A technical report on completion of SIWES at Federal Airports Authority of Nigeria (FAAN)

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CHAPTER ONE
INTRODUCTION
STUDENT INDUSTRIAL WORK EXPERIENCE SCHEME (SIWES) BACKGROUND
The Students’ Industrial Work Experience Scheme (SIWES) was founded to be a
skill training programme to help expose and prepare students of universities,
polytechnics and colleges of education for the industrial work situation to be met
after graduation. This schemeserves as a smooth transition fromthe classroomto
the world of work and further helps in the application of knowledge. The scheme
provides students with the opportunity of acquainting and exposing themselves
to the experience required in handling and managing of equipment and
machinery that are usually not made available in their institutions.
Before this scheme was established, there was a growing concern and trend
noticed by industrialists that graduates of higher institutions lacked sufficient
practical background for employment. It used to be that students who got into
Nigerian institutions to study science and technology were not trained in the
practical know-how of their various fields of study. As a result, they could not
easily find jobs due to the lack of working experience.

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Therefore, the employers thought that theoretical education going on in higher
institutions was not responsive to the needs of the employers of labour. This was
a huge problem for thousands of Nigerians until 1973. It is against this
background that the fundamental reason for initiating and designing the scheme
by the fund in 1973/74 was introduced.
The ITF organization (Industrial Training Fund) made a decision to help all
interested Nigerian students and established the SIWES program. It was officially
approved and presented by the Federal Government in 1974. The scheme was
solely funded by the ITF during its formative years but as the financial
involvement became unbearable to the fund, it withdrew from the scheme in
1978. In 1979, the federal government handed over the management of the
scheme to both the National Universities Commission (NUC) and the National
Board for Technical Education (NBTE).
Later, in November 1984, the federal government reverted the management and
implementation of the scheme to ITF. In July 1985, it was taken over by the
Industrial Training Fund (ITF) while the funding was solely borne by the federal
government. (Culled from Job Specifications on Students Industrial Work
Experience Scheme)

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OBJECTIVES
The Industrial Training Funds policy Document No. 1 of 1973 which established
SIWES outlined the objectives of the scheme. The objectives are to:
1. Provide an avenue for students in higher institutions of learning to acquire
industrial skills and experiences during their course of study.
2. Prepare students for industrial work situations that they are likely to meet
after graduation.
3. Expose students to work methods and techniques in handling equipment and
machinery that may not be available in their institutions.
4. Make the transition from school to the world of work easier and enhance
students’ contacts for later job placements.
5. Provide students with the opportunities to apply their educational knowledge
in real work situations, thereby bridging the gap between theory and practice.
6. Enlist and strengthen employers’ involvement in the entire educational
process and prepare students for employment in Industry and Commerce
(Information and Guideline for SIWES, 2002).
BODIES INVOLVED IN THE MANAGEMENT OF SIWES
The bodies involved are:

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 The Federal Government.
 Industrial Training Fund (ITF).
Other supervising agencies are:
 Nigerian University Commission (NUC)
 National Board for Technical Education (NBTE)
 National Council for Colleges of Education (NCE)
The functions of these Agencies above include;
 Establish SIWES and accredit SIWES unit in the approved institutions.
 Formulate policies and guideline for participating bodies and
institutions as well as appointing SIWES coordinators and supporting
staff.
 Supervise students at their places of attachment and sign their lob-
book and IT forms.
 Ensure payment of allowances for the students and supervisors.
 Ensure adequate funding of the scheme.
BENEFICIARIES
Under graduate student of the following institutions; Agriculture, Engineering,
Technology, Environmental, Sciences and Education etc

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DURATION:
Four months for the polytechnics and colleges of education and six months for
universities.
1.3 BACKGROUND OF COMPANY/ORGANIZATION Credit:
The Foundation of FAAN
In Chapter F5 of the Federal Airports Authority of Nigeria Act PART 1(2004, F5-2)
precisely stated that: (1) There is hereby established a body to be known as the
Federal Airports Authority of Nigeria (in this Act referred to as "the Authority").
(2) The Authority shall be a body corporate with perpetual succession and
common seal and may sue or be sued in its corporate name and own, hold or
dispose of property (whether movable or immovable). (3) As from the appointed
day, there shall be transferred to the Authority all the airports maintained by the
Ministry pursuant to section 6 of the Civil Aviation Act and the Authority shall
maintain and manage those airports and any other airport provided by the
Minister pursuant to that Act. Therefore, the Federal Airports Authority of Nigeria
(FAAN) is a parastatalof government, under the supervision of Federal Ministry of
Aviation. Akinro (2013, p.3) said, the creation of the Federal Airports Authority of

