A TECHNICAL REPORT

ON
STUDENT INDUSTRIAL WORK EXPERIENCE
CARRIED OUT
AT
MINISTRY OF WORKS
P.M.B. 1007, SAPELE ROAD, BENIN CITY
BY

SUNDAY OGODO JEFFREY

FET/CIE/14/07027
LEVEL: 400L
DATE: NOVEMBER, 2017
IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE AWARD OF
BACHELOR OF ENGINEERING (B.Eng.) DEGREE IN CIVIL ENGINEERING

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 DEDICATION

This work is dedicated to God almighty who has been the one constant since the

beginning of my industrial training.

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 ACKNOWLEDGEMENT

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

including knowledge, for his protection and provision throughout my industrial

training period.

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

FAITH for his time, knowledge, and effort to ensure I got the knowledge required

in the work site also to my site engineer ENGR IDAHOSA I say a big thank you

for all your words of advice and I also express my deepest thanks to all the

lecturers in the department of civil engineering ekpoma, for all the knowledge I

gained in the classroom.

I also say thank you to my parents Mr and Mrs S.B OGODO for their support

financially, morally and otherwise. God will continually bless the both of you. Not

left out are my amazing and wonderful siblings Clementina, Maureen, Sandra,

Kennedy and Treasure for their unending love and support.

I also want to thank my friends Pascal, Andrew, Kingsley, Gideon, Williams,

Tuoyo, Stellamaris, Ofure for their love and support. May God continue to bless

you all. Amen.

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 TABLE OF CONTENTS

Cover page

1. Dedication

2. Acknowledgement

3. Table of content

4. Abstract

5. Chapter one: Introduction

5.1 Objectives of SIWES

5.2 Brief history of ministry of works, Edo state

5.3 Key objectives of ministry of works, Edo state

6. Chapter two: Introduction (road development in Nigeria)

6.1 What is road/pavement?

6.2 Types of pavement

7. Chapter three: Site participation and procedure to construct

pavement

7.1 Surveying and measurement

7.2 Subgrade construction

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7.3 Sub-base construction

7.4 Road base construction

7.5 Wearing course construction

7.6 Drains, kerbs, and entrance slabs

8. Chapter four: Maintenance of pavement

8.1 Introduction

8.2 Flexible pavement maintenance

8.3 Pavement maintenance techniques

9. Conclusion and Recommendation

References

5
 ABSTRACT

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

undertaken at MINISTRY OF WORKS, BENIN CITY, EDO STATE. The report
is based on practical aspect of the construction of flexible pavement. It is a well
detailed description of the various steps involved in construction of flexible
pavement. It also describes the importance of the various materials used as applied
to road construction.

During the course of my industrial training I have been able to highlight the major

causes of bad road in Benin metropolis and suggested remedies to this menace and

also maintenance techniques were suggested.

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 CHAPTER ONE

INTRODUCTION

OBJECTIVES OF SIWES

The Student Industrial Work Experience Scheme (SIWES) is a skill acquisition

program designed for the students of tertiary institutions as a complimentary

program to the knowledge gained through theoretical education, laboratory and

workshop practice engaged in by students, which by industrial standards are

inadequate to serve the practical needs of the industries.

The program also exposes the students to real life experiences. It prepares the

students for life after school. To create an avenue for student to apply learnt

theories in solving problems encountered at their places of attachment.

 To enable the student gain knowledge that is not obtainable in the

classroom.

 To help students understand the basic knowledge requirements of the

institutions with which they have been attached.

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  To serve as an avenue for building relationships and connections that would

help career-wise after their years of undergraduate study.

 To focus and re-focus students on how their fields of study can build up and

develop various fields of human endeavours.

In line with the objective of this program, I was privileged to carry out my

training with the Ministry of Works, Benin City, Edo State, a government

establishment saddled with the responsibility of construction (road construction)

and supervision in the state.

A BRIEF HISTORY OF MININSTRY OF WORKS, EDO STATE.

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

pioneer in the construction arena of Edo state, Nigeria. Over the years, they have

successfully set the trend and standard in the state’s infrastructure and

development. It plays a pivotal role in the implementation of the state

government’s construction projects. It also undertakes projects for autonomous

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

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

Electrical and Mechanical engineers who work alongside Architects from EDPA.

