A TECHNICAL WORK REPORT

ON
STUDENTS INDUSTRIAL WORK EXPERIENCE SCHEME
(SIWES)
UNDERTAKEN AT

AKOKO NORTH EAST LOCAL GOVERNMENT SECRETARIAT,

IKARE AKOKO
PRESNETED
BY

IDRIS SAMUEL OLUWASEUN

FPI/ND/CVE/21/003
SUBMITTED

TO:

DEPARTMENT OF CIVIL ENGINEERING,

SCHOOL OF ENGINEERING, AND ENGINEERING TECHNOLOGY

FEDERAL POLYTECHNIC IDAH,
KOGI STATE.
FROM

OCTOBER, 2022
JANUARY 2023.

CERTIFICATION

I hereby certify that this report of Student Industrial Work Experience (SIWES) was prepared
and compiled by IDRIS SAMUEL OLUWASEUN (Matric Number: FPI/ND/CVE/21/003) from the
department of CIVIL ENGINEERING, SCHOOL OF ENGINEERING AND ENGINEERING

1
TECHNOLOGY, FEDERAL POLYTECHNIC IDAH, KOGI STATE .for the successful completion of my
Three(3) months Industrial Training undertaken at AKOKO NORTH EAST LOCAL GOVERNMENT
SECRETARIAT,

IKARE AKOKO

SIWES COORDINATOR:
SIGNATURE AND DATE: …………………………………..

DECLARATION

I hereby declare/ascertain that this compressive report was compiled by me (IDRIS SAMUEL
OLUWASEUN) and entails precisely what I have done during my SIWES Industrial Training at
AKOKO NORTH EAST LOCAL GOVERNMENT SECRETARIAT, IKARE AKOKO I withal declare that
this report or its content has not been interiorly submitted to this or any other institution of
learning for the purport of consummating the requisites for the award of any degree/diploma.

2
All citations and sources of information’s and research are pellucidly acknowledged by betokens
of references.

IDRIS SAMUEL OLUWASEUN...................................................................

DEDICATION

This industrial training report is dedicated to my parents (Mr. & Mrs IDRIS ) for their support
and encouragement and also my siblings for their support and encouragement and also for
their unending love. I love you all beyond all measures

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 ACKNOWLEDGEMENT

I am sincerely grateful to God Almighty,for his support grace and mercy in my life, throughout
the period of my attainments.
My gratitude goes to my parents, my brothers and sisters, I pray to God to be with you till the
end and give you long life to fulfill your destiny.

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Also, I acknowledge the rare privilege gratitude to me by entire staff of AKOKO NORTH EAST
LOCAL GOVERNMENT SECRETARIAT, IKARE AKOKO. To learn the knowledge outlined in this
report as well as other skill which are outside the scope of this report. To the entire waking
staffs, my colleagues and the managers finger. Son Afaderats TEC services and par once
consulting engineer. I really want to appreciate you for your support. Department of civil
Engineering will also be remembered for their guidance and support during the period of my
industrial training
Thanks you all.

ABSTRACT

This technical report presents the experiences and summary of my industrial attachment
undertaken at AKOKO NORTH EAST LOCAL GOVERNMENT SECRETARIAT, IKARE AKOKO.

The training covers a period of three months from October 2022 to January 2023. This report
discusses the technical skills gained during the training period and justifying the relevance of
the scheme in equipping students with the needed technical competence to thrive in the real

5
world.

TABLE OF CONTENTS

COVER PAGE………….......……………………………………………………………………………………………………………………...1
CERTIFICATION PAGE…...…………………………………………………………………………………………………..…….…………..2

DECLARATION…….…...…...….…………………………………………………………………………………………………………..……..3
DEDICATION ………………..………………………………………………………………………………………………………....…....…….4
ACKNOWLEDGEMENT…..……………………………………………………………………………………………………..…………......5
ABSTRACT….……………………………………………….…………………………………………………………………….………………......6
TABLE OF CONTENT…………………….………………………………………………………………………..…….………………………...7
CHAPTER 1: INTRODUCTION

