my industrial training 2

7/30/2019 my industrial training 2

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CHAPTER ONE

1.0 INTRODUCTION

The Quantity surveying discipline is very practical in nature and mainly hingedon experience. Hence there is a great need for any student aspiring to be a professional

quantity surveyor to have some form of work experience while studying at school, in a

reputable firm as related to his/her course of study.

The Students Industrial Work Experience Scheme (SIWES) was designed and

jointly put in place by the Federal Government, Industrial Training Fund (ITF),

tertiary institutions, and other agencies like National Universities Commission (NUC),

National Polytechnics Commission, and National Board for Technical Education and

National Council for Colleges of Education.

It is a program established in the year 1973 under the umbrella of Industrial

Training Fund with the main aim of preparing and helping students of tertiary

institution to obtain exposure on practical fields with respect to their profession.

Through this exposure, students are expected to have better understanding of their

profession and develop practical skill in addition to their acquired theoretical skills

which they got from there institution. Students are exposed to some of the challenges

in the industries and are supervised during their period of attachment to various

organizations. It is a compulsory practical training that students must undertake as part

of the requirement for the award of Bachelor in Technology, at the Federal University

of Technology, Akure (FUTA). Since no study is complete without the practical

experiences, the integration of a practical knowledge with the theoretical bases is

necessary.

Consequently, I had my work experience at the Philtola Engineering Limited.

The Industrial training lasted from the 4 th June November 15 th 2012. My day to day

activities were recorded in the log book.

1.1.1 PARTIES INVOLVED WITH THE SIWES PROGRAMME

The following parties are involved in the successful completion of the students

work experience scheme;

Tertiary Institution

The institutions are expected to prepare their students for industrial attachmentby organizing orientation programmes immediately before the commencement of the


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training; pay regular visit to students during attachment with the view to producing

effective supervision and guidance.

Employers

The employers are expected to work out relevant industrial attachment

program with institutions ensuring that the attachment programme exposes students to

real life working situation; inspects and signs students log book on weekly basis and

make comments where necessary.

Students

The students on industrial attachment are expected to keep standard log book

and clearly record all activities or work done on daily basis and other assignment

before submitting for ITF approval.

National Universities Commission

The National University Commission [NUC] is expected to evolve minimum

practical training programmes for supervision of industrial attachments.

1.1.2 OBJECTIVES AND IMPORTANCE OF STUDENTS INDUSTRIAL

WORK EXPERIENCE SCHEME (SIWES)

i. To build and offer practical training opportunities to students in identified

areas.

ii. To make students to be aware and familiar with the industrial set up

thereby making them to know their roles in industrial and national

development process.

iii. To encourage the involvement of employers especially the small scale

industries in the organization and development of training programs and

facilities including the establishment of group training scheme centre in

some critical areas of the economy.iv. To make students learn how to manage the work environment effectively

and to increase their interactive skills with colleagues, subordinates,

superiors and clients.

v. To make students aware of work related problems and learn how to cope

positively in difficult situations.


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1.1.3 SIWES GUIDELINES

The guiding principles of the SIWES programme as issued by the Federal

government of Nigeria through the Industrial Training Fund (ITF) lists the qualities of

a selected workstation such as:

i. Provision of a satisfactory good working environment

ii. Provision for experience in line with the students course of study

iii. Provision for job supervision by the employer

iv. Provision for opportunity to gain experience in various ways

v. Use modern facilities, equipment, and literature appropriate for the various

works.

The above mentioned conditions were duly fulfilled as the organization.

1.2 THE QUANTITY SURVEYOR

A Quantity Surveyor (Q.S) is a Development and Construction Cost Adviser in

Building, Civil and Engineering projects. The Quantity Surveyor is the Financial

Expert in all matters relating to Buildings, Civil and other Engineering projects.

The Quantity Surveyor is often referred to as a Cost Accountant of theConstruction Industry.

1.2.1 DUTIES OF QUANTITY SURVEYOR

The duties of a Quantity Surveyor are many but broadly, they include the

following:

i. Carrying out feasibility studies of capital project

ii.

Cost modeling which means preparation of cost estimates, budgets, costplanning, monitoring and control cost, as well as cost research.

iii. Contract documentation which include preparation of bills of Quantities

and other tender documents, giving advice on tendering/bidding

procedures, contractual arrangement and tender evaluation and analysis.

iv. Contract administration which means management of construction work

and cost during the execution of the project.

v. Project Management which means the co-ordination of the efforts of all the

consultants and contractors from the inception of the project to completion


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in order to achieve desired result within pre-determined time and cost

frame work.

vi. Arbitration in case of disputes between the project owners i.e. the client

and the contractors.

1.3 AIMS AND OBJECTIVE

This report is aimed at summarizing the practical and additional theoretical

skills acquired during the period of the industrial attachment. It is also based on the

relevance of the programme to field, the organizations chart and profile, site skills

gained not excluding my own contribution to the progress of the organization.

1.3.1 AIM OF REPORT

i. To put down in writing the record of the training experience gotten from

Philtola Engineering Limited i.e. personal performance reflection.

ii. To demonstrate my development of practical and professional skills in

Quantity Surveying through technique experience and application of

theoretical knowledge.

iii. Its also to training me in effective writing as a preparation for my final

year project.

This report covers every aspect of the practical skill I have built during my

industrial training at Philtola Engineering Limited. The company is situated in Ado-

Ekiti, Ekiti State.

The theoretical skill earned at school served as a foundation.

Some of the skills built upon are;

Measurement of civil engineering works

Physical measurement on site for structural bridge works. Valuation of sub-contractors works Preparation of material (bending) schedule for reinforcement and;

materials and labour schedules.

Cost estimates of various elements of the bridge such as Precast Beams,

Precast parapets and Precast Slabs.

Supervision works and site meeting.

All these are written about in this report.


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CHAPTER TWO

2.0 COMPANYS PROFILE

Philtola Engineering Ltd. is an indigenous engineering firm situated at 68,

Iworoko Road, Adebayo, Ado-Ekiti, Ekiti State. It was established by Engineer P.A

Ajibade, a civil engineer by profession in the year 2008 and since then they have been

engaged in consultancy services and civil construction works in majorly large scale

projects. The Managing Director, Engr. P.A. Ajibade is a retired civil servant in the

Ekiti State Civil Service with vast experience and knowledge in civil engineering

works.

The company engages mostly in Civil Engineering Works (both small and

large scale projects) ranging from road construction, drainages, building works,

bridges etc. The size of the workforce is about 30workers; 10 professionals.

Departments within the Organizational Includes;

1. Administration Unit: This unit co-ordinates the finances and operations

of the company

2. Civil Construction Unit: This unit co-ordinates the various project been

undertaken by the firm. A Project Manager heads the unit and is assistedby engineers, quantity surveyors and land surveyors.

3. Consultancy Unit: This unit takes charge of any project in which the

company is to act as the project consultant; this unit is also assisted by the

professionals in the civil construction unit.

4. General Services: This includes the receptionist, cleaners, drivers and

security personnel.

Some of the services rendered by the company include;

Consultancy services. Civil construction works Road rehabilitation Project management among others.


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2.1 OBJECTIVES OF THE COMPANY

Philtola Engineering ltd. specializes in delivering ambitious yet achievable

construction project that delight both clients and the community who uses them.