With its strong base of standards and professionalism developed over the years,
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Edo state ministry of infrastructure is the repository of expertise and hence the

number choice among discerning clients for any type of of construction project in

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

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

construction industry.

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

agency of Government in providing and maintaining durable and sustainable

network of Roads, Public Housing and Infrastructures in the State.

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

stakeholders provide efficient and sustainable network of Roads, Housing and

Infrastructure in the State.

THE KEY OBJECTIVES OF MINISTRY OF WORKS, EDO STATE.

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

Department of construction which is saddled with the responsibility of;

 Supervising Government projects

 Construction jobs by the Government (road)

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

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

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  Providing and maintaining durable and sustainable network of Roads

ORGANOGRAM OF MINISTRY OF WORKS, EDO STATE

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 HONOURABLE
COMMISIONER

PERMANENT
SECRETARY

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

MAINTENANCE CONSTRUCTION PUBLIC BUILDING STREET LIGHT

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

BUILDING SERVICES PLANNING, RESEARCH DEPARTMENT OF

QUALITY SURVEY
AND STATISTICS FINANCE

HIGH WAY DEPARTMENT OF

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

STAFF TRAINING
SCHOOL

The Organogram of the Ministry of Works

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 CHAPTER TWO

INTRODUCTION

Development of a country depends on the connectivity of the various places

with adequate road network. Roads are the major channel of transportation for

carrying goods and passengers. They play a significant role in improving the socio-

economic standards of a region. Roads constitute the most important mode of

communication in areas where railways have not been developed and also form the

basic infrastructure for the development and economic growth of the country. The

benefits from the investment in the road sector are indirect, long-term, and not

immediately visible. Roads are important assets for any nation. However, creating

these assets alone is not enough. It has to be planned carefully and a pavement

which is not properly designed deteriorates fast. Nigeria as a country has

tremendous natural resources and if put to good use can reduce cost of construction

to a large extent. Each type of pavement has its own merits and demerits. Road

construction in Nigeria has come a long way from 1914 when there was 3600

kilometres of paved roads to a network currently in excess of 200,000 kilometres.

Although no mean feat by any standards, expectations are that given the

human and material resources at the disposal of the Nigerian government, a much

more robust road network should have been achieved in over a century. Of the

network developed so far, statistics indicate that the federal government is

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responsible for about 17percent, state government 16percent, and local government

67percent.

Although federal roads account for 17percent of the total network, they carry

the heaviest volume of traffic estimated at well over 70percent. They are the main

truck route linking all thirty six (36) states and the federal capital territory Abuja

and also leads to the main sea ports in the country.

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 WHAT IS ROAD/PAVEMENT?

A road is a route, or way on land between two places that has been paved or

otherwise improved to allow travel by foot or some form of conveyance which

includes a motor vehicle, cart, bicycle etc.

Pavement is an outdoor floor or superficial surface covering. It is the durable

surfacing of roads and railways.

Roads consists of one or two roadways (carriageway), each with one or more

lanes and any associated sidewalks and roadways. Roads that are available for

public use can be referred to as parkways, avenues, freeways, interstates, highways

or primary, secondary, and tertiary local roads.

In urban roads, roads may diverge through a city or village and be named as

streets, serving a dual function as urban space easement route. Modern roads are

normally smoothed, paved, or otherwise prepared to allow easy travel.

Basically, pavement is made up of two parts;

1. The pavement itself (the structural elements), and;

2. The natural ground (the subgrade)

The structural elements (pavement), is the one that bears directly the wheel

load, while the subgrade; which can be natural or made up soil, is the layer

that the pavement rests upon.

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 TYPES OF PAVEMENT

There are two types of pavement based on design considerations. They are;

1. Rigid pavement

2. Flexible pavement

RIGID PAVEMENT

A rigid pavement is constructed from cement concrete or reinforced concrete

slabs.