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1.1 Background of Study ………………..…………………………………………………………………………………..……………....9
1.2 Brief history of SIWES……………...………………………………………………………………………………..………………..…9
1.3 Vision Statement………………………………………….……………………………………………………………….……….…..…10
1.4 Mission Statement……………………………………………………………………………………………………………..…………10

1.5 Aim of SIWES ...............................................................................................................................10

1.6 Objectives of The Study…………………………………………………………………………………………………….……….…..10
1.7 Importance of The study…………………………………………………………………………………………………….….…......11
1.8 Justification of The Study…………………………………………....................................................................11

CHAPTER TWO

2.0 Theoretical framework ……………………………………………………………………………………….…………………. 12

2.1.2 Transportation Engineering System………………………………………………………………………...…..…….…… 12
2.1.3 Origin of highway………...……………………………………………………………………………………………………………. 12
2.1.4 Significance of highway…………………………………………………………………………………………..…………....... 13
2.2 Components of road structure………………………..………………………………………………………….……………... 14
2.2.1 Road and water ………………..……………………………………………………………………….………….…………………... 14
2.2.2Crack sealing procedures…………………………………………………………………………………….………………….... 15
2.2.3 Roadway excavation………………………………………………………………………………………….……………………….. 15
2.2.4Filling and grading………………………………………………………………………………………….………………………….... 16
2.3 Spraying of water………………………………….……………………………….... ……………………………………………………16

2.3.1Field compaction…………………………………….…………………………………………………………………………………... 17
2.3.2 Priming…..………………………………….…….……………………………………………………………………….………………... 18
2.3.3 Blinding………...…………………………….….……………………………………………………………………………………….... 18
2.3.4 Asphalt overlaying …………………………………….……………..………………………………………………………..……... 19
CHAPTER THREE

3.0 Asphalt plant …………….…………………………………………….……….………………….....……….....………………..……… 21

3.1 Materials …………...…………….………………………………….……….………………………….........…………….……..……….
22
3.2 Forms of Bitumen ……………………………………………………….……….…………………………......…....………………… 22
3.3 Types of bitumen ……………….………………………………….……….………………………..…..………………………………. 22
CHAPTER FOUR

4.0 Summary…………………………………………………………….……….…………………………..………...…...…………………….24

41Conclusion……………………………………………………………….………….…………………………..………………………………24
4.2: SIWES Challenge……………………………………………………………………………………………………………………………24

4.3: Recommendation…………………………………………………………..…….……………………………..……………………....25

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 CHAPTER ONE
1.0 INTRODUCTION

1.1 BACKGROUND OF SIWES

Students' Industrial Work-experience Scheme (SIWES) is one of the Industrial Training Fund (ITF)
programme which was introduced in 1974 due to the inability of engineering and technology students in
Nigeria universities and polytechnics to meet the practical aspects of their training. That is, the needs to
enable students match their theoretical school knowledge with the practical aspect of their training in
industry.

The training lasts for six months. According to Ekpenyong (2011), one of the principles underlying any
industrial work experience scheme for students in institutions of learning is the desire to marry the
practical with the theoretical learning which characterizes conventional classroom situations with a view
to striking a balance between theory and practice. The author stressed further that it was in realization
of this that the ITF when it was established, set out to study the extent to which the theoretical
knowledge that students in engineering technology and other allied fields in Nigerian institutions
offering technology based courses related to the kind of work experience expected of them by
employers.

The result of the ITF survey showed a great disparity between students' knowledge and their ability to
apply it in relevant jobs. In order to bridge the gap between the two, the ITF in 1974 established a co-
operative internship programme, which enabled students of technology to spend some part of their
courses for relevant on the-job practical experiences in appropriate areas of the Nigerian industry
(Ekpenyong, 2011). The author further stressed that the internship programme, SIWES, can therefore be
seen as that which is intended to give Nigerian students studying occupationally related courses
experience that would supplement their theoretical learning as a well of equipping the students with the

8
needed skills to readily contribute their quota to national economic and technological development
after function in the world of work.

