A TECHNICAL REPORT

ON

STUDENT INDUSTRIAL WORK EXPERIENCE

CARRIED OUT

AT

MINISTRY OF INFRASTRUCTURE

P.M.B. 1007, SAPELE ROAD, BENIN CITY

BY

CHIKA WALTER AMAEZE

MAT NO: ENG1503629

LEVEL: 400L

DATE: JANUARY, 2020

IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE AWARD OF

BACHELOR OF ENGINEERING (B.Eng.) DEGREE IN CIVIL ENGINEERING
 CERTIFICATION

This is to certify that certify that CHIKA WALTER AMAEZE with matriculation number

of ENG1503629 of the department of civil engineering at the faculty of engineering, university

of Benin carried out an effective student industrial training programme at ministry of

infrastrutcure, under highway engineering division ekhewhaun road, Benin City, Edo state; with

the much needed commitment and dedication

.............................................. ..........................................

Chika walter

(Student) DATE

......................................... .............................................

SIWES supervisor DATE

 DECLARATION

I hereby declare that this report was written by me and has not been submitted to any other

university or institute of higher learning.

All sources of information are clearly acknowledged by means of comprehensive reference

CHIKA WALTER AMAEZE

..................................

Name of Student Sign/Date

 DEDICATION

I dedicate this report to GOD almighty who has granted me the enablement to

experience and finish this SIWES successfully to him alone be the glory.
 ACKNOWLEDGEMENT

My greatest thanks go to God almighty, the giver of every good things including

knowledge, for his protection and provision throughout my industrial training

period.

I also wish to express my gratitude to my industry based supervisors ENGR

OGEYEMHE ANGELA for his time, knowledge, and effort to ensure I got the

knowledge required in the work site also to my fellow colleagues from UNIBEN, I

say a big thank you for all your words of advice and I also express my deepest

thanks to all the lecturers in the department of civil engineering, UNIBEN for all

the knowledge I gained in the classroom.

 ABSTRACT

This Report is based on the experience gathered during my SIWES programme undertaken at

MINISTRY OF INFRASTRUCTURE, BENIN CITY, EDO STATE. The report is based on

practical aspect of the construction of flexible pavement and drainage system. It is a well detailed

description of the various steps involved in construction of side drain and flexible pavement. It

also describes the importance of the various materials used as applied to road construction.
 TABLE OF CONTENTS

Title page i

Certification ii

Declaration iii

Dedication v

Acknowledgement vi

Abstract vii

Table of content viii

CHAPTER ONE

1. INTRODUCTION ABOUT SIWES

1.1 Definition and brief history of SIWES

1.2 Aims and Objectives of SIWES

1.3 Importance of SIWES as it relates to Civil Engineering

CHAPTER TWO

2.1 Drianage construction

2.2 Longitudinal drains

2.3 Process of drain construction

2.4 Earthwork

2.5 Equipments used

CHAPTER THREE
3.0 Experiences gained

3.1 Experience gained in draianage construction

3.2 Earthwork, pavement and surfacing

CHAPTER FOUR

4.1Challenges encountered during SIWES

4.2 conclusion

CHAPTER ONE
1.0 Introduction

1.1 Definition and history OF SIWES

The student industrial work experience popularly known as the SIWES was founded and

establish by the International Training Fund in the year 1973, to solve the problem of lack of

adequate proper skills require for the employment of tertiary institution graduate by Nigerian

industries. The student industrial work experience was founded to be a skill training program to

help expose and prepare student in the tertiary institution to the industrial work situation to be

met after graduation. The aim is to bridge the gap between theories learnt in school to the real

life practical situation and relevance. After graduation it was observed that a good number of

student lack the necessary skill and practical know-how of their respective field of study: to curb

this trend, the scheme was introduced.

1.2 objective of SIWES

The role of this scheme cannot be over emphasized as it is highly needed by student to get a clear

picture and experience of what their profession expects from them before they finally move into

the labour market. The objective of the SIWES is all about strengthening the future employees.

Such program is a successful attempt to help student to understand the underlying principle of

their future work. After passing the program, student can concentrate on the really necessary

factors of his or her work. It is beneficial to the labour market as it helps to produce graduates

that are fully grounded in their respective field. The following are the main objective of SIWES

 To provide student with industrial skills and needed experience while in the course of study.

 To create conditions and circumstances, this can be as close as possible to the actual

workflow.
 To prepare specialist who will be ready for any working situation immediately after

graduation.

