STUDENT INDUSTRIAL WORK EXPERIENCE

SCHEME

( S.I.W.E.S )

REPORT AT

PORT HARCOURT

AUTHORIZED DEALER FOR

BY

ESIEKPE PASCHAL AKPEVWE

DEPARTMENT OF MECHANICAL ENGINEERING

MATRICULATION NUMBER: FUO/17/MEE/5006

SUBMITTED TO

THE S.I.W.E.S CO-ORDINATOR

FEDERAL UNIVERSITY OTUOKE

BAYELSA STATE

JANUARY 2022

DEDICATION

I dedicate this report to God Almighty, Family and Loved Ones.

 ACKNOWLEDGEMENT

I also feel indebted to the following people who played various roles to impart their knowledge to
me during my training.

To my colleagues, Adubazi Raphael, Joshua Daniel, and Clever for their support, and creativity and
availability in the dirty job.

Mr. Sunday Adejugbe (Service Manager-Field), under his supervision and tutelage I was able to
grasp the basic rudiment of Power systems and its application.

Mr. Isaac Arthur (Specialization Manager),

Engr. Owhoji Nyeche (CAT Specialist),

Engr. Ifot King Uwen (CAT Specialist, Supervisor),

Mr. Chimaobi Edom (Technician),

Mr. Adebowale Haastrup (Technician),

My mum, who made me never to give up and let go even when the job was tedious.

CHAPTER ONE

INTRODUCTION

Despite dramatic changes and advances in Diesel Engines in the last century,

the most important factor in the operational process is still effective MAINTENANCE.

HISTORY OF J+G GLOBAL GAS AND OILFIELD LTD NIGERIA LTD

J+G GLOBAL GAS AND OILFIELD Nigeria Limited (or “the company”) is the

exclusive dealer in caterpillar products in Nigeria. Its fully owned by Unatrac

International a subsidiary of Mansour group of companies based in Egypt. J+G

GLOBAL GAS AND OILFIELD LTD Nigeria Limited has operated in Nigeria since 1950

and it became a limited liability company on 14 th March 1994.

J+G GLOBAL GAS AND OILFIELD LTD Nigeria Ltd provides machines for wide varied

applications in the infrastructural, agricultural, and mining development sectors of

Nigeria. Also, the company provides CAT engines and generators for the oil sector and

industrial users as well as a complete range of lift trucks for material handling

requirements. All machines supplied are kept in working conditions through the

product support services of the company.

We at J+G GLOBAL GAS AND OILFIELD Nigeria Ltd undertake highly specialized

repairs and machine overhauls with continuous and significant investment in up-to-
date workshop equipment and service tooling. Furthermore, we undertake used

equipment and machine rebuild activities. We have the facilities technology and

adequate tooling to take used machines and rebuild them to an “ as new” standard,

with “ as new” warranties, at competitive prices.

Health, Safety, and Environment: The subsidiaries in Nigeria adhere strictly to the

group’s instructions on HSE as well as federal and local regulations on environment

matters.

ORGANIZATIONAL CHART

VARIOUS DEPARTMENTS AND FUNCTIONS

In J+G GLOBAL GAS AND OILFIELD Nigeria Ltd, they are two departments which are:

Service Department

Sales Department

Service Department: This is also called the product support, and is divided into

various section and their operations.

Field Service: This involves troubleshooting, maintenance, repairs of power systems at

customer’s site.

Machine Section: This involves the troubleshooting, maintenance, and repairs of

heavy duty machines like tractors, bulldozers, excavators, pay loaders, etc. both at

customer site and in the workshop.

Component Rebuild Centre (C.R.C): This is a section in the workshop that specializes

on all types of overhauling of engines.

Fluid Analysis/ Scheduled Oil Sample (S.O.S): The S.O.S program is the CAT certified

program of scheduled fluid analysis. Fluid samples collected at routine intervals from

all compartments are analyzed to give you the means to look inside your equipment

and detect problems before they cause a loss of production. Within 24 hours the

sample is analyzed and a report is generated which can warn you of a variety of

potential problems going on inside your equipment.

Sales Department: This section deals with customer’s service, and the sales of power

system, heavy duty machines and replaceable parts. This section is divided into power

system sales, heavy duty machine sales, and parts sales.

Power System Sales: This section ensure the marketing and distribution sales of power

system.

Machine Sales: This section ensure the marketing and distribution sales of heavy duty

machines.