This need to combine theoretical knowledge with practical skills in order to produce results in the form
of goods and services or to be productive is the essence and rationale for industrial training, and a basic
requirement for the award of B.Eng.

1.2 BRIEF HISTORY OF SIWES

In recognition of the shortcomings and weakness in the formation of SET graduates, particularly with
respect to acquisition of relevant production skills (RPSs), the Industrial Training Fund (which was itself
established in 1971 by decree 47) initiated the Students' Industrial Work experience Scheme (SIWES) in
1973. The scheme was designed to expose students to the industrial environment and enable them
develop occupational competencies so that they can readily contribute their quota to national economic
and technological development after graduation. Consequently, SIWES is a planned and structured
programme based on stated and specific career objectives which are geared toward developing the
occupational competencies of participants. In spite of the challenges faced by SIWES in the four decades
of its existence, the Scheme has not only raised consciousness and increased awareness about the need
for training of SET students, but has also helped in the formation of skilled and competent indigenous
manpower which has been manning and managing the technological resources and industrial sectors of
the economy. Participation in SIWES has become a necessary condition for the award of degrees and
diplomas to SET students graduating from higher institutions in Nigeria. It is therefore, not in doubt that
SIWES is a veritable means or tool for National Economic Development.

The main thrust of ITF programmes and services is to stimulate human performance, improve
productivity, and induce value-added production in industry and commerce. Through its SIWES and
Vocational and Apprentice Training Programmes, the Fund also builds capacity for graduates and youth
self-employment, in the context of Small Scale Industrialization, in the economy. The Industrial Training
Fund is a grade 'A' parastatal operating under the aegis of the Federal Ministry of Industry, Trade and
Investment. It has been operating for 45 years as a specialist agency that promotes and encourages the
acquisition of industrial and commercial skills required for national economic development.

1.3 VISION STATEMENT

To be the prime skills training development organization in Nigeria and one of the best in the world.
1.4 MISSION STATEMENT

To set and regulate standards and offer direct training intervention in industrial and commercial skills
training and development, using a corps of highly competent professional staff, modern techniques and
technology.

1.5 AIM OF SIWES

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The effort is aimed at helping/training students in the Nigerian tertiary institutions the practical aspect
of their field of study by exposing students to machines and equipment, professional work methods and
ways of safeguarding the work areas and workers in industries and other organizations.

1.6 OBJECTIVES OF SIWES

The Industrial Training Fund's policy Document No. 1 of 1973 which established
SIWES outlined the objectives of the scheme. The objectives are to:
1. It provides an avenue for students in institutions of higher learning to acquire industrial skills and
experience during their course of study.

2. It expose Students to work methods and techniques in handling equipment and machinery that may
not be available in their institutions.

3. It makes the transition from school to the world of work easier and enhance students' contact for
later job placements and a chance to evaluate companies for which they might wish to work.
4. It provides students with the opportunities to apply their educational knowledge in real work and
industrial situations, there by bridging the gap between theory and practice.
5. The programme teaches the students on how to interact effectively with other workers and
supervisors under various conditions in the organization.

1.7 IMPORTANCE OF SIWES TO CIVIL ENGINEERING

1. It exposes students to more practical work methods and techniques in civil engineering.

2. It provides students in civil engineering with an opportunity to apply their theoretical knowledge to
real life situations.

3. It enables students in civil engineering to gain experience in handling equipment and machineries.

4. It provides an environment whereby students in civil engineering can develop their creativity and
interpersonal skills through software design techniques.
5. It is one of the requirements for the award of Bachelor of Engineering Degree (B.Eng.) /National
diploma in Civil Engineering.

1.8 JUSTIFICATION FOR CHOICE OF INDUSTRY

Theoretical knowledge alone would not usually prepare and prepare an educated person for the world
of work. The worker or productive individual must not only be knowledgeable but also be versatile in
the application of skills to perform defined jobs or work. Both education and training are important;
there cannot be effective education without some training input and there cannot be effective training
without some educational input. The productive individual, particularly in this millennium, must be able
to combine and utilise the outcomes from the two forms of learning (Know-How Ability and Do-How
Capability) for production of goods and services which is crucial in pursuing careers in science,
engineering and technology (SET) disciplines.

