1
2.2 Bwengu - Chiweta Soil Properties Description Crushed Stone Gravelly Clay Clayey Silty Sand Dry In Situ LL PI % Density 75um 18 33 34 28 13 24 12 32 16 2230 -
R2.2S1
600
500
y = 19.64x - 1183.7 2 R = 0.9475
400
300
200
y = -3.7889x + 492.37 2 R = 0.1302
100
60
65
70
75
80
85
90
Rc Mr - MPa
R2.2S2
2.2 Bwengu - Chiweta Soil Properties Description Crushed Stone Gravelly Clay Clayey Silty Sand Dry In Situ LL PI % Density 75um 18 33 34 28 13 24 12 32 16 2230 -
R2.2S2
600
500
400
300
200
y = -6.2788x + 723.88 2 R = 0.1142
100
y = 0.9006x - 20.843 2 R = 0.217
60
65
70
75
80
85
90
95
Rc Mr - MPa
R2.2S3
2.2 Bwengu - Chiweta Soil Properties Description Crushed Stone Macadam Clayey Quartz Gravel Clayey Silty Sand Dry In Situ LL PI % Density 75um 8 26 34 28 12 30 14 32 16 -
R2.2S3
600
500
400
300
y = 8.408x - 398.44 2 R = 0.5903
200
100
60
65
70
75
80
85
Rc Mr - MPa
SL ave Trial Pit App Rbnd Linear (Bowl)
R3S1
3 Jenda - Chikangawa Soil Properties Description Crushed Stone Clayey Quartz/Lat Gravel Clayey Sand Dry In Situ LL PI % Density 75um 6 23 31 N NP 24 9 50 28 2067 -
Soaked CBR % %Comp 98 95 90 58 -
R3S1
500
450
y = 7.2462x - 760.56 2 R = 0.8499
400
350
300
250
200
150
100
y = -0.0922x + 138.45 2 R = 0.0007
50
60
80
100
120
140
160
180
Rc Mr - MPa
R3S2
3 Jenda - Chikangawa Soil Properties Description Crushed Stone Clayey Quartz Gravel Clayey Sand Dry In Situ LL PI % Density 75um 3 24 48 N NP 33 17 48 24 2100 -
R3S2
700
600
500
400
y = 1.3894x + 27.913 2 R = 0.4937
300
200
100
y = 0.1465x + 75.763 2 R = 0.1006
50
100
150
200
250
300
Rc Mr - MPa
R3S3
3 Jenda - Chikangawa Soil Properties Description Crushed Stone Gravelly Clay Clayey Sand Dry In Situ LL PI % Density 75um 5 43 35 N NP 40 20 54 35 2028 -
R3S3
700
600
500
400
y = 9.3465x - 943.41 2 R = 0.6835
300
200
y = 6.214x - 665.34 2 R = 0.1552
100
100
105
110
115
120
125
130
135
140
145
Rc Mr - MPa
R3S4
3 Jenda - Chikangawa Soil Properties Description Crushed Stone Clayey Quartz Gravel Clayey Sand Dry In Situ LL PI % Density 75um 2 32 32 N NP 37 18 52 34 2040 -
R3S4
600
500
400
y = 2.7567x - 206.22 2 R = 0.6725
300
200
100
y = -0.8407x + 255.28 2 R = 0.362
100
120
140
160
180
200
220
Rc Mr - MPa
R4S1
4 Mzuzu - Nkhata Bay Soil Properties Description Laterite/Quartz Gravel Sandy Gravel Sandy Clay Dry In Situ LL PI % Density 75um 32 29 42 53 31 44 21 48 28 1778 -
R4S1
450
400
y = 3.995x - 268.06 2 R = 0.8902
350
300
250
200
150
100
y = 1.2382x - 80.363 2 R = 0.3913
50
80
90
100
110
120
130
140
150
160
Rc Mr - MPa
R4S2
4 Mzuzu - Nkhata Bay Soil Properties Description Stab. Quartz Gravel Gravelly Clay Clayey Sand Dry In Situ LL PI % Density 75um 10 48 18 N NP 36 16 36 17 -
R4S2
700
600
y = 10.986x - 578.26 2 R = 0.7375
500
400
300
y = 6.8037x - 338.28 2 R = 0.6265
200
100
60
65
70
75
80
85
90
95
100
105
Rc Mr - MPa
R4S3
4 Mzuzu - Nkhata Bay Soil Properties Description Stab. Quartz Gravel Gravelly Clay Sandy Clay Dry In Situ LL PI % Density 75um 17 41 59 38 31 37 17 48 28 -
R4S3
600
500
400
y = 3.9914x - 43.705 2 R = 0.6448
300
200
100
y = -0.5816x + 86.306 2 R = 0.7247
20
40
60
80
100
120
Rc Mr - MPa
R5S1
5 Bwengu - Rumphi Soil Properties Description Crushed Stone Sandy Gravel Sandy Clay Dry In Situ LL PI % Density 75um 14 19 49 28 21 32 16 42 24 1911 -
R5S1
1200
1000
800
600
400
y = -0.838x + 409.69 2 R = 0.583
200
y = -1.1748x + 425.8 2 R = 0.1742
50
100
150
200
250
300
350
Rc Mr - MPa
R6S1
6 Kasungu - Dwangwa Soil Properties Description Clayey Sandy Gravel Gravelly Sand Sandy Silt Dry In Situ LL PI % Density 75um 19 19 41 29 14 34 17 40 21 1941 -
R6S1
350
300
y = 2.8162x - 96.145 2 R = 0.98
250
200
150
100
y = -0.059x + 101.47 2 R = 0.0007
50
20
40
60
80
100
120
140
160
Rc Mr - MPa
R6S2
6 Kasungu - Dwangwa Soil Properties Description "As Dug" Laterite Gravel Gravelly Sand Sandy Silt Dry In Situ LL PI % Density 75um 20 27 36 31 13 49 25 33 18 -