Part sales department: This section work with the warehouse, were replaceable parts

are stored, which their job is to order parts for demanding customers
 CHAPTER TWO

In this section, I understudy, experienced, and felt the heart of a generator set,”

Diesel Engine”. The author will highlight about the working, repair, and maintenance

of diesel engines.

Diesel Engines

A diesel engine is similar to the gasoline engine used in most generators.

Both engines are internal combustion engines, meaning they burn the fuel-air

mixture within the cylinders. Both are reciprocating engines, being driven by

pistons moving laterally in the two directions. The majority of their parts are

similar. Although a diesel engines and gasoline engines operate with similar

component of a diesel engine, when compared to a gasoline of equal

horsepower, to heavier due to stronger, heavier materials used to withstand the

greater dynamic forces from the higher combustion pressures present in the

diesel engine.

The greater combustion pressure is the result of the higher compression

ratio used by diesel engines. The compression ratio is a measure of how much

the engine compresses the gasses in the engine's cylinder. In a gasoline engine

the compression ratio (which controls the compression temperature) is limited

by the air-fuel mixture entering the cylinders. The lower ignition temperature of

gasoline will cause it to ignite (burn) at a compression ratio of less than 10:1.

The average car has a 7:1 compression ratio. In a diesel engine, compression

ratios ranging from 14:1 to as high as 24:1 are commonly used. The higher

compression ratios are possible because only air is compressed, and then the
fuel is injected. This is one of the factors that allow the diesel engine to be so

efficient. Compression ratio will be discussed in greater detail later in this

module. Another difference between a gasoline engine and a diesel engine is the

manner in which engine speed is controlled. In any engine, speed (or power) is

a direct function of the amount of fuel burned in the cylinders. Gasoline

engines are self-speed-limiting, due to the method the engine uses to control

the amount of air entering the engine. Engine speed is indirectly controlled by

the butterfly valve in the carburetor. The butterfly valve in a carburetor limits

the amount of air entering the engine. In a carburetor, the rate of air flow

dictates the amount of gasoline that will be mixed with the air. Limiting the

amount of air entering the engine limits the amount of fuel entering the engine,

and, therefore, limits the speed of the engine. By limiting the amount of air

entering the engine, adding more fuel does not increase engine speed beyond

the point where the fuel burns 100% of the available air (oxygen).

Diesel engines are not self-speed-limiting because the air (oxygen)

entering the engine is always the maximum amount. Therefore, the engine

speed is limited solely by the amount of fuel injected into the engine cylinders.

Therefore, the engine always has sufficient oxygen to burn and the engine will

attempt to accelerate to meet the new fuel injection rate. Because of this, a

manual fuel control is not possible because these engines, in an unloaded

condition, can accelerate at a rate of more than 2000 revolutions per second.

Diesel engines require a speed limiter, commonly called the governor, to control

the amount of fuel being injected into the engine. Unlike a gasoline engine, a

diesel engine does not require an ignition system because in a diesel engine the

fuel is injected into the cylinder as the piston comes to the top of its
compression stroke. When fuel is injected, it vaporizes and ignites due to the

heat created by the compression of the air in the cylinder.

Figure 1.1: Caterpillar C-17.5 Diesel Generator.

HOW DOES DIESEL ENGINES WORK

Think of an engine as a clock. Everything works in synchronization to keep

good time. In a diesel engine, all the components work together to convert heat

energy into mechanical energy.

Combustion: this is the heating of air and fuel together to produce combustion,

which creates the force required to run the engine. It occurs when the air-fuel

mixture heats up enough to ignite. It must burn quickly in a controlled fashion

to produce the most heat energy.

Air + fuel + heat=combustion

Compression: this is when air is compressed, it heats up. The more you

compress air, the hotter it gets. If it’s compressed enough, it produces

temperatures above the fuel’s ignition temperature.

Working Principle

There are different type’s cycles in thermodynamics. Such as Otto cycle, Carnot

vapor cycle, Diesel cycle etc. Out of that cycle diesel engine works on diesel

cycle. This cycle is also known as constant pressure cycle. Diesel engine is

mostly employed in Stationary Power plants, Ships, Heavy Motor Vehicles.

In Petrol Engine, the air-fuel mixture after being compressed in the engine

cylinder to a high pressure is ignited by an electric spark from a spark plug. In

diesel engine, diesel oil and light and heavy oil used as fuel. This fuel is ignited

by being injected into the engine cylinder containing air compressed to a very

high pressure; the temperature of this air is sufficiently high to ignite the fuel.