 To teach student the technique and method of working with facilities and equipment they

may not be available with the walls of the educational system.

 To give student the ability tp try and apply the given knowledge acquired from the school

and apply them.

1.3 Importance of SIWES as it relates to Civil Engineering

The importance of the Scheme can’t really be overemphasized as it exposes students to

industry based skills necessary for a smooth transition from the classroom to the world of

work. It affords students of tertiary institutions the opportunity of being familiarized and

exposed to the needed experience in handling machinery and equipment which are usually

not available in the educational institutions. As a Civil Engineering student I would say that

SIWES is very important because it gives students the chance to relate and apply what they

already have a theoretical knowledge about in the industry and hence face real life challenges

and not just solving problems in class; It creates an avenue for one to experience challenges

and think of possible solutions knowing well that the industry is quite different from what

one experience in classroom thereby preparing the student for similar cinereous time to

come.

1.4 A BRIEF HISTORY OF MININSTRY OF INFRASTRUCTURE, EDO STATE.

Edo Ministry of Works now known as Ministry of infrastructure is the pioneer in the

construction arena of Edo state, Nigeria. Over the years, they have successfully set the trend and
standard in the state’s infrastructure and development. It plays a pivotal role in the

implementation of the state government’s construction projects. It also undertakes projects for

autonomous bodies as deposit works. The Edo state ministry of infrastructure has highly

qualified and experienced professionals forming a multi-disciplinary team of Civil, Electrical and

Mechanical engineers who work alongside Architects from EDPA. With its strong base of

standards and professionalism developed over the years, Edo state ministry of infrastructure is

the repository of expertise and hence the number choice among discerning clients for any type of

of construction project in Edo state. Besides being the construction agency of the government, it

performs regulatory functions in setting the pace and managing projects for the state’s

construction industry.

The vision of the Ministry of Works is to become a dependable and efficient agency of

Government in providing and maintaining durable and sustainable network of Roads, Public

Housing and Infrastructures in the State.

The mission of the Ministry of Works is to through team work with other stakeholders

provide efficient and sustainable network of Roads, Housing and Infrastructure in the State.

1.5 THE KEY OBJECTIVES OF MINISTRY OF INFRASTRUCTURE, EDO STATE.

The Ministry of Works has different branches and I was deployed to the Department of

construction which is saddled with the responsibility of;

 Supervising Government projects

 Construction jobs by the Government (road)

 To through team work with other stakeholders, provide efficient and sustainable network

of Roads, Housing and Infrastructure in the State.

 Providing and maintaining durable and sustainable network of Roads

HONOURABLE
COMMISIONER

PERMANENT
SECRETARY

MECHANICAL ELECTRICAL
CIVIL ENGINEERING HOUSING AND
ENGINEERING ENGINEERING
DEPARTMENT PUBLIC BUILDING
DEPARMENT DEPARTMENT

MAINTENANCE CONSTRUCTION PUBLIC BUILDING STREET LIGHT

DESIGN AND
CONSULANCY WORKS AND
PRODUCTION HOUSING
(QUALITY CONTROL SERVICES
& DESIGN UNIT)

BUILDING SERVICES PLANNING,

DEPARTMENT OF
RESEARCH AND QUALITY SURVEY
FINANCE
STATISTICS

HIGH WAY DEPARTMENT OF

MAINTENANCE ADMINISTRATION
(DIRECT LABOUR, WOOD WORK AND SUPPLIES
OUT STATION &
RETAINERSHIP)

STAFF TRAINING
SCHOOL

CHAPTER TWO
2.1 DRAINAGE CONSTRUCTION

One of the most important aspects of the design of a road is the provision made for protecting the

road from surface water and groundwater. Water on the pavement slows traffic and contributes

to accidents from hydroplaning and loss of visibility from splash and spray. If water is allowed to

enter the structure of the road, the pavement and sub-grade will be weakened, and it will be

much more susceptible to damage by the traffic. Water can enter the road as a result of rain

penetrating the surface, or as a result of the infiltration of groundwater. When roads fail it is

often due to inadequate drainage.

The objective of surface drainage is to remove storm water from the roadway so that

traffic can move safely and efficiently. In addition cross-drainage structures, including bridges,

should be designed to prevent flooding and damage to the roadway and upstream property land.

 Functions of drainage

The drainage system has four main functions:

 To convey storm water from the surface of the carriageway to outfalls;

 To control the level of the water table in the sub-grade beneath the carriageway;

 To intercept groundwater and surface water flowing towards the road;

 To convey water across the alignment of the road in a controlled fashion.