The design of rigid pavement is based on providing a structural cement

concrete slab of sufficient strength to resist the loads from traffic. The rigid

pavement has rigidity and high modulus of elasticity to distribute the load over

a relatively wide area of soil/

Minor variations in subgrade strength has little influence on the structural

capacity of a rigid pavement. In the design of rigid pavement, the flexural

strength of concrete is the major factor and not the strength of the subgrade.

FLEXIBLE PAVEMENT

Flexible pavement can be defined as the one consisting of a mixture of

asphaltic or bituminous material and aggregates placed on a bed of compacted

granular material of appropriate quality in layers over the subgrade.

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 The design of flexible pavement is based on the principle that with a load of

any magnitude, the intensity of a load diminishes as load is transmitted

downwards from the surface by the virtue of spreading over an increasingly

larger area, by carrying it deep enough into the ground through successive

layers of granular materials. For flexible pavement, there can be grading in the

quality of materials used. The materials with high degree of strength is used at

or near the surface. Thus the strength of subgrade primarily influences the

thickness of flexible pavement.

Elements of a flexible pavement include;

1. Wearing course

2. Binding course

3. Road base or Base course

4. Sub-base

5. Sub-grade

WEARING COURSE:

This is the upper in the roadway construction in flexible pavement, the wearing

course consist of asphaltic concrete, wearing course is typically placed on the

binding course

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BINDING COURSE:

In flexible pavement, binding course is the intermediate course between the

base course and the surfacing material (wearing course). It consists of

intermediate size aggregate bound by a bituminous material.

ROAD BASE:

This is the thickest part of the flexible pavement as it is expected to bear the

burden of distributing the applied surface loads and at the same time ensure the

bearing capacity of the subgrade is not exceeded.

SUB-BASE:

This element maybe omitted when the subgrade is of high quality in flexible

pavement. Its duty is to help distribute the wheel load to the subgrade.

SUBGRADE:

This is the upper layer of the natural soil. It maybe undisturbed local material or

disturbed if soil is excavated elsewhere and placed as “FILL”. The function of

the subgrade is to provide a uniform support for the pavement element.

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Cross section of flexible and rigid pavement .

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 CHAPTER THREE

SITE PARTICIPATION AND PROCEDURE TO CONSTRUCT

PAVEMENT.

My industrial training was done at Edo state ministry of works under the

department of construction where I was taken to the Ahorhan and New oguanogbe

vicinity where a flexible pavement was constructed and I was there to experience

the construction process in full.

Ahorhan/New oguanogbe is located near airport road in benin city it is

rehabilitated to reduce the traffic load at Airport road, Akenzua road and Plymouth

road and also to create an alternate route for motorists and also to increase the

travel time for motorists plying that vicinity.

The constructing of roads can be described by three processes;

1. Setting out

2. Earthwork

3. Paving construction

SETTING OUT: This is carried out following the dimensions specified in the

layout drawings. It mainly consists of the surveying process.

EARTHWORKS: This one of the major work involved in road construction. It

involves removal of top soil, along with any vegetation, before scraping and

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grading the area to finished “formation level”. It is usually done using tractor

shovel, excavator, grader or buldozer.

Most earthworks are formed by cut and fill and the type of fill material used

must be considered, not only in terms of its physical properties, but on the

conditions with which it is to be used, and the method of compaction.

PAVING CONSTRUCTION: Once the subgrade has been prepared and

drainage or buried services installed, the paving construction can begin. Paving

can either be flexible or rigid depending on the specific need of the project. At

Ahorhan/New Oguanogbe, a flexible pavement was constructed.

SURVEYING AND MEASUREMENT:

Ahorhan/New oguanogbe road connects little street to major roads in the

vicinity like Airport road, Akenzua road, and Plymouth road and also helps

reduce traffic loads on these roads and shortens travel time. Surveying carried

out include;

TOPOGRAPHIC SURVEY

1. GENERAL: Surveying was done and temporary benchmarks was

established. Levels for every cross section was taken at every 25m interval.

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 2. TRAVERSING: Traverse survey was done, chain survey starting co-

ordinates was assumed and accordingly the co-ordinates of the temporary

benchmarks was established.

3. LEVELING: All leveling for establishing benchmarks was carried out

having accuracy ±5m.

