2022/2023

SESSION

INDUSTRIAL
TRAINING REPORT

PREPARED BY
OJEI KANAYO CHRISTIE

ENG2102863| DEPARTMENT OF CIVIL ENGINEERING

 Title page

TECHNICAL REPORT
ON
THE STUDENTS INDUSTRIAL WORK EXPERIENCE SCHEME (SIWES)

THE FEDERAL ROADS MAINTAINANCE AGENCY (FERMA),

DELTA STATE FIELD HEADQUARTERS, ASABA, DELTA STATE.

BY

OJEI KANAYO CHRISTIE

ENG2102863

SUBMITTED TO

THE DEPARTMENT OF CIVIL ENGINEERING FACULTY OF

ENGINEERING
UNIVERSITY OF BENIN BENIN-
CITY, EDO STATE, NIGERIA

IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE

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

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 STUDENT DECLARATION

I OJEI KANAYO CHRISTIE, hereby declare that the presented report of internship submitted to
the department of Civil Engineering, Faculty of Engineering, University of Benin in fulfilment of
the requirements for the award of Engineering degree in Civil Engineering (BENGCVE) is
uniquely prepared by me after the completion of my STUDENT INDUSTRIAL WORK
EXPERIENCE SCHEME (SIWES) at the FEDERAL ROADS MAINTENANCE AGENCY,
DELTA STATE FIELD HEADQUARTERS, DBS ROAD, ASABA.

________________________
OJEI KANAYO CHRISTIE
ENG2102863
DEPARMENT OF CIVIL ENGINEERING
FACULTY OF ENGINEERING
UNIVERSITY OF BENIN

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 CERTIFICATION

OJEI KANAYO CHRISTIE

(Name of student) Signature Date

ENGR MARTIN C. EZE

(Industry-based Supervisor) Signature Date

ENGR OROBOSA O.
(Departmental UBIT Coordinator) Signature Date

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 ACKNOWLEDGEMENT

I give thanks to GOD Almighty who has seen me through during the period of my internship,
this am grateful for and all glory to Him.

My special appreciation goes to the Federal Roads Maintenance Engineer (FRME), Delta State,
Engr. Martin Chidozie Eze for giving me privilege of being fully involved on site during my
internship and my industry-based supervisor Engr Reginald Chigozie Nwanebu for the lessons
learnt during my internship. I say a big thank you sirs.

Also, I thank my parents and siblings for their and love and support at the time of my internship.
I also thank my friends (Chineze, Ifeanyi) who served at the same company for the knowledge
shared. My appreciation goes to all staff of the Federal Roads Maintenance Agency (FERMA),
Asaba, Delta State. I say a very big thank you.

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 ABSTRACT

This technical report describes the practical exposure, knowledge, experience and skills gained
during my industrial training carried out at the FEDERAL ROADS MAINTENANCE AGENCY
(FERMA), Delts State Field Headquarters, Asaba.
The training covers a period of 6 months from January 8th to July 8th, 2024. The training was
basically on maintenance and rehabilitation of already existing federal government roads by Direct
Labour (DL) means, as well as construction on virgin roads by means of award of contract.
Patching of potholes and failed sections, carriage way strengthening or overlay, shoulder work,
construction of U – shaped reinforced concrete line drain and embankment (stone pitching), asphalt
production using a Uni-mix mobile asphalt batching plant and laying with an FPS Pothole Patcher,
preparation of Route Condition Survey (RCS) and Bill of Engineering Measurement and Evaluation
(BEME), and so on, were among the major jobs carried out within the period. In the same vein, I had
the opportunity of joining my supervisor to attend a number of technical sessions organised by the
Nigerian Institution of Civil Engineers (NICE) and the Nigerian Society of Engineers (NSE), and as
well visit some on-going structure construction sites among which are the permanent site of FERMA,
Delta, and that of the University of Benin Alumni Association (UBAA), Asaba Branch.
This report outlines the experiences and skills gained during the industrial training period, the
importance of the scheme in exposing students to the skill sets required in their respective areas of
study and the challenges encountered during this period.

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 TABLE OF CONTENTS

Title page i

BY i

STUDENT DECLARATION ii

CERTIFICATION iii

ACKNOWLEDGEMENT iv

ABSTRACT vii

TABLE OF CONTENTS 2

LIST OF TABLES 8

1: Summary of the Production of Asphalt(binder course) Using U-mixMini Mobile Asphalt Plant 8

2: Summary of the Production of Asphalt(wearing course) Using U-mix Mini Mobile Asphalt Plant 8

3: Reduced Level for SSS Road, Asaba 8

ABBREVATIONS AND KEYWORDS 9

CHAPTER ONE 10

INTRODUCTION TO SIWES 10

1.1 OVERVIEW OF SIWES 10

1.2 BRIEF HISTORY OF SIWES 11

1.3 AIMS AND OBJECTIVES OF SIWES 12

1.4 RELEVANCE OF SIWES TO CIVIL ENGINEERING 12

1.5 ABOUT THE COMPANY 13

1.6 ORGANAGRAM OF THE FEDERAL ROADS MAINTENANCE AGENCY (FERMA) 17

CHAPTER TWO 18

2.0 INTERN ROLES/RESPONSIBILITIES AND DAILY ACTIVITES 18

2.1 PATCHING OF POTHOLES, PEEL OFFS, AND REINSTATEMENT OF FAILED IONS 19

8
2.1.1 Factors responsible for potholes, peel-offs, cracks, and failed sections 21

2.1.2 Process of patching of potholes 22

2.1.3 Steps involved in regulating a peel off: 25

2.1.4 General Maintenance and Repairing of Failed Section 25

2.2 CARRIAGEWAY STREGTHENING 28

2.2.1 Activities involved in carriageway strengthening 29

2.3 OPERATION FOR ASPHALT PRODUCTION USING MINI ASPHALT PLANT 30

2.4 CONSTRUCTION OF A U-SHAPED REINFORCED CONCRETE LINE DRAIN

WITHOUT COVER (SLAB) 38

2.4.1 Description: 38

2.4.2 Steps in constructing a u-shaped drain during my internship 38

2.15 Survey and Levelling 44

2.6.1 Instruments Used in Leveling 45

2.7 Preparation Bill of Engineering Measurement and Evaluation (BEME). 45

2.7.1 BILL FOR THE EMERGENCY REPAIRS AND MAINTENANCE OF ILLAH -

MONASTERY ROAD ALONG ASABA-ILLAH - EBU ROAD IN DELTA STATE 46

CHAPTER THREE 55

3.1 EXPERIENCED GAINED 55

3.2 EQUIPMENT AND TOOLS USED IN THE COURSE OF THE TRAINING. 55

3.3 PROBLEMS ENCOUNTERED AND HOW THEY WERE RESOLVED 58

CHAPTER FOUR 59

4.0 CONCLUSION 59

4.1 LIMITATION 59

4.3 RECOMMENDATION 60

REFERENCES 61

9
 LIST OF FIGURES

Figure 1: National Road Network 15

Fig 2: Picture of potholes 20
Fig 3: Picture of peel offs 21
Fig 4: Picture of alligator cracks 21
Fig 5: Shows a failed section 22
Fig 6: Cutting of marked out section 23
Fig 6: Pulling of cut out asphalt with pick axe and digger 24
Fig 7: Picture of bitumen emulsion sprayed on a stone-based portion 25
Fig 8: Picture showing the process of asphalting and compacting 25
26
Fig 9: Transporting asphalt for patching 26
Fig 10: Scarification process with the use of a grader 27
Fig 11: Spreading of stone base with the aid of a grader 27
28
Fig 12: Priming of failed section using a tar boiler 28
Fig 13: Laying of asphaltic concrete (binder course) 28
Fig 14: Laying of asphaltic concrete (wearing course) 29
Fig 15: A haulage truck tipping asphalt into a paver for continuation of an overlay 30
Fig 15a: Compaction with a steel roller
Fig 15b: Compacting with pneumatic roller 31
Table 1: Summary of the production of asphalt (binder course) using U-Mix Mini Asphalt Plant 35
Table 2: Summary of the production of asphalt (wearing course) using U-Mix Mini Asphalt Plant 35
Fig 16: A typical marked pothole with defined dimension 36
Fig 17a: FP5 Flameless Pothole Patcher 38
Fig 17b: U-Mix Mini Mobile Asphalt Batching Plant 38
Fig 18: Excavation for Drain 40
Fig 19: Blinding of drain and formwork 40
Fig 20: Formwork of a drain 41
Fig 21: A Reinforced Concrete Lined Drain Constructed 42
Fig 22a: Levelling staff and instrument Fig 22b: Taking a level
45
Fig 23: Picture of a Steel roller, a Grader and a Paver 58