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 CHAPTER TWO

2.0 THEORETICAL FRAMEWORK

2.1.1 CIVIL ENGINEERING
Civil engineering is a professional engineering discipline that deals with the design, construction, and
maintenance of the physical and naturally built environment, including works like roads, bridges, canals,
dams, and buildings. Civil engineering is the second oldest engineering discipline after military
engineering, and it is defined to distinguish non-military engineering from military engineering. It is
traditionally broken into several sub-disciplines including architectural engineering, environmental
engineering, engineering control, structural engineering, earthquake engineering, transportation
engineering, construction surveying, and construction engineering, etc. Civil engineering takes place in
the public sector from municipal through to national governments, and in the private sector from
individual homeowners through to international companies.
2.1.2 TRANSPORTATION ENGINEERING SYSTEM
Highway engineering is one of the most important branches of transportation system. (Gupta 2009), in
his opinion defines Highway Engineering as the art of planning, design, construction and maintenance of
road system. While Rogers (2003) defines Highway Engineering as the application of scientific principle
to the planning, design, maintenance of a highway project or system of projects. We conclude that
Highway Engineering is the science and technology dealing with road engineering. However, the term
road or road ways was called Highway, which refers to a road way constructed on small embankments a
little above the general ground level to avoid drainage and maintenance problems. Its scope includes
development, planning, alignment, geometric design and location, highway material, pavement design,
maintenance and construction, traffic operation and its control, economic consideration, finance and
administration, road architecture, arboriculture and landscaping. On the other hand, Transportation
Engineering involves planning, design and supervision of construction, maintenance and operational
stages of the country's infrastructure which is related to the movement of goods and people from their
origin to destination (Hill, 2001).

2.1.3 ORIGIN OF HIGHWAY

The oldest mode of transportation was obviously on foot path. In those days, man travelled by watching
stars or own shadows, or noting the direction of wind, so also felled trees were used to cross narrow
streams and rivers were crossed by swimming or by rafts, and animals were used to transport men and
materials.

However, man felt the necessity of easy transport, later wheel was invented and simple animal drawn
wheeled vehicles were a common and popular mode of transportation for a long time. This gave birth to

11
the necessity of a hard surface for easy movement of men and goods. The first recorded road was the
Assyrian Empire about 1900B.C, other developments include;
1. ROMANS ROAD (312 B.C) 600 KM of road was constructed of stone blocks of considerable thickness.
2. TREASAGUET CONSTRUCTION (1716-1796): a French man developed and improved road in 1764, he
suggested that Thickness of road above 30CM does not contribute to the stability of the road.
Considerations are given to the sub-grade moisture condition and compaction.

3. METACALF (1717-1810) CONSTRUCTED 290KM of road in northern region of England, but he was
blind much of his works were not recorded.

4. MACADAM (1756-1836): he was Surveyor General of roads in England. His concepts are based on
scientific basic and hence became very popular far and wide.

2.1.4 SIGNIFICANCE OF HIGHWAY

Highways are vitally important to a country's economic development. The construction of a high quality
road network directly increases a nation's economic output by reducing journey time and cost, making a
region more attractive economically. The actual construction process will have the added effect of
stimulating the construction market.
A road is a thoroughfare, route, or way on land between two places that has been paved or otherwise
improved to allow travel by foot or some form of conveyance, including a motor vehicle, cart, bicycle, or
horse. Road network system in Nigeria has been classified into four categories these are:
a. Trunk A Roads: - This form the major network around which other categories of roads are built.
They run through the length and breadth of the country. They connect ports, capitals of various states
and also provide international links with neighboring countries.
b. Trunk B Roads: - These are the highway within the states, as they connect important towns and
cities of the states. They also connect the cities of the states to federal highways and serve as the main
arteries of traffic to and fro meet district roads.
c. Trunk C Roads: - These are also called local government roads. They are constructed with nearly
the same specifications as those of the state highways. They are intended to connect areas of
production and market with state highways and railways.

d. DFRR1 Roads: - These are the least in Nigerian classifying system and they are connected to major
district roads and railways. They are intended to serve the interior rural population of the district.