Soil tests was also carried out in the laboratory to determine the strength of

pre-existing soil.

SUMMARY OF READINGS FROM ROAD MEASUREMENT

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22
SUBGRADE CONSTRUCTION

Pavement performance can be largely attributed to the care given in

designing and preparing its foundation (subgrade). Construction at

Ahorhan/New oguanogbe consists of rehabilitation of pre-existing road. The

subgrade material is inadequate for current and future traffic loading demands.

MATERIALS USED: Selected soil (white sand), Aggregate (hard-core, above

50mm diameter)

CONSTRUCTION METHOD: Excavation (removal of top soil) was done

using the excavator to a depth of 30mm and then sand (white sand) was laid on

the road and spread on the road using tipper, excavator, and back-hole loader.

After which, hard-core (aggregate), was laid on the road and spread on the road

using the excavator and back-hole loader and the hard-core was compacted

using the vibrating roller machine to remove voids and increase the bearing

capacity of the soil.

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Laying of sand on the excavated ground

compaction of hard-core

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 Hard-core on white sand after compaction

SUB-BASE CONSTRUCTION:
Sub-base in flexible pavement is sometimes omitted when the subgrade is of high
quality. At Ahorhan/New oguanogbe, the pre-existing subgrade is of relatively low
quality and inadequate for current and future traffic loading demands.

MATERIALS USED: Aggregate (below 50mm diameter stone base)

CONSTRUCTION METHOD: After compaction of the hard-core using the

vibrating roller machine, aggregate (stone base), was brought to site using a dump
truck and carried by the back-hole loader and poured on the road way. After
pouring,
grading is done using the grader. Grading is done to ensure a level base, or one
with
a specified slope. It involves using a motor grader to restore the diving surface.
Grading removes washboards, potholes and other irregularities by either cutting
the

25
surface of the road or filling them with stone base being moved back and forth
across
the road with the road grader. Grading was done and the roadway was sloped to the
side where the pre-existing drain is to ensure movement of storm water away from
the roadway. After grading was done, the stone base was compacted using a
vibrating roller machine

Grading of stone base

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Compacting of stone base

Compacted stone base (sub-base)

ROAD BASE CONSTRUCTION

The base course is the region of the pavement section that is located directly under
the wearing course (surface course). The base course is directly above the the sub-
base. It carries the load from the wearing course to the subgrade and ensures the
bearing capacity of the subgrade is not exceeded.

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MATERIALS USED: Hot mix-asphalt (HMA), MC1 cut back bitumen, prime
coat, tack coat (coolant), white sand
CONSTRUCTION METHOD: After compaction of stone base, priming was
done. Priming is done after preparation of the road bed and before paving. It
involves adding a temporary waterproof layer that provides a better bind for base
materials and protects the environment from dust hazards. It involves an
application of a low viscosity asphalt to a granular base in preparation for an initial
layer of asphalt. The primer used on Ahorhan/New oguanogbe road was MC1 cut
back bitumen. Bitumen is cut back by adding controlled amounts of petroleum
distillates such as kerosene. This is done to reduce the viscosity of the bitumen
temporarily so it can penetrate pavements more effectively or to allow spraying at
temperatures that are too cold. The material used to cut back bitumen evaporates
after application to leave the remaining material similar in hardness to the original
bitumen. The MC1 cut back bitumen is applied using a tap boiler. After priming,
BLINDING is done, blinding involves pouring a layer of fine sand, to the surface
in order to smooth over voids so as to provide a cleaner, drier, and more durable
finish. This was done by pouring sand using shovels and the back-hole loader
carrying the sand. After blinding was done, we waited a few days to ensure proper
drying was achieved, then sweeping operation was done using a tractor-aided
sweeper (sweeping machine), hand brush, was also used in order to get unwanted
sand away from the road bed. After sweeping was done, Tack coat (coolant) was
applied on the road surface using a sprinkler (priming). The tack coat surface is
intended to be absorbed by the top layers of the base and provide a surface that is
more easily wetted. The purpose of the prime coat is to coat and bond loose
material particles on the surface to the base, to harden or toughen the base surface.

