TABLE OF CONTENTS

Title page

Supervisor Certification

Dedication

Acknowledgement

Chapter 1

1.0 Introduction

1.1 STUDENT INDUSTRIAL WORK EXPERIENCE SCHEME (SIWES) BACKGROUND

1.2 Objectives of SIWES

1.3 Importance of SIWES

Chapter 2

2.0 Background of Establishment

2.1 Vision

2.2 Mission

2.3 Organogram of the Company

2.4 The organization Services

2.5 Theoretical over view

2.5 Road construction

Chapter 3

3.0 factors affecting design

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3.0 Experience gained

3.1 Problem Encountered

Chapter 4

Conclusion and Recommendations

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 CHAPTER 1

1.0 INTRODUCTION

The student industrial work experience scheme (SIWES) is the accepted skill training program,
which form part of the approved minimum academic standards in the various degree programs
for all the Nigerian universities. It is an effort to bridge the gap existing between theory and
practice of engineering and technology, science, agriculture, medical, management and other
professional education program in the Nigeria tertiary institutions. It is aimed at exposing student
to machine and equipment, professional work methods and ways of safe guarding the work areas
and workers in industries and other organizations.

The scheme is a tripartite program, involving the students, the universities and the
industry (employers of labor). It is funded by the federal government of Nigeria and jointly
coordinated by the Industrial Training Fund (ITF) and the National Universities Commission
(NUC).

1.1 STUDENT INDUSTRIAL WORK EXPERIENCE SCHEME (SIWES)

BACKGROUND

The Students Industrial Work Experience Scheme (SIWES), is a skills development programme
initiated by the Industrial Training Fund (ITF), in 1973 to bridge the gap between theory and
practice among students of engineering and technology in Institutions of Higher Learning in
Nigeria. It provides for on-the-job practical experience for students as they are exposed to work
methods and techniques in handling equipment and machinery that may not be available in their
Institutions.

At inception in 1974, the Scheme started with 784 Students from 11 Institutions and 104 eligible
courses. By 2008, 210,390 Students from 219 Institutions participated in the Scheme with over
112 eligible courses.

The SIWES is a working experience programme incorporated into the curriculum of students in
the tertiary institution in Nigeria so as to afford the students the opportunity of practical

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experience of what they had learnt in the classroom. The SIWES programme is usually a
requisite to the award in view.

This programme is aimed at inculcating practical, scientific, and social and entrepreneurship
skills needed to solve the challenges facing the nation’s technology and also contribute to the
overall development of the students of these faculties. The SIWES programme for university
student in faculty of Technology and faculty of Environmental Design and Management is being
undertaken in part three with a duration of three months and in part four which spans during the
rain semester for six months.

In view of this participation, the SIWES program has become a necessary prerequisite for the
award of degree in Federal University of Technology Minna, Niger state in line with the
education policy of the government.

1.2 OBJECTIVES OF SIWES

The Industrial Training Funds policy Document No. 1 of 1973 which established SIWES
outlined the objectives of the scheme. The objectives are to:

1. Provide an avenue for students in higher institutions of learning to acquire industrial

skills and experiences during their course of study.
2. Prepare students for industrial work situations that they are likely to meet after
graduation.
3. Expose students to work methods and techniques in handling equipment and machinery
that may not be available in their institutions.
4. Make the transition from school to the world of work easier and enhance students’
contacts for later job placements.

1.3 IMPORTANCE OF SIWES

1. It provides students with an opportunity to apply their theoretical knowledge in real life
situation.
2. It exposes students to more practical work methods and techniques.
3. It strengthens link between employers, universities and industrial training fund (ITF).

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4. It also prepares the students for the labor market after graduation.
To achieve the objectives of SIWES, I was given a acceptance at the Niger State Ministry Of
Works and Transportation to gain a practical knowledge and experience in my field of study.

CHAPTER 2

2.0 BACKGROUND OF ESTABLISHMENT

Niger state ministry of works and transportation minna was incorporated in 2000 as a major
player of maintenance and supervisions of construction works ranging from difference field
such as Engineering, Environment and Supply Services. The ministry is own by Niger state
government.
The ministry maintains a formidable list of highly qualified Professionals- Civil, Building,
Electrical, Mechanical Engineers, Administrators and Technicians.