2.2.0 COMPONENTS OF ROAD STRUCTURE

Road Structure Cross Section is composed of the following components:
1. Crown
2. Camber

3. Surface/Wearing Course
4. Kerbs
5. Shoulder

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6. Drainage
7. Base Course
8. Sub-base
9. Formation level
10.Sub Grade

Plate 2.0: Road cross section

2.2.1 ROAD AND WATER

The greatest threat to an asphalt road is water. When a road is laid down, it flexes and moves slightly to
accommodate changes in temperature and load. All this flexing eventually leads to cracking. Water
penetrates those cracks and through processes like freezing, causes damage to the roadway. Crack
sealing cleans debris from these cracks then fills them with an asphalt based polymer that adheres to
the sides and bottom of the cracks, preventing the water from getting in. Depending on the climate, the
materials used, the pavement conditions and the technique used, crack sealing will last three to eight
years. Crack sealing has two primary purposes:
1. To prevent the intrusion of water through the crack into the underlying pavement structure.
2. To prevent extraneous materials from entering the crack and causing further deterioration as the
pavement expands and contracts with Temperature

2.2.2 CRACK SEALING PROCEDURES

For crack sealing, the most important aspect of the procedure is the preparation of the crack for
treatment. Also, the season when the crack sealing is done will affect its performance. If the cracks need
to be routed or sawed to remove extraneous material, it should be done before cleaning the cracks. The
routing or sawing is best accomplished using a vertical-spindle router, rotary- impact router, or a
random-crack saw. After doing the routing or sawing, clean the cracks using high-pressure air,
sandblasting, wire brushing, hot air blasting or high-pressure water. Cleaning the cracks is an essential
step to ensure that the sealant will adhere to the sides of the crack. After cleaning, check the cracks for
depth. A backer rod should be placed in large deep cracks to conserve sealant. The backer rod should be
a compressible, non-shrinking, non-absorbent material with a melting point higher than the
temperature of the sealant. The backer rod should be about 25 percent wider than the crack, to prevent

13
slipping or floating out after placing the sealant. After the cracks are prepared, they are sealed with
liquid asphalt. Equipment used for crack sealing or filling varies from truck mounted pressure applicators
with hand wands to pour pots. No matter what type of equipment is used, the crack should be filled
with sealant material from the bottom to the top of the crack to prevent air bubbles from forming
bubbles create weak spots in the sealant. Pour only the amount of material that will fill the crack. Don’t
try to completely fill the crack because it is a waste of filler. Coat the vertical surfaces of the crack with a
small excess of filler deposited in the bottom of the crack. To prevent tracking, the filler should be 1⁄8 to
1⁄4 inch below the top of the crack. If necessary, use a squeegee to remove excess sealant on the
pavement surface, and then blot with sand or limestone dust

2.2.3 ROADWAY EXCAVATION

The work consists of all the required excavation within the limits of the right of way unless covered by
other Sections of these Specifications. This shall include excavation of side ditches, where required, the
removal, hauling and proper utilization or disposal of all excavated materials and shaping of excavation
and preparation of exposed surfaces of excavation on the entire length of the roadway, in accordance
with these Specifications and to the lines, levels, grades, dimensions and cross sections shown on the
Drawings or as required by the Engineer. The works specified shall also include operations in part widths
and small areas of roadway where directed by the Engineer without any extra cost to the Employer.
Roadway excavation shall include the following:
a) All excavation indicated on the Drawings within the limits of the cross sections and excavation of all
materials for side roads and intersections.

b) The removal of existing pavement, sidewalks, kerbs and gutters within the limits of construction.
c) Excavation for stream and channel changes were not covered under Section 2.4, Channel Excavation.

d) Excavation required in cuts under embankments below the lowest normal limit of excavation
indicated on the Drawings or below ground line and for the removal of unsuitable material. Materials
from roadway excavations shall be classified as suitable or unsuitable as fill material, or as road
pavement material, by the Engineer. To be suitable as fill material, soil must not contain roots, sods or
other deleterious materials.