That is why there is no spark plug used in diesel engine. This high temperature

compressed air used in the form of very fine spray is injected at a controlled

rate so that the combustion of fuel proceeds at constant pressure.

Diesel Engine is mainly worked on below strokes.

01) Suction Stroke:- In this stroke, the piston moves down from the top dead

centre. As a result, inlet valve opens and air is drawn into the cylinder. After

sufficient quantity of air with pressure is drawn, suction valve closes at the end

of the stroke. The exhaust valve remains closed during this stroke.

02) Compression Stroke:- In this stroke, piston moves up from the bottom dead

centre. During this stroke both inlet and exhaust valve are closed. The air

drawn into the cylinder during suction stroke is entrapped inside the cylinder

and compressed due to upward movement of the piston. In diesel engine, the
compression ratio used is very high as a result, the air is finally compressed to

a very high pressure up-to 40 kilogram per centimeter square, at this pressure,

and the temperature of the air is reached to 1000 degree centigrade which is

enough to ignite the fuel.

03) Constant Pressure Stroke:- In this stroke, the fuel is injected into the hot

compressed air where it starts burning, maintaining the pressure constant.

When the piston moves to its top dead centre, the supply of fuel is cut-off. It is

to be said that the fuel is injected at the end of compression stroke and

injection continues till the point of cut-off, but in actual practice, the ignition

starts before the end of compression stroke to take care of ignition tag.

04) Working or Power Stroke:- In this stroke, both inlet and exhaust valve

remain closed. The hot gases (which are produced due to ignition of fuel during

compression stroke) and compressed air now expand adiabatically, in the

cylinder pushing the piston down and hence work is done. At the end of stroke,

the piston finally reaches the bottom dead centre.

05) Exhaust Stroke:- In this stroke, the piston again moves upward. The

exhaust valve opens, while inlet and fuel valve are closed. A greater part of the

burnt fuel gases escape due to their own expansion. The upward movement of

the piston pushes the remaining gases out through the open exhaust valve.

Only a small quantity of exhaust gases stay in the combustion chamber. At the

end of exhaust stroke, the exhaust valve closes and the cycle is thus

completed.

As there is some resistance while operating in inlet and exhaust valve and the

some portion of burnt gases remains inside the cylinder during the cycle,

resulting the pumping losses. This pumping loss are treated as negative work
and therefore subtracted from actual work done during the cycle. This will give

us net work done from the cycle.

Figure 2: Four Stroke Diesel Cycle.

Diesel Fuel Injection

One big difference between a diesel engine and a gas engine is in the injection

process. Most generator engines use port injection or a carburetor. A port

injection system injects fuel just prior to the intake stroke (outside the

cylinder). A carburetor mixes air and fuel long before the air enters the

cylinder. In an engine, therefore, all of the fuel is loaded into the cylinder

during the intake stroke and then compressed. The compression of the fuel/air

mixture limits the compression ratio of the engine -- if it compresses the air too

much, the fuel/air mixture spontaneously ignites and causes knocking.

Because it causes excessive heat, knocking can damage the engine.

Diesel engines use direct fuel injection -- the diesel fuel is injected directly into

the cylinder.
The injector on a diesel engine is its most complex component and has been

the subject of a great deal of experimentation -- in any particular engine, it may

be located in a variety of places. The injector has to be able to withstand the

temperature and pressure inside the cylinder and still deliver the fuel in a fine

mist. Getting the mist circulated in the cylinder so that it is evenly distributed

is also a problem, so some diesel engines employ special induction valves, pre-

combustion chambers or other devices to swirl the air in the combustion

chamber or otherwise improve the ignition and combustion process.

Some diesel engines contain a glow plug. When a diesel engine is cold, the

compression process may not raise the air to a high enough temperature to

ignite the fuel. The glow plug is an electrically heated wire (think of the hot

wires you see in a toaster) that heats the combustion chambers and raises the

air temperature when the engine is cold so that the engine can start. According

to Cley Brotherton, a Journeyman heavy equipment technician:

All functions in a modern engine are controlled by the ECM communicating

with an elaborate set of sensors measuring everything from R.P.M. to engine

coolant and oil temperatures and even engine position (i.e. T.D.C.). Glow plugs

are rarely used today on larger engines. The ECM senses ambient air

temperature and retards the timing of the engine in cold weather so the

injector sprays the fuel at a later time. The air in the cylinder is compressed

more, creating more heat, which aids in starting.