The major objectives of the company are listed below;

To be the company of first-choice for all stakeholders. To continue to improve the image of construction worldwide To carry out the execution of every project without any flaws.

2.3 COMPANY ORGANIZATIONAL CHART

During the six-month Industrial Training I was attached to the Project Quantity

Surveyor.

MANAGINGDIRECTOR

GeneralServices

Receptionist

Cleaners

Drivers

Security

CivilConstruction

ProjectManager

ProjectEngineer

Engineers

Project QS

Trainees

Consultancy Administration

Finance

Operation


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CHAPTER THREE

3.0 INDUSTRIAL WORK EXPERIENCE

3.1 BRIDGE CONSTRUCTION

The construction of a Proposed Bridge (3x10.1m span @ 11+700), along Ado-

Ijan Road, Ado-Ekiti, Ekiti State...

The proposed bridge is located at chainage 11+700 (km 11.7) along Ado-Ijan

Road across a river called Ogbese River. The proposed bridge is to be located besides

the existing bridge at 14metres centres from the existing bridge. The proposed bridge

is designated to be 30metres (2x15.0m) but was later revised as a 30.3metres

(3x10.1m) bridge to correspond spatially to the existing bridge.

Also, one of the design specifications of the bridge is that it should be a 2x15m

span bridge but during one of the site meeting, we took a tour to the bridge location to

inspect the excavation for the bridge foundation. There, we observed that the proposed

bridge is two (2) spans of 15m centres and since the existing bridge (3x10.1m span)

will not be demolished, the difference in span arrangement of the two bridges will

result in staggered piers across the river. This, we observed will not only be

aesthetically unfit but will also prevent smooth flow of water along the river channel.

The bridge designer (consulting engineers) was directed to review the bridge

design to suit the existing arrangement and the revised bridge design (3x10.1m span)

was made available within a week.

3.1.1 SIGNIFICANCE OF THE BRIDGE CONSTRUCTION

The main purpose of the bridge construction work is to ease the traffic along

Ado-Ikare Road, as the existing bridge is one lane, that is, can only accommodate a

vehicle at a time.

Others purposes includes;

1. Minimize the rate of vehicular accidents along the route; the proposed bridge

is two lanes which make it to accommodate several vehicles at the same time

from both directions.


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2. Allow ease of passage for pedestrians through the construction of walkway on

the bridge in which the existing bridge does not accommodate in its design.

3. Construction of parapets walls (as against railings in the existing bridge) which

offers more safety for both pedestrian and vehicular traffic.

4. Accommodation of drain pipes in the proposed bridge design as against what

is obtainable in the existing bridge design.

3.2 BRIDGE WORKS

3.2.1 PRECAST CONCRETE BEAM (BEAM 1)

The proposed bridge is 3-span Bridge with each span length of 10.1m.

Therefore, each beam length is 10.1m but to allow for expansion joint, it was changed

to 10.07m. The bridge beam are of two types Beam 1(precast) and Beam 2 (in-situ

cross beam/diaphragm).

Beam 1 is to span the length of the bridge and transmits the load from deck

slab to the piers and abutment footing through to the bridge foundation. It also carries

and supports the precast concrete slabs after it has been installed in position. During

the construction work on site, the length of the beam was changed from the designed

10.1m to 10.07m to allow for the thorma expansion joint (25mm thickness) after

installation.

The full span of the proposed bridge; 10.1 x 3span = 30.3m

Less the expansion joint (0.025m x 4) = - 0.10m

30.20m

Figure 1: Schematic diagram of the proposed bridge showing the expansion joints


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For each beam, we have; 30.2m/3span = 10.07m (approx.)

The width of the beam 1 is 400mm with height of 700mm. A total of 8 beams are needed for each span of the bridge width. The total

number of beam 1 produced was; 8beams x 3span = 24 precast beam (Beam1).

Beam size= 10.07m by 400mm by 700mm height.

CONCRETE MIX

The concrete mix for the precast concrete beam differs in ratio from the one

used to produce both precast slabs and precast parapets but both are of the same grade

(concrete grade 30). This is because at the time of the production of the precast beams,

a concrete mix design ( Please see Table 7) has been produced which recommend amix ratio of 1 :1.8 :2.5 for cement, sand and granite respectively. The sand consist of

an equal mixture of both sharp sand and quarry (stone) dust due to the quality problem

of the sharp sand supplied to site.

8bags per cubic metre of concrete was also recommended, but on site will

make use of 9bags/m 3 with water-cement of 0.47, that is, 185litre of water.

CONCRETE BEAM PLATFORM

Two concrete beam platforms were made; upon which the precast beams were

casted.

A beam platform of size 35m by 5m by 100mm thickness was first casted on a

leveled surface (ground); fifteen (15) beams were casted on it.

Also, a second beam platform of size- 33m by 4m by 70mm thickness was

then casted, also on a leveled ground; it accommodates the other nine (9)

beams. The space to be occupied by the beam platform was clear of vegetative

elements. I worked with the surveying team using surveying instrument such

as theodolite and pegs; where we got a level for a particular point and transfers

the level to other points at 2metres intervals. (Please see Appendix 7)

The pegs are nailed to the ground at regular interval of 2m and the theodolite is

the used to travel level from a known height to the other pegs.

Wooden planks were used as formwork to the sides of the platforms; lateritefilling and compaction was done before the platforms were casted.


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The height of each pegs represent the limit of the concrete to be poured at each

interval length. The surface of the concrete is then rammed to give a uniform

leveled surface for the beam platforms.

Also, a concrete beam camber-shape base for each precast beam was casted;

size- 10.07m by 0.4m width and the height varies (1cm at the ends and 2.5cm

at the centre of the camber base. This means that the height of the beam is

slightly not uniform, as it casted on a camber (that is, slope at both ends; a

slope of 2.5%). The beam bases are casted on the beam platforms at interval of

0.7metres.

The concrete beam camber-shape base is where each precast beam was casted.

I was fully involved in the survey and casting of concrete for both the beam

platforms and base.

Plywood boards are then placed and nailed using tornado nails (3inches nails)

on top of the beam camber-shape base. The plywood boards come in sizes of

1.22m by 2.44m. The plywood boards were sawed into three pieces each of

sizes 0.4m by 2.44m. Each beam base makes use of 4 and of such sawed

plywood boards with chamfer placed at the formwork edges.

A total of 9 chamfers were used for each beam base. The plywood boards

serves as formwork for the beam soffit to give use a fair-faced finish and the

chamfer ensures chamfered edges for the beam.

The concrete beam platforms are made of unreinforced mass concrete of grade

20 concrete. (Ratio 1:2.5:5 of cement-sand-granite) and adequate water was

used.

CONCRETE WORK

The size of the beam 1 is 10.07m by 0.4m by 0.7m height; that is, 2.83 cubic

metre of concrete were used for each beam. The concrete for the precast beam were

mixed using an 8 cubic metre capacity transit mixer and an excavator is then used to

pour the concrete into the beam formwork. (Please see Appendix 1)

The concrete were poured into the excavator bucket, which then pour it inside

the beam metal formwork. The concrete mix is then well vibrated using vibrator with


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poker inside the beam formwork, so as to compact and fill the void between the

reinforcement.

I was actively involved in the casting of the precast concrete beams and the

production of concrete cubes (6) for each beam casted.