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 LIST OF TABLES

1: Summary of the Production of Asphalt(binder course) Using U-mixMini Mobile Asphalt Plant

2: Summary of the Production of Asphalt(wearing course) Using U-mix Mini Mobile Asphalt Plant

3: Reduced Level for SSS Road, Asaba

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 ABBREVATIONS AND KEYWORDS

IT INDUSTRIAL TRAINING

ITF INDUSTRIAL TRANING FUND

SIWES STUDENTS INDUSTRIAL WORK EXPERIENCE SCHEME
FERMA FEDERAL ROADS MAINTENANCE AGENCY
HMA HOT MIXED ASPHALT
RCS ROUTE CONDITION SURVEY
TBM TEMPORARY BENCH MARK
CP CHANGE POINT
BEME BILL OF ENGINEERING MEASUREMENTS AND EVALUTION
PS PROVIDED SUM
SSS STATE SECURITY SERVICE
RL REDUCED LEVEL
HI HEIGHT OF INSTRUMENT
HRA HOT ROLLED ASPHALT
IS INTERMEDIATE SIGHT
BS BACK SIGHT
FS FORE SIGHT

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 CHAPTER ONE

INTRODUCTION TO SIWES

1.1 OVERVIEW OF SIWES

The Students Industrial Work Experience Scheme (SIWES) is a skill training programme
designed to expose and prepare students of universities and other tertiary institutions for the
Industrial Work situation they are likely to meet after graduation. It is also a planned and
structured programme based on stated and specific career objectives which are geared towards
developing the occupational competencies of participants. Consequently, the SIWES programme
is a compulsory graduation requirement for all Nigerian university students offering certain
courses. The Students Industrial Work Experience Scheme (SIWES) is the accepted training
programme which is part of the approved Minimum Academic Standard in the various degree
programmes for all Nigerian Universities. The scheme is aimed at bridging the existing gap
between theory and practice of Sciences, Agriculture, Medical Sciences (including Nursing),
Engineering and Technology, Management, Information and Communication Technology, and
other professional educational programmes in the Nigerian tertiary institutions. It is aimed at
exposing students to machines and equipment, professional work methods and ways of
safeguarding the work areas and workers in industries, offices, laboratories, hospitals and other
organizations.

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1.2 BRIEF HISTORY OF SIWES

The Student Industrial Work Experience Scheme (SIWES) was established in 1973/1974 session
by the Industrial Training Fund (ITF). Prior to the establishment of this scheme, there was a
growing concern among our industrialists that graduates of our institutions of higher learning
lacked adequate background practices as necessary preparation for employment in the industries.
It is against this background that the aim of initiating and designing the scheme was hinged.
Consequently, the scheme affords students the opportunity of familiarizing and exposing
themselves to the needed experience in handling equipment and machinery that are usually not
available in the institutions. The ITF solely funded the scheme during its formative years. It
withdrew from the scheme in 1978 due to the financial problem making the federal government in
1979 handed the scheme to both the National University Commission (NUC) and the National
Board for Technical Education (NBTE). Later, in November 1984, the Federal government
changed the management and implementation of the scheme to ITF and it was effectively taken
over by the Industrial Training Fund (ITF) in July 1985 with the funding being solely borne by
the federal government.

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 1.3 AIMS AND OBJECTIVES OF SIWES

1. Provide the avenue for students in institutions of higher learning to gain industrial skills
and experiences in their course of study.
2. Prepare the students for the industrial work situation they will likely to meet after
graduation
3. Expose students to work method and technique 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 contact
for later job placement.
5. Provide students with an opportunity to apply their knowledge in actual work situations,
bridging the gap between theory and practice.
6. Enlist and strengthen employer’s involvement in the entire educational process and
prepare students for employment after graduation.

1.4 RELEVANCE OF SIWES TO CIVIL ENGINEERING

Students' industrial work experience enables them to:

1. Gain firsthand knowledge of what it is like to work as a civil engineering professional.
2. Apply engineering principles and technical knowledge to a real-world scenario.
3. Collaborate with other engineering experts.
4. Gain firsthand knowledge of what it is like to work for a reputable company.
5. Improves interpersonal, technical, and communication skills.
6. Learn how civil engineers interact with other professional groups.
7. Observe how businesses and corporations are structured and run.

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1.5 ABOUT THE COMPANY

The Federal Roads Maintenance Agency (FERMA) is an Agency of the federal government of
Nigeria saddled with the responsibility of construction and rehabilitation, improvement and
connectivity of federal roads between the states of Nigeria. As a subsidiary of the Federal Ministry
of Works, Federal Roads Maintenance Agency was established by an Act of the National
Assembly, Act No.7 of 2002 enacted and assented to by President Olusegun Obasanjo on the 30th
day of November, 2002. With this Act establishing the Federal Roads Maintenance Agency and
for matters connected herewith, FERMA became Nigeria’s first institutional mechanism for
monitoring and maintaining all federal roads nationwide amongst other duties. It began operation
in January 2003 and the Act amended in 2007 with the introduction of the 5% road users charge.

According to the FERMA Operational Manual (2007), the national road network is estimated to
be 194,200km out of which 34,120km (17.6%) is Federal roads. The state roads account for
30,500km (15.7%) while the local and rural roads cover 129,580 (66.7%). The federal road
network carries 70% of freight and services and 90% of the socio-economic activities in the
country which therefore makes it necessary to protect this asset and investment on a long term
basis for the economic development of the country.

16
 Figure 1: National Road Network

First Governing Board of FERMA chaired by Engr. Guy Otobo was inaugurated by the then Hon.
Minister of Works and Housing, Chief Tony Anenih on the 27 January 2003, while the current
Governing Board is chaired by Imam Kashim-Imam and inaugurated by the current Minister for
Works, Engr Dave Umahi, FNSE. The Governing Board has the responsibility to provide the
general policies and guidelines relating to the programmes of the Agency amongst other duties.

Federal Roads Maintenance Agency (FERMA) is made up of the following departments:

 Office of the Managing Director/Chief Executive Officer
 Operations
 Planning & Engineering Services
 Roads Maintenance Management Services (RMMS)
 Direct Labour (DL)
 Administration & Human Resources Development (A & HRD)
 Finance & Account
 Procurement
 PPP & Special Duties
 Reforms Coordination & Service Improvement
17
 Board Secretariat / Legal Services

Road construction must be followed by continuous maintenance of the road in order to preserve
the investment by achieving long life span between initial construction and major
rehabilitation/reconstruction. This maintenance comprises two types:
Routine maintenance, which are usually daily activities that ensure the continuous availability of
the road, and are mainly superficial -like roadway and shoulder maintenance, pothole patching,
crack sealing, drainage and roadside vegetation maintenance, etc.; and (b) periodic maintenance
of the road, which refers to the activities required to return deteriorated road to its original
condition by repairing road damage, extraordinary maintenance, pavement strengthening,
resurfacing, and rehabilitation. In Nigeria, the deterioration of road pavement over time due to
environmental factors and increasing traffic loads combined with the limitation of funds available
for maintenance and rehabilitation creates a complex challenge, hence the necessity for routine
and periodic road maintenance that is properly planned and implemented.

THE MISSION

To efficiently and effectively monitor and administer road maintenance with the
objective of keeping all federal roads in good and safe conditions.