R6S2
800
700
600
500
400
300
200
y = 0.4148x + 83.901 2 R = 0.3647
100
50
100
150
200
250
300
350
Rc Mr - MPa
SL ave Trial Pit App Rbnd Linear (Bowl)
R7S1
7 Madisi - Kasungu Soil Properties Description "As Dug" Laterite Gravel Silty Sand/Lat Gravel Silty Sand Dry In Situ LL PI % Density 75um 16 20 19 35 19 38 19 36 17 1969 -
R7S1
400
350
y = 5.847x - 639.21 2 R = 0.2358
300
250
200
150
100
50
135
140
145
150
155
160
Rc Mr - MPa
SL ave Trial Pit App Rbnd Linear (DCP)
y = 0 165 2 R = #N/A
Linear (Bowl)
R7S2
7 Madisi - Kasungu Soil Properties Description "As Dug" Laterite Gravel Silty Sand/Lat Gravel Silty Sand Dry In Situ LL PI % Density 75um 15 16 22 29 16 32 18 36 17 1917 -
R7S2
400
350
y = 1.054x + 34.142 2 R = 0.8502
300
250
200
150
y = -0.1701x + 175.47 2 R = 0.0149
100
50
50
100
150
200
250
300
Rc Mr - MPa
R7S3
7 Madisi - Kasungu Soil Properties Description "As Dug" Laterite Gravel Lateritic Gravel Silty Sand Dry In Situ LL PI % Density 75um 12 13 35 24 13 36 19 38 19 1933 -
R7S3
400
350
300
250
200
150
100
50
20
40
60
80
100
120
Rc Mr - MPa
SL ave Trial Pit App Rbnd
R8S1
8 Lumbadzi - Mponela Soil Properties Description "As Dug" Laterite Gravel Lateritic Gravel Sandy Clay Dry In Situ LL PI % Density 75um 14 13 29 26 14 26 12 44 22 -
R8S1
400
350
300
250
200
150
100
50
20
40
60
80
100
120
140
Rc Mr - MPa
SL ave Trial Pit App Rbnd
R8S1
R8S1
400
350
300
y = 4.2629x - 249.48 2 R = 0.3795
250
200
150
100
y = -1.2097x + 259.14 2 R = 0.0772
50
20
40
60
80
100
120
140
Rc Mr - MPa
R8S2
Soaked CBR % %Comp 98 95 7 -
R8S2
350
300
250
y = 0.9322x + 14.687 2 R = 0.3489
200
y = -0.508x + 270.79 2 R = 0.3465
150
100
50
100
120
140
160
180
200
220
240
Rc Mr - MPa
R9S1
9 Bunda Turn Off - Chimbiya Soil Properties Description Crushed Stone Macadam Silty Sand Gravelly Clay Dry In Situ LL PI % Density 75um 4 29 50 N NP 32 16 38 19 -
R9S1
800
700
600
y = 21.753x - 1346.1 2 R = 0.7616
500
400
300
200
100
y = -7.9536x + 750.61 2 R = 0.2482
60
65
70
75
80
85
90
Rc Mr - MPa
R9S2
9 Bunda Turn Off - Chimbiya Soil Properties Description Crushed Stone Macadam Silty Sand Gravelly Clay Dry In Situ LL PI % Density 75um 9 24 33 N NP 38 22 34 21 -
R9S2
800
700
y = 1.8442x + 195.64 2 R = 0.3686
600
500
400
300
200
100
y = 0.1324x + 53.081 2 R = 0.1331
60
110
160
210
260
Rc Mr - MPa
R9S3
9 Bunda Turn Off - Chimbiya Soil Properties Description Crushed Stone Macadam Quartz Gravel Gravelly Clay Dry In Situ LL PI % Density 75um 5 25 45 N NP 30 15 42 22 -
R9S3
1000
900
800
y = 1.898x + 172.69 2 R = 0.2956
700
600
500
400
300
200
y = 0.6335x + 64.949 2 R = 0.8263
100
60
110
160
210
260
310
Rc Mr - MPa
R10S1
10 Dedza - Biriwiri Soil Properties Description Crushed Stone Clayey Quartz Gravel Silty Sand Dry In Situ LL PI % Density 75um 7 14 33 N NP 31 16 40 22 -
R10S1
600
500
y = 19.323x - 1573.5 2 R = 0.599
400
300
200
100
y = -4.854x + 583.11 2 R = 0.3119
85
90
95
100
105
Rc Mr - MPa
R10S2
10 Dedza - Biriwiri Soil Properties Description Crushed Stone Sandy Gravel Silty Sand Dry In Situ LL PI % Density 75um 3 20 10 27 11 37 16 50 28 -
R10S2
900
800
y = 9.9312x - 264.57 2 R = 0.8468
700
600
500
400
300
200
100
y = 1.3998x - 19.439 2 R = 0.2243
85
87
89
91
93
95
97
99
101
Rc Mr - MPa
R10S3
10 Dedza - Biriwiri Soil Properties Description Crushed Stone Clayey Quartz Gravel Silty Clay Dry In Situ LL PI % Density 75um 10 15 17 N 15 41 17 41 18 -
R10S3
1200
1000
800
600
y = 10.631x - 566.8 2 R = 0.0452
400
200
y = 5.538x - 422.38 2 R = 0.127
90
95
100
105
110
Rc Mr - MPa
R11S1
11 Salima - Senga Bay Soil Properties Description Laterite Gravel Gravelly Sand Clayey Sand Dry In Situ LL PI % Density 75um 28 17 28 38 19 23 15 33 19 -
R11S1
450
400
y = 3.8183x - 158.18 2 R = 0.9131
350
300
250
y = 0.4598x + 169.59 2 R = 0.0272
200
150
100
50
60
70
80
90
100
110
120
130
140
150