After poring of tack coat, Asphalt was poured on the roadway using the paver.
The Asphalt poured is a mixture of dark bituminous pitch with sand and gravel and
is used for surfacing roads. The Asphaltic mix poured by this stage consist of
gravel (aggregate) that are coarse as the asphalt was intended to serve as the road
base (banner core). The hot asphaltic mix was poured on the road way using a
paver and as the road was not evenly straight, rakes were used by the rakemen to
help spread the asphalt on the road, after which the asphalt was compacted using a
steel roller machine and smoothened by a tyre roller machine.

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Priming using a tap boiler

Blinding with white sand

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Sweeping with sweeping machine

Tack coating of roadway after sweeping

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Laying of banner core using a paver

Compacting of asphalt with steel roller

Tyre roller smoothening the laid asphalt

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WEARING COURSE CONSTRUCTION
There are two most commonly used type of pavement surfaces used in highway
construction; hot-mix asphalt and Portland cement concrete. They both provide a
smooth and safe riding surface, while simultaneously transferring the heavy load
through the various base courses and unto the underlying subgrade. Hot-mix
asphalt surfaces are referred to as flexible pavement. At Ahorhan/New oguanogbe
road, a flexible pavement was constructed.
MATERIALS USED: Tack coat (coolant), hot-mix asphalt/
CONSTRUCTION METHOD: After pouring of asphalt and compaction of
asphalt, the road was left for a while. To prepare the final wearing course, the road
was swept using hand brushes and shovels to remove sand from road surface after
which tack coat was poured on the road surface. The tack coat is used to create a
bond between the existing pavement surface and new asphalt overlay. The tack
coat layer is the BINDING COURSE. After application of tack coat, the hot-mix
asphaltic containing a mixture of a dark bituminous pitch and finer gravel
aggregates of smaller diameter using the paver. After laying of asphalt, it was
compacted using the steel roller and smoothened using the tyre roller machine.

Laying of wearing course using a paver

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Compacted and smoothened wearing course

DRAINS, KERBS AND ENTRANCE SLABS

DRAINS
This is the natural or artificial method for removal of surface (rain) water that falls
on the ground surface of the road. At the Ahorhan/New oguanogbe area,
rehabilitation of pre-existing road was done i.e no new drain was excavated and
constructed but the pre-existing drain was desitted to remove all all debris to
ensure free flow of storm water. Failed drain walls was excavated and recasted
using a mixture of cement and aggregates and water (concrete), in the ratio 1:2:4
for drain wall and 1:3:6 for the drain base. Mixing was done using a concrete
mixer. Drain covers was casted as form works and steel reinforcement was used in
casting new drain walls and covers. At lucky igbinedion way, rehabilitation was
also done and a new drain was excavated and casted using wooden formworks and
steel reinforcements. Deep trenches was excavated and formworks set before
casting using a concrete mixer.

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Excavated pre-existing drain wall

Casting of drain wall using concrete mixer

Formwork and reinforcement at lucky way road

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KERBS:
Kerbs are stone edges to a pavement or raised paths. They are intended to separate
surfaces, providing a visual delineation and containment of the pavement. At
Ahorhan/New oguanogbe road, kerbs was used as a visual separation of the sides
of the road from the roadway. The kerbs used was pre-casted and not cast in-situ.
At lucky igbinedion way, kerbs were cast in-situ using a formwork. Excavation
was done and the total staion instument, pegs and ropes were used to ensure proper
alignment of the road and ensure the kerbs was evenly straight during the setting of
the kerbs. After setting of the kerbs, it was bonded together using mortar (mixture
of sand, cement and water). After bonding, the kerb was haunched to the ground
surface using a mixture of cement, stone dust, and water. Stonedust is a darker,
coarser version of sand. It is a by-product of running stones through a crushing
machine.

