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ItemPredicting cost overrun in road construction projects: a case study of USMID projects in Uganda(Makerere University, 2026)Cost overrun is a persistent challenge in road construction projects worldwide, and Uganda is no exception. The Uganda Support to Municipal Infrastructure Development program — launched in 2013 by the Ministry of Lands, Housing and Urban Development with initial World Bank International Development Association funding of USD 150 million for the period 2013– 2018, and extended with additional financing of USD 360 million for 2019–2023 has recorded significant differences between the planned and actual costs of its road projects. The most recent known study on cost overruns in Uganda investigated public sector projects and found overruns ranging from 11% to 52% (Alinaitwe et al., 2013). Despite the glaring challenge of cost overrun in most road construction projects, including the USMID projects, previous studies have focused only on their causes and impacts, leaving project managers without a tool to anticipate cost escalation ahead of time. This research therefore aimed at developing a model that project managers can use to predict cost overruns in road construction projects, enabling better resource planning and management. The specific objectives were to determine the significant causes of cost overrun in road construction projects, to ascertain how these causes are considered in planning, and to develop a predictive model that incorporates the major factors causing cost overruns and generates mechanisms to mitigate them. A mixed-methods design was adopted. Primary data were collected through structured questionnaires administered to 78 project stakeholders- clients, engineers, contractors and consultants while secondary data were obtained from the implementation reports of 59 road rehabilitation projects implemented under the USMID program between 2013 - 2023. Data were analyzed using descriptive statistics, correlation analysis and multiple linear regression. The findings revealed that 40 of the 59 projects (67.8%) experienced cost overrun ranging from 3.8% to 68.6%, with a mean overrun of 23.12% and total contract variations of UGX 115.69 billion. Correlation analysis established significant positive relationships between cost overrun and design changes (r = 0.556), procurement method (r = 0.685), extension of contract time (r = 0.685) and delayed payment of contractors (r = 0.737). The regression model, Y = 1.285 + 0.166X₁ + 0.326X₂ + 0.333X₃ + 0.321X₄, was statistically significant (F = 36.588, p < 0.001) and explained 59.7% of the variability in cost overruns (R² = 0.597), with delayed payment of contractors emerging as the most influential predictor (β = 0.416). The model was validated through its statistical properties, corroborating documentary and qualitative evidence from the projects, and regional re-estimation. The study concludes that design changes, delayed payments, extension of contract time and procurement methods are significant predictors of cost overrun, and that the developed model provides project managers, contractors and government agencies with a practical, locally calibrated tool for budgeting, contingency determination and early mitigation of cost escalation on loan-funded road programs.
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ItemConstruction monitoring and supervision of Kabaale-Kiziranfumbi road section (25Km).(Makerere University, 2026-08-10)This Project Report describes the author's involvement during the construction monitoring and supervision of Kabaale-Kiziramfumbi road section (25km). The main project objective was to upgrade the existing gravel road to a class II bituminous paved standard, to increase mobility, reduce road user costs, and improve the level of service of the road. The road is funded by Government of Uganda and the EXIM bank of China where by GOU covers 20% and EXIM bank covers 80%. The Project cost is UGX 595,736,808,038- Revised (Including 18% VAT) for the construction under Design and Build Contract of Masindi-Biiso (47Km), Kabaale–Kiziranfumbi (25Km) and Hohwa–Nyairongo–Kyarushesha–Butole (25Km) roads totaling to 97Km under Package 5 of Critical oil roads. The Construction Works Contract was signed between UNRA and the Contractor China Railway Seventh Group Co. Ltd (CRSG) on 26th March 2019 and commencement date for the Works Contract was 25th April 2019, for duration of 36 months and 24 months of Defects Liability Period. The revised contract period including EOT No. 02 to No. 07 and the original completion date was 27th, April 2022. The revised Time for Completion including EOT No. 02 to No. 12 is 2594 days. The last EOT granted to the Contractor was the EOT of 101 days granted in May 2026 under EOT Claim No. 12 that brought the revised completion date of the project from 20th February 2026 to 1st June 2026. The road is a class II, paved with Asphalt Concrete, with a right of way of 50m and a design speed of 70km/hr in rural and 50km/hr in urban areas. The design life of the road is estimated at 20 years. The carriage way width is at 7m (2lanes/3.5m each from center), with a minimum cross fall of 2.5% to provide for adequate drainage of water from the carriage way and complies with the design standards. The works will also include drainage works, includeding adequate road side drainage (concrete and stone pitching), cross culverts, road furniture and speed calming measures in Trading Centers associated preliminary works (road marking and installation of sign posts), Environmental, Health and Safety concerns. Uganda National Roads Authority (UNRA) awarded a contract for the Consultancy Services for Construction Supervision to Net Consult Consulting Engineers and Architects Plc. (Ethiopia) in Joint Venture with Stadia Engineering Works Consult Plc.