The first three functions are performed by longitudinal drainage components, in particular side

drains, while the fourth function requires cross-drainage structures such as culverts, fords, drifts

and bridges.

3.1.2 LONGITUDINAL DRAINAGE

 Cross-fall
The road surface must be constructed with a sufficient camber or cross-fall to shed rainwater

quickly, and the formation of the road must be raised above the level of the local groundwater

table. Wider pavements increase the catchment area, thus increasing the quantity of storm water

that has to be removed. Flatter gradients, both transverse and longitudinal, increase water depth

on the surface.

 Longitudinal gradients

It is more important to maintain a minimum longitudinal gradient on curbed pavements than on

uncurbed pavements in order to avoid undue spread of storm water on the pavement. However,

vegetation along the pavement edge may impede the runoff of water from uncurbed pavement if

the gradient is flat. Where the longitudinal gradient of the roadway has to be near zero, the depth

of side drains may have to be varied to obtain sufficient gradient of the ditch.

To provide adequate drainage for curbed pavement in sag vertical curves, a minimum

longitudinal gradient of 0.3% should be maintained within 15m of the level point in the curve.

Zero gradients and sag vertical curves should be avoided on bridges.

 Subsurface drainage

Ideally, the base and sub-base should extend below the shoulder to the side ditches with a

sufficient cross fall of the sub-base. When ditches are lined with concrete, etc., drainage outlet

pipes/weep holes through the lining must be provided.

 Cross-drains

If it is too costly to extend the base and sub-base material below the shoulder, cross-drains at 3–5

m intervals should be cut through the shoulder to a depth of 50 mm below sub-base level. The

cross-drains should be backfilled with base material, or more permeable material, and should be

given a fall of 1 in 10 to the side ditch. Alternatively, a continuous drainage layer 75–100 mm
thick of pervious material can be laid under the shoulder at the level of the underside of the sub-

base. Perforated drain pipes can also be used to drain the road pavement.

 Roadside drainage

Open roadside drainage channels may be classified according to their function as ditches, gutters,

turnouts, chutes, and intercepting ditches.

 Ditches

Ditches are channels provided to remove the runoff from the road pavement, shoulders, and cut

and fill slopes. The depth of the ditch should be sufficient to remove the water without risk of

saturating the pavement sub-grade. Ditches may be lined in order to control erosion. Unlined

ditches should preferable have side slopes not steeper than 4 horizontal to 1 vertical.

 Gutters

Gutters are channels at the edges of the pavement or the shoulder formed by a curb or by a

shallow depression. Gutters are paved with concrete, brick, stone blocks, or some other structural

material. Spacing between outlets on curbed road sections depends on runoff, longitudinal

gradient and permissible water depth along the curb.

 Turnouts

Turnouts or mitre drains are short, open, skew ditches used to remove water from the roadside

ditches or gutters. Use of turnouts reduces the necessary size of the side ditches and minimizes

the velocity of water and thereby the risk of erosion. Turnouts must be provided at intervals

depending on runoff, permissible velocity of water and slope of the terrain. To prevent the flow

through a turnout from generating soil erosion at its outlet, the discharge end of the turnout

should be fanning out.

 FIG 2.1

 Chutes

Chutes are open, lined channels or closed pipes used to convey water from gutters and side

ditches down fill slopes and from intercepting ditches down cut slopes. On long slopes, closed

(pipe) chutes are generally preferable to open chutes. The inlet of chutes must be designed to

prevent water bypassing the chute and eroding the slope. The outlet must likewise be designed to

prevent erosion at the outlet. The chute interval will depend on the capacity of gutters or ditches.

 Intercepting ditches

Intercepting (or cut-off) ditches are located on the natural ground near the top edge of a cut slope

or along the edge of the right-of-way, to intercept the runoff from a hillside before it reaches the

road. Intercepting the surface flow reduces erosion of cut slopes and roadside ditches, lessens silt

deposition and infiltration in the road-bed area, and decreases the likelihood of flooding the road

in severe storms. Intercepting surface water is particularly important in arid and semi-arid

regions because of generally low water infiltration capacity and high tendency to erosion of arid
soils. Intercepting ditches may be built well back (3 m) from the top of the cut slope and

generally on a flat grade until the water can be spread or emptied into a natural watercourse.