One beam per day is the production capacity. The soffit and the sides of the

precast beams gives a fair-faced faced surface; only the top surface is rough cast

according to its design in the working drawings.

REINFORCEMENT

The main reinforcement bars for the precast beam are 25mm, 20mm and

16mm diameter bars with 10mm reinforcement bars as the stirrups.

Concrete spacers/kickers of 50mm are used to ensure an adequate concrete

cover. The concrete kickers are placed on the plywood boards beneath the beam

reinforcement and also tied at regular interval by its sides.

20mm diameter re-bars were placed and spaced across the beam at each end of

the beam; as it serves as connectors/continuous bars for the diaphragm which is to be

casted in-situ. (See Table 10 for the beam bending schedule)

Also, attached to the beam reinforcement are 2-T20mm bars which serve as

the lifting loop for the beam. This lifting loop are placed 2400mm from the ends of the

beam.

In Summary,

Rebar type Number of lengths Tonnes used12mm 634 6.80

16mm 192 3.60

20mm 120 3.53

25mm 384 17.5

Table 1: Showing summary of reinforcement bars used for precast beams


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FORMWORK

The formwork used for the precast concrete beam is a metal formwork of size

1.22m x 2.45m which is adequately braced at 300mm c/c, aligned and well plumbed.

A metal brace is also welded to the metal formwork at the 0.7m height whichrepresents the height of the precast beam. The metal formworks are then bolted to

each other using 19mm bolts and nuts. (Please see Appendix 1)

Tie rods and U-Channels were then used to align, straighten and position the

formwork; with top braces were also used to brace the metal formwork to ensure that

the beam width is maintained throughout its length. A total of 8 of such metal

formwork were used for each beam and the formwork is lightly oiled to ensure easy

strike off of the beam formwork after the concrete have set.

CURING

Regular supply of water from a 15,000 litre water tank is used to cure the

precast concrete after onion bags (24bags per beam) were placed on the beam to

prevent quick evaporation of the water used to cure the beam. (Please see Appendix 1)

3.2.2 PRECAST CONCRETE PARAPETS

The precast concrete parapets are of two types based on the working drawings-

Type 1 and Type 2.

Type 1- Precast Concrete Parapets

This is to be located within the proposed bridge span. They are of sizes 2.0m

length and 1.85m width. The type 1 parapets produced are 30 in numbers.

Type 2- Precast Concrete Parapets

This is to be situated at the two approach slabs of the proposed bridge. They

are of sizes 2.75m length and 1.45m width. The type 2 precast parapets are 8 in

numbers based on the design specification.


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However, the length of the type 2 precast parapets was reviewed from the

initial design length of 2.75m to 1.83m to ensure ease launching. Also, due to the

alteration, the number of type 2 parapets produced is now 12 in numbers.

Both type 1 and type 2 precast parapets are of 150mm thickness.

CONCRETE MIX FOR THE PRECAST PARAPETS

The concrete mix for both types of precast parapets is Grade 30 concrete, that

is, the mix of cement-sand-granite in the ratio of 1 :1.5 :3 respectively with adequate

water added. The volume of water used per m 3 of the concrete mix (grade 30) is 150

litres. 5bags of cement were used for each type 1 parapets while type 2 parapets used

up 4bags of cement each. (Please see Appendix 2)

A transit mixer of 1 cubic metre capacity was used to mix the concrete mixture

and also used to pour the concrete into the parapets formwork. The concrete is then

vibrated using concrete vibrator with poker attached; the top surface of the parapets

were surface dressed to give a fair faced finish.

Concrete cubes were also produced from the concrete mixture, by pouring the

concrete into six (6) cubes of sizes 150mm x 150mm x150mm. After the concrete

cubes have set, they are immersed in water and are then taken out for crushing in a

laboratory at Federal Polytechnic, Ado-Ekiti at 7days and 28days; three (3) concrete

cubes each are crushed at both period.

The minimum concrete strength at 7days and 28days which is 20N/mm 2 and

30N/mm 2 was achieved and even surpassed at times. The results of such tests are the

collected from the lab and a copy of such given to the supervising consultant.

I was fully involved in the production of all the precast concrete parapets.

FORMWORK

The formworks for the precast parapets are marine boards which are well

braced with 50mm x 100mm timber. The formwork is lightly oiled before casting to

ensure easy strike off of such formwork from the sides and soffits of the parapets.


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The formwork was also well plumbed and braced. The formwork is then

placed on a concrete platform. Also, Chamfers were used and nailed to all the corners

of the formwork, this helps to cancel out any deflection that may occurred at the

edges. (Please see Appendix 2)

Chamfers=> Nominal length= 2.44m; Cost= 650 each Marine boards=> 1.22m x 2.44m; Cost= 10,000 each

REINFORCEMENT

The main reinforcement bars for both the type 1 and type 2 precast parapets is

16mm diameter bars with 12mm diameter bars used as the distribution bars. Concrete

spacers (30mm) which have been produced prior to the production of the parapets are

placed beneath the re-bars. (Please see Table 9 for the Parapets bending schedule)

Continuous reinforcement bars, 16mm diameter bars were connected to the

parapets, which were to serves as a connector to the reinforcement to be used for the

pedestrian walkway and through which drain pipe will pass.

Also, two 10mm diameter bars were attached to the re-bars of the parapets at

the top side, which will serve as an anchor to launch the parapets. The concrete cover

is 50mm.

In Summary,

Rebar type Number of lengths Tonnes used

T10 5 -

T12 170 1.82

T16 250 4.72

Table 2: Showing summary of reinforcement bars (in tonnes) used for precast

Parapets (30 type 1 and 12 type 2 precast parapets)

During the training program, I participated fully and supervised the placement

of the reinforcement into the parapets formwork, casting for the precast parapets,

production of the concrete cubes and surface dressing of the parapets surface to ensure


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a good finish. I also observed how the formwork was strike off the precast concrete

parapets.

ASSEMBLING

After, the parapets has set, two chains are attached to the parapet anchors

which is hooked to any available lifting equipment (excavator and pay-loader were

mostly used on site), which lift the precast parapets to an allocated portion/space

within the site. Such precast parapets are adequately cured.

3.2.3 PRECAST CONCRETE SLABS (False Work/ Concrete Planks)

The precast slabs or otherwise called concrete planks when launched onto the

bridge, is to serve as formwork for the in-situ deck slab and carries the load from it in

a two way direction.

The concrete are precast by design. The precast slabs are of two types based on

the design specification and working drawings; Type A and Type B.

Both types have a thickness of 50mm and concrete grade 30 was used.

Precast Slab: Type A= 1000mm x 1100mm

Type B= 1037.5mm x 1100mm

By design precast slab type A is 147 numbers and type B is 42 numbers.

However, the design lengths of both precast slab type was altered with due

consultation with the supervising consultant; this was done to save time and reduce

cost during the production, assembling and launching of the precast element.

In essence, we redesign the concrete slabs to be 2300mm length while the

width of 1100mm was maintained. Therefore, the precast slabs are now of the same

type and size.

Redesign size of the precast slabs= 2300mm x 1100mm x 50mm thickness The total number of precast slabs produced was eight-four, 84.

CONCRETE MIX

The concrete mix for the precast slabs is grade 30; that is, the mix of cement-

sand-granite in the ratio of 1 :1.5 :3 respectively with adequate water added. The


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concrete cover of the precast slab is 30mm. 1 bag of cement each was used for the 84

precast slabs produced.