Smaller engines and engines that do not have such advanced computer control

use glow plugs to solve the cold-starting problem.

Of course, mechanics aren't the only difference between diesel engines and

gasoline engines. There's also the issue of the fuel itself.

Figure 3: Diesel Fuel Injection system

Common Rail

The Common Rail system also has a lift/transfer pump and a high pressure pump.

The high pressure pump pressurizes the fuel which is then sent to a rail connected to

all injectors. Unlike the other systems, the injectors are solenoids controlled by the

ECU (Electronic Control Unit). The ECU uses information from the vehicle sensors to

control when the injectors need to deliver the fuel.

Figure 4: Common Rail Fuel System.

Major Components of Diesel Engines

To understand how a diesel engine work. An understanding of the components

and how they work together is necessary. Figure 5 provides a cross section of

V-type diesel engine.

Figure 5: V-type Diesel engine cross-sectioned.

Components of diesel engines are divided into stationary parts and moving

parts.

Stationary Parts: these are parts of an engine which include cylinder block,

cylinder liner, bore, cylinder block, crankcase and the exhaust and inlet

manifolds.

Cylinder Block: The cylinder block, as shown in Figure 6, is generally a single

unit made from cast iron. In a liquid-cooled diesel, the block also provides the

structure and rigid frame for the engine's cylinders, water coolant and oil

passages, and support for the crankshaft and camshaft bearings.

Figure 6: Caterpillar 3306 cylinder block.

Crankcase and Oil Pan: The crankcase is usually located on the bottom of the

cylinder block. The crankcase is defined as the area around the crankshaft and

crankshaft bearings. This area encloses the rotating crankshaft and crankshaft

counter weights and directs returning oil into the oil pan. The oil pan is located

at the bottom of the crankcase as shown in Figure 5. The oil pan collects and

stores the engine's supply of lubricating oil. Large diesel engines may have the

oil pan divided into several separate pans.

Cylinder Head and Valves: This provides the combustion chamber for the

engine cylinders. The cylinder bolted to the top of the cylinder block to close

the upper end of the cylinder. A diesel engine’s cylinder heads perform several

functions. First, they provide the top seal for the cylinder bore or sleeve.

Second, they provide the structure holding exhaust valves (and intake valves

where applicable), the fuel injector, and necessary linkages. A diesel engine's

heads are manufactured in one of two ways. In one method, each cylinder has

its own head casting, which is bolted to the block. This method is used
primarily on the larger diesel engines. In the second method, which is used on

smaller engines, the engine's head is cast as one piece (multi-cylinder head).

Diesel engines have two methods of admitting and exhausting gasses from the

cylinder. They can use either ports or valves or a combination of both. Ports are

slots in cylinder walls located in the lower 1/3 of the bore. See Figure 5 for

examples of intake ports, and note their relative location with respect to the

rest of the. When the piston travels below the level of the ports, the ports are

"opened" and fresh air or exhaust gasses are able to enter or leave, depending

on the type of port. The ports are then "closed" when the piston travels back

above the level of the ports. Valves (refer to figure 8) are mechanically opened

and closed to admit or exhaust the gasses as needed. The valves are located in

the head casting of the engine. The point at which the valve seals against the

head is called the valve seat. Most medium-sized diesels have either intake

ports or exhaust valves or both intake and exhaust valves.

(b)

Figure 7: (a) Caterpillar 3600 series cylinder head and (b) Engine Valve.
Exhaust Manifolds: An exhaust manifold is a system which is used to vent exhaust

gases away from an engine. The manifold extends from the cylinders to the exhaust

pipe, collecting and moving exhaust away from the engine. Exhaust can be harmful to

inhale, making it very important to have a fully functional exhaust manifold; because

it can sometimes be difficult to detect an exhaust leak, people may inhale exhaust

gases without being aware of it. When the pistons in the engine reach the exhaust

stroke, they push the exhaust fumes up into the exhaust manifold. The manifold

consists of a series of pipes which connect to the cylinders and then consolidate in a

central large pipe which vents to the exhaust pipe. A series of gaskets are used to

create tight seals so that exhaust cannot escape from the cylinders. One of the most

common problems which can arise with an exhaust manifold is damage to the gasket

which acts as a seal. In this case, the manifold needs to be unbolted so that the gasket

can be removed and replaced. Another issue which can commonly arise is rust,

especially in salty environments. If rust eats through the pipes of the manifold, they

can start to leak exhaust fumes into the engine compartment. In generators, these

fumes can enter the passenger compartment, making people sick.