2.4 The Services of niger state ministry of works and transportation

2.4.1 Engineering Services

i. They undertakes the supervision of construction/rehabilitation/maintenance of roads,

bridges, etc. within the state.
ii. they also undertake the supervision of construction of water supply including
construction of Dams, laying of pipes, construction of storage Tanks, installation of
treatment equipment including mechanical and electrical works.
iii. Supervision and over oversees the Construction and development of estate housing
projects, including estate structures like drainage, Roads, Water supply, Sewage, fencing
electrical installation, landscaping, beautification etc. .
They supervise the process fixing rural electrification, including supply and installation
of electrical plants and equipment.
iv. Also oversees the construction of Construction of hostels, lecture theatres, libraries,
school buildings and laboratories including supply and installation of laboratory
equipment for teaching purposes within the state.

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2.5 THEORETICAL/GENERAL OVERVIEW

This section of the report provides background information on the general work experience of
the trainee. Brief descriptions/general overview of work done and design concepts used in road
construction and construction of drainage were fully discussed.

2.6 ROAD CONSTRUCTION

2.6.1 Setting out

This is carried out following the dimensions specified in layout drawings. The commonly used
setting out procedure is the profile board method. A series of boards that show the exact level 1
metre above the completed construction level are placed at intervals along the proposed line of
the road. A profile board with a fixed height, called the traveler, is used for controlling the
excavated levels between these profile boards. By placing the traveler in the sightline between
two level boards, it can be seen whether or not the excavation has been carried out to correct
levels and adjusted accordingly.

2.7.2 Earthworks

Earthwork is one of the major works involved in road construction. It involves the removal of
topsoil, along with any vegetation, before scraping and grading the area to the finished
‘formation level’. This is usually done using a tractor shovel, grader or bulldozer. Below the
formation level, the soil is known as the ‘subgrade ’. It is essential that the strength of the
subgrade is tested prior to earthwork beginning. Various activities involved in earthworks are cut
to fill, cut to spoil, borrow pit.

2.8.1 Materials

I. laterite (red sand)

II. shape sand
III. tape (measurement)
IV. water
V. MC1/MC2 Bitumen

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 VI. Asphalt

2.8.2 Machineries/Equipment

I. Paver machine
II. Fish born machine
III. Tea boiler
IV. Water tanka
V. Grader
VI. Excavator
VII. Cutting machine
VIII. Blowing machine
IX. Sheep foot roller
X. Smooth roller
XI. Rake/ flat head rake
XII. Tipper

2.8.3 Construction of drainage trenches.

This is the outer surface of a road structure. It is the durable surface material laid down on area
intended to sustain vehicular or foot traffic such as road or walkway. There are different types of
road pavement (surface) which are, asphaltic surfacing, pavers (interlocking) and concrete
surfacing.

 Sub grade: Subgrade is the native material underneath a constructed road, pavement or
railway track. It is also called formation level. (i.e. the soil itself). The subgrade is the
foundation of the pavement structure, on which the sub base, base and surface layer are
laid. They are commonly compacted before the construction of a road, pavement or
railway track, and are sometimes stabilized by the addition of asphalt, lime, Portland
cement or other modifiers. Usually to a thickness of 100-250mm.
 Sub base: sub base is the layer of aggregate material laid on the subgrade, on which the
base course layer is located. It may be omitted when there will be only foot traffic on the
pavement, but it is necessary for surfaces used by vehicles. It is often the main load-