THE VISION

To become the most efficient road maintenance management organization that will enhance
the economic well- being and interests of Nigerians.

OUR PEOPLE

We cherish honesty, unalloyed loyalty and are supportive of one another with strong
commitment to individual growth and corporate excellence.

18
 OUR WORK

We are committed to world class service in a timely and accurate manner, using resources
responsibly.

OUR RELATIONSHIP

We value the opinions and ideas of customers as well as those of our stakeholders and readily
reciprocate integrity and professionalism.

OUR STRENGTH

We are powered by good leadership, team spirit, reward for accomplishment and employee
involvement at all levels.

OUR ENVIRONMENT

We enjoy teamwork in an exciting, friendly and serene environment.

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1.6 ORGANAGRAM OF THE FEDERAL ROADS MAINTENANCE AGENCY (FERMA)

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 CHAPTER TWO

INTERN ROLES/RESPONSIBILITIES AND DAILY ACTIVITIES

2.1 INTERN ROLES/RESPONSIBILITIES AND DAILY ACTIVITES

My Industrial Training Scheme was carried out at the Federal Roads Maintenance Agency
(FERMA). During the course of my internship at FERMA, the following projects were carried
out:
1. Patching of potholes, peel offs and reinstatement of failed sections
2. Carriageway Strengthening
3. Asphaltic concrete overlay
4. Asphalt production
5 Construction of U-shaped reinforced concrete lined drain without cover (slab)
6. Survey/Levelling
7. Preparation of Route Condition Survey and Bill of Engineering Measurements and
Evaluation (BEME)
8. Attendance of technical sessions organised Nigerian Institution of Civil Engineers
(NICE) and the Nigerian Society of Engineers (NSE).

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 2.1 PATCHING OF POTHOLES, PEEL OFFS, AND REINSTATEMENT OF FAILED
SECTIONS

(Site locations: Asaba-Illah Road, Delta state, Benin-Asaba Road (Asaba bound), Delta state.
Road width =7.3m)
Pot hole: It is a depression in a road surface, usually asphalt pavement, where traffic has removed
broken pieces of pavement. It is usually the result of water in the underlying soil structure and
traffic passing over the affected area. It is the loose bond between surface course and underlying
layer.

Fig 2: Picture of potholes

Peel-off: I t is when a little section of the road seems to be exposed which is caused as a result of
excess moisture in the air when the seal coat is applied causing it to swell.

22
 Fig 3: Picture of peel offs

Cracks: According to the FERMA Document for Road Structure, a crack is a distress on the
pavement structure which reduces or leads to reduction of serviceability; that is, the ability of the
pavement to provide a smooth riding surface. It is an indication of poor or unfavourable pavement
performance or sign of impending failure: any unsatisfactory performance of a pavement short of
failure. There are different types of cracks depending on the cause. They include alligator cracks,
longitudinal and transverse cracks, fatigue cracks, reflective cracks, edge cracks, and block cracks.

Fig 4: Picture of alligator cracks

23
Failed section: When the area of a pothole exceeds 10m2, it is regarded as a failed section. The
failure of the road pavement is attributable to the clayey nature of the subgrade and poor drainage.

Fig 5: Shows a failed section

2.1.1 Factors responsible for potholes, peel-offs, cracks, and failed sections

 Standing water
 Poor subsoil structure
 Bad road design
 Poor maintenance
 Bad stone grades
 Unforeseen water damage
 Traffic on the road that is not designed for
 Road surface used beyond its design life
 Continued deterioration of another type of distress, such as thawing of a frozen subgrade,
cracking, raveling, or a failed patch after pieces of the original pavement surface have been
dislodged.

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2.1.2 Process of patching of potholes

A. Marking and cutting:

Pothole sizes are marked in either square or rectangular shape in other to determine the area. In
this process, a white chalk is used to mark the area where the pot hole is located. We marked the
area to be cut, so as to allow whosoever that is to cut where he is to cu to avid cutting off of stable
materials. A hand asphalt cutting machine is introduced in cutting the potholes. This is done to
give the pothole a more regular shape, usually it is cut in form of a box or rectangles. Cutting of
potholes allow the asphalt to key or have firm vertical surface.

Fig 6a: Cutting of marked out section

B. Pulling and Removal:

Here, a pick axe is employed to removed whatsoever materials that is attached to the potholes
after cutting has been done. Pulling and digging ends when a stable base is achieved. The use of
hands, a wheel barrow and a shovel is required for the removal and carting away of the loose
materials.

25
 Fig 6b: Pulling of cut out asphalt with pick axe and digger

C. Filling with stone base and compaction:

Stone base is introduced into the potholes; it is used to replace the base course materials that have
been removed from the base. During the process of compacting, a roller/compactor is employed to
reduce subsequent settlement under working loads and reduce air.

D. Priming:

During priming, bitumen emulsion is the sprayed through a spraying can. This ensures that every
segment of the pothole is properly primed and it avoids the wastage of bitumen.

26
 Fig 7: Picture of bitumen emulsion sprayed on a stone-based portion

E. Asphalting and compacting:

The required volume of asphalt needed to patch the pothole is then laid. The pothole is fully
covered with asphalt, in which a roller is used finally to compact the asphalt.

Fig 8: Picture showing the process of asphalting and compacting

27
2.1.3 Steps involved in regulating a peel off:

The following process is carried out in patching of peel offs

1. Identification of the peel off
2. Spraying and lining with bitumen emulsion, which helps to bind the asphalt
3. Laying of asphalt
4. A hand roller is used depending on the size, length and concentration of the peel offs.

Fig 9: Transporting asphalt for patching

2.1.4 General Maintenance and Repairing of Failed Section

A bad portion on the road that the size is more 10m 2 is generally regarded as a failed section. A
failed section is a very major problem in the road which if not maintained, could lead to loss of
lives and property. The steps for the repair of a failed section are:

1. Scarification, filling with stone base and compacting

Scarification is a process of the remove the failed section of a road and trimmed to a more stable
subgrade. It could be carried out manually with the use of shovels, diggers, and pick axe, or with the
use of grader, depending on volume size of work. It is carried out to remove unsuitable materials or
weak asphalt that do not meet standard specifications, as well as irregularities on the road before
resurfacing it. After scarification has been done depending on the layer of cut, filling with subbase and
subsequently, stone base comes next. The grader is also use to spread the stone base across the
scarified section. The steel roller is used next to compact the stone base so as to close any air void.
28
 Fig 10: Scarification process with the use of a grader

Fig 11: Spreading of stone base with the aid of a grader

2. Watering and priming of the failed sections:

Watering of the failed section is done to allow the stone base or prime coat to sit properly on the
surface. Most times, the dust particles from the stone base does not allow the bitumen to settle.

29
During the process of priming a failed section, a tar boiler or large spraying can is used. It dispenses
Medium Curing Cutback (MC1) bitumen to the surface.

Fig 12: Priming of failed section using a tar boiler

3. Laying of asphalt (binder and wearing course)

Just after priming of the failed section, hot asphalt is first laid and compacted with a steel roller.
This layer is regarded as the binder course. The next stage after the compaction of the binder
course is the laying of the wearing course which is responsible for the carriage of vehicular load.
At this stage, a pneumatic roller, after the steel roller, is used to compact the wearing course to
achieve a smooth surface.
Fig 13: Laying of asphaltic concrete (binder course)

30
 Fig 14: Laying of asphaltic concrete (wearing course)

2.2 CARRIAGEWAY STREGTHENING

(Site locations: Benin-Asaba Expressway (Asaba bound), Asaba-Illah Road, Delta state;
Road width=7.3m)

A carriage way is one side of a road on which traffic travelling in opposite directions is separated
by a barrier. It is responsible for carrying vehicles. Carriage way strengthening are those
processes done on the carriageway to increase the span of the road, carriage way needs
strengthening so drivers can continue to enjoy safe, smooth and reliable journey. In this process,
asphalt is laid on already existing carriageway surface in order to strengthen the existing surface
and increases the life span of that road. It is mostly done on weak existing surfaces due to its
regular use for a long period of time. This process is also regarded as Overlaying of existing
asphalt or pavement strengthening.