Rc Mr - MPa
R11S2
11 Salima - Senga Bay Soil Properties Description Sandy Clay Dry In Situ LL PI % Density 75um 17 23 13 0 0 -
R11S2
900
800
700
600
500
y = 2.171x + 116.35 2 R = 0.0284
400
300
200
100
y = -1.1076x + 244.72 2 R = 0.156
100
105
110
115
120
125
130
135
140
145
Rc Mr - MPa
R12.1S1
12.1 Benga - Nkhotakota Soil Properties Description Crushed Stone Clayey Lat Gravel Clayey Sand Dry In Situ LL PI % Density 75um 19 10 25 N NP 41 22 N NP -
R12.1S1
800
700
600
y = 1.5572x + 98.417 2 R = 0.7247
500
400
300
200
100
y = 0.4318x + 14.456 2 R = 0.46
50
100
150
200
250
300
350
Rc Mr - MPa
R12.1S2
12.1 Benga - Nkhotakota Soil Properties Description Stab Crushed Stone Clayey Lat Gravel Clayey Lat Gravel Dry In Situ LL PI % Density 75um 5 18 10 N NP 44 28 41 22 -
R12.1S2
600
500
y = 1.1778x + 109.51 2 R = 0.7997
400
300
200
100
y = 0.3676x + 19.015 2 R = 0.2627
50
100
150
200
250
300
350
Rc Mr - MPa
R12.2S3
12.2 Nkhotakota - Dwangwa Soil Properties Description Dry In Situ LL PI % Density 75um 0 0 0 -
R12.2S3
700
600
y = 2.0086x + 11.858 2 R = 0.62
500
400
300
y = 1.3162x - 52.681 2 R = 0.5365
200
100
50
100
150
200
250
300
Rc Mr - MPa
R12.2S4
12.2 Nkhotakota - Dwangwa Soil Properties Description Stab Sandy Gravel Clayey Lat Gravel Dry In Situ LL PI % Density 75um 16 10 30 15 41 22 0 -
R12.2S4
900
800
700
y = 4.789x - 41.358 2 R = 0.5686
600
500
400
300
200
100
y = 0.5152x + 55.623 2 R = 0.0707
20
40
60
80
100
120
140
160
180
Rc Mr - MPa
R13S1
13.1 Chingeni - Liwonde Soil Properties Description Stab Gravel Quartz Gravel Clayey Sand Dry In Situ LL PI % Density 75um 5 29 28 N NP 32 16 34 17 -
Soaked CBR % %Comp 98 95 60 ### -
R13S1
600
500
400
300
200
y = -5.704x + 882.69 2 R = 0.3612
100
y = -1.5617x + 309.88 2 R = 0.0326
80
90
100
110
120
130
140
Rc Mr - MPa
R13.1S2
13.1 Chingeni - Liwonde Soil Properties Description Stab Gravel Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 18 23 32 36 18 N NP 34 15 -
R13.1S2
800
700
600
500
400
300
200
y = -3.237x + 713.85 2 R = 0.6538
100
y = 0.6731x + 0.083 2 R = 0.4285
50
100
150
200
Rc Mr - MPa
R13.1S3
13.1 Chingeni - Liwonde Soil Properties Description Stab Gneiss Gravel Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 15 14 32 N NP 29 22 36 21 -
R13.1S3
1000
900
800
700
600
500
400
y = -1.2498x + 518.76 2 R = 0.0462
300
200
100
y = -3.269x + 484.81 2 R = 0.1765
20
40
60
80
100
120
140
Rc Mr - MPa
R13.2S4
13.2 Liwonde - Zomba Soil Properties Description Stab Gneiss Gravel Quartz/Lat Gravel Clayey Sand Dry In Situ LL PI % Density 75um 21 21 35 38 17 30 14 36 19 -
R13.2S4
700
600
500
400
300
200
y = -5.2772x + 705.08 2 R = 0.5134
100
y = 1.1069x - 11.849 2 R = 0.6392
20
40
60
80
100
120
Rc Mr - MPa
R13.2S5
13.2 Liwonde - Zomba Soil Properties Description Stab Laterite Gravel Clayey Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 17 21 27 15 26 14 0 -
R13.2S5
600
500
400
300
200
y = -10.499x + 1306.1 2 R = 0.5937
100
y = -1.2944x + 271.31 2 R = 0.0063
80
85
90
95
100
105
110
115
Rc Mr - MPa
R13.2S6
13.2 Liwonde - Zomba Soil Properties Description "As Dug" Laterite Gravel Clayey Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 22 30 37 20 0 39 18 -
R13.2S6
1200
1000
800
600
400
y = -5.448x + 1300 2 R = 0.308
200
y = -3.8233x + 828.48 2 R = 0.3471
80
100
120
140
160
180
200
Rc Mr - MPa
R14.1S1
14.1 Liwonde - Mangochi Soil Properties Description Crushed Stone Clayey Sandy Gravel Gravelly Clay Dry In Situ LL PI % Density 75um 9 24 24 0 9 -
35 18
R14.1S1
2000
1800
1600
1400
1200
1000
800
600
y = 2.6214x - 151.54 2 R = 0.2724
400
200
y=0 2 R = #N/A
50
100
150
200
250
300
350
Rc Mr - MPa
R14.1S2
14.1 Liwonde - Mangochi Soil Properties Description Crushed Stone Clayey Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 18 27 19 37 20 32 14 N NP -
R14.1S2
180
160
140
120
100
y = 0.1638x + 33.604 2 R = 0.3428