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 bearing layer of the pavement. Its role is to spread the load evenly over the subgrade. The
materials used may be either unbound granular, or cement –bound such as crushed stone
or dry lean concrete (such as 1 : 15) laid and compacted by heavy rollers . The thickness
of subbase can range from 75 to 100 mm (3 to 4 in) for garden paths through 100 to 150
mm (4 to 6 in) for driveways and public footpaths, to 150 to 225 mm (6 to 9 in) for heavy
used roads, and more for highways.
 Base course: The base course serves as the principal structural component of the flexible
pavement. It distributes the imposed wheel load to the pavement foundation, the subbase,
and/or the subgrade. The base course must have sufficient quality and thickness to
prevent failure in the subgrade and/or subbase, withstand the stresses produced in the
base itself. It is also often made of crushed aggregates (of a higher strength than those
used in the sub base) which are either unstabilised or stabilised with a cementing material
such as Portland cement, lime fly ash or asphaltic cement. Usually to a thickness of 100-
150mm.
 Surface course: The top layer of a road surface is referred to as the wearing course. It is
usually made of asphaltic concrete, which is a mixture of asphalt cement bound together
with various selected aggregates. This surface protect the base layer from wheel abrasion
and to waterproof the entire pavement structure; provides a smooth, well-bonded surface
free from loose particles, which might endanger aircraft or people and provides a skid-
resistant surface that is important for safe vehicle stops. Usually to a thickness of 50-
100mm.

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Figure 2.8.3 Typical cross-section of road pavement

2.8.4 Material and equipment used

I. Cement
II. Shape sand
III. Granite
IV. Water
V. Wood
2.8.5 Machineries
I. Pale loader
II. Excavator
III. Concrete mixer
IV. Hammer
V. Shovel
VI. Leveling stave
VII. Level instrument
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 CHAPTER 3
3.0 Factors Affecting Road Design
There are major factors that necessitate road design which are;
1. Traffic and loading: Traffic and loading is the most important factor in the pavement
design. The key factors include;
 Wheel load: Wheel load on pavement is an important factor to determine the
pavement thickness to be adopted. By providing adequate thickness, the load
coming from wheels doesn’t affect the subgrade soil. The wheel load is acts at
particular point on pavement and cause deformations. If the vehicle contains dual
wheels on one side of axle, then convert it into equivalent single wheel load. Dual
wheeled axle vehicles control the contact pressure within the limits.
 Contact pressure: When the vehicle is moving on pavement, a pressure
developed between the tire and pavement. If the tire is low pressure tire, then
contact pressure will be greater than tire pressure. If it is high pressure tire, then
contact pressure will be less than tire pressure. The original Shape of contact area
is generally elliptical. But to ease the calculations circular shape is considered.
 Vehicle Speed: If the vehicle is moving at creep speed then also damage occurs
to the pavement. If vehicle speed is gradually increased then it will cause smaller
strains in the pavement
 Axle configuration: Axles are the important part of the vehicles which enables
the wheels to rotate while moving. By providing multiple axles, vehicle can carry
more load. So, the axle load also influences the design of pavement.
 Moving loads: The damage to the pavement is much higher if the vehicle is
moving at creep speed. Many studies show that when the speed is increased from
2 km/hr to 24 km/hr, the stresses and deflection reduced by 40 per cent.
2. Structural Models: The structural models are various analysis approaches to determine
the pavement responses (stresses, strains, and deflections) at various locations in a
pavement due to the application of wheel load. The most common structural models are
layered elastic model and viscos-elastic models.

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3. Material characterization: The following material properties are important for both
flexible and rigid pavements. When pavements are considered as linear elastic, the elastic
moduli and Poisson ratio of subgrade and each component layer must be specified. If the
elastic modulus of a material varies with the time of loading, then the resilient modulus,
which is elastic modulus under repeated loads, must be selected in accordance with a load
duration corresponding to the vehicle speed. When a material is considered non-linear
elastic, the constitutive equation relating the resilient modulus to the state of the stress
must be provided.
4. Environmental factors: Environmental factors affect the performance of the pavement
materials and cause various damages. Environmental factors that affect pavement are of
two types, temperature and precipitation and they are discussed below:
 Temperature: is the important environmental factor to be considered in the
design of pavement. In case of asphalt roads, temperature affects the resilient
modulus of surface course. In very hot condition asphalt layers lose their stiffness.
At low temperature, asphalt layers become brittle and cracks are formed.
 Precipitation: Moisture variations or precipitation from rain affects the depth of
groundwater table. Good drainage facilities should be provided for good strength
and support. The ground water table should be at least below 1m from the
pavement surface.