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 2.2.1 Activities involved in carriageway strengthening

1. Clearing: This activity involves the use of brushes and shovel to clean off the silt or dust from
the intended road surface to be asphalted. Cleaning is important because it helps the fresh
asphalt bind accurately with the already existing (old) surface. Sometimes after the cleaning
processes must have been completed, and some dust particles are still left behind, it is
important that watering should be done so as to ensure that those dust particles settle
completely. If this is not done, it can lead to the shifting of the asphalt laid.

2. Tack coating: Also known as bond or surface coating. It is the spreading of bitumen emulsion
over a layer of asphalt or concrete to fill the voids and cover the surface of the road. The
bitumen emulsion coats the intended surface to be asphalted; it is a light application of asphalt
emulsion between existing asphalt or concrete surfaces and hot mix asphalt layers designed to
create a strong adhesive bond without slippage. It is a cold applied product formulated from
the best ductile bitumen and blended in petroleum solvents. It is easy to apply and it doesn't
need thinning or heating.

3. Laying of asphalt: In this process, a paver is employed to lay the hot rolled asphalt on the
primed surfaces of the road (failed sections and potholes).

Fig 15: A haulage truck tipping asphalt into a paver for continuation of an overlay

32
 4. Compacting: Just after the laying of asphalt with the help of a paver, a steel roller is used to
compact the asphalt. The thickness of asphalt is 5cm compacted to 4cm.

Fig 15a: Compaction with a steel roller Fig 15b: Compacting with pneumatic roller

5. Demobilization: Here after the asphalt must have been laid and compaction process
completed, the labour and equipment are being moved from the site where the carriageway
strengthening must have taken place back to base.
6. Overall pictures & Documentation: The overall pictures of the site from the beginning,
during, and after the project is taken. These pictures taken are for documentation purposes as
it will clearly show the condition of the road before work started, the activities that were
done on the road to correct the failures and condition after the road has been done (the
finished work after carriageway strengthening).

2.3 OPERATION FOR ASPHALT PRODUCTION USING MINI ASPHALT PLANT

The mini mobile asphalt batching plant (aka U-mix) is an asphalt producing mini plant that has a
capacity of 150kg of asphalt per batch (i.e 1 No. wheel barrow) at each operation. It makes a quality
hot mixed asphalt (HMA) available for any direct labour work for fixing all potholes in our roads.

 Identification of Major Fixtures: The major parts of the plant include:

Jacks (4Nos) for stability of the plant

33
Engine – Lister petter 3 cylinders (water cooled)
Air compressor – this produce air to an air reservoir
Pressure Air Regulator
Bitumen Burner Air Regulator (Pressure of 3-5 psi)
Drier Drum Burners (2 Nos) Air Regulator (Pressure of 12-15 psi)
Hydraulic pump/Hydraulic Motor
Burners: 3Nos
Bitumen Kettle
Loading Chute
Pug mill
Tanks
Hydraulic Tank = 40litres
Diesel Oli Tank for Bitumen Burner = 32litres
Diesel Oil Tank (2Nos.) for drier drum burners = 200litres

 Selection of the batching material:

This depends on the area where the patching will be carried out.
Wearing Course
Binding Course
The two above have been taken care of through asphalt mix design. After the above, the operation will
then be carried out in stages mentioned below:
Stage1: Jack (4Nos) leveling confirm O.K by (Spirit Level Guage)
Stage2: Turn on battery isolator, then pull back engine choke and start or crank the engine.
Stage3: Make sure there is at least 40 litres of bitumen in kettle tank before putting fire for the burner.
Also, make sure the Suction valve is fully open.
Depending on the type of bitumen available (e.g MCI, S 125, 60/70), this will determine when the
bitumen pump will be [ON], e.g. MCI at < 80oC to 100 oC > this time, put [OFF] the bitumen burner
fire. Ready to spray or mix heated aggregate.
Stage4:
- Note that only 1:30 seconds needed to heat up aggregate, this has been preset by the
manufacturer and will be shown on the burner timer. But can be changed as the case may be.

34
 - When the bitumen pump is ON and has started pumping bitumen around the pipe network.
(i.e the thermometer attached to the pipe will be indicating Bitumen in Circulation)
- Depending on the type of bitumen available and the type of asphalt to be produced. At 10
seconds to the time of spraying bitumen, engage DRIER DRUM to rotate, then put fire on
the DRIER DRUM BURNERS; when this has been done, then load aggregate into the
DRIER DRUM
- Keep the fire on, press and hold the DOME switch for the counter to start counting from the
present 130 seconds to 0000, the GREEN LIGHT will be ON, then release. At this time, the
aggregate has been heated up.
- Now, UNLOAD aggregate into the PUGMILL (mixing chamber) waiting for the bitumen.
At each time of unloading or transferring aggregate into pug mill, make sure the drier drum
is closed – very important.

Stage 5:
- The hot aggregate (120oC) at pug mill (mixing chamber) ready for the bitumen to be sprayed
on it.
- On the control panel or board, switch on the second Dome switch which is mearnt for the
setting of how many seconds, bitumen is required to be sprayed into the aggregate at (160 oc
to 180oC)
- Through standard calculation, you will be able to know how many litres of bitumen you
require.
- Ready to spray, press and release the Dome switch. Immediately turn the control valve to a
Spray Position
- In the bitumen timer, it will show the preset time and start counting down from the preset
time to 0000 (e.g., 6 seconds, it will start counting down from 6seconds to 0000);
immediately the green light will be on. Then, return the control valve into Circulate
Position.
- Allow it to mix for some seconds, finally open the door of the pug mill (that is the
discharge) the asphalt produced into a wheelbarrow positioned under.

 Setting of Bitumen Timer:

Below is the analysis of bitumen spray time. The quantity you need is determined by your set time.

35
Quantity of asphalt is being determined by the precision setting.
1seconds 0.7 litre of bitumen
8seconds 0.7 x 8 of bitumen = 5.6 litres

OR

If 0.7 Litre implies 1seconds

Then, 1Litre will imply 1/0.7seconds = 100/7seconds
= 14.3 seconds

Aggregate Selection
1 batch implies 150kg
1000kg = 1 Ton
5000kg will imply 5000 x 1/150 = 500/15 = 33.3

 Doping or Flushing:
- After everyday operation, the whole bitumen in the pipes network needs to be flushed out.
This is not to allow the bitumen to solidify inside the pipe, and then reduce the overall
performance of efficiency of the plant.
Step 1: Close the suction valve, open the Dope valves.
Step2: Allow the pump to continue running, then put the two hoses into a container full of diesel
oil. The pump will start pumping diesel oil into the pipe network, flushing out all the bitumen
inside the pipes.
Step3; Finally, open the door of the pug mill, turn the control valve into Spray Position to flush out
bitumen from the spray bar. Then, close the door properly
The plant is ready for the following day operation, but the suction filter must be cleaned everyday
to ensure the continued performance of the bitumen pump

36
 2.2.2 Practical Data for the Production of 1 Ton (1,000kg) of Asphalt

Diesel oil 10 litres

Bitumen 60/70 5-6 litres
Aggregate:
3/8 inches aggregate 266kg
½ inches aggregate 143.5kg
Stone dust (Quarry dust) 266kg
Sharp/River sand (fine aggregate) 266kg

Table 1: Summary of the production of asphalt (binder course) using U-Mix Mini Asphalt Plant

Binding Course 1
Material Weight of Material
Material Weight of Material ½” Material 32.3kg of Material
Weight
3/4” 21.4kg 3/8” 3/4” 14kg
54.18kg
Binder ½” 35.7kg Dust½” 77.2kg
28.5kg
Course 3/8” 25kg 2
SandDust 16.85kg
60.0kg
Dust 60.7kg Bitumen 60/70 9.6litres
Bitumen 7.4litres
Bitumen 7.1litres, 12 seconds 14 seconds
60/70 60/70 14 seconds