Kerbs at New oguanogbe road

Formwork for kerbs at lucky igbinedion way

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ENTRANCE SLABS:
Slabs are flat pieces of concrete, put on walls or columns of a structure. It also
serves as a walking surface and also as a load bearing member. At Ahorhan/New
oguanogbe road, we cast a lot of entrance slabs over the drains to serve as a flat
surface in which pedestrians can use instead of having to go over the drains and
also for motor vehicles to ride upon at intersections (junctions). First the wooden
formwork and steel reinforcement was set, the slab was cast using cement,
aggregate and water in a concrete mixer in the ratio 1:2:4 and left to dry for a while
before wooden formwork was removed and allowed for public use.

Casting of entrance slab with formwork and reinforcement

Casted entrance slab at lucky igbinedion way

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 CHAPTER FOUR
MAINTENANCE OF PAVEMENT
INTRODUCTION:
Like all structures, roads detriorate over time. Deterioration is primarily due to
accumulated damage from vehicles plying the road, however environmental effects
such as thermal cracking (expansion), contraction and oxidation often contribute.
The overall purpose of highway maintenance is to fix defects and preserve the
pavement’s structure and serviceability. Defects must be defined, understood, and
recorded in order to create an appropriate maintenance plan.
There are four main objectives of road maintenance;
1. Repair aof functional pavement defects.
2. Extend the functional and structural service life of the pavement.
3. Maintain road safety and signage.
4. Keep road reserve in acceptable condition.
Maintenance of a state’s roadway must include a program to preserve the
characteristics of the road. Ideally, the maintenance of pavement should be
accomplished with minimum expense and with least possible traffic
diruption. Pavement maintenance is a necessary investment made to protect
the pavement from costly renovation or reconstruction.
FLEXIBLE PAVEMENT MAINTENANCE
Flexible pavement develop strength from the tight interlocking of crushed rocks
(hard-core), with an asphalt material binding them together. This mixture deflects
when loaded with traffic and exerts pressure on the subgrade. Consequently, both
the pavement and the subgrade must be in good condition to avoid maintenance
problems.
Some of the coomon defects in flexible pavement include; Rutting, Alligator
cracking, Longitudinal cracking, Potholes, Sags and Humps etc.
1. RUTTING: Rutting is a surface depression within the wheel path and is a
result of permanent deformation of the pavement or subgrade. This condition
is normally caused by heavy loads on roads lacking sufficient strength to
support the loading.

37
2. ALLIGATOR CRACKING: This occurs when discontinous longitudinal
cracks begin to interconnect to form a series of small polygons that resemble
an alligator’s skin. This is usually caused by poor drainage, poor mix design
or subgrade failure.
Ideally, the surface should be treated with a seal coat or overlaid with
suitable material before water has an opportunity to penetrate the surface and
lead to alligator cracking.
3. LONGITUDINAL CRACKING: This follows a course approximately
parallel to the centreline. They are typically resultants of natural causes or
traffic loading.
4. POTHOLES: Potholes are voids in the roadway surface where pieces of
the pavement have become dislodged. Areas in which many potholes occur
become suspect for fundamental problems such as inadequate drainage,
pavement strength, or base/subgrade problems.
5. SAGS AND HUMPS: These are localized depressions or elevated areas of
the pavement that result from settlement, pavement shoving, displacement
due to subgrade swelling, or displacement due to tree roots. The deficiency
usually occurs in isolated areas of the roadway surface.

PAVEMENT MAINTENANCE TECHNIQUE

This is divided into three categories;
1. PAVEMENT PRESERVATION
2. MAINTENANCE AND GENERAL REPAIR
3. REHABILITATION AND RECONSTRUCTION
PAVEMENT PRESERVATION
1. CRACK SEALING: Rubberized asphalt materials are used to fill cracks
that develop in pavement. Crack sealing is appropriate for a broad range of
cracks, including centreline and other longitudinal cracks, random cracking,
but it is not suitable for high severity cracking such as alligator cracking
which is usually associated with structural deficiencies that crack sealing
cannot address. A successful crack seal requires that the crack be free of
loose materials and dry.
2. SEAL COATS AND FOG COATS: These types of light application are
somewhat similar to seal coats that are applied to driveways and are suitable

38
 only for low volume roads that can be closed to traffic for several hours
while the material dries and cures. The benefits of this application is to
minimize water intrusion in pavement that are relatively crack free and to
rejuvenate older pavements that may have oxidized.