(Ethiopia) and KKATT Consult Ltd. (Uganda) and the services commenced on 3rd May 2019. The original completion date for Consultancy Services Construction Supervision was 02nd May 2022. The amount of service is UGX 12,641,454,625 (Uganda Shillings), Inclusive of 18% VAT and Other Taxes. The revised completion period expired on 31st July 2023, the services contract was later extended and completed on 8th November 2025 after which the Ministry of Works and Transport Construction Supervision Unit (MoWT-CSU) took over supervision of the works from 9th November, 2025. The Author was attached on the project as a Graduate Engineer resident on site working hand in hand with the supervision consultant under the guidance and supervision of the Employers Project Engineer. I routinely supervised monitored the construction activities works in line with standards and specifications and project plans to ensure full compliance with all contractual requirements. I participated in most project activities and handled also specific tasks assigned by the project Engineer and Contract Manager concerning Design, site management and Construction Supervision. During the construction stage of the project, I participated in resource monitoring and control, quality management, compilation of quantity of work delivered by the contractor, reviewing the contractor’s work program, IPCs and Environmental, Social and Safety safeguards. The major challenges encountered on this project included the followings; Delayed handover of the entire project site to the contractor due to land compensation challenges in some sections. This was mitigated through the continuous engagement of landlords to allow access to the Contractor as the employer was resolving compensation issues; and appropriately planning for activities and maximize production on the available work sections. Abnormal rains that frequently interfered with the work; Which was mitigated by re-programming for major works to be executed during the dry season and advising the contractor to protect all the finished sections from being washed away by heavy rains. Delayed payments to the contractor which affected the contractor’s cash flows; This was mitigated by preparing cash flow projections in addition to advising management to prioritize payment in a bid to avoid financing charges by the Contractor. Inadequate equipment mobilisation by the contractor and absence of an Updated Work Program agreed upon by the parties to the contract; and was mitigated by revising a realistic work program based on EOT granted with increased resources and catch-up plan. Slow progress of CRR aggregate crushing for Kabaale- Kiziranfumbi section; which was mitigated by increasing productivity with additional resource inputs. Failure by the contractor to construct the base course layer as specified (sections of work are reworked more than 3 times before they are completed); this was mitigated by conducting regular (weekly) site inspections and technical meetings by the project Management team to closely monitor the construction works on regular basis and identify risks and develop mitigation measures timely; and ensure compliance with specifications and standards. In the course of the project monitoring, I also learnt that conducting regular (weekly) technical meetings is key during the project execution as it helps to closely monitor the construction works on regular basis and identify risks timely and developed mitigation measures timely. I learnt that it’s paramount to have land available in advance of the commencement of civil works. I have learnt that continuous engagements of stakeholders and PAPS are vital to successful project delivery as it update them on the progress of the compensation, grievances redress mechanism, improvement of communication channel, reduce misinformation and keep them updated about the project risk, time and progress. I also learnt that having the revised work program and issuing a timely instruction to the contractor saves on the delays leading to avoiding time and cost overruns. During the project monitoring, I have acquired the following skills; identifying risk and seeking mitigation measures at early stage, Stakeholders’ management, site management skills and techniques, Construction supervision for road construction works, Reporting and documentation, improved communication skills and management of cross cutting issues. Basing on the lessons learnt, I recommend that advance planning should be done on the proposed projects so that the right of way required can be obtained, thus will reduce on the cost overruns that come in claims and extension of time. In conclusion, the construction of the Kabaale-Kiziranfumbi road project (25Km) was successfully executed in accordance with the contract requirements; and was substantially completed and is now opened for traffic.