Material Weight of Material

¾ 16.6kg
½” 33.3kg
3/8” 83.3kg Table 2: Summary of the production of asphalt
Dust 8.3kg (wearing course) using U-Mix Mini Asphalt Plant

Sand 16.85kg
Wearing Course 1
Bitumen 60/70 8.3litres, 12
seconds Wearing Course 2
At Your Finger Tips:
37
- Aggregate - 85oCegate temperature (before entering the mixers) = 120 OC – 149 OC
- Bitumen temperature = 135 OC – 163OC
- Laying temperature = 212 OC – 163Oc
- Initial rolling (10-12 tons, 3-wheel roller) 99OC
- Intermediate rolling (pneumatic) = 70 OC – 85OC
- Final rolling (2-wheel tandem roller) = 50OC –
- Asphalt heated beyond 177OC before mixing is considered burnt and is rejected.
- Capacity of U-Mix batch = 150Kg
- 1 U-Mix batch = 1.5m2 (for a lift thickness of 40mm HMA)
- 7 U-Mix batches (approx.) = 1 Ton
- 7 batches = 10m2 (approx.)
- 40 U-Mix batches = 1 FP5 Bergkamp Pothole Patcher Hopper (Hopper capacity = 6000Kg =
6Tons

2.2.3 Scheduling of Hot Mix Asphalt for FP5 Pothole Patcher

The FP5 Pothole patcher was to carry the hot asphalt to work site and carryout the pothole
patching process. Here, we calculated for the following:
i) the surface area of the pothole
ii) the volume of the pothole
iii) quantity of asphalt to fill the pothole

1.2m

1.0m

Fig 16: A typical marked pothole with defined dimension

From the figure above, the surface area is 1.0m x 1.2m = 1.2m2
Assuming an average dept of 40mm and density of 2.4kg/m3 for a compacted asphalt,
Volume of pothole = 1.2m2 x 0.04m = 0.048m3 and

Quantity of asphalt to be utilized = 0.048m3 x 2.4kg/m3 = 0.1152kg

38
Note: thickness of compacted asphalt for FERMA is 40mm for carriageway and 30mm for the
shoulders

Thus, for a full load of FP5 hopper with hopper capacity of 6tons or 6000kg,
Volume of hopper = mass/density = 6000/2.4
= 2500m3

For an average pothole dept/thickness of 0.04m (40mm),

Total pothole area coverage = 2500m3/0.04m
= 62,500m2

39
Fig 17a: FP5 Flameless Pothole Patcher

Fig 17b: U-Mix Mini Mobile Asphalt Batching Plant

40
2.4 CONSTRUCTION OF A U-SHAPED REINFORCED CONCRETE LINE DRAIN
WITHOUT COVER (SLAB)

(Site location: Asaba – Illah – Ebu Road (Illah Monastery Road), Delta State; Width of drain
=1.0m, Depth of drain =1.0m, length of drain = 800m).

2.4.1 Description:

Illah Monastery Road is about 1.5km earth road leading to Illah monastery and other
neighbouring villages. The road spur at Asaba - Illah - Ebu federal road in Delta state at Ch.
25+100. Drainage was constructed to prevent water from existing on or underneath the roadway
to prevent rutting, cracking, potholes, corrosion, washouts, heaving, flooding, and ultimately
failure of the roadway. Water is regarded as the enemy of the road, in a situation where the
slippage or effect of water is being controlled, then the road could last for a very long period of
time. The drainage system (drain) helped to curtail the impact of water on the road, it helps to
give the water flow a direction.

2.4.2 Steps in constructing a u-shaped drain during my internship

1. Setting out and Excavation: In the process of setting out, positions and levels of where the
drainage system is to be situated was carried out. The setting out tools used were steel tapes, levelling
instrument, total station, ranging poles, pegs, twine, nail, hammer. All this were done by the surveyor.
Excavation for drain was done manually as men were employed with diggers and shovels, dogged out
the soil underneath, until a depth of 1.0m was successfully achieved.

41
 Fig 18: Excavation for Drain

2. Blinding of drain base and form work: This refers to the base layer of the drain, which
is done with a concrete of ratio 1:2:4 which signifies the ratio of the cement to sand to
gravel. The grade of concrete used for this blinding of the drain is grade 20. A concrete
mixer enables the ratio of the cement to sand to gravel to be mixed thoroughly. After
blinding the base of the drain it is allowed to set and dry.

Fig 19: Blinding of drain and formwork

3. Form work: Form work is done so as to be able to cast the walls of the drain. During
form work, a ply wood, a 2x2 x12 plank, a 2x3x12 plank, nails, hammer, saw and chisel
are used.
42
 Fig 20: Formwork of a drain

4. Casting of drain walls: A concrete mixer is also employed during this process; concrete
of Grade 20 is used. The form work which is prepared is responsible for accepting the
concrete mixture so as to get the desire drain wall. After casting processes must have been
completed and the mixture is allowed to cure, the form work is then removed.

43
Fig 21: A Reinforced Concrete Lined Drain Constructed

44
 Calculation for the quantity of cement, fine aggregate and coarse aggregate that will

fill a 100m3 volume using C20 concrete grade

1.0m

1.0m

Length of drain = 800m

Width of drain = 1m
Depth of drain =1m
Volume of drain = length x width x depth
= 800 x 1 x 1 = 800m2

Quantity of Concrete Grade 20

Ratio for Grade 20 is 1:2:4

Base of drain = 1m x 0.15m x 100m = 15m3
Walls of drain = 0.85m x 0.15m x 100m = 25.5m3
Total volume of drain = (15 + 25.5) m3 =4 0.5m3
45
Materials for Cement
1cm3 = 6 bags of cement
Then, number of bags needed = 40.5m3 x 6
= 243 bags of cement

For Sand (fine aggregate)

Recall,
Ratio = 1:2:4 = 1+ 2+ 4 =7
2/4 x 40.5 = 11.57m3 = 12m3

For chippings

4/7 x 40.5 = 23.14m3

Converting to tonnage
Density of chippings = 1.7m
= 23.14 x 1.7 = 39.33 tons
= 40 tons of chippings

2.5 Attendance of Technical Sessions Organised By Nigerian Institution of Civil

Engineers (NICE) and the Nigerian Society of Engineers (NSE), Asaba.

During the course of my internship, I was able to attend a number of technical training sessions
organised by the NICE and NSE Asaba. The topics include:
1. Procurement, Supervision and Certification of Road Projects Towards Enhanced Value
for Money. Paper presented by Engr Solomon Akpotohwo, FNSE, Director, Urban Roads
Ministry of Works, Delta State.
2. ‘National Infrastructure Dynamics and Job Creation’. Paper presented by Engr Dr Sony
Emeka Ali, FNSE, Branch Chairman, NSE Warri Branch. – 29th February, 2024

3. Cost Engineering. Paper presented by Engr Dr Sunday Egbiki, FNSE – 28th March, 2024

4. Shaping The Future; The Role of Artificial Intelligence in Engineering. Paper presented by
Engr Wilson Ohwedor, MNSE – 25th April, 2024
46
2.15 Survey and Levelling

During the course of my training, I was able to join the team that carried out a number of survey and
levelling jobs. According to Mudiaga E. Anaughe (2015), surveying has to do with the determination of
the relative spatial location of points on or near the surface of the earth. It is the art of measuring
horizontal and vertical distances between objects, or measuring angles between lines, or determining the
the direction of lines, and of establishing points by predetermined angular and linear measurements.
Along with the actual survey measurements are the mathematical calculations determined from the data
of the survey. Our operations in the surveying focused on Topographic survey which is made to gather
data to produce a topography map showing the configuration of the terrain and the location of natural and
man-made objects, as well as Route condition survey which refers to those control, topographic, and
construction surveys necessary for the location and construction of highways, railroads, canals,
transmission lines, and pipelines.

Levelling is the process of measuring, by direct or indirect methods, vertical distances in order to
determine elevations.

Fig 22a: Levelling staff and instrument Fig 22b: Taking a level

47
2.6.1 Instruments Used in Leveling

Below are the instruments we used in carrying out the levelling.