80
60
40
20
y=0 2 R = #N/A
50
100
150
200
250
300
350
400
Rc Mr - MPa
R14.1S3
14.1 Liwonde - Mangochi Soil Properties Description Crushed Stone Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 9 30 21 36 17 35 16 41 20 -
Soaked CBR % %Comp 98 95 7 -
R14.1S3
600
y = 1.2939x + 110.11 2 R = 0.8743
500
400
300
200
100
y = -0.0091x + 42.298 2 R = 0.0144
50
100
150
200
250
300
350
Rc Mr - MPa
R14.1S4
14.1 Liwonde - Mangochi Soil Properties Description Sandy Gravel Sandy Clay Dry In Situ LL PI % Density 75um 49 0 0 -
28 12
R14.1S4
700
600
500
y = 29.885x - 1958 2 R = 0.65
400
300
200
100
y = 2.885x - 131.03 2 R = 0.0218
70
72
74
76
78
80
82
Rc Mr - MPa
R14.2S5
14.2 Mangochi - Monkey Bay Soil Properties Description Stab Sandy Gravel Sandy Gravel Dry In Situ LL PI % Density 75um 14 26 N NP 43 26 -
R14.2S5
250
200
150
100
y = 1.7499x - 60.198 2 R = 0.0651
50
y=0 2 R = #N/A
60
65
70
75
80
85
90
95
100
Rc Mr - MPa
R14.2S6
14.2 Mangochi - Monkey Bay Soil Properties Description Stab Sandy Gravel Sandy Gravel Dry In Situ LL PI % Density 75um 23 23 33 17 47 30 -
R14.2S6
3000
2500
2000
1500
1000
500
y = -20.687x + 1741.9 2 R = 0.1287
y=0 2 R = #N/A
10
20
30
40
50
60
70
80
90
Rc Mr - MPa
R14.2S7
14.2 Mangochi - Monkey Bay Soil Properties Description Sandy Gravel Dry In Situ LL PI % Density 75um -
R14.2S7
400
350
300
250
200
y = -2.0593x + 488.7 2 R = 0.3198
150
y = -0.6053x + 196.49 2 R = 0.0351
100
50
20
40
60
80
100
120
140
160
Rc Mr - MPa
R14.2S8
14.2 Mangochi - Monkey Bay Soil Properties Description Stab Sandy Gravel Clayey Sandy Gravel Sandy Clay Dry In Situ LL PI % Density 75um 18 29 35 N NP 26 13 30 14 -
R14.2S8
700
600
500
400
300
y = 0.6085x + 221.84 2 R = 0.0004
200
y = 5.9531x - 510.83 2 R = 0.0747
100
112
114
116
118
120
122
124
126
128
130
Rc Mr - MPa
R15S1
15 Zomba - Blantyre Soil Properties Description Crushed Stone Macadam Sandy Clay Dry In Situ LL PI % Density 75um 16 32 28 16 27 14 -
R15S1
500
450
400
350
300
250
200
y = -0.5533x + 395.85 2 R = 0.5858
150
y = -0.2398x + 229.19 2 R = 0.1235
100
50
100
200
300
400
500
600
Rc Mr - MPa
R15S2
15 Zomba - Blantyre Soil Properties Description Dry In Situ LL PI % Density 75um -
R15S2
1000
900
800
700
600
500
y = -7.4583x + 1442 2 R = 0.0444
400
300
200
y = 1.6422x - 124.72 2 R = 0.077
100
132
134
136
138
140
142
144
146
148
150
152
Rc Mr - MPa
R15S3
15 Zomba - Blantyre Soil Properties Description Dry In Situ LL PI % Density 75um -
R15S3
900
800
700
600
500
400
300
200
y = -1.9859x + 413.42 2 R = 0.0975 y=0 2 R = #N/A
100
20
40
60
80
100
120
140
160
180
Rc Mr - MPa
R15S4
15 Zomba - Blantyre Soil Properties Description Crushed Stone Macadam Clayey Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 6 22 11 N NP 24 11 N NP -
R15S4
300
250
200
150
y = -8.7037x + 857.98 2 R = 0.0973
100
50
y=0 2 R = #N/A
80
81
82
83
84
85
86
87
88
89
Rc Mr - MPa
R15S5
15 Zomba - Blantyre Soil Properties Description Crushed Stone Macadam Clayey Sandy Gravel Clayey Sand Dry In Situ LL PI % Density 75um 6 14 11 N NP 24 11 N NP -
R15S5
400
y = 4.8065x - 385.11 2 R = 0.508
350
300
y = 7.0647x - 761.86 2 R = 0.7411
250
200
150
100
50
20
40
60
80
100
120
140
160
Rc Mr - MPa
DCP Layers CBR Subbase Sample Length Code R1S1 R1S2 R1S3 R2.1S1 R2.1S2 R2.1S3 R2.1S4 R2.2S1 R2.2S2 R2.2S3 R3S1 R3S2 R3S3 R3S4 R4S1 R4S2 R4S3 R5S1 R6S1 R6S2 R7S1 R7S2 R7S3 R8S1 R8S2 R9S1 R9S2 R9S3 R10S1 R10S2 R10S3 R11S1 R11S2 R12.1S1 R12.1S2 R12.2S3
Trial Pit DCP CBR Subbase
Convert CBR to mm/blow by using TRL Equation DCP Layers CBR Trial Pit DCP CBR Base Base SSG SSG SG SG SG SB SB
Converts mm/blow (DCP) to Stiffness, based on TFT DCP Layers CBR Trial Pit DCP CBR Base Base SSG SSG SG SG 45.4 26.8 69.8 43.1 29.6 32.9 57.0 71.3 43.5 48.6 58.6 44.6 50.5 56.7 32.4 38.6 33.9 68.8 26.9 89.2 52.2 63.1 44.4 53.6 47.7 28.3 49.9 67.7 56.0 47.5 78.7 39.7 104.0 85.5 82.5 50.9 SB SB 130.5 133.3 54.4 75.3 37.7 73.2 59.8 100.2 58.9 143.5 164.7 93.6 90.4 90.4 132.2 193.1 60.2 122.3 73.4 134.9 130.1 125.6 79.2 83.9 94.7 141.1 110.7 232.3 120.7 361.8 355.5 194.3 175.1 238.2 132.2 112.4