2.2.4 FILLING AND GRADING

Laterite is filled into the cut portion of the road and compacted using sheep foot roller and smooth
wheel roller. Laterite is a deep brown soil of cellular structure, easy to excavate, but gets hardened on
exposure to air owing to the formation of hydrated iron oxides. The CBR (California Bearing ration) ratio
of the laterite on our site is 85%. The laterite is brought form the borrow pit, the borrow pit is a hole dug
to a certain depth where laterite of good CBR ratio can be obtained.

14
 Plate 2.3: laterite compaction

2.3 SPRAYING OF WATER

Water is sprayed on the laterite to give it the required moisture just enough to allow maximum
compaction. Also water is sprayed after compaction of laterite when there will be another layer of
laterite to be laid on the current layer to create bond between the two layers. This was done the water
bauxer.

2.3.1 FIELD COMPACTION

Most of the compaction in the field is done with the aid of compaction equipment such as rollers. The
four most common types of rollers are:
a. Smooth-wheel rollers: they are suitable for proof rolling sub-grades and for finishing operation of fills
with sandy and clayey soils. These rollers provide 100% courage under the wheels; with the ground
contact pressure as high as 310 to 380 KN/m2.

They are not suitable for producing high nit weights of compaction when used on the thicker layer.
b. Pneumatic rubber tyre rollers: they are heavily loaded with several rows of tyres. The contact
pressure under the tyre ranges from 600 to 700 KN/m2, and they produce up to 70 to 80% courage.
Pneumatic rollers can be used for sandy and clayey soil compaction.
c. Sheep foot rollers: these are drums with large number of projections. The area of each projection
ranges from 25 to 85 cm2. These rollers are most effective in compacting clayey soils. The contact
pressure under the projection ranges from 1400 to 7000 KN/m2. These projections help in creating bond
between the current layer of soil and the next layer of soil to be laid.
d. Vibratory Rollers: they are extremely efficient in compacting granular soils. Vibrator can be attached
to smooth-wheel, pneumatic robber type, or sheep foot rollers to provide vibratory effects to the soil.

15
Factors affecting field compaction

I. Soil type and moisture content

II. Thickness of the layer of the soil

III. The intensity of pressure applied by the compacting equipment

IV. The area over which the pressure is applied

Plate 2.5: Pneumatic rubber tyre roller. Plate 2.6: Drum wheel roller

2.3.2 PRIMING
This is the spraying of MC1 (Medium curing) on the surface of the prepared base course material e.g.
laterite or stone base. After spraying the MC1, it should be allowed for about 1-hour to allow it
penetrate into the base course material. It is recommended to spray 0.9 l/m2, 1.o l/m2or 1.1l/m2. MC1
is one of the amongst the product of cutback bitumen. After applying MC1, it should be allowed to cure
for a minimum of 48 to 72 hours before asphalt is placed, with no rain in the forecast. The temperature
of MC1 during the application process should not be less than 1500C.The main purpose of priming is to;
a. To coat and bond loose material particles on the surface of the base,
b. To harden or toughen the base surface to provide a work platform for construction equipment,
c. To plug capillary voids in the base course surface to prevent migration of moisture,
d. To provide adhesion between the base course and the succeeding asphalt course. For the prime coat
to be successful, it must be able to penetrate into the base course at least ½ inches

16
 Plate 2.7: Priming

2.3.3 BLINDING
After application of MC1 (prime coat) to the base and the asphalt is not readily available from the
Marini, blinding is done. This is the application of river sand OR Quarry dust after priming to;
a. Remove the air voids in the MC1,
b. To allow vehicles to use the roads immediately after priming and blinding,
c. To prevent the MC1 from sticking to the tyres of vehicles thereby cleaning it away from the applied
surface.