Dumby or Automatic Levelling: It is an instrument with a telescope that can be leveled with a spirit
bubble. The optical line of site forms a horizontal plane, which is at the same elevation as the telescope
crosshair. The Horizontal Line of Sight gives the Mean Sea Level while the Rod Reading gives the
Datum.

Staff Rod: Is a graduated rod held vertically on point of known elevation (Bench Mark)

Tripod: Is an adjustable, three-legged stand on which the instrument is mounted on

2.7 Preparation Bill of Engineering Measurement and Evaluation (BEME).

I was given a BEME to study and was taught how to create a typical BEME. It is a tool used to access
and value the cost of construction works before, during, and after construction. I was also taught me how
to calculate the number of cement bags, rod length, volume of earthwork, concrete works, area of tack
coat and bituminous materials for pavement and surfacing, etc.

48
2.7.1 BILL FOR THE EMERGENCY REPAIRS AND MAINTENANCE OF ILLAH -
MONASTERY ROAD ALONG ASABA-ILLAH - EBU ROAD IN DELTA STATE

BILL NO.1 : PROJECT ADMINISTRATION COST (PAC)

UNI
PAC NO. DESCRIPTION
T
prov
1.01 Provide, furnish and maintain office accommodation for Engineer's Representative .
Sum
prov
Provide Operational equipment/tools, labour & assistance as may be required by the
1.02 .
Engineer's Representative
Sum
prov
Provide furnish and maintain living accommodation for Engineer's
1.03 .
Representative/Supervisory Staff
Sum
prov
1.04 Allow for the cost of progress photographs and FERMA logo signages .
Sum
prov
Allow for the cost of stationery, office equipment, computer set and accessories
1.05 .
required by Engineer's Representative
Sum
prov
Allow for payment of staff wages to Daily rated project Staff of the Engineer's
1.06 .
Representative and Zonal road surveillance team
Sum
prov
Allow for the running cost and maintenance of project vehicles or motor boats for
1.07 .
the Engineer's Representative or supervisory staff as directed
Sum
prov
Allow for the removal and relocation of existing installations for electricity,
1.08 .
telephone, water supply and other utilities
Sum
prov
1.09 Allow for Survey, design and Supervision .
Sum
prov
Allow for Quality Control and the maintenance of Zonal Laboratory equipment by
1.10 .
Zonal Coordinator
Sum

49
 prov
Allow for the provision of road materials/hiring of equipment and logistics for
1.11 .
Preventive Road Maintenance Gang by the FRME
Sum
prov
1.12 Allow for the provision of miscellaneous services to the Engineer's Representative .
Sum
prov
Allow for project Monitoring and Evaluation including Logistics for field data
1.13 .
collection, Report preparation and collation
Sum

TOTAL BILL NO. 1 CARRIED TO SUMMARY

BILL NO. 2 -
SITE
CLEARANC
E AND
EARTHWO
RKS
UNI
ITEM NO DESCRIPTION
T
Clear site on either side of centreline of road up to limit of construction wide of all
2.01 m2
bush, grass and trees including top soil.
2.01A Cut bush, grass, shrub and trees etc on either side of the roadway / or median m2
2.1B Cut bamboo clusters on either sides of the road way m2
Scarify failed sections of existing asphaltic surface(depth of exavation not exceeding
2.02 300mm) and cart to spoiled or stock for reuse, shape and compact to 100% B.S m2
Compaction
Cut out potholes to rectangular shape, depth not exceeding 50mm (failure with area
2.02A m2
not exceeding 10m2 are classified as potholes
2.02B Ditto item 2.02A but not exceeding 100mm m2
2.02C Ditto item 2.02A but depth not exceeding 200mm m2
Scarify failed section of existing surface dressing (depth of excavation not exceeding
2.03 300mm) and cart to spoil or stock for reuse, shape and compact to 100% B.S. m2
compaction
Allow for milling of failed existing asphaltic concrete surface to any depth , cart to
2.03A m2
spoil or stock for reuse as specified and directed, haulage inclusive.

50
 Excavate laterite from approved borrow pits, haul excavated material within 125km
distance, deposit and spreed in 150mm layers and compact to 100% B.S. compaction
2.04 m3
as filling for shoulders, and marging, shape formation and trim slopes to required
section. All measured as completed work.

2.04A Ditto, but for distance exceeding 125km m3

Provide approved dredged sand, haul material within 125km distance, deposit,
spread in 150mm layers and compact to 100% B.S. compaction as filling to
2.04B m3
embarkment and margins, shape formation and trim slopes to required cross section.
All measured as completed work.
2.04C Ditto, but for distance exceeding 125km m3
Excavate any materials except rock in cutting culverts side drains and turn out and
2.05 m3
haul to spoil as directed.

2.06 Excavate unsuitable materials in sub base and sub grade as directed and haul to spoil. m3
Desilt sand and debris from carriageway and shoulders to an average depth of
2.07 m2
300mm and cart to spoil
2.08 Provide and lay sand filter layer 200mm thick m3
2.09 Provide and lay gravel filter layer (200mm max size) 300mm thick m3
2.10 Provide and lay gravel filter layer (50mm max) 200mm thick m3
2.11 Provide stone rip-rap m3
2.12 Provide top soil and plant grass as directed by Engineer's Representative m2
Excavate concrete floors to existing lane dividers and cart away excavated material
2.13 m3
as directed.

TOTAL BILL NO. 2 CARRIED TO SUMMARY

EMERGENCY REPAIRS AND MAINTENANCE OF OF ILLAH - MONASTERY ROAD

ALONG ASABA-ILLAH - EBU ROAD IN DELTA STATE

BILL NO. 3 -
CULVERTS
AND
DRAINS
UNI
ITEM NO DESCRIPTION
T
Demolish and cart to spoil failed pipe culverts including head walls, wingwalls and
3.01 m
aprons as directed
3.01A Ditto above but for failed box culverts m
Demolish, cart to spoil and shape existing sub-standard line drain as directed by the
3.01B m
Eigineer.
51
 Excavate for culverts and concrete side drains and turn out backfilling to 100% B.S
3.02 m3
compaction and dispose of surplus material as directed.
3.03 Excavate sand and trim river bed or channelize river. m3

Provide and lay precast single R.C pipe 900mm diameter as extention to existing
3.04 LM
pipe or as new culverts including haunching and surround with concrete.
3.05 Ditto but double pipe 900mm diameter LM
3.06 Ditto but triple pipe 900mm diameter LM
3.07 Ditto item 3.04 but in single pipe culverts 1200mm diameter LM
3.08 Ditto but double pipe culverts 1200mm diameter LM
3.09 Ditto but tripple pipe 1200mm diameter LM
Provide, mix and place concrete grade 20 in aprons and headwalls and wingwalls of
3.10 m3
pipe culverts including shuttering, reinforcement and blinding.

Provide, mix and place concrete grade 20 in median barrier inclusive of shttering,
3.10A m3
reinforcement and blinding.
Provide, mix and place concrete grade 20 in box culverts, rates inclusive of
3.10b m3
shuttering and blinding.
Provide concrete grade 20 in lined drains inclusive of reinforcement (8mm diameter)
3.11 m3
,shuttering and blinding.
Provide, and fix H.T. reinforcement in box culverts barrels, aprons, headwalls and
3.12 Ton
wingwalls.
Demolish and cart to spoil failed pipe culverts not greater than 900mm including
3.13 LM
headwall, wingwalls and aprons.
3.14 Ditto but for culverts greater than 900mm diameter LM
3.15 Ditto but for 2-cell pipe culverts not greater than 900mm diameter LM
3.16 Ditto but for failed box culvert m3
Desilt sand and debris from carriageway and shoulder and cart to spoil average depth
3.17 m3
of 300mm
3.18 Desilt concrete pipe culvert (900mm) m3
3.19 Desilt concrete box culverts m3
3.20 Desilting of drain. m3
3.21 Provide and place 150mm thick stone pitching set in 1:4 mortar m2
Provide mix and place 100mm thick concrete grade 20 as protection for
3.21A m3
embarkment, rate to include reinforcement as directed.
Provide and place 150mm concrete grade 20 in kerbs (250x125) including
3.22 L.M
excavation, blinding and haunching.
Provide and place concrete grade 20 to form chutes on high embankments, inclusive
3.23 L.M
of nominal reinforcement (dimensions to be specified).