Base
Base
SSG
125 143 107 210 129 208 125 205 214 192 137 258 182 186 154 287 147 160 89 109 113 97 90 127 66 203 249 265 183 406 258 142 124 209 232 308
73 76 135 83 39 39 43 71 63 86 39 28 86 65 47 56 43 57 25 72 111 41 35 29 32 325 356 399 99 405 366 98 427 377 173 131
46 29 107 30 23 17 31 45 28 27 34 20 30 27 19 22 20 22 12 63 29 44 26 22 52 45 195 475 56 111 663 28 168 43 38 81
16 9 23 17 24 12 25 36 18 21 24 15 26 29 13 13 19 36 17 331 16 24 32 29 26 11 159 64 20 13 22 15 22 87 55 16
128 138 132 198 158 207 126 166 149 209 166 169 166 170 95 246 190 171 87 114 126 105 104 89 75 268 315 474 195 287 329 147 119 283 216 292
68 69 26 38 18 36 29 51 29 75 87 47 46 46 69 103 30 63 36 70 67 65 40 42 48 73 57 125 62 201 198 104 93 129 69 58
20 21 28 40 17 20 25 41 17 49 28 27 41 31 26 67 24 27 16 60 37 33 29 26 28 22 38 28 60 43 79 46 84 65 50 44
SSG
SG
22 12 35 21 14 15 28 35 21 23 29 21 24 28 15 18 16 34 12 45 25 31 21 26 23 13 24 33 27 23 39 19 53 43 41 25
2.3 2.0 2.7 1.4 2.2 1.4 2.3 1.4 1.4 1.5 2.1 1.2 1.6 1.6 1.9 1.0 2.0 1.8 3.2 2.6 2.5 2.9 3.1 2.3 4.2 1.5 1.2 1.1 1.6 0.8 1.2 2.0 2.3 1.4 1.3 1.0
3.8 3.7 2.1 3.4 6.9 7.0 6.3 3.9 4.4 3.3 6.9 9.4 3.3 4.3 5.8 4.9 6.3 4.8 10.6 3.9 2.6 6.6 7.6 9.2 8.3 0.9 0.9 0.8 2.9 0.8 0.8 2.9 0.7 0.8 1.7 2.2
5.9 9.0 2.7 8.8 11.6 14.9 8.6 6.0 9.4 9.7 7.9 13.3 8.8 9.9 13.5 11.8 13.1 11.8 20.7 4.4 9.3 6.2 10.1 12.0 5.3 6.1 1.5 0.7 5.0 2.6 0.5 9.4 1.7 6.3 7.1 3.5
16.0 28.1 11.6 14.9 10.8 20.7 10.5 7.4 14.5 12.7 11.2 17.4 10.2 9.2 19.6 20.0 13.6 7.5 15.4 0.9 16.6 10.8 8.5 9.2 10.1 23.8 1.8 4.3 12.7 19.8 11.7 17.4 11.8 3.2 5.0 16.3
2.3 2.1 2.2 1.5 1.8 1.4 2.3 1.8 1.9 1.4 1.8 1.7 1.8 1.7 3.0 1.2 1.6 1.7 3.3 2.5 2.3 2.7 2.7 3.2 3.7 1.1 1.0 0.7 1.5 1.0 0.9 2.0 2.4 1.1 1.4 1.0
4.1 4.0 10.0 7.2 14.5 7.4 9.1 5.4 9.2 3.7 3.3 5.8 6.0 6.0 4.1 2.8 9.0 4.4 7.4 4.0 4.1 4.3 6.8 6.4 5.7 3.8 4.9 2.3 4.5 1.5 1.5 2.8 3.1 2.2 4.1 4.8
12.8 12.7 9.6 6.8 14.9 12.9 10.7 6.6 15.4 5.6 9.4 9.9 6.6 8.6 10.3 4.2 10.9 10.0 15.7 4.6 7.3 8.2 9.3 10.1 9.6 11.7 7.1 9.4 4.6 6.4 3.6 5.9 3.3 4.3 5.5 6.2
12.0 20.5 7.8 12.6 18.5 16.6 9.5 7.6 12.5 11.2 9.3 12.2 10.8 9.6 16.9 14.2 16.2 7.9 20.4 6.1 10.4 8.6 12.3 10.1 11.4 19.4 10.9 8.0 9.7 11.5 6.9 13.8 5.2 6.3 6.6 10.7
231.0 262.7 200.9 375.3 238.5 373.0 232.4 368.5 382.5 345.2 253.0 456.0 328.8 336.6 281.5 503.9 269.5 291.0 168.5 203.2 210.7 183.3 170.5 235.4 128.2 363.8 441.3 467.9 330.4 695.8 455.8 260.5 230.0 373.8 412.3 537.9
140.6 91.2 146.2 60.1 249.2 200.7 158.5 62.0 78.4 47.0 77.1 36.8 85.6 62.9 137.2 90.1 121.4 57.6 164.0 56.3 78.7 68.2 57.7 41.0 164.0 61.9 126.1 54.7 93.6 40.5 109.4 46.2 85.6 41.8 111.7 46.2 51.3 26.5 139.1 123.1 206.5 58.4 81.9 87.2 71.5 53.7 58.9 45.3 65.7 101.8 565.2 89.0 616.0 351.0 684.1 805.5 186.2 108.7 694.0 207.8 631.1 1099.9 184.2 58.0 730.3 305.2 649.7 86.2 313.5 76.6 241.5 154.0
34.2 19.6 47.1 36.8 50.2 26.5 51.9 72.7 37.6 43.1 48.8 31.5 53.2 58.8 28.0 27.4 40.3 72.2 35.5 574.6 33.0 50.3 64.2 58.8 53.8 23.1 290.7 124.3 42.8 27.7 46.4 31.4 46.3 165.1 107.2 33.6
236.3 254.0 243.6 355.4 289.2 371.4 233.8 301.9 273.3 374.9 301.7 307.8 301.7 309.1 179.8 436.7 342.0 310.2 164.4 212.9 232.8 197.4 195.1 168.2 144.5 472.1 549.5 803.6 350.5 503.9 571.2 269.0 220.4 497.7 385.8 512.3
42.7 43.1 56.7 79.4 36.7 42.2 51.0 81.6 35.5 96.8 58.0 55.0 81.5 63.1 52.9 129.5 49.9 54.6 34.9 116.9 73.9 65.9 58.3 53.9 56.7 46.4 76.6 58.0 116.3 84.7 150.7 90.8 160.3 125.8 98.8 87.6
DCP Layers CBR Subbase Sample Length Code R12.2S4 R13S1 R13.1S2 R13.1S3 R13.2S4 R13.2S5 R13.2S6 R14.1S3 R14.1S4 R14.2S7 R14.2S8 R15S1 R15S2 R15S5 R34S1 R36S1 R38S1 R44S1 R45S1 Average
Trial Pit DCP CBR Subbase