PROCESS OF SIDE DRAINAGE CONSTRUCTION

1 Making of alignment: the surveyor marked the alignment for the trench to be dug. The

alignment was taken with the help of the total station

2 Digging and excavation:

3 Concrete blinding: the blinding is done on the excavated trench to correct any irregularities

and to provide a level surface to receive the concrete base. The blinding is needed to protect

the base from debris and unsuitable materials that may affect the base: also to protect the
 base reinforcement from mud.

Blinding depth is 50mm depending on the rate of regularity of the surface area. Concrete grade

10 or 15 is used. The blinding mass is required to spread to cover the entire width of the

excavated trench unless there is need for material management.

4 Placement of reinforcement and formworks: at this stage the reinforcements are tied and

placed on the blinded base with the appropriate concrete cover. The reinforcement used are
 of 10mm steel diameter at 150mm c/c. formwork commence simultaneously or immediately

after the reinforcements are placed. The formworks use are steel formworks popularly called

panels in the site.

5 Concreting: this is the sage where the drainage is being casted with G20 concrete.

3.2 EARTHWORKS

Definitions

Construction of new roads, especially major highways, nearly always involves some earthworks.

Earthworks are those construction processes involving soil and rock in its natural form and

preceding the building of the road pavement. Earthwork operations may be classified as:

 clearing and grubbing;

 excavation;

 construction of embankments;

 compaction;

 Finishing operations.

2.2.1 Clearing and grubbing

Clearing and grubbing are defined as the removal of trees, stumps, roots, debris, etc. from the

area of proposed excavation and embankment. Clearing refers to the removal of material above

existing ground surface. Grubbing means the removal of objects to a nominal depth below the

surface. On equipment-based road projects clearing and grubbing operations are generally

performed by bulldozers with various attachments. A considerable amount of hand labour may

also be necessary.
 2.2.2 Excavation

Excavation is the process of loosening and removing rock or earth from its original position and

transporting it to a fill or waste deposit. Excavation is often divided into three categories:

roadway and drainage excavation, excavation for structures, and borrow excavation. Roadway

and drainage excavation means excavation of the roadway in cuts and the excavation of ditches.

Excavated materials capable of being compacted to form a stable fill are used for construction of

embankments, sub-grades, and shoulders or as backfill for structures. Unsuitable and surplus

excavated material is disposed of. Excavated top-soil is usually stockpiled for later use on side

slopes in cuts and on embankments. If the soil forming the bottom of a cut is not suitable as the

foundation for the road pavement, it may be necessary to remove the soil and replace it with

satisfactory material.

2.2.3 Construction of embankments

Embankments are used in road construction when the vertical alignment of the road has to be

raised some distance above the level of the existing ground surface in order to satisfy design

standards or prevent a damaging effect from surface or groundwater. Many embankments are

only 0.5–1.5 m high, but heights of 5m or more are not unusual on major highways.

2.2.4 Compaction

Compaction is defined as a procedure that increases the density of a particular Definition

material by expelling air from the voids in the material and thereby bringing the particles into

more intimate contact with each other. Compaction is the cheapest and simplest method for

improving the shearing resistance of the soil and minimizing future settlements. Therefore, soils

in embankments and sub-grades in cuts are usually always compacted using special compacting

equipment (rollers, vibrators, tampers, etc.). The result of a compaction work depends primarily

on the moisture content of the soil, the type of the soil, the compaction equipment used, and the

energy applied.

2.2.5 Finishing operations

Finishing operations are the final activities necessary to complete the earthwork, i.e. trimming of

formation level, shoulders, ditches, and side slopes. Most finishing operations are carried out

concurrently with other earthwork operations and performed as the job approaches completion.

The equipment most widely used for finishing is the motor grader and the dozer.

EQUIPMENT USED

The under listed are various machines I came across during my industrial training and their uses:

 Dump truck (or, UK, dumper/tipper truck)

This is a truck used for transporting loose material (such as sand, gravel, or dirt)

for construction.

Plate 2.1

 Vibratory Steel Drum compactor

Vibratory roller compactor is used to compact soil, gravel, concrete, or asphalt in the

construction of roads and foundations.

Plate 2.2

 Motor Grader: A grader is a machine with a long blade used to create a flat surface.

Graders are commonly used in the construction and maintenance of dirt roads and gravel
 roads. In the construction of paved roads they are used to prepare the base course to

create a wide flat surface for the asphalt to be placed on.

Plate 2.3

 Concrete mixing trunk

A cement mixer is a machine that homogeneously combines cement, aggregate (such as sand or

gravel), and water to form concrete. A typical concrete mixer uses a revolving drum to mix the

components.