A 1m 3 capacity concrete transit mixer was used to mix the concrete and poured

into the slab formwork.

I participated fully and supervised the concrete casting of the precast slabs and

the placement of its reinforcement. The concrete was well vibrated and the surfaces of

the precast slabs were roughcast surface as specified in the working drawings of the

element. (Please see Appendix 3)

The concrete was vibrated to prevent honey comb and have a fair-faced finish

at the under-side of the precast slab. I also participated in the preparation of the

concrete cubes. A total of eleven (11) concrete planks were produced daily with24hour interval between successive castings.

CONCRETE CUBES

In preparing the concrete cubes, a short length (50cm) of 25mm bar was used

to compact the concrete in the cubes. Each layer (three layers in all) is given 35 blows

with a tapping rod of 25mm diameter bar.

The cubes are left to dry for about five (5) minutes and a code and date of its

production is written on each concrete cubes. (Please see Appendix 4)

The concrete cubes were then taken to the lab for crushing at 7days and 28days

and the strength must be close to 20N/mm 2 and 30N/mm 2 respectively.

REINFORCEMENT

T10mm diameter reinforcement bars were used as both the main and

distribution bars. The main reinforcement bars runs across the slab (shortest span)with shear connectors (T10mm bars) connected to the main bars at 150mm c/c.

A total of 9shear connectors were used for each precast slab. The shear

connectors were used in assembling the slabs and also the reinforcement to be used for

the deck slab will run through the shear connectors. (Please see Table 8 for the

precast slabs bending schedule)

I supervised the placement of the reinforcement into the slabs formwork and

the placement of the concrete spacers (biscuit).


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In Summary,

Rebar type Number of lengths Tonnes used

10mm 309 2.30

Table 3: Showing summary of reinforcement bars (in tonnes) used for precast slabs

(84 precast slabs)

FORMWORK

The precast slab soffit is to have a fair-faced finish while the top surface was

to be rough-cast. Marine boards, size 2.44m by 1.22m were used as the soffit

formwork, with 25mm x50mm planks used as the side formwork. The formworks

were well aligned and plumbed. (Please see Appendix 3)

The slab reinforcement is gently placed inside the slab formwork on top a

30mm thick concrete spacer (concrete biscuits).The formwork were lightly oiled and

scrapped to ensure its suitability for subsequent use or casting.

ASSEMBLING

The precast concrete cubes were removed 24hours after casting with the side

formwork strike off. Two T10mm rods are passed through the shear connectors along

the length of the precast slab, with which two chains are attached; with the other end

of the chain hooked to a lifting equipment (Bob Cat was mostly used) which gently

placed it in an allocated space/portion within the site and adequately cured.

(Please see Appendix 3)

(Please see Table 12- appendix for the cost analysis of the Bridge Beams, Slabs and Parapets )

3.2.4 BRIDGE FOUNDATION

FOOTING BLINDING AND BASE NAILING (FOR PIERS AND

ABUTMENTS)

Due to the fact that the proposed bride spans across a river (Ogbese River),

along Ado-Ijan road, Km 11.7; the blinding for the bridge footing was done in two

phases- the footing blinding for the first pier and abutment was first carried out.


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We were able to achieve this, by making an earth embankment to divert the

river away from the excavated area where the casting of the blinding of both the pier

and abutment was to take place. The excavation for the footing was about 2.5metres

depth to reach an underlying rock layer (bed rock).

The design specification for the blinding is has follows;

Blinding for both Piers= 9m by 5m width by 300mm depth

Blinding for both Abutment= 12m by 5m width by 300mm depth

Also, due to the fact that the proposed bridge is on a rock base; Base nailing

that is, a bored hole of 700mm depth filled with concrete and a 25mm reinforcementbar (1.5m).

The purpose of the Base nailing is to ensure a homogenous bond of the bridge

footing to the rock base and also to ensure the pier and abutment footings are well

anchored.

The bored hole is filled with grade 30 concrete and 1.5m length of 25mm re-

bar is also inserted in the bored hole.

Piers: The piers have 15 numbers of such base-nailing at two [2] metres centres and at

a depth of 700mm bored holes. (Please see Appendix 6)

Abutments: The abutments have 18 numbers of such base-nailing at two [2] metres

centres and at a depth of 700mm bored holes. (Please see Appendix 6)

CONCRETE MIX FOR THE FOOTING BLINDING

The concrete mix used for the blinding was Grade 20 concrete (that is, the mix

of cement-sand-granite in the ratio of 1:3:6 respectively). 6bags per cubic metre of the

footing blinding was used, with adequate water added.

The concrete mix from the transit mixer was used to mix the concrete while we

made use of excavator to convey the concrete to the excavated portion. Concrete

cubes for the footing was also made.


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FORMWORK

Wooden formwork was used as side formwork to protect the areas that were to

be blinded, from mud and earth materials. Before, we casted the blinding, the area was

well cleaned, to ensure it is clear of any silt, mud water which may affect the concrete.

The blinding was done to ensure the reinforcement for the footing for both the

piers and abutments does not have contact with rock base and soil which could result

to the re-bars getting rusted; and also to ensure the water from the concrete to be

casted for the footings for both piers and abutments does not slip into the ground.

3.2.5 BOX-CULVERT [3.0m x 3.0m]

The Box-Culvert is before the proposed bridge along Ado-Ijan road @Km 11+

660. The existing bridge has its own existing box-culvert of size 3m by 3m by 4m

length.

The proposed box-culvert is besides the existing box-culvert and is of size 3m

by 3m by 12m length. It also has wing walls at the two openings or ends (4.5m

length).

EXCAVATION AND LEVELING

The survey team marked out the area of the culvert to be excavated and the

excavation for the culvert using an excavator to a depth of 900mm.

The total surface of the excavated portion of the box culvert was filled with

laterite and well compacted before blinding of the culvert base took place. (Please see Appendix 5)

CULVERT BASE BLINDING

Concrete blinding of 100mm thickness was achieved using grade 20 concrete

(1:2 :5 cement-sand-granite) with adequate water added. The concrete for the

blinding of the culvert base was mixed and poured into the compacted base using

0.25m3

capacity widget concrete mixer. The concrete was evenly spread and tappedgently. (Please see Appendix 5)


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Reinforcement: The reinforcement for the box culvert was then placed on the blinded

base with concrete spacers (50mm) placed beneath the reinforcements.

The reinforcements consist of top and bottom reinforcements separated using a

12mm shaped separator.

BOX CULVERT BASE (Concrete works)

The concrete mix for the box culvert base is grade 30 concrete with adequate

water added. The thickness of the culvert base concreted floor is 250mm.

The size 12 m lengths x 3m width

The concrete was mixed using an 8m 3 capacity concrete transit mixer and

poured through a wooden funnel. The floor of box-culvert base was well tapped to

give a fair faced finish. Also, concrete cubes (six) for the base casting were also

produced and thereafter immersed in water. (Please see Appendix 5)

3.3 CONSTRUCTION MATERIALS AND EQUIPMENT

As more and more advancement in technology is being witnessed globally, so

also is the development of existing building materials and invention of new ones. That

is the main reason why I had intimated myself with as many construction materials as

possible, in order to know the following

Grades of products and their specification numbers Market prices and their long time economic advantage

Uses of these materials, durability and their advantages over close substitutes

With tangible knowledge in these areas, I was equipped with quality expertise

advice which can be put into use when discharging professional obligations to clients

and also a well-equipped and also a well-equipped insight of the nature of the business

when dealing with dishonest and deceitful suppliers.