Figure 8: Exhaust Manifold, (courtesy: Caterpillar)

Moving Parts: The moving parts of an engine serve important function, heat energy

into mechanical energy. They further convert motion into rotary motion. The principal

moving parts are the piston assembly, connecting rods, crankshaft assembly (includes

flywheel and vibration dampener), camshaft, valves, and gear train.

Piston Assembly: The piston transforms the energy of the expanding gasses into

mechanical energy. The piston rides in the cylinder liner or sleeve as Shown in Figure

5. Pistons are commonly made of aluminum or cast iron alloys. To prevent the

combustion gasses from bypassing the piston and to keep friction to a minimum, each

piston has several metal rings around it, as illustrated by Figure 9.

Figure 9: Piston and piston rod

These rings function as the seal between the piston and the cylinder wall and

also act to reduce friction by minimizing the contact area between the piston

and the cylinder wall. The rings are usually made of cast iron and coated with

chrome or molybdenum. Most diesel engine pistons have several rings, usually

2 to 5, with each ring performing a distinct function. The top ring(s) acts

primarily as the pressure seal. The intermediate ring(s) acts as a wiper ring to

remove and control the amount of oil film on the cylinder walls. The bottom
ring(s) is an oiler ring and ensures that a supply of lubricating oil is evenly

deposited on the cylinder walls.

Connecting Rod: The connecting rod connects the piston to the crankshaft. See

Figure 5 for the location of the connecting rods in an engine. The rods are

made from drop-forged, heat-treated steel to provide the required strength.

Each end of the rod is bored, with the smaller top bore connecting to the piston

pin (wrist pin) in the piston as shown in Figure 9. The large bore end of the rod

is split in half and bolted to allow the rod to be attached to the crankshaft.

Some diesel engine connecting rods are drilled down the center to allow oil to

travel up from the crankshaft and into the piston pin and piston for

lubrication. A variation found in V-type engines that affects the connecting

rods is to position the cylinders in the left and right banks directly opposite

each other instead of staggered (most common configuration). This

arrangement requires that the connecting rods of two opposing cylinders share

the same main journal bearing on the crankshaft. To allow this configuration,

one of the connecting rods must be split or forked around the other.

Figure 10: Connecting Rod

Crankshaft: The crankshaft transforms the linear motion of the pistons into a

rotational motion that is transmitted to the load. Crankshafts are made of

forged steel. The forged crankshaft is machined to produce the crankshaft

bearing and connecting rod bearing surfaces. The rod bearings are eccentric, or

offset, from the center of the crankshaft as illustrated in Figure 11. This offset

converts the reciprocating (up and down) motion of the piston into the rotary

motion of the crankshaft. The amount of offset determines the stroke (distance

the piston travels) of the engine (discussed later). The crankshaft does not ride

directly on the cast iron block crankshaft supports, but rides on special

bearing material as shown in Figure 11. The connecting rods also have

bearings inserted between the crankshaft and the connecting rods. The bearing

material is a soft alloy of metals that provides a replaceable wear surface and

prevents galling between two similar metals (i.e., crankshaft and connecting

rod). Each bearing is split into halves to allow assembly of the engine. The

crankshaft is drilled with oil passages that allow the engine to feed oil to each

of the crankshaft bearings and connection rod bearings and up into the

connecting rod itself. The crankshaft has large weights, called counter weights,

that balance the weight of the connecting rods. These weights ensure an even

(balance) force during the rotation of the moving parts.

Figure 11: Crankshaft.

Flywheel: The flywheel is located on one end of the crankshaft and serves three

purposes. First, through its inertia, it reduces vibration by smoothing out the

power stroke as each cylinder fires. Second, it is the mounting surface used to

bolt the engine up to its load. Third, on some diesels, the flywheel has gear

teeth around its perimeter that allow the starting motors to engage and crank

the diesel.

Figure 12: Flywheel

Camshaft: A camshaft is a long bar with egg-shaped eccentric lobes, one lobe for each

valve and fuel injector. Each lobe has a follower as shown on Figure 13. As the

camshaft is rotated, the follower is forced up and down as it follows the profile of the

cam lobe. The followers are connected to the engine's valves and fuel injectors through

various types of linkages called pushrods and rocker arms. The pushrods and rocker

arms transfer the reciprocating motion generated by the cam shaft lobes to the valves

and injectors, opening and closing them as needed. The valves are maintained closed

by springs.