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ItemThe extent of design for disassembly practice in Uganda's construction Industry : a case of promoting circularity.(Makerere University, 2026)The construction industry and built environment are the largest consumers of raw materials and generators of waste globally, driven by the traditional linear "take, make, dispose" economic model (Cruz Rios & Grau, 2020). However, this model is being challenged by evolving demographic trends and societal changes, which are increasing pressure on virgin resources and building materials that are becoming increasingly scarce (Dimitra Tzourmakliotou, 2021). As a result, the industry's sustainability is being questioned, and there is need for alternative approaches to meet the changing demands. The research explored to establish why amongst the several interventions made to reduce Construction and Demolition waste, there has been limited application of a cardinal concept such as Design for Disassembly in Uganda’s industry. The study was exploratory in nature adopting a mixed research approach to achieve the research outcomes. The data was collected using a Structured Questionnaire from a population of 1650 professionals and with sample size of 322 professionals consisting of Architects, Engineers and Quantity Surveyors largely practicing within the jurisdiction of Central Region. The Quantitative data was analysed by inferential statistics techniques namely, Chi-Square test, Relative Importance Index (RII), while the qualitative data was analysed using thematic analysis of responses obtained. The findings showed that awareness of DfD among Uganda’s professionals was generally moderate to low, regardless of years of experience or level of university education. This addressed Objective No. One. The Modular and Pre-fabricated construction were the major DfD techniques currently in use, while material labelling, deconstruction plans and reversible joints ranked lowest. This addressed Objective No. 2. The study showed that Legal / regulatory , technical and education barriers ranked strongest in hindering DfD uptake while the economic barriers ranked lowest , however emphasized the critical need to address education and perception barriers among stakeholders to spur significant growth of the DfD concept. This addresses Objective No. 3. Although general applicability of DfD principles is low, the study highlighted the high importance of embedding DfD in Uganda’s design regime.
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ItemAssessing the impact of scope creep and local skilled labour constraints on scheduled delays: a case study of the Safari 2 Apartments project, Hodan district, Mogadishu, Somalia.(Makerere University, 2026)Somalia’s construction projects are suffering major delays. Most construction projects take longer than planned. Therefore, this study assessed the impact of scope creep and local skilled labor constraints on schedule delays in the Safari 2 Apartments Project, a 17-story residential development in Hodan District, Mogadishu, Somalia. This study adopted a single-project case study investigation grounded in project documentation, site observation records, and established schedule analysis techniques. The study found a cumulative schedule overrun of 14.5 months, representing 40% overrun of the original 36-month planned duration. Three causes of delay were identified: scope creep (the addition of two floors beyond the original scope, 38% of the total project delay), workforce transition (a five-month work stoppage caused by a contractual breakdown between the main contractor and Turkish sub-contractor, a 34% of the total project delay), and external factors (comprising Mogadishu’s security challenges and low local construction labor productivity, a 28% of the total project delay. The study suggests that assigning an experienced and competent project management team, workforce training and development, effective project planning and scheduling, proactive risk management, technological integration, stakeholder communication and collaboration and engaging a consulting engineering firm are the corresponding mitigation mechanisms of delay for Somalia’s construction projects.
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ItemConstruction monitoring and supervision of Kabaale-Kiziranfumbi road section (25Km)(Makerere University, 2026-08-13)This Project Report describes the author's involvement during the Construction Monitoring and Supervision of Kabaale-Kiziramfumbi road section (25km). The main project objective was to upgrade the existing gravel road to a class II bituminous paved standard, to increase mobility, reduce road user costs, and improve the level of service of the road. The road is funded by Government of Uganda and the EXIM bank of China where by GOU covers 20% and EXIM bank covers 80%. The Project cost is UGX 595,736,808,038- Revised (Including 18% VAT) for the construction under Design and Build Contract of Masindi-Biiso (47Km), Kabaale–Kiziranfumbi (25Km) and Hohwa–Nyairongo–Kyarushesha–Butole (25Km) roads totaling to 97Km under Package 5 of Critical oil roads. The Construction Works Contract was signed between UNRA and the Contractor China Railway Seventh Group Co. Ltd (CRSG) on 26th March 2019 and commencement date for the Works Contract was 25th April 2019, for duration of 36 months and 24 months of Defects Liability Period. The revised contract period including EOT No. 02 to No. 07 and the original completion date was 27th, April 2022. The revised Time for Completion including EOT No. 02 to No. 12 is 2594 days. The last EOT granted to the Contractor was the EOT of 101 days granted in May 2026 under EOT Claim No. 12 that brought the revised completion date of the project from 20th February 2026 to 1st June 