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 CHAPTER 4

4.0 Experience gained

4.0.1 Preamble

The trainee did his SIWES at NIGER STATE MINISTRY OF WORKS AND
TRANSPORTATION, (a construction engineering, rehabilitation of roads and maintenance), and
was opportune to work with engineers on site (we work with civil engineers and others
contractors). The trainee was posted to ongoing site of rehabilitation of Kpakungu to Garatu
high way (Bida road) and construction of drainage trench at Gidan Mangoro where he was able
to learn various managerial skills used on site in terms of planning and controlling of activities in
a construction engineering environment.

During the period of his attachment, the trainee was involved in;

i. Rehabilitation of Kpakungu to Garatu road (Bida road)

ii. Construction of drainage trench at Gidan mangoro (Bida road)
4.1 Rehabilitation of Kpakungu to Garatu (Bida road)

It is been mention above the materials used in rehabilitation and construction of a road, this laid
to refilling the portholes on the asses road which give the easy asses of transportation and
movement by vehicles, and also reduces the rate of accident in the road.

The trainer also gain the proper steps taking for the ASPHALT overlay, right from taking the
measurement of the failed sections, scarification of failed portion, filling with laterite and
compacting it, applying MC1 bitumen, blowing it and asphalt overlay place.

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The process and steps of asphalt overlay with paver machine.

4.1 showing the process of asphalt overlay at prim section.

4.2 Excavation of drainage trench

The excavation of drainage and channelization trenches was done with machine (excavator) by
the use of labor. The dimension of the line drain is shown fig 4.2 below

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Fig4.2. Excavation of drainage trench with excavator machine

Casting of Open Line Drain

The reinforcement of the line drain was fixed with iron Y10@250c/c as both the main
reinforcement and the distribution bar. The open line drain was casted with concrete using 2:3:3
mix ratio

Fig 4.3 drainage reinforcement/ casted the baseline of the drainage

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fig 4.4 drainage after casting

Managerial Experience Gained on Site

The total duration taken for the rehabilitation Road project was estimated to 120days i.e.
4months while the drainage Project was 52days approximately 2months, this is done by using
Microsoft Project Software to get the estimated duration of the project. More so, resources such
as work (people and equipment), cost and material resources were allotted to the project.

Labors were stated to work 7days in a week and 8hours of working day approximately 48hours
work per week. Also equipment and material were assigned to work at their maximum capacity.

Some of the managerial activities done on site include;

i. Oversee operations on a day-to-day basis

ii. Study the drawing and execute the work by managing the labor, materials, and machinery
as per daily planning.
iii. Ensure that work is done safely, on time, within budget and to the right quality standards.

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 iv. Before work starts, the site manager gets things ready by taking on staff, preparing the
site and carefully planning the work to be done.
v. Monitors progress, oversee the delivery of materials and carry out safety checks and sort
out problems which could as they arise
vi. Supervising the labors at every stage of the construction
vii. Monitoring the work and providing the current status of work to concerned Site Engineer
viii. Keep in close contact with members of their team at all times, and liaise with architects,
engineers, surveyors, and planners.

4.2 Problem Encountered

During the rehabilitation of Road around Garatu area we had a problem with too much moisture
on the soil due to the too much rain fall which result on lower appropriate compaction rate of
asphalt with laterite, and also one of the major problems we encounter was during the excavation
of line drain trenches. Immediately after taking leveling we had a rain fall on the site which was
uncontrollable and which led to removal of form work, wear and tear of the trenches, up to the
stage which the rising of the water covers whole the surface of the trenches which made it so
difficult to get the actual level of the line drain. Which finally result on the closure of the work
for the day.

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Conclusion
Having completely and adequately undergone the industrial training program, concisely say that
the experience was educating and highly commendable students will not be limited to theoretical
work done but wisely desire the acquisition of practical knowledge also the familiarity with the
machineries’ and managerial skills and tactics used in a construction engineering environment
will necessarily have to partake in full compliance which serve as a propellant to expose him to
the industrial practical work.

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