Figure 13: Camshafts of a D3406 engine.

As the valve is opened by the camshaft, it compresses the valve spring. The energy

stored in the valve spring is then used to close the valve as the camshaft lobe rotates

out from under the follower. Because an engine experiences fairly large changes in

temperature (e.g., ambient to a normal running temperature of about 190°F), its

components must be designed to allow for thermal expansion. Therefore, the valves,

valve pushrods, and rocker arms must have some method of allowing for the

expansion. This is accomplished by the use of valve lash. Valve lash is the term given

to the "slop" or "give" in the valve train before the cam actually starts to open the valve.

The camshaft is driven by the engine's crank shaft through a series of gears called

idler gears and timing gears. The gears allow the rotation of the camshaft to

correspond or be in time with, the rotation of the crank shaft and thereby allow the
valve opening, valve closing, and injection of fuel to be timed to occur at precise

intervals in the piston's travel. To increase the flexibility in timing the valve opening,

valve closing, and injection of fuel, and to increase power or to reduce cost, an engine

may have one or more camshafts. Typically, in a medium to large V-type engine, each

bank will have one or more camshafts per head. In the larger engines, the intake

valves exhaust valves, and fuel injectors may share a common camshaft or have

independent camshafts.

Depending on the type and make of the engine, the location of the camshaft or shafts

varies. The cam shaft (s) in an in-line engine is usually found either in the head of the

engine or in the top of the block running down one side of the cylinder bank. Figure 14

provides an example of an engine with the camshaft located on the side of the engine.

On small or mid-sized V-type engines, the camshaft is usually located in the block at

the center of the "V" between the two banks of cylinders. In larger or multi-cam

shafted V type engines, the camshafts are usually located in the heads.

Figure 14: Diesel engine valve train.

Cylinder Liner: A cylinder liner is a cylindrical part to be fitted into an engine block

to form a cylinder. It is one of the most important functional parts to make up the

interior of an engine.

This is called Cylinder liner in Japan, but some countries (or companies) call this

Cylinder sleeve.

Figure 15: CAT cylinder liner for D3512 engine.

CONDITION MONITORING

Conditioning monitoring is to provide information that will keep machinery

operating longer at least overall cost. Monitoring is a useful predictive

maintenance tool used to avoid potential problems which may occur at later

stage by monitoring the health of the equipment.

Methods of Maintenance

There are three important ways to perform condition maintenance.

Preventive maintenance: This is a scheduled servicing program. This involves

the replacement of filters and change of oil for effective output.

Predictive maintenance: This is a servicing program involves minor faults

detectable by troubleshooting and engine check-up.

Reactive (breakdown) maintenance: This service program is a beyond repair

situation. The engine must be taken to the workshop for overhauling.

HYDRAULIC SYSTEMS AND PARTS

CHAPTER 3

PROBLEMS ENCOUNTERED

I did not encounter any major problem but I must not fail to mention at this

point that months into the training program most of my colleagues were to

secure a place for attachment.

RELEVANCE OF EXPERIENCE TO FIELD OF STUDY

This industrial training has really exposed me to lots things and challenges.

One major thing achieved is the ability to fully participate in full overhauling of

a diesel engine. I was exposed to lots of tools, mechanical and electrical

components of a diesel engine, and detecting of faults in engines.

CHAPTER 4

WAYS OF IMPROVING THE PROGRAM

Students should be properly monitored to make sure that their behavior does

not go contrary to the rules and regulations of the company.

That the SIWES management should work hand-in-hand or go into partnership

with the various companies in the country in order to increase the number of

students they admit during their industrial training.

ADVICE FOR THE FUTURE PARTICIPANTS

They should try as much as they can to build relationship and make contact in

their company.

Trainees should be posted to their department/fields so that they could learn

and appreciate their course of study.

ADVICE FOR SIWES MAMANGERS

SIWES on its own part should make available a general format for all

companies traines, so that they would all have a uniform format.

SIWES should try to visit the trainees before the end of their program in which

ever industry these trainees may find themselves.

Conclusion

The training has been valuable benefit to me. It has presented a great

opportunity for me to satisfy most of the curiosities that characterized my

inexperience status. The period too has given me the opportunity to familiarize

myself with the cultures and workings of no less a company than J+G GLOBAL

GAS and OILFIELD LTD.

I would therefore wish to commend the wisdom of management and to

sincerely thank them for the brilliant decision to get me thoroughly trained in

preparation for a challenging career in future.