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Construction Equipments

Table 4: Showing various construction equipments available

S/N EQUIPMENT/VECHICLE MANUFACTURE/MODE QTY

1 Grader Cat-12G 2

2 Pay-Loader 966C 1

3 Bull Dozer Cat D6 1

4 Low Bed Mack 45 tonnes 1

5 Tipper Mercedes 30 tonnes 1

6 Tipper Man Diesel 20 tonnes 3

7 Water Tanker 15,000 litres 2

8 Asphalt Cutting Machine 1

9 Water Pump 3 and 4inch nose 2

10 Generating Set 2

11 Survey Instrument/ levelingInstrument

2sets

12 Pick-up Van 4

13 Excavator Cat 920 1

14 Concrete Vibrator 2 inches 2

15 Hand Roller Bamatic 1

16 Tar Boiler Man Diesel 1

17 Concrete Mixers (widget) 0.25m

2

18 Transit concrete mixer 8m 1

19 Bob Cat 1


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Construction Materials: These are the materials which were used up in the

construction process. These materials and their cost are listed below.

Table 5: Showing various construction materials, their respective quantity and cost

CHAMFER- size==> 2.44m; 45lengths/bundle (Please see Appendix 7)

Chamfer helps to cancels any deflection that may occur at the edges of the beams and

parapets apart from the aesthetic it adds to the elements

MARINE BOARDS- size==> 2.44m x 1.22m x 0.025m (Please see Appendix 7)

MATERIAL QUANTITY COST ( )Sharp Sand 10 tonne 23,000

Granite 30 tonne 138,000

Cement 50kg bag 1,800

Marine Boards Each 10,000

Stone Dust per tonne 4,500

Chamfer Each 650

Onion Bags Each 500

Tie Rods Each 4,200

Reinforcement bars

10mm rebar 135 lengths/tonne 155,000






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Table 6: Showing various plants and their respective daily fuel consumption

S/N PLANT DAILY FUEL

CONSUMPTION

1 Excavator 150 litres of diesel

2 Pay loader 120 litres of diesel

3 Concrete Mixer(8 cubic metre)

50 litres of diesel

4 Concrete Mixer(1 cubic metre)

25 litres of diesel

5 Concrete Vibrator 4 litres of Petrol

6 Bob Cat 50 litres of diesel

7 Pumping Machine 6 litres of Petrol

Diesel @ N170 per litre

Petrol @ N97 per litre

3.4 CHALLENGES ON PROJECT SITE

Challenges on site are inevitable but the way such challenges are managed or

solved will ensure the work progresses with minimal delays and in the long run,

ensure the success of the project.

Such challenges encountered on the bridge site during my training period

include;

1. Supply of low quality materials by the sub-contractors and suppliers; For

instance, materials such as Sharp sand; when supply is below the quality desired,

such materials are rejected, with a caution and advice to the suppliers to ensure

the supply of the desired quality and quantity needed.

2. Infiltration of water through the earth embankments: The earth embankment

was used to divert the water along the river course away from the excavated

foundation of both the piers and abutment. Due to the rising water levels of theriver due to heavy rainfall, the earth embankment start collapsing; this effect was


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reduced by the introduction of sand-filled jumbo bags, which are carefully

placed to support the earth embankment.

3. Varying strength of concrete due to the quality of the sand: This was

compensated for, by mixing the sharp sand and quarry (stone) dust in the same

quantity together as a mono-mixture. This increases the sharpness of the sand

mixture and gives a better result after such concrete cubes are crushed in the

laboratory. (Please see Appendix 6)

4. Machine breakdown: The breakdown of machinery before or during operation

on site tends to always delay the work. This was minimized by the employment

of mechanics as companys staff and also the regular maintenance of such

machinery.

5. Delay in supply of materials by suppliers: The delay in the delivery of some

needed materials such as reinforcement bars tends to delay work progress

leading to inevitable revision of program of work.

6. Flooding: Flooding of the site during heavy rainfall, makes some part of the site

inaccessible and makes works in such parts to stop still the water subsidies.

(Please see Appendix 6)

7. Theft: The issue of theft on site was a serious challenge in the initial stage of the

project; for instance, theft of about 1.5tonnes of 12mm reinforcement bars.

8. Intimidation: Intimidation of domestic staffs by the foreign staff in the form of

threat of being sack, pay-cut and non-payment of salaries, allowances as at when

due.

9. Infiltration of water due to poor fixing of window seals: The solution was to

replace the frame and do some builders work i n adjusting the opening to make

it flush properly with the installed window frame.

10. Delay in procurement of construction materials


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3.5 ON SITE CONCRETE MIX CALCULATION (FOR 1M 3 OF

CONCRETE)

During my Industrial Training, I was able to determine by calculation the

volume of the various materials such as sharp sand, cement and granite needed to get a

required grade of concrete using the concrete mix design produced from the laboratory

of the Federal Polytechnic, Ado-Ekiti.

We mainly make use of grade 30 concrete for major structural component of

the bridge like the precast beams, precast parapets, and precast slabs among others.

A concrete mix design was done in the laboratory using a gauge box of size 0.6m

x 0.6m x 0.7m giving the gauge box a volume of 0.252m 3.

For instance, in the concrete mix design for grade 30 concrete , this table was

extracted.

Table 7: Showing the concrete mix design for concrete grade 30

Materials Ratio by Weight Ratio by volume

Cement 398kg 1 1

Coarse aggregate

20mm

10mm

697kg

327kg 2.5

2

1

Sand 722kg 1.82

Water 185kg 23

Site Gauge box- The size of our site gauge box is 0.33m x 0.33m x 0.33m with avolume of 0.035937m 3.

The number of site gauge box in one laboratory gauge box is calculated to be 7

boxes.

= Volume of laboratory gauge box

Volume of Site gauge box


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In the concrete mix design done in the lab, the ratio by volume gotten for 1m 3 of

Grade 30 Concrete is; 1box of cement to 1.8 box of sand to 2 boxes of granite

(coarse aggregate)

For site measurement;

As 7boxes of site gauge box= 1box of laboratory gauge box

I have; 7box of cement to 12.6 box of sand to 17 boxes of granite (coarse

aggregate.) for 1m 3 of concrete

For 3m 3 of Concrete

We have the following

Sand= 12.6boxes x 3m 3 = 37.8 gauge boxes Granite= 17.5boxes x 3m 3 =52.5 gauge boxes

We make use of an Excavator bucket to convey the materials to a funnel into

the transit mixer. The excavator bucket was measured to be 22gauge boxes

(site gauge box).

Sand= 37.8 gauge boxes = 1.72 buckets of sand (excavator bucket)

22

Granite= 52.5 gauge boxes = 2.39 buckets of sand (excavator bucket)22

By using, this measurement values and results; we were able to minimize site

wastages and ensure that the minimum strength of concrete was gotten.


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3.6 MATERIAL SCHEDULE FOR REINFORCEMENT BARS

This is a table showing the needed information about the reinforcement bars to

be used at different parts or components of a structure, be it bridges or building

structures.