Convert CBR to mm/blow by using TRL Equation DCP Layers CBR Trial Pit DCP CBR Base Base SSG SSG SG SG SG SB SB
Converts mm/blow (DCP) to Stiffness, based on TFT DCP Layers CBR Trial Pit DCP CBR Base Base SSG SSG SG SG 48.1 44.0 46.5 81.7 77.3 53.7 57.2 32.6 87.5 74.5 62.5 53.7 146.8 51.0 38.8 32.4 43.2 63.3 66.3 56.3 SB SB 189.0 89.6 137.9 220.4 164.5 148.6 137.7 130.6 193.3 120.1 161.4 84.5 125.6 149.0 82.0 47.9 55.2 108.7 87.2 130.9
Base
Base
SSG
383 142 174 104 70 141 1348 214 181 120 297 168 168 73 288 229 170 51 251 200
293 47 315 358 283 102 700 118 250 73 76 94 478 82 38 18 41 63 143 149
253 23 29 78 50 63 370 21 58 40 32 38 49 50 73 14 15 54 33 74
11 12 28 405 34 17 16 17 44 30 30 15 59 19 16 15 16 25 32 40
264 240 164 107 124 160 404 188 211 126 193 151 288 111 181 220 153 62 226 185
101 45 72 118 87 78 72 68 103 62 85 42 65 78 41 23 27 56 44 68
32 34 46 86 51 29 38 23 61 56 48 29 34 61 26 16 14 63 41 39
SSG
SG
23 21 22 41 39 26 28 15 44 37 31 26 77 25 18 15 21 31 33 27
0.8 2.0 1.7 2.7 4.0 2.1 0.2 1.4 1.6 2.4 1.0 1.7 1.7 3.8 1.0 1.3 1.7 5.4 1.2 1.5
1.0 5.9 1.0 0.9 1.1 2.8 0.5 2.4 1.2 3.8 3.7 3.0 0.6 3.4 7.0 14.4 6.6 4.4 2.0 1.9
1.2 11.4 9.3 3.6 5.5 4.4 0.8 12.4 4.8 6.7 8.3 7.0 5.6 5.5 3.9 18.0 17.3 5.1 8.0 3.8
23.6 21.8 9.6 0.8 7.9 15.1 16.5 15.2 6.2 8.9 8.9 16.7 4.7 13.6 16.4 17.6 16.6 10.7 8.3 6.8
1.1 1.2 1.8 2.7 2.3 1.8 0.8 1.6 1.4 2.3 1.5 1.9 1.0 2.6 1.6 1.3 1.9 4.4 1.3 1.6
2.8 6.0 3.9 2.4 3.3 3.6 3.9 4.1 2.8 4.5 3.3 6.4 4.3 3.6 6.6 11.4 9.8 5.0 6.2 4.1
8.3 7.9 5.9 3.3 5.3 9.3 7.1 11.6 4.6 5.0 5.8 9.1 7.9 4.5 10.2 16.3 17.8 4.4 6.5 7.0
11.3 659.0 512.7 12.4 260.6 92.3 11.7 314.9 550.0 6.6 195.4 619.6 7.0 135.3 497.0 10.1 259.0 192.5 9.5 2135.1 1158.1 16.8 383.3 219.3 6.2 327.6 443.2 7.3 223.2 139.7 8.7 520.1 145.5 10.1 305.6 177.5 3.7 305.6 810.6 10.7 140.8 155.9 14.1 504.5 77.1 16.9 407.5 38.0 12.6 308.6 82.1 8.6 100.5 122.8 8.2 443.6 263.5 9.7 359.7 273.3
447.3 47.7 58.3 148.3 98.7 122.7 637.7 43.8 113.1 80.3 65.7 76.9 96.9 98.5 139.5 30.5 31.7 105.1 67.7 142.1
23.3 25.2 56.7 695.1 68.6 36.3 33.2 36.1 87.3 61.0 61.1 32.9 115.6 40.1 33.4 31.2 33.0 50.9 65.6 79.0
465.4 425.9 298.9 200.6 229.8 291.0 693.7 339.9 377.7 233.9 347.2 276.8 504.7 207.3 326.8 392.8 279.5 121.2 403.3 334.3
65.6 68.9 91.6 162.6 100.9 58.3 76.0 46.8 118.1 108.7 93.9 59.9 68.9 118.7 53.4 33.6 30.7 122.0 82.6 77.3
Base
Base
Base
Base
Base
Base
SSG
SSG
SSG
SSG
SSG
SSG
SG
SG
SG
SG
SG
R1S1 R1S2 R1S3 R2.1S1 R2.1S2 R2.1S3 R2.1S4 R2.2S1 R2.2S2 R2.2S3 R3S1 R3S2 R3S3 R3S4 R4S1 R4S2 R4S3 R5S1 R6S1 R6S2 R7S1 R7S2 R7S3 R8S1 R8S2 R9S1 R9S2 R9S3 R10S1 R10S2 R10S3 R11S1 R11S2 R12.1S1 R12.1S2 R12.2S3
7.5 7.3 7.7 6.9 7.4 6.9 7.5 6.9 6.8 6.9 7.3 6.7 7.0 7.0 7.2 6.6 7.2 7.1 8.1 7.7 7.6 7.9 8.0 7.4 8.8 6.9 6.7 6.7 7.0 6.4 6.7 7.3 7.5 6.9 6.8 6.6
8.5 8.4 7.4 8.2 10.6 10.7 10.2 8.6 8.9 8.1 10.6 12.4 8.1 8.8 9.9 9.3 10.2 9.2 13.2 8.5 7.7 10.4 11.1 12.2 11.6 6.5 6.5 6.4 7.9 6.4 6.5 7.9 6.4 6.4 7.1 7.4
10.0 12.1 7.7 11.9 13.9 16.1 11.8 10.0 12.4 12.5 11.4 15.1 11.9 12.7 15.2 14.0 14.9 14.0 20.2 8.9 12.3 10.2 12.9 14.2 9.5 10.1 6.9 6.3 9.3 7.7 6.2 12.3 7.1 10.2 10.8 8.3
16.9 25.2 13.9 16.1 13.3 20.2 13.1 11.0 15.9 14.6 13.6 17.9 12.9 12.2 19.4 19.7 15.2 11.1 16.5 6.5 17.3 13.3 11.7 12.2 12.9 22.3 7.1 8.9 14.7 19.5 14.0 17.9 14.0 8.1 9.3 17.1
7.4 7.3 7.4 6.9 7.1 6.9 7.5 7.1 7.2 6.9 7.1 7.1 7.1 7.1 7.9 6.7 7.0 7.1 8.1 7.6 7.5 7.7 7.8 8.1 8.4 6.7 6.5 6.3 6.9 6.6 6.5 7.2 7.6 6.6 6.8 6.6
8.7 8.7 12.8 10.8 15.9 11.0 12.1 9.6 12.2 8.5 8.1 9.9 10.0 10.0 8.7 7.8 12.1 8.9 11.0 8.6 8.7 8.8 10.6 10.3 9.8 8.5 9.2 7.5 9.0 6.9 6.9 7.8 8.0 7.4 8.7 9.2
14.7 14.6 12.5 10.6 16.2 14.8 13.2 10.4 16.5 9.7 12.3 12.7 10.5 11.8 13.0 8.7 13.4 12.7 16.7 9.1 10.9 11.6 12.3 12.8 12.5 14.0 10.8 12.3 9.1 10.3 8.3 10.0 8.2 8.8 9.6 10.1
14.1 20.0 11.2 14.6 18.6 17.3 12.5 11.1 14.5 13.6 12.3 14.3 13.3 12.5 17.5 15.6 17.0 11.3 20.0 10.1 13.1 11.8 14.3 12.9 13.7 19.2 13.4 11.4 12.6 13.8 10.6 15.4 9.5 10.2 10.4 13.3