MAINTENANCE AND GENERAL REPAIR

1. POTHOLE PATCHING: Maintenance patching is usually associated with
minor, localized potholes or utility trenches. In the case of potholes, the
repair is typically limited to removal and replacement of the asphalt; if the
underlying structural problems have developed, a full depth repair is
necessary. Significantly, greater effectiveness usually results when the area
is saw cut with a cutting machine, the degraded asphalt and any loose
material is removed, the edge of the existing asphalt is treated with tack coat
as a binding material, good quality hot-mix asphalt is placed in the saw cut
area with a minimum of handling and the area is compacted with a steel
roller as done in Lagos street, Mission road (see logbook).

Cutting machine cutting failed portion of roadway at Lagos street

Cut portion of roadway at ikpokpan

REHABILITATION AND RECONSTRUCTION
39
1. FULL DEPTH SUBGRADE REPAIR: When surface distress suggests
that a localized structural deficiency exists (settlement at the surface), the
simple patch technique described above is insufficient. In this case, the area
should be saw cut as before and the existing asphalt removed, nut the
underlying material that is poorly graded, wet, unconsolidated, or otherwise
unsuitable should be fully removed. The excavated areas is then backfilled
with graded aggregate base or other suitable sub-base material and
thoroughly compacted. As with patching described above, the repair is
completed with a quality hot-mix asphalt layer joined to the existing asphalt
with tacks. As done at Lagos street, Mission road and Ikpokpan, Sapele
road.

40
 CHAPTER FIVE
CONCLUSION
My industrial training experience was a really educative one as I learned and
experienced the practical aspect of every construction process involved in flexible
pavement construction as depicted in the classroom.
Engineers have always been open minded to adopt any material available to
them for its use in the construction process. Therefore, it is logical to see that the
purpose of road construction is to provide a firm and even surface for the
carriageway which could withstand the stress caused due to a number of load
applications.
The various materials used in the construction of flexible pavement and drains,
slabs and kerbs are cement, soil, aggregate, bituminous asphalt etc. These materials
must be of good quality to ensure a good quality pavement construction.
Preserving and keeping each type of roadway, roadside structures as nearly as
possible in its original condition as constructed or subsequently improved and the
operations of highway facilities and services to provide satisfactory and safe
transportation is called maintenance of highway.
Highway maintenance must be carefully planned for rapid performance and to
cause least possible disruption to traffic.

RECOMMENDATION
Careful design and construction of roads can increase road traffic safety and
reduce the harm on the highway system from traffic collisions.
On neighborhood roads like the Ahorhan/New oguanogbe vicinity, traffic
calming, safety barriers, etc can help protect pedestrians, cyclists and drivers. Lane
markers should be marked with bright reflectors that do not fade like paint does.
Major road risk can be reduced by providing limited access from properties and
local roads, grade-separated junctions and median dividers between opposite

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direction traffic in dual carriage ways to reduce the likelihood of head-on
collisions.
REFERENCES
1. OECD (2004-02-26). "Glossary of Statistical Terms". Retrieved 2007-07-
17.
2. Jump up^ "What is the difference between a road and a street?". Word
FAQ. Dictionary.com (Lexico Publishing Group, LLC). 2007.
Retrieved 2007-03-24.
3. Jump up^ "Road Infrastructure Strategic Framework for South Africa". A
Discussion Document. National Department of Transport (South Africa).
Archived from the original on 2007-09-27. Retrieved 2007-03-24.
4. ^ Jump up to:a b c d e f Lay, Maxwell G (1992). Ways of the World: A History
of the World's Roads and of the Vehicles that Used Them. Rutgers
University Press. ISBN 0-8135-2691-4.
5. Elementary Highway and Transportation Engineering, Parker-Ikharo. F.
2012
6. "Asphalt Pavement Recycling". Annual Asphalt Pavement Industry Survey
on Recycled Materials and Warm-Mix Asphalt Usage: 2009–2013. National
Asphalt Pavement Association. Retrieved 13 August 2015.
7. Church H. K. (1981). Excavation Handbook. New York: McGraw Hill.

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