The provision, preparation and use of the bending schedule help me in the

following aspects;

1. Helps to ease the taking off and determination of bar shapes of reinforcement

bars from the working drawings.

2. Helps in ordering for the right quantity of reinforcement to be used for each

section of work.

3. Aids visualization and determination of the cutting length of each bar shape,

the number of each bar shape required and the off-cut per length of

reinforcement cut.

Based on site measurement, a length of reinforcement bar = 12m

In most cases, the bending schedule of a component comes with the working

drawing (except for the box culvert), I made conscious effort to ensure that the bar

type, bar shape and the quantities of each bar type provided in the bending schedule of

such component is accurate and corresponds to those in the working drawings.

These are some of the material (bending) schedules for reinforcement I prepared

for the various components of the bridge;

Precast Slabs

Precast Parapets and Precast Beams


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A. MATERIAL SCHEDULE FOR REINFORCEMENT FOR PRECASTSLABS

NUMBER OF SLABS = 84

Table 8: Material (bending) schedule for reinforcement for precast slabs

BARMARK

NOTHUS

DIA(mm)

BAR SHAPE&

DIMENSION

CUTTINGLENGTH

(nos perLength)

TOTALQTY

NOSOF

LENGTH

T1016 16 10mm 1040mm

(11nos)

1344 123 Offcut fromadditional lengthused is 9818mm

T1017 8 10mm 2240mm

(5nos)

672 135 Offcuts per lengthused=800mmFrom additionallength is 7200mm

T1015 12 10mm 675mm

(17nos)

1008 50 (plus

158 nosfrom T1016& T1017offcuts)

**Calculations

of the 158 nosbelow.

Number of Length= Total QuantityNumber per length

Total Quantity= No thus x Number of Slab (84)

Nominal Length of Reinforcement Bars= 12000mm

**Calculations ( for the shear connectors= T1015 )

1. Offcut from T1016 9818 = 14nos675

2. a. Offcut from T1017 800 =1 nos * 134 = 134 nos675

b. Offcut from T1017 7200 = 10 nos

675

Total number of T1015 from offcuts = (14 + 134 + 10 nos)

3. Subtract answer from total quantity needed; 1008 158 = 850 nos

4. Number of T1015 per length = 12000 = 17nos675

5. Since we need 864 nos more, we have;

850 = 50 lengths of 10mm bags17

SUMMARY

10mm = 309 lengths = 2.30 tonnes

1040mm

2240mm

75mm

100mm 2 0 0 m m


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B. MATERIAL SCHEDULE FOR REINFORCEMENT FOR PRECAST

PARAPET

TYPE 1- 30numbers

TYPE 2- 12numbers

Table 9: Material (bending) schedule for reinforcement for precast parapets

BARMARK

NOTHUS

DIA(mm)

BAR SHAPE &DIMENSION

CUTTINGLENGTH

(nos per length)

TOTALQTY

NOSOF

LENGTH

TYPE1

T1210 2x13

12mm 1940mm

(6nos)

780 130

T1609 13 16mm 3965mm

(3nos)

390 130

T1611 13 16mm 1560mm

(7nos)

390 58

T1005 2 10mm 700mm

(17nos)

60 4 Offcuts fromadditionallength is6352mm

TYPE

2T1213 2x13

12mm 1770mm

(6nos)

240 40

T1612 12 16mm 3210mm

(3nos)

144 48 Offcuts perlength used is2370mm

T1614 12 16mm 1560mm

(7nos)

144 14 (plus48nosfromT1612offcuts)

T1007 2 10mm 700

(17nos)

24 1 (plus9nos fromT1005offcuts)

1770mm

2 0 0

75mm

100mm

2 0 0100mm

100mm

90

140mm 1 3 9 0 m m

90

90 1 7 9 0 m m

440mm

2 4 0 m m

440mm

2 4 0 m m

SUMMARY

10mm = 5 lengths


16mm = 250 lengths = 4.72tonnes

1940mm

1 4 2 0

3 1 5

100

100

100

100


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C. MATERIAL SCHEDULE FOR REINFORCEMENT FOR PRECAST

BEAM

BEAM 1- 24numbers

Table 10: Material (bending) schedule for reinforcement for precast beams BAR

MARKNO

THUS DIA

(mm)BAR SHAPE &DIMENSION

CUTTINGLENGTH

(nos perlength)

TOTALQTY

NOSOF

LENGTH

T2501 4 25mm 10515mm

(1no)

96 96 Offcuts perlength usedis 1485mm[ 1485 x

96]

T2501A

12 25mm 10015mm

(1no)

288 288 Offcuts perlength used= 1985mm[ 1985 x

288]T2002 4 20mm 10515mm

(1no)

96 96

T1603 8 16mm 10015mm

(1nos)

192 192

T2507 21 25mm 350mm

(34nos)

504 Lengths istaken andcut fromoffcuts of T2501A

T2004 4 20mm 3000mm

(4nos)

96 24

T1205 66 12mm 2230mm

(5nos)

1584 317

T1206 66 12mm 2110mm

(5nos)

1584 317

350mm

1 0 2 5

250mm 1 0 0

340mm 6 4 0 m m

SUMMARY





250

150mm

8 9 0 m m

10015mm

10015mm

10015mm

10015mm

2 5 0

2 5 0

75

75


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3.7 SUPERVISION WORKS AND SITE RECORDS

Supervision works and records taking is an essential aspect or activity in any

construction project site. It involves among many other things, ensuring that the

specified standard of workmanship, materials and methods of construction are

employed in order to achieve a desired output.

In site supervision, I learnt that a one should be a good observer and have good

background of construction works and practices; so that every work details were

adhered to. Also, one must be able to translate working drawings on paper into a

reality scheme on site.

A site supervisor should have a good working relationship with the project

manager and his dealings with the labourers on site.During the training program, I was opportune to supervise some construction

works been carried out on site; this includes;

1. Placement of reinforcement bars for bridge culvert wall, base, wing walls and

headwall.

2. Placement of reinforcement bars for precast concrete slabs/false work.

3. Placement of reinforcement bars for precast concrete beams.

4. Blinding of culvert base, abutment and pier blinding (300mm thickness).

5. Preparation and placement of marine plywood formwork to soffit and sides for

the casting of precast slabs and precast parapets.

6. Placement of reinforcement bars for precast parapets.

7. Placement, coupling and aligning of metal formworks for the casting of precast

concrete beams.

8. Preparation of concrete cubes.

9. Excavation works for piers and abutments footing

10. Preparation and alignment of formwork for beams, culvert, slabs, parapet etc.

11. Concrete casting and vibration of concrete used for the various bridge

components.

Another aspect that I gained some experience is the inspection of materials

supplied to site by the suppliers or sub-contractors.

To receive these materials to site, the following must be checked

1) Specification of the materials supplied.


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2) Quantities of the materials supplied.

3) The sizes of the materials supplied.

4) The name of the producer and standard of materials supplied.

5) The date and time in which the materials was received.

6) The overall conditions of the materials.

7) The name of the supplier of the materials.

Also, during the training programme, I was solely charged with the

responsibility of taking notes and records of activities within the site premises.

Records taken include among other things; materials brought to site, those

materials taken off site to other project sites, checking of suppliers weigh bills to

ensure the contents corresponds with the material the suppliers brought to site.