25.8 26.2 25.3 27.1 25.9 27.1 25.8 27.1 27.2 26.9 26.1 27.5 26.8 26.9 26.4 27.7 26.3 26.5 24.7 25.3 25.5 25.0 24.7 25.8 23.5 27.0 27.5 27.6 26.8 28.2 27.5 26.2 25.8 27.1 27.3 27.8
23.9 24.1 26.0 24.4 21.0 20.9 21.5 23.8 23.2 24.5 21.0 19.2 24.5 23.4 21.9 22.7 21.5 22.8 18.5 23.9 25.4 21.2 20.5 19.3 20.0 27.9 28.0 28.2 25.0 28.2 28.1 25.0 28.3 28.1 26.7 25.9
21.8 19.5 25.3 19.6 18.0 16.5 19.7 21.7 19.2 19.1 20.2 17.1 19.6 18.9 17.1 17.9 17.3 17.9 14.5 23.3 19.3 21.6 18.8 17.8 22.4 21.7 27.0 28.4 22.7 25.4 28.7 19.3 26.6 21.5 20.9 24.3
16.0 12.7 18.0 16.5 18.4 14.5 18.6 20.6 16.6 17.5 18.2 15.5 18.7 19.3 14.8 14.7 17.0 20.5 16.3 27.9 15.8 18.4 19.9 19.3 18.8 13.6 26.5 23.3 17.4 14.7 17.9 15.5 17.9 24.6 22.6 15.9
25.9 26.1 26.0 27.0 26.5 27.1 25.8 26.6 26.3 27.1 26.6 26.6 26.6 26.6 24.9 27.4 26.9 26.6 24.6 25.5 25.8 25.2 25.2 24.6 24.0 27.6 27.9 28.4 27.0 27.7 27.9 26.3 25.6 27.7 27.2 27.7
23.6 23.7 18.9 20.8 16.6 20.6 19.4 22.3 19.4 24.0 24.6 21.9 21.8 21.8 23.6 25.2 19.5 23.3 20.6 23.7 23.6 23.4 21.0 21.4 22.0 23.9 22.8 25.8 23.2 27.0 27.0 25.2 24.8 25.9 23.6 22.9
17.4 17.5 19.1 21.1 16.5 17.3 18.5 21.2 16.3 22.1 19.3 18.9 21.2 19.8 18.7 23.5 18.4 18.9 16.2 23.1 20.7 20.0 19.3 18.8 19.1 17.9 20.9 19.3 23.0 21.4 24.2 21.8 24.5 23.4 22.2 21.6
17.8 14.5 20.3 17.5 15.2 15.8 19.1 20.5 17.5 18.2 19.3 17.7 18.4 19.1 15.7 16.8 16.0 20.3 14.6 21.7 18.6 19.8 17.6 18.8 18.1 14.9 18.3 20.2 19.1 18.1 21.0 16.9 22.5 21.5 21.3 18.5
372.9 407.3 338.9 520.1 381.1 517.9 374.5 513.6 526.9 491.1 396.9 594.3 475.0 482.7 427.0 636.5 414.4 436.9 300.4 341.5 350.1 318.2 302.9 377.8 249.0 509.1 581.1 604.9 476.5 794.0 594.1 404.9 371.8 518.6 554.6 665.5
265.4 197.2 272.6 148.2 392.8 338.6 288.1 151.3 177.8 125.2 175.9 105.8 188.9 152.9 260.9 195.6 239.9 144.0 294.9 141.7 178.3 161.7 144.2 114.0 294.8 151.2 246.3 138.9 200.7 113.2 223.4 123.8 188.8 115.5 226.6 123.8 133.0 84.6 263.3 242.2 345.4 145.3 183.2 191.2 166.9 137.3 146.1 122.2 157.5 212.7 688.5 194.0 730.3 496.7 784.8 877.7 321.7 222.4 792.5 346.9 742.5 1086.6 319.4 144.6 820.7 451.4 757.5 189.7 459.7 175.0 384.4 282.4
100.6 68.9 125.4 105.9 131.1 84.5 134.0 168.9 107.5 118.1 128.4 95.1 136.3 146.0 87.9 86.5 112.7 168.0 103.4 696.3 98.2 131.2 155.0 146.1 137.3 76.9 436.6 243.9 117.5 87.1 124.1 95.1 124.0 296.2 220.4 99.4
752.1 795.8 707.5 930.5 762.7 928.0 754.1 923.1 938.3 897.0 782.7 1013.5 878.1 887.1 820.2 1058.9 804.7 832.3 654.9 710.9 722.3 679.5 658.4 758.4 580.8 917.9 999.1 1025.0 879.9 1219.9 1013.3 792.8 750.6 928.9 969.6 1089.6
605.0 500.3 325.2 615.4 416.7 255.1 777.5 707.1 374.3 637.6 422.3 336.0 468.1 374.0 385.2 464.9 335.9 290.8 486.6 425.1 390.7 598.4 497.7 453.1 567.2 409.1 339.3 647.1 404.9 360.2 468.9 440.6 380.2 409.4 352.3 313.7 647.1 422.0 395.0 576.7 399.7 412.7 506.0 350.6 298.2 541.9 371.3 295.2 486.6 355.2 349.6 546.8 371.3 451.5 388.9 291.0 330.8 602.0 570.6 1121.6 716.1 411.4 320.3 477.2 490.5 385.5 449.6 396.7 428.9 412.9 368.2 412.8 433.3 525.1 396.8 1113.6 495.0 273.8 1156.4 903.6 831.9 1210.8 1300.8 573.1 684.2 540.4 359.1 1218.4 718.1 296.6 1168.7 1491.2 372.0 681.1 410.1 313.6 1246.0 849.9 371.7 1183.8 488.0 649.1 859.9 463.5 537.2 766.9 629.5 322.8
SG
SB
SB
SB
SB
SB
SB
Sample Length Code
Converts a mm/blow (STD TIP) to a small flat tip reading DCP Layers CBR Trial Pit DCP CBR
Converts a mm/blow (flat tip) to a Stiffness Reading bsed on Imads Converts a CBR to a Stiffness Reading bsed on TRL 17x^0.64 DCP Layers CBR Trial Pit DCP CBR DCP Layers CBR Trial Pit DCP CBR
Base
Base
Base
Base
Base
Base
SSG
SSG
SSG
SSG
SSG
SSG
SG
SG
SG
SG
SG
R12.2S4 R13S1 R13.1S2 R13.1S3 R13.2S4 R13.2S5 R13.2S6 R14.1S3 R14.1S4 R14.2S7 R14.2S8 R15S1 R15S2 R15S5 R34S1 R36S1 R38S1 R44S1 R45S1 Average
6.4 7.3 7.0 7.8 8.6 7.3 6.0 6.8 7.0 7.5 6.6 7.1 7.1 8.5 6.6 6.8 7.1 9.6 6.7 6.9