Plate 2.8
  Excavator

Excavators are used for earthworks, digging of trenches, holes, foundations, Material handling,

Brush cutting with hydraulic attachments amongst other functions.

Plate 2.14

 Pay loader

This is used in construction to move aside or load materials such as asphalt, demolition

debris, dirt, snow, feed, gravel, logs, raw minerals, recycled material, rock, sand, woodchips, etc.
into or onto another type of machinery.

Plate 2.15

 Bulldozer

This is a crawler equipped with a substantial metal plate (known as a blade ) used to push large

quantities of soil, sand, rubble, or other such material during construction or conversion work

and typically equipped at the rear with a claw-like device (known as a ripper) to loosen densely

compacted materials. Plate 2.16

 Vibrating poker
Concrete vibrating poker consolidate freshly poured concrete so that trapped air and excess water

are released and the concrete settles firmly in place in the formwork

Plate 2.17
 CHAPTER THREE

3.0 EXPERIENCE GAINED DURING MY INDUSTRIAL TRAINING EXERCISE.

3.1 CONSTRUCTION OF DRAIN ALONG EKEWHUAN ROAD

Before construction of drain began, the surveyor marked out the necessary points and gave the

foremen level for them to properly dig the trench. It should be noted that he was always on site to

give appropriate supervision and inspection alongside the engineer and myself.

Reinforced concrete rectangular drains were constructed along ekewhuan road, Benin

city using 8mm high tensile steel rods as reinforcement for the concrete casted.

 First the surveyor took level and pegged out the outline for the trapezoidal drain

to be constructed. After which digging of the trench by the foremen on site begun

to specification as directed by the surveyor/engineer. As this was going on, the

reinforcement for construction of the drains were being prepared also. 8mm high

tensile steel rods were used at 15cm spacing.

Plate 4.15
 On completion of the digging, the base (floor) of the drain is blinded with

concrete to act as base for the reinforcement and the drain also.

Plate 4.16

 When the base is ready the reinforcement is installed. After which casting of the

drain wall begins immediately.

EARTH WORK PAVEMENTS AND SURFACING

 Before commencement of construction of the pavement, the Sub-base course is

compacted but not exceeding a compacted thickness of 150mm.

 Next, the approved crushed stone base is provided, spread, shaped and compacted

to a compacted thickness of 125mm. The stone base can be laid using a paver or

otherwise just supplied and spread using the motor grader; after which

compaction can be carried out with the vibrating steel drum compactor.

Plate 4.21

 After construction of the stone base course, laying of kerb stones commences

immediately. Before commencement of laying asphaltic concrete (binder course) it is

very important for curing to be carried out. Hence, prime coat, medium curing MC1 was

provided and sprayed at the rate of 1.2litres/𝑚2 using an oil distributor and then built

with sharp sand.

 The sharp sand is swept off after the prime coat dries off. After it is swept off, tack coat

colas ‘A’ bitumen is provided and sprayed at the rate of 0.8liters/𝑚2 on the surface ready

to receive asphalt.
 Then asphaltic concrete (binder course) is then laid using a mechanical paver at a

temperature of 121 to 163 deg C. and compacted to thickness of 35mm. It is important to

note that the control of temperature during the mixing and compaction of the layer are of

great significance in the resulting strength of the pavement structure.

 Tack coat colas ‘A’ bitumen is provided and sprayed at the rate of 0.8liters/𝑚2 on the

concrete prime surface ready to receive asphalt. Then asphaltic concrete (wearing course)

is then laid and compacted to thickness of 30mm.

Plate 4.23
 CHAPTER FOUR

4.1 PROBLEMS ENCOUNTERED DURING SIWES

For a project like this it takes a level of expertise to be able to understand the process and

operation involved in draianage and road constructions. However, I was only opportune to

experience the side drainage construction and also the early parts of earth works and surfacing.

I encountered the following problems;

 Weather conditions on site

 Shortage of knowledge in some portions of work at the site

 Long distance to get to site on a daily basis. Most times I do spend money to and from.

4.2 CONCLUSION.

In conclusion SIWES has been able to bridge the gap between theoretical knowledge and practical

knowledge and understanding. For the very first time in my life, I felt like and engineer. I was exposed to

real life practical construction and I began to understanding some terms normal mentioned frequently

in the class. Indeed the best way to learn is by practicing what you are learning. Being ignorant was my

state prior to the siwes but with my brief six month exposure to civil engineering practice I have been

branded and structured to distinguish myself from other unprofessional practices.