These activity generally helped me in intimating me with new materials that I

do not know before my industrial training and those that I only have their theoretical

knowledge, as well as giving me an overall knowledge of their various uses.

The materials which I received to site during my industrial training include;

Sharp sand, cement and granite for concrete works.

Reinforcement bars of various sizes (10mm, 12mm among others diameter

bars).

Plywood, marine ply boards and various sizes of wood for wooden formwork. 2 vibrators with pokers. Pumping machine (4 inch); among others. Drilling bits (19mm-2Qty). Plywood (sizes 1.22 X 2.44)

Onion bags (for curing- 100pcs) Tornado concrete nails- 4inch and 3inch Emulsion paints (to mark reinforcement bars). Diesel, petrol, engine oil and kerosene for machinery Chamfer (4bundles, 45no/bundle) 10 metal plates (1.22m x 2.45m), angle bars, U-channels, and Tie rods (102

nos) used for metal formwork; among others.


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3.8 SITE MEETING

In the course of my training, I was privileged to be part of the site meetings,

where we have all the professionals involved in the project present, in order to have a

look at how well the project is progressing.

I noticed that Site meeting is one of the means used for effective coordination

of projects because it is a platform whereby all the consultants do meet to discuss the

performance of the contractors and the progress of the project. These site meetings

were held monthly, first week of every month. The design consultants (bridge

section), supervising consultants, Federal Roads Maintenance Agency (FERMA)

representatives, the contractor, Site Engineer and the Quantity Surveyor and the client,

Road Sector Development Team (RSDT), Abuja on behalf of World Bank are all

seated to discuss, evaluate, inspect, ask questions, advice, recommend and plan on the

progress of the project.

During the site meetings, work progress is appraised, approvals are sought and

given, advices are given, challenges faced are discussed, claims and payment are re-

examined and laboratory tests carried out on materials during the month are presented

by the contractor. The site meetings are held on a monthly basis at the contractor site

office, before the meeting commences, inspections are carried out on various works

ongoing or completed on site; video recordings and progress photographs are also

presented by the contractor during the meeting proper. Progress Reports are also

presented by the contractor which has to be verified by all the consultants of the

project.

The agenda of the meetings is as follows:

i. Opening Prayer/Introduction

ii. Amendment/Acceptance of the previous meeting minutes

iii. Main contractors Progress Report: The contractor do give the detail of the

progress achieved since the previous meeting, account of various resources on

site such as; number of trade and operatives, number and types of plant and

quantities of materials on and off site.

iv. Comment on Progress of work: During this time, general comment is pass

on the progress by comparing it with the work programmed.


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v. Matters arising from the minutes: Any unresolved matters in the previous

meeting are normally addressed.

vi. Anticipated progress in a month time

vii. Consultants Report/General Comment : Any outstanding matters among the

consultants still awaiting further clarification or investigation are discussed;

for instance, in one of the meetings, the bridge design was reviewed from 2x

15m span bridge to 3x10.1m span bridge. More so, if any of the consultants

has any information to pass across apart from the normal instruction to the

contractors or issues to be addressed.

viii. Adjournment

ix. Closing Prayer

3.9 PHYSICAL MEASUREMENT AND SURVEY WORKS

Physical measurement is the measurement taken on site in respect of structural

components to determine the amount of work done so far on site for the purpose of

valuation; ascertaining the exact number of materials used on site, also to check on the

progress of work on site; the rate at which work is being carried out and what section

of work is ongoing.

It has to do with measuring work as built in order to make claim for interim

payment and checking if there is any variation.

I was opportune to carry out physical measurement of different parts and

components of the bridge under construction. This enables us to get data for

measurement to prepare interim valuation which are submitted and used to prepare

payment to the sub-contractor.

During the period of my training I carried out physical measurement of various bridge

works which include

a) Precast concrete beams

b) Precast concrete parapets

c) Precast concrete slabs

d) Reinforcement works in preparation for casting for the various bridge works.

e) Formwork (metal and wooden formwork) for the various members.

f) Depth, width and length of the various excavation works


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The measurement of each structural component of the 30.3metres Bridge is

usually taking periodically as more and more works are being executed on site. The

construction works being the largest part of the project is being handled by the main

contractor and of which the payment arrangement between the client and the

contractor is that valuation will be done monthly, which consequently necessitate

continuous physical measurement as works progresses on site. And in order to avoid

unnecessary delay in interim valuations, the senior quantity surveyor and I used to

work together whenever we are taking physical measurement

Also, I gained some experiences when we were measuring some other

elements of the bridge like reinforcement works, excavation works, and various

formworks in which at least a representative of the sub-contractors handling the

element we are measuring will be present with us during the measurement.

For the measurement of masonry work, we made use of tape rule; block works

was measured taking the length and height; Excavation work taking the length, width

and depth; Scarification of carriageway and shoulders taking its width and length etc.

3.9.1 SURVEY WORKS

Also, during my training program I participated in some survey works whichinclude;

1. Taking levels/leveling of precast concrete beam platform.

2. Measurement of road length (approach road) using distance measuring wheel.

3. Rechecking of levels taken for the blinding of both piers and abutment and the

underlying rock base.

4. Realignment of road at offset from existing road centerline.

5. Rechecking levels taken for precast beam platform.

6. Measurement of road chainages at 25m intervals.

7. Setting out and measurement of deflection angle.

8. Plotting of new road alignment to existing road.

9. Leveling of culvert base using surveying instrument.


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3.10 APPROXIMATE ESTIMATING

Preparation of Materials Schedules

The basis of material schedule is a material control scheme which itemizes all

the materials necessary to complete a project. Ordering of materials or components

required for the construction of a project for timely procurement, to meet the

construction program becomes very easy for the contractor and the client; building

directly with the available materials and labour schedules, ensures and aids adequate

management of such resources.

Grade 30 concrete was mostly used on site. For instance, the materials needed

for 1m 3 of reinforced in-situ concrete. (1:1.5:3 -20mm aggregate) are as follows.

A) Cement (50kg bag)

Density of cement= 1442kgm -3

Therefore, 1m 3 of cement=> 1442kgm -3 /50kg = 28.84bags (approx. 29bags)

Mixing ratio=>1:1.5:3 -20mm aggregate Concrete

1+1.5+3= 5.5

(1/5.5) x 29bags = 5.27

Add 50% for shrinkage and wastage =+2.647.91

Therefore for 1m 3 of (1:1.5:3 -20mm aggregate) concrete, 7.91bags of cement

(approx. 8bags) will be needed.

This principle is still the same for 60m 3 of concrete (for piers footing) which is

8bags x 60m 3 which will give 480 bags of 50kg bag cement.

B) Sand

There is a little difference, I observed in calculating this material due to the

assumption that tonnage per haulage varies per trip. In the calculation for sand;

Density of sand is 1650kgm -3 or 1.65Tm -3 (based on laboratory test) Volume of one bag of cement is 50kg/1442kgm 3 = 0.035m 3

With this result, 0.035m 3, we can easily convert number of bas of cement to

volume of cement and volume of sand subsequently by multiplying it with this factor


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in the mixing ratio; which is later divided by the assumed mean volume of the said

tonnage.