6.6 9.9 6.5 6.5 6.6 7.8 6.2 7.6 6.7 8.5 8.4 8.0 6.3 8.3 10.7 15.8 10.4 8.9 7.3 7.2
6.7 13.8 12.3 8.4 9.7 8.9 6.5 14.5 9.2 10.5 11.6 10.7 9.7 9.7 8.5 18.3 17.8 9.4 11.4 8.5
22.2 20.9 12.5 6.4 11.3 16.3 17.3 16.3 10.1 12.0 12.0 17.4 9.1 15.3 17.2 18.0 17.3 13.3 11.6 10.6
6.7 6.7 7.1 7.7 7.5 7.1 6.4 7.0 6.8 7.5 6.9 7.2 6.6 7.7 7.0 6.8 7.2 8.9 6.8 7.0
7.8 10.0 8.6 7.6 8.1 8.4 8.6 8.7 7.8 9.0 8.2 10.3 8.8 8.4 10.4 13.7 12.7 9.3 10.2 8.7
11.6 11.3 9.9 8.2 9.6 12.3 10.8 13.9 9.0 9.3 9.8 12.1 11.3 9.0 12.9 17.1 18.2 8.9 10.4 10.7
13.7 14.4 14.0 10.4 10.7 12.9 12.4 17.5 10.1 10.9 11.9 12.9 8.4 13.2 15.6 17.5 14.6 11.8 11.5 12.5
28.1 26.2 26.7 25.2 23.7 26.1 29.2 27.2 26.8 25.7 27.8 26.6 26.6 23.9 27.7 27.3 26.6 22.3 27.5 27.0
27.7 21.9 27.9 28.0 27.7 25.2 28.8 25.6 27.5 23.9 24.0 24.9 28.4 24.3 20.9 16.7 21.2 23.3 26.2 26.3
27.5 18.1 19.3 24.1 22.2 23.3 28.1 17.6 22.9 21.1 20.0 20.9 22.1 22.2 23.9 15.3 15.6 22.5 20.2 23.9
13.7 14.2 19.1 28.2 20.2 16.4 15.8 16.4 21.6 19.6 19.6 15.8 23.0 17.0 15.9 15.5 15.8 18.5 20.0 21.0
27.6 27.4 26.5 25.3 25.8 26.5 28.2 26.9 27.1 25.8 26.9 26.3 27.7 25.4 26.8 27.2 26.4 23.2 27.3 26.8
25.1 21.7 23.8 25.6 24.6 24.1 23.8 23.6 25.2 23.2 24.5 21.4 23.4 24.1 21.2 18.1 19.0 22.7 21.6 23.6
20.0 20.3 21.8 24.5 22.3 19.3 20.8 18.0 23.1 22.7 22.0 19.5 20.3 23.1 18.8 15.9 15.4 23.3 21.3 20.9
18.1 764.9 644.1 17.6 405.0 198.8 17.9 461.1 675.8 21.2 332.5 733.3 20.9 258.4 630.4 18.8 403.3 329.1 19.2 1711.9 1125.7 15.7 527.7 359.9 21.6 473.8 582.8 20.7 364.2 264.2 19.7 650.4 271.6 18.8 451.8 311.4 24.1 451.7 881.5 18.5 265.7 284.8 16.8 636.9 175.8 15.7 550.2 108.2 17.5 454.8 183.6 19.8 210.8 241.8 20.0 583.2 408.1 19.1 505.1 418.5
586.5 126.5 145.2 275.2 208.2 241.7 747.9 119.4 228.6 180.8 157.6 175.5 205.6 208.0 264.0 93.1 95.6 217.4 160.8 267.3
77.3 81.6 142.4 793.3 162.2 104.8 98.6 104.4 191.4 149.7 149.9 98.0 232.1 112.3 99.1 94.6 98.3 132.2 157.4 178.8
1191.1 792.9 861.6 698.8 594.8 790.8 1125.4 939.2 876.7 740.8 1073.7 850.4 850.3 605.4 1059.4 964.7 854.0 522.1 1001.3 810.6
1067.0 1004.9 274.8 502.9 376.5 284.4 1100.3 411.2 406.1 1159.3 619.2 1219.3 1052.5 517.9 441.5 694.2 569.9 333.9 1525.3 1174.1 321.0 735.2 362.8 333.1 1000.9 549.9 490.8 603.2 473.2 419.3 614.0 433.4 419.7 670.1 464.2 319.7 1304.4 513.8 555.2 632.9 517.6 348.8 464.9 602.9 322.0 340.7 309.5 312.6 477.9 314.8 320.4 570.0 532.5 387.3 796.8 438.9 433.0 711.7 520.1 402.8
SG
SB
SB
SB
SB
SB
SB
Sample Length Code
Converts a mm/blow (STD TIP) to a small flat tip reading DCP Layers CBR Trial Pit DCP CBR
Converts a mm/blow (flat tip) to a Stiffness Reading bsed on Imads Converts a CBR to a Stiffness Reading bsed on TRL 17x^0.64 DCP Layers CBR Trial Pit DCP CBR DCP Layers CBR Trial Pit DCP CBR

DCP Testing For Low Cost Rural Roads

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RO U G H T O N

In association with THE UNIVERSITY OF BIRMINGHAM and THE UNIVERSITY OF NOTTINGHAM

Report IV Field Trials using the Modified DCP Apparatus

Appropriate and Efficient Maintenance of Low Cost Rural Roads

Report IV Field Trials using the Modified DCP Apparatus

Report IV - Field Trials of Modified DCP Apparatus

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

REPORT IV FIELD TRIALS OF MODIFIED DCP APPARATUS

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

* equivalent of a semi-infinite half-space Information on Malawi

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Figure 1-1 - Generalised Map of Malawi and Southern Africa

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Figure 2-1 - The Approximate Location of the Project Roads

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads

Report IV - Field Trials of Modified DCP Apparatus

Section 2: Pavement Investigations

Appropriate and Efficient Maintenance of Low Cost Roads