2026 The road is a class II, paved with Asphalt Concrete, with a right of way of 50m and a design speed of 70km/hr in rural and 50km/hr in urban areas. The design life of the road is estimated at 20 years. The carriage way width is at 7m (2lanes/3.5m each from center), with a minimum cross fall of 2.5% to provide for adequate drainage of water from the carriage way and complies with the design standards. The works will also include drainage works, includeding adequate road side drainage (concrete and stone pitching), cross culverts, road furniture and speed calming measures in Trading Centers associated preliminary works (road marking and installation of sign posts), Environmental, Health and Safety concerns. Uganda National Roads Authority (UNRA) awarded a contract for the Consultancy Services for Construction Supervision to Net Consult Consulting Engineers and Architects Plc. (Ethiopia) in Joint Venture with Stadia Engineering Works Consult Plc.(Ethiopia) and KKATT Consult Ltd. (Uganda) and the services commenced on 3rd May 2019. The original completion date for Consultancy Services Construction Supervision was 02nd May 2022. The amount of service is UGX 12,641,454,625 (Uganda Shillings), Inclusive of 18% VAT and Other Taxes. The revised completion period expired on 31st July 2023, the services contract was later extended and completed on 8th November 2025 after which the Ministry of Works and Transport Construction Supervision Unit (MoWT-CSU) took over supervision of the works from 9th November, 2025. The Author was attached on the project as a Graduate Engineer resident on site working hand in hand with the supervision consultant under the guidance and supervision of the Employers Project Engineer. I routinely supervised monitored the construction activities works in line with standards and specifications and project plans to ensure full compliance with all contractual requirements. I participated in most project activities and handled also specific tasks assigned by the project Engineer and Contract Manager concerning Design, site management and Construction Supervision. During the construction stage of the project, I participated in resource monitoring and control, quality management, compilation of quantity of work delivered by the contractor, reviewing the contractor’s work program, IPCs and Environmental, Social and Safety safeguards. The major challenges encountered on this project included the followings; Delayed handover of the entire project site to the Contractor due to land compensation challenges in some sections; This was mitigated through the continuous engagement of landlords to allow access to the Contractor as the employer was resolving compensation issues; and appropriately planning for activities and maximize production on the available work sections. Abnormal rains that frequently interfered with the work; Which was mitigated by re-programming for major works to be executed during the dry season and advising the contractor to protect all the finished sections from being washed away by heavy rains. Delayed payments to the contractor which affected the contractor’s cash flows; This was mitigated by preparing cash flow projections in addition to advising management to prioritize payment in a bid to avoid financing charges by the Contractor. Inadequate equipment mobilisation by the contractor and absence of an Updated Work Program agreed upon by the parties to the contract; and was mitigated by revising a realistic work program based on EOT granted with increased resources and catch-up plan. Slow progress of CRR aggregate crushing for Kabaale- Kiziranfumbi section; which was mitigated by increasing productivity with additional resource inputs. Failure by the contractor to construct the base course layer as specified (sections of work are reworked more than 3 times before they are completed); this was mitigated by conducting regular (weekly) site inspections and technical meetings by the project Management team to closely monitor the construction works on regular basis and identify risks and develop mitigation measures timely; and ensure compliance with specifications and standards. In the course of the project monitoring, I also learnt that conducting regular (weekly) technical meetings is key during the project execution as it helps to closely monitor the construction works on regular basis and identify risks timely and developed mitigation measures timely. I learnt that it’s paramount to have land available in advance of the commencement of civil works. I have learnt that continuous engagements of stakeholders and PAPS are vital to successful project delivery as it update them on the progress of the compensation, grievances redress mechanism, improvement of communication channel, reduce misinformation and keep them updated about the project risk, time and progress. I also learnt that having the revised work program and issuing a timely instruction to the contractor saves on the delays leading to avoiding time and cost overruns. During the project monitoring, I have acquired the following skills; identifying risk and seeking mitigation measures at early stage, Stakeholders’ management, site management skills and techniques, Construction supervision for road construction works, Reporting and documentation, improved communication skills and management of cross cutting issues. Basing on the lessons learnt, I recommend that advance planning should be done on the proposed projects so that the right of way required can be obtained, thus will reduce on the cost overruns that come in claims and extension of time. In conclusion, the construction of the Kabaale-Kiziranfumbi road project (25Km) was successfully executed in accordance with the contract requirements; and was substantially completed and is now opened for traffic.