Assumed mean volume for 20tonnage/trip =5.6m 3 For 1m 3 of (1:1.5:3 -20mm aggregate)concrete; [(8bags x 0.035m 3 x 1.5) /5.6m 3] = 0.08 load/trip of 20tonnes of sand

C) Coarse Aggregate

Unlike sand, coarse aggregate are normally supply in tonnage and therefore,

our final schedule for coarse aggregate is in tonnes and not in trips, loads or haulage.

Density of coarse aggregate, that is, granite is 1652kgm -3 or 1.652Tm -3 (as

tested in the laboratory).

We also got the aggregate volume from cement needed by multiplying it with

its factor in the mixing ratio and its density, so in this case,

[8bags x 0.035m 3 x 3 x1.652Tm -3] = 1.39 tons

D) Reinforcement bars

The schedule for reinforcement is always in tonnage since the suppliers normally

supply it in tonnes; however, it is necessary for the clerk of work to convert it to

numbers of length for proper recording.

The length of the reinforcement bars are taken off from the working drawings and

converted to metres. 1000mm=1metres.

The total length of reinforcement of reinforcement bars for each bar type (that

is, 10, 12, 16, 20, 25mm diameter bars) is calculated and converted to kilograms and

then their equivalent in tonnes using the formula;

= [0.222 x D 2] * Total length

36

Where D= diameter of reinforcement bar.The result gotten is in kilogram (kg) which is then converted to tonnes by applying

this

=> 1000kg= 1tonne

For easy and quick calculation of tonnage of each bar type; the weight per

metre (kg/m) of each bar type is calculated first; this is then multiplied by the total

length (in metres) to get the total weight (in kg/tonnes).

Using the formula => = [0.222 x D2

]36


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Table 11: Showing the bar types, their respective weight per metre in (kg/m 3) and the

number of length per tonne.

BAR TYPE WEIGHT PER METRE

(kg/m 3)

NUMBER OF LENGTH

PER TONNE

10mm 0.616 135

12mm 0.888 93

16mm 1.579 53

20mm 2.466 34

25mm 3.854 22

32mm 6.313 Not supplied

E) Formwork

The schedule of materials needed for formwork (wooden planks or metal

formwork) of different sizes can be easily calculated by going through the sizes of

such component in the working drawings.

Marine boards and ordinary plywood comes in sizes of 1.22 x 2.44m and metal

plates (formwork) come in sizes 1.22m x 2.45m. This formwork are adequately

braced, plumbed and aligned in order for it to be able to withstand and support theweight and force of wet concrete.

The metal formwork, for instance are braced at 300mm intervals. Therefore,

for a 2.45m length metal plate, we have; (2.45/0.30m) + 1= 8.16+1

= 9.16 (approx 9 braces) .

U-Channels and tie rods are also supplied along the metal plates; these are

used to hold the metal formwork in position and aligned them adequately.

Also, the formworks are oiled before subsequent casting to ensure easy

striking of the formwork after the concrete has set.


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3.11 WORK PROGRESS REPORT

In every construction project work, there is the need to constantly give the

client the progress report of the ongoing project in order for the client to measure the

possibility of the contract or project meeting up with the stipulated time and also to

compare the work progression to the program of work.

This is a document that shows the extent of work done on site, the current

stage of the work compared to overall program of works or the percentage of the work

done in a project. The progress of works also reveals the pace at which the project is

progressing.

These progress reports are usually prepared by the contractor and submitted to

the clients and consultants to provide them with all the needed information that willenable them to have a clear picture of what is currently happening on site. The sub-

contractors also prepares their own progress reports of their various aspects of work in

the project and submit them to the contractor, the reports of these sub-contractors is

also aimed at presenting a perfect knowledge on the current stage of their work and

the pace at which the work is progressing on site.

During the program, I was able to compile some site reports, by taking

photograph of the work progress, drawing charts to represent the work progress.

Sometimes, factors such as unforeseen events causes delays to the work progress;

such includes, rainfall, public holidays, site flooding, delays caused by suppliers etc.

This report is presented at the monthly site meetings for the client and

consultants assessment, complains or request as the case may be.

3.11.1 PROGRESS PHOTOGRAPH

The progress report is usually coupled with photographs of the various part of

the bridge works under consideration. The photographs are arranged in a way that it

will show the different phases of the bridge works, which will in turn enable anyone

looking at the photographs to access the trend of the progress of the project.

During the early period of my industrial training, it was part of my assigned

duty to take the progress photograph of the various bridgeworks on site, which I did

with enthusiasm and this gave me an unforgettable experience in packaging the

project photographs in a way that it will easily be assessed by the client.


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CHAPTER FOUR

4.0 CONCLUSIONS AND RECOMMENDATIONS

4.1 CONCLUSIONS

It is evident in every sense that the Industrial Training has been in every way a

necessity for the acquisition of knowledge as well as building a bridge between the

theory been taught in class and the practical world of reality.

The Industrial Training was a successful programme as it has helped me to

become more oriented in the practical aspect of my discipline and in general, the

construction industry; introducing to a new sphere of knowledge on;

Bridge construction, Production of precast concrete structures Experience on project site management and supervision work Interpreting engineering drawings People and Facility management Site records and cost estimating.

Preparation of materials schedules among others.

This training therefore has helped me in appreciating my discipline and has

prepared me on how to handle the challenges that may occur in the cause of practice

in my discipline in the nearest future.

In conclusion to rounding up this report, I will say that the lecturers in my

department has not only taught me for the purpose of certificate, but have really

imparted a high level of unquantifiable and qualitative knowledge into me which has

processed me into a peculiar scholar in the field of cost engineering, also I acquired a

lot of knowledge from the experiences gained both in regards to my discipline and

with life generally within the working environment as a whole.

The SIWES program has proved to be a vital aspect of my academic program

as it gives me an extensive insight of the professional world of quantity surveying. As

such, am grateful to my school (F.U.T.A) and the Industrial Training fund for this

great opportunity.


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4.1 RECOMMEDATIONS

The Industrial training doesnt only gives the require knowledge to forge

ahead, but also teaches the students on how to interact with people. This is necessary

in team work to enhance cohesiveness, synergy as well as objective achievement of

the task given. The Students Industrial Work Experience Scheme (S.I.W.E.S.), though

being a worthwhile experience for me, still has a few areas to give attention to in order

to run a better and a more successful programme, so that future generations can have a

more exciting and fulfilled training during their time.

To this, I would recommend the following in my own humble view that:

Industrial Training Fund and Government:

The Government through the Industrial Training Fund should ensure that

students on industrial training are supervised regularly which could be through a

monthly, weekly visit to their place of work. This would awaken the consciousness

that students are not on the training to play around but to acquire experience.

The Department of Quantity Surveying

The department of Quantity Surveying could make it essential for students

from part two to part four to go for a three month Industrial Training at the end of

each section to afford them to consistently put into practice their theoretical

knowledge which will beyond any shadow of doubt produces a well-equipped set of

professionals in the country and in the world at large.

It would be okay if the department could acquire IT placements for students as

this serves as a major heartache to many students as many students do not start on

time limiting the time they have to learn relevant skills.

The Students

Students on the Industrial Training should be aware that the immense

contributions of the various stakeholders in SIWES are geared towards ensuring that

they (the students) acquire adequate relevant production skills before graduation. It

will therefore be so unfortunate for one to see his/her participation in SIWES as an

end itself (by considering irrelevant factors like comfort of placement and allowance

paid) since it is actually only a means to a much greater end.


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APPENDIX

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