2.3.4 ASPHALT OVERLAYING

An asphalt overlaying is simply the process of installing a new layer of hot mix asphalt directly over the
existing asphalt on roads. The main aim of overlay is to add structural support to the existing pavement.
Overlaying existing asphalt is a good solution when the existing road is still in decent shape and the
existing elevations will allow proper drainage without milling of the entire surface. To maximize the
overlays useful life, failed sections of the existing pavement were cut, excavated and replaced. If the
percentage of bitumen in the asphalt mix is high, it will result in folding of the road surface and if the
percentage of the aggregates is higher in the mix, it will result in excessive cracking of the road. This not
only results in poor surface, but it result in a surface that retains water, thereby reducing the life span of
the road by accelerating the raveling process. Hot mixed asphalt is manufactured at temperatures
between 270oF and 325oF, depending on the environmental conditions and the distance from the hot
mix plant to the site, hot mixed asphalt can lose between 5oF and 25oF. After overlaying the hot asphalt,
it is left for the temperature to cool to a temperature below 80oc before compaction is started. The
measurement of temperature at our site is done by the use of thermometer. If the compaction process
is started at a temperature above 80oc, it leads to development hairy crack which enlarges as time
passes.In the overlay process, if the hot mix asphalt pavement cools too quickly, the entire surface will
ravel living a rough, rocky surface in a short period of time. For the compaction of the newly over-laid
asphalt, smooth wheel and pneumatic rubber tyre rollers are used. The smooth wheel roller compacts it
first, water is sprayed to the wheel so that the asphalt does not stick to the wheel during the
compaction process.

Plate 2.9.1: Asphalt laying with paver

17
This chapter discussed our visit to the drum mixing asphalt plant located along Owo-Akure express road.
The main purpose of the asphalt plant is to produce Asphalt. We were shown the machines involved in
the production of asphalt and the procedure involved was thoroughly explained to us. Some of the
equipment used was:

a. Hopper: there are about four hoppers at the Marini namely: hopper1, hopper2, hopper3 and
hopper4. The hopper has a convey or belt used for transporting the aggregates to another section of the
production process. The aggregates fall on to the conveyor by gravity.

b. Dryer: used to dry moist aggregate that enters it. Its temperature ranges between 1500c and 1700c.

c. Burner fan/Air Blower: this helps in pumping air in to the dryer. It also

CHAPTER THREE

18
3.0 ASPHALT PLANT

This chapter discussed our visit to the drum mixing asphalt plant located along Owo-Akure express road.
The main purpose of the asphalt plant is to produce Asphalt. We were shown the machines involved in
the production of asphalt and the procedure involved was thoroughly explained to us. Some of the
equipment used was:

a. Hopper: there are about four hoppers at the Marini namely: hopper 1, hopper 2, hopper 3 and hopper
4. The hopper has a conveyor belt used for transporting the aggregates to another section of the
production process. The aggregates fall onto the conveyor by gravity.b. Dryer: used to dry moist
aggregate that enters it. Its temperature ranges between 1500c and 1700c.

c. Burner fan/Air Blower: this helps in pumping air into the dryer. It also sprays diesel to the dryer and
flames it to create fire.d. Hot Elevator: this collects the hot aggregates and passes it to the mixer. e.
Mixers: this is used to mixes the aggregates with bitumen by the use of Paddles. The mixture is then
dumped into a bucket.

f. Bitumen Storage Tank: this is used for heating the bitumen.

Plate 5.0: General layout of Asphalt drum mix plant

3.1 MATERIALS

a. Aggregates: the main aggregates used in mixing asphalt at the Marini are ½ inch,

⅜inch, ¾inch, Quarry dust, river sand and Bitumen.b. Bitumen: Production of Bitumen: Bitumen is the
residue or by-product when the crude petroleum is refined. A wide variety of refinery processes, such as
the straight distillation process, solvent extraction process etc. may be used to produce bitumen of
different consistency and other desirable properties. Depending on the sources and characteristics of

19
the crude oils and on the properties of bitumen required, more than one processing method may be
employed.