TOTAL BILL NO. 3 CARRIED TO SUMMARY

52
BILL NO. 4
PAVEMENT
SURFCING
UNI
ITEM NO DESCRIPTION
T
Provide, spread, shape and compact to 100% WASC naturally occuring laterite as
4.01 sub base in varying thickness not exceeding a compacted layer of 200mm thickness m3
on carriageway and shoulders (within 125km distance)
4.01A Ditto but exceeding 125km m3
Provide, spread, shape and compact approved sand stabilized with 6% cement as
4.01B sub-base to a compacted thickness of 200mm under carriageway and shoulders. m3
(within 125km distance)
4.01C Ditto but exceeding 125km distance m3
Provide, spread, shape and compact to 100% WASC naturally occuring laterite as
4.02 base in varying thickness not exceeding a compacted layer of 200mm thickness on m3
carriageway and shoulders (within 125km distance)
4.02A Ditto but for distance exceeding 125km m3
4.02B Ditto Item 4.02 but in potholes m3
4.02C Ditto Item 4.02A but in potholes m3
Provide, spread, shape and compact to 100% WASC approved wet mix stone base
4.03 as base course, thickness not exceeding 150mm on carriageway (within 125km m3
distance)
4.03A Ditto but for distance exceeding 125km m3
4.03B Ditto item 4.03 but in potholes m3
4.03C Ditto item 4.03A but in potholes m3
Provide, pulverize soil and apply approved Base Seal Stabilizer at the rate of
4.03D 600ml/m3 and portland cement at 3% on base course and shape to a compacted m3
thickness of 200mm.
Provide and lay prime coat using MCO or MCI cutback bitumen at 0.9 litres/m2
4.04 m2
including blinding with sand or quarry fines.
4.04A Ditto item 4.04 but in potholes m2

Provide and spread first coat surface dressing using S125 cutback bitumen at the rate
4.05 m2
of 1.3 litres/m2 and 18mm chippings.(within 125km distance)
4.05A Ditto but for distance exceeding 125km m2
4.06 Ditto item 4.05 but with 12 mm chippings m2
4.06A Ditto but for distance exceeding 125km m2
Provide and lay asphaltic concrete binder to a compacted thickness of 60mm (within
4.07 m2
125km distance)
4.07A Ditto but for distance exceeding 125km m2
4.07B Ditto item 4.07 but in potholes m2
4.07C Ditto but for distance exceeding 125km m2
53
 Provide and lay asphaltic concrete wearing course to a compacted thickness of
4.08 m2
40mm over new base or as overlay including tack coat.(within 125km distance)

4.08A Ditto but for distance exceeding 125km m2

4.08B Ditto Item 4.08 but in potholes m2
4.08C Ditto but for distance exceeding 125km m2
Provide and lay lean asphaltic concrete wearing course to a compacted thickness of
4.08b m2
30mm over a prepared shoulder.(within 125km distance)
4.08c Ditto but for distance exceeding 125km m2
Regulate the deformed isolated sections of carriageway to required level and camber
4.09 with asphaltic concrete as directed. Rate to include tack coat (within 125km Ton
distance)
4.09A Ditto but for distance exceeding 125km Ton
Blow up cracks with compressed air and seal with bitumen emulsion and quarry dust
4.10 m2
as directed.
Provide and lay appropriate road marking using Thermoplastic or Chlorinated rubber
4.11 paint in specified continous lines on carriageway along Federal highways and as LM
directed.

4.12 Ditto item 4.11 but for broken lines. LM

TOTAL BILL NO. 4 CARRIED TO SUMMARY

EMERGENCY REPAIRS AND MAINTENANCE OF OF ILLAH - MONASTERY ROAD

ALONG ASABA-ILLAH - EBU ROAD IN DELTA STATE

BILL.NO.5 : BRIDGE WORKS

ITEM NO UNI
DESCRIPTION T

5.01 Replacement damaged hard-rails. Rate to include disposal. L.M

Coating of bridge hardrailing with Aluminum paint. Rate to include primig with red
5.02 L.M
oxide.

5.03 Desilting of bridge deck and cleaning of weep holes. m2

5.04 Rendering of exposed surfaces of bridge superstructures with approved coatings L.M

54
 5.05 Replacement of large movement steel finger expansion joints. L.M

5.06 Replacement of Maurer Expansion joint for large movement joint type D300. L.M

5.06A Ditto but for type D400 L.M

5.06B Ditto but for type D480 L.M

TOTAL BILL NO. 5 CARRIED TO SUMMARY

EMERGENCY REPAIRS AND MAINTENANCE OF OF ILLAH - MONASTERY ROAD

ALONG ASABA-ILLAH - EBU ROAD IN DELTA STATE

SUMMARY

ITEM NO DESCRIPTION

1.00 GENERAL

2.00 SITE CLEARANCE AND EARTHWORKS

3.00 CULVERT AND DRAIN

4.00 PAVEMENT AND SURFACING

55
5.00 BRIDGE WORKS

SUB-TOTAL

ADD 7.5% VAT

GRAND TOTAL

56
 Table 3: REDUCED LEVEL FOR STATE SECURITY SERVICE (SSS) ROAD,
ASABA

CHAINAGE BS IS FS HI RL REMARKS
100.00
1.105 101.105 0 TBM 1
0+000 1.390 101.105 99.715 TOP OF DRAIN
1.600 101.105 99.505 INVERT
0+020 1.280 101.105 99.825
0+040 1.350 101.105 99.755 TOP OF DRAIN
1.610 101.105 99.495 INVERT
0+055 1.565 101.105 99.540 TOP OF DRAIN
2.310 101.105 98.795 INVERT 1
1.768 101.105 99.337 INVERT 2
0+000 1.565 101.105 99.540
2.310 101.105 98.795
1.768 101.105 99.337
0+020 1.540 101.105 99.565 TOP OF DRAIN
2.285 101.105 98.820 INVERT
0+040 1.470 101.105 99.635 TOP OF DRAIN
2.235 101.105 98.870 INVERT
0+055 1.455 101.105 99.650 TOP OF DRAIN
2.200 101.105 98.905 INVERT
1.370 1.265 101.210 99.840
0+060 1.540 101.210 99.670 TOP OF DRAIN
1.280 101.210 99.930 INVERT
0+080 1.500 101.210 99.710 TOP OF DRAIN
2.235 101.210 98.975 INVERT
0+095 1.415 101.210 99.795 TOP OF DRAIN
2.220 101.210 98.990 INVERT
0+100 1.435 101.210 99.775 TOP OF DRAIN
2.145 101.210 99.065 INVERT
0+120 1.370 101.210 99.840 TOP OF DRAIN
1.855 101.210 99.355 INVERT
TOP OF DRAIN: END OF
0+130 1.325 101.210 99.885 FENCE
1.640 101.210 99.570 INVERT; END OF FENCE
1.315 101.540 99.895 TOP OF SOAKAWAY TBM2

∑ BS = 2.475
∑ FS = 2.58

Check: ∑ FS - ∑ BS = RL1 – RL2

2.58 - 2.475 = 100 - 99.895
0.105 = 0.105

57
 CHAPTER THREE

DISCUSSION, ANALYSIS AND EVALUATION

3.1 EXPERIENCED GAINED

At the course of my internship, the following job experiences were gained:

a. Patching of pot-holes, peel offs and failed section
b. Carriageway strengthening
c. Construction of U- shaped reinforced concrete lined drain without slab (cover)
d. Site clearance and preparation of the site
e. Project management to ease the flow of work
f. Site supervision
g. Identification and marking of potholes
h. Necessary skills needed for patching of potholes and failed section
i. Regulation of peel offs
j. Estimation of cement, fine aggregate and coarse aggregate that will fill a volume needed
for the construction of U-shaped reinforced concrete lined drain
k. How tools are handled on site
l. Identifications of equipment needed during maintenance of the road

3.2 EQUIPMENT AND TOOLS USED IN THE COURSE OF THE TRAINING.

1. Grader: A grader commonly referred to as road grader is a form of heavy equipment with
long blade used to create a flat surface during grading. The angle of the blade can be
adjusted to achieve a high level of precision by the operator. Grader was used for
scarifying, spreading of lateritic soil and stone base during the course of my internship.
2. Smooth Roller: Smooth roller typically have a steel drum in the front and two special
wheels in the back that can prevent flattest tires from happening. It is used for compaction
of soil after grading, and also used for compaction of stone base after spreading. The
roller has a specified vibrating component that allows it to vibrate as the roller compacts
and flattens the surface.
58
3. Pneumatic Roller: Sometimes called pneumatic tyred roller; it is a type of large, ride- on
roller with several rows of rubber tyres on the front and rear end. The rubber tyres
provide an 80% (percent) coverage area and uniform pressure throughout the width of the
tyres. They are typically used for smoothing out and polishing the laid asphalt.
4. Pay loader: This has four tires with a bucket attached to the end of its two arms. The
bucket is used to transfer materials or for loading materials into trucks.
5. Levelling instrument and staff: This consists of a telescope fitted with a spirit level and
generally mounted on a tripod. It is used in conjunction with a graduated staffs placed at
the point to be measured and sighted through the telescope.
6. Asphalt cutter: The asphalt cutter is a rotary cutting device. After being mounted onto a
machine, the attached bit moves forward and helped by the downward pressure from the
machine, cuts through the asphalt. Usually, the bigger the machine the cutter is attached
to, the more downward pressure is generated, thereby enabling it to cut through harder
types of material. The asphalt cutter is often used when precise cuts are required, or when
in working in tight areas. While the hand asphalt cutting machine is used, water is being
sprayed on the blade so as to allow the dust particles that are seen while cutting to settle.
This brings cooling effect of the blade as it is made from diamond. The water can also
serve as a lubricant between the blade and the asphalt to be cut.
7. Paver: A paver (road paver finisher, asphalt finisher, road paving machine) is a piece of
construction equipment used to lay asphalt on roads. It lays the asphalt flat and provides
minor compaction before it is compacted by a roller.
8. Lowbed: Is designed to carry a heavy machinery and equipment such as construction
machinery, etc, which are often too large to be transported on regular trucks
9. Trowel: it is a small handled tool with a flat, pointed blade, it was used to give the drain
top wall smooth finishing.
10. Cutting machine: This has a disc that can be attached to it. It is electric driven. It was
used during my internship to cut rods.
11. Tar Boiler: Is a heavy guage steel boiler for the rapid heating of bitumen for use in
roadworks and sundry
12. Haulage Trucks: This is a type of vehicle, which is used to transfer materials from one
place to another.

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13. Water Tanker: this is a truck that has a tank attached to it that can hold a certain volume
of water. It is used to wet the soil and supply water for the concrete mixer during my
internship.
14. Concrete mixer: A concrete mixer (often mistakenly called a cement mixer) is a device
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.
During my internship, the concrete mixer was used to supply concrete for the blinding of
the drain base and construction of the drain walls.
15. Hand roller: This is a type of roller which is operated manually. An operator is seen
directing the roller on where to be compacted by exerting energy on the direction to be
compacted. During my internship, the hand roller was used for compacting of potholes.

Fig 23: Picture of a Steel roller, a Grader and a Paver

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3.3 PROBLEMS ENCOUNTERED AND HOW THEY WERE RESOLVED

During the cutting of potholes using a hand asphalt cutting machine, at a certain stage, even with
safety rules and regulation on the Benin-Asaba dual Carriageway Expressway, vehicles still
served as a hindrance in the cutting. Initially, they were made to use the other side of the
carriageway, but some of them were not careful enough and at the same time impatient, hence the
need for a counter solution which was by closing the full single lane and commuters were made to
take the other lane of the dual carriageway. Before the blocking of the lane, it was done at a
location, that gave the road users the ability to divert and not leaving them stranded.

During the construction of a U-shaped line drain, the problem encountered was from some
community youths who tried to stop the work unless they were part of it. The negotiation with the
youths caused the delay of commencement of excavation for drain as not all of them were to be
engaged seeing there was a limit to the number of labour to be employed. This was only solved
with the involvement of the youth leader who ensured that the best capable hands were employed
as we kept to our limit.

Another problem encountered was language barrier, some of men who were involved in the
construction of the line drain were northerners, of which we had little or no knowledge about,
seeing this situation, a labour head who had knowledge on the job and understood this language
was contracted for a period of time (till the line drain was completed).

Yet another problem encountered was the issue of keeping and safe guarding our equipment and
tools, this was solved by employing a worker who was situated at the location of the site to ensure
that our work tools are not stolen. Also, some equipment did not function optimally due to
inadequate maintenance and required servicing. While ensuring proper servicing, the engineers
were advised to set up a maintenance yard at the office to ensure periodic servicing as at when
due.

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 CHAPTER FOUR

CONCLUSION, LIMITATION AND RECOMMENDATION

4.0 CONCLUSION

At the end of my internship at the Federal Roads maintenance Agency (FERMA), I was able to
understand the steps and procedures for the patching of pot holes, regulation of peel offs and
failed sections. Initially, I never knew that there was a clear difference between a pot hole and a
failed section as a first I regarded them all as a pot holes.
Also, during my internship I understood while water was sprayed on the hand asphalt cutting
machine, as it is a form of a lubricant, that prevents any form of friction between the blade of the
cutter and the intended asphalt to be cut.
In the course of my internship, calculations for volume of cement, sand, and gravel needed in a
volume of concrete was properly understood.
I also understood the processes involved for the construction of the U-shaped reinforced concrete
lined drain.

4.1 LIMITATION

A major limitation encountered during the course of my internship is that the overall view of the
project, especially the cost estimations, were not exposed to me before work commencement and
even after the job was delivered. This really gave me a lot of suspense on how the project outlook.
Also, during the course of my internship, I was not fully allowed to use some equipment like the
levelling instrument and the hand asphalt cutting machine to ensure equipment safety and
protection, since the equipment were just one at site.

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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. I recommend that any organization engaging in the Industrial Training Scheme, the
overview of their projects should be given to student by the organization to ensure that
student has an oversight on how the projects look like.
2. I also recommend that student should be allowed to make use of instruments used during
their internship, so that when back to school, they will really understand the full scope on
how those instruments work.
3. I also recommend that all students should be allowed to actively and completely
participate at all necessary activities at sight, so as to be able to have a general
knowledge/overview of things that were done.

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 REFERENCES

1. Plain concrete (PCC)_ Preparation & 4 Uses of Plain Cement Concrete_ Ingredients,
Retrieved from: htmlhttps://dreamcivil,com/plain-cement-concrete/
2. Concrete Pavement Bases and Sub-bases,2019. Retrieved from: www.specifyconcrete.org

3. Potholes Prevention and Innovative Repairs. Retrieved from:

https://www.researchgate.net/publication

4. American Concrete Pavement Association (ACPA). (n.d.). Continuously Reinforced

Concrete Pavement (CRCP). https://www.acpa.org/solutions-and-markets/types-of-
concrete-pavements/continuously-reinforced-concrete-pavement/

5. Federal Highway Administration (FHWA). (2009). Continuously Reinforced Concrete

Pavement (CRCP): Design, Construction, and Performance (FHWA-HRT-09-010).
https://www.fhwa.dot.gov/pavement/concrete/pubs/hif16026.pdf/
6. Operational Manual of Federal Roads Maintenance Agency (2007). Retrieved from
manual of workshops organised by the Agency

7. Levelling Procedures (2015). Retrieved from the Capacity Building

Workshop/Professional Development Training Organised by the Nigerian Society of
Engineers, Asaba Braanch

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