3.2 FORMS OF BITUMEN

Cutback bitumen Normal practice is to heat bitumen to reduce its viscosity. In some situations
preference is given to use liquid binders such as cutback bitumen. In cutback bitumen suitable
solvent is used to lower the viscosity of the bitumen. From the environmental point of view also
cutback bitumen is preferred. The solvent from the bituminous material will evaporate and the
bitumen will bind the aggregate. Cutback bitumen is used for cold weather bituminous road
construction and maintenance. The distillates used for preparation of cutback bitumen are
naphtha, kerosene, diesel oil, and furnace oil. There are different types of cutback bitumen:
rapid curing (RC), medium curing (MC), and slow curing (SC). RC is recommended for surface
dressing and patchwork. MC is recommended for premix with less quantity of fine aggregates.
SC is used for premix with appreciable quantity of fine aggregates. Other forms of bitumen
include Bitumen emulsion, Bitumen Primers, and Modified Bitumen.

3.3 TYPES OF BITUMEN

I. 60/70II.80/100III.MC1

IV.S125The most preferred type of bitumen required for asphalting are: 60⁄70 and 80 ⁄100 while the most
preferred type of bitumen required for priming is S125 and Mc1.

c. Asphalt: This is the product gotten from the mixture of aggregates, river sand and bitumen. The
mixture is done in percentage based on the required quality of asphalt needed. E.g. 33% of ½ inch, 33%
of 3/8 inch, 36% of ¾ inch, 30% of river sand and 4.0% of bitumen. Basically, when the entire aggregate
particles (including the large aggregate particles) are coated with asphalt, the mix is said to be properly
mixed. d. Oil: This is used together with the heater to heat the bitumen and it also helps in preventing
the bitumen from flaming during the heating process.

Plate 5.1: asphalt plant visited

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 CHAPTER FOUR
4.0 SUMMARY

I observed that Civil Engineers use their conceptual design method to build a structure for safety,
stability, economy and durability. But at the same time supervising the project closely to make sure it is
being executed exactly the way the design was and plan. They also accept material base on what the
specification comes from the client to avoid using materials of poor quality that may alter their design
calculation, for this may result in the failure of their structure.

4.1 CONCLUSION

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This report has been able to x-ray an account of the entire work – experience garnered by me at the
AKOKO NORTH EAST LOCAL GOVERNMENT SECRETARIAT, IKARE AKOKO for the past 3months, I had the
opportunity to see practical application of what I learned in my classes that comprises of use of earth
moving equipment’s use in excavation, grading earth spreading and piling, soil watering, compaction,
spreading of MC1 , asphalt laying. In structural work how scaffolding places. This experience made it
possible for me to relate what I was taught in class with exactly what is happening on site.
I therefore conclude that SIWES is of great benefit to students in tertiary institutions. It therefore implies
that the proper and effective administration of SIWES will go a long way in boosting and enhancing the
competencies of the workforce of the country.

4.2: SIWES CHALLENGES

1. A week strike occurred during the internship program which principally was a general strike for all
construction workers in the country thereby, a week without work elongated the project time for
completion.
2. Due to long hours of transporting materials needed on site (shipping imported materials), there were
days whereby petite activities took place, thus limiting work progress on site.
3. Inadequate equipment to carry out some tests in the quality control section limited my experience
concerning test for rebar.

4. During my first few weeks, I had difficulties understanding a lot of the terms and terminologies that
was used at the office because a lot of them were very new to me. This made it hard for me to follow
the procedures.
5. I wasn't able to visit other on-going projects by AKOKO NORTH EAST LOCAL GOVERNMENT
SECRETARIAT, IKARE AKOKO. hence; no experience was gained in regard to their operations

4.3: RECOMMENDATION
In view of the relevance of the SIWES program, it is important that it is sustained by the government
through the Industrial Training Fund (ITF) as it exposes the student to work tools, facilities, and
equipment that may not be available in their respective institutions in relation to their course of study.
To this end, I recommend that the following under-listed points should be implemented:
1.Students’ Industrial Works Experience Scheme (SIWES) needs to be strengthened by all concerned
stakeholder in order for its objectives to be fully realized.

2. Regular monthly allowances for students on attachment should be paid promptly.

3. Organizations should always accept students for SIWES and subsequently assign them to relevant
jobs. Experience staff should always be made to train the students on attachment

4. There should be more funding of the scheme by the government in order for it to be more effective

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