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Nigeria started with the promulgation of Decree 45 of 1976, which established
the Nigerian Airports Authority (NAA) by the Federal Military Government under
the regime of Murtala Mohammed/Olusegun Obasanjo in 1976. It commenced
activities with the inauguration of first Board of Directors in Lagos on July 11,
1978. The Nigerian Airports Authority (NAA) as noted by Akinro (2013, p.4)
continued to perform its functions as outlined by the Decree establishing it until
August 1995 when a Civil Aviation Reform was carried out by the then Federal
Military Government. The reforms led to the realignment of some of the
functions of the Federal Civil Aviation Authority (FCAA) with those of the Nigerian
Airports Authority (NAA) to bring about a new body called the Federal Airports
Authority of Nigeria (FAAN). Act No. 52 of 1999 (as Amended) which formally
brought FAAN into existence is an offshoot of Decree 9 of 1996.
The agency has its head office on the grounds of Murtala Mohammed
International Airport in Ikeja, Lagos State.
Objectives of FAAN
The law establishing FAAN, which was enacted by CAP F5 ‘Laws of the Federal
Republic of Nigeria 2004, gives the organization’s goal as stated in its Vision and
Mission statements thus:

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• VISION
To be amongst the best Airport groups in the world.
• MISSION
To develop and profitably manage customer centric airport facilities for safe,
secured and efficient carriageof passengers and goods atworld-class standards of
quality
Functions of FAAN
Yusufu (2013, p.32-33) highlighted the following as the principal responsibilities of
the Federal Airports Authority of Nigeria. These include to:
• Develop, provide and maintain at all airports, all necessary services and
facilities for the safe, orderly, expeditious and economic operation of air
transport.
• Provide adequate facilities and personnel for effective security at all airports.
• Provide conducive environment under which passengers and goods would be
carried by air and under which aircraft would be used for other gainful purposes,

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and for prohibiting the carriage by air of goods of such classes as may be
proscribed
• Provide accommodation and other facilities for the effective handling of
passengers and freight.
• Carry out at Airports such economic and commercial activities that are relevant
to air transport; which may be carried out without prejudice to the functions of
the Authority.
• Charge for services provided by the Authority at airports
In essence, the Federal Airports Authority of Nigeria in the following areas
provides services:
(a) Landside: Car parks, shops, offices and access roads.
(b) Airside: Runways, taxiways, fire services, water supply, power supply, air
lighting, apron pavements and apron control
(c) Terminal Building: Provision of facilities for arrival, departure lounges, check-
in-counters, airlines offices, information desks and offices for banks, government

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agencies, services that ensure maximum comfort for passengers while waiting for
their flights e.g. VIP lounge, duty free shops, snacks bars and other conveniences.
(d) Telecommunications: Provision of public telephones at Airports.
(e) Security: Safety of aircraft and passengers at airports, industrial security of
property e.g. parked aircraft, cargo in warehouses and property in offices.
Therefore, the Act that created the Federal Airports Authority of Nigeria has
provided a situation whereby the organization must fundamentally ensure the
comfortability, security and safety of persons, goods, vehicles and equipment at
all airports in the country.
Sources of Revenue
PART IV of the Federal Airports Authority of Nigeria Act (1999, No.52) succinctly
discussed the following as sources of the organization’s revenue. It says:
(1) The Authority shall maintain a fund, which shall include-
(a) Such monies as may, from time to time, be allocated to it by the Federal
Government;

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(b) Fees in respect of services provided by the Authority, including-
(i) Landing fees;
(ii) Parking fees;
(iii) Passengers service charge (local and international);
(iv) Rents;
(v) Concession fees;
(vi) VIP lounge charges;
(vii) Utilities;
(viii) Fuel charge;
(ix) Port charge;
(x) Frontier service charge;
(xi) Sales of information;
(xii) Contract registration fees;

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(xiii) Rental of warehouse;
(xiv) Rental of plant and equipments;
(xv) Fines;
(xvi) Car park charges; and
(xvii) Avio-bridge charges;
(c) All other sums that may accrue to or as may be received by the Authority in
the exercise of its functions and activities under this Act.
(2) The moneys comprising the fund of the Authority shall in each year be applied
by it in defraying the following expenses, that is:
(a) the working and establishment expenses and expenditure on, or provision for,
the maintenance and renewal of any of the undertakings of the Authority;
(b) the interest on any loan raised by the Authority;

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(c) the sums required to be transferred to a sinking fund or otherwise set aside
for the purpose of making provision for the payment of any other borrowed
money;
(d) the remuneration, fees and allowances of the members of the Board and for
reimbursing members of the Board or of any committees set up by the Board and
for such expenses as may be authorized by the Board in accordance with such
rates as may, from time to time, be approved by the Federal Government;
(e) the salaries, fees, remuneration, pensions, superannuation allowances and
gratuities of the employees, agents and other persons acting under or for the
Authority; and (f) any other expenses connected with the discharge of the
functions of the Authority under this Act or any other enactment.
(3) The Authority shall, submit annually to the Minister estimates of its revenue
and expenditure in respect of the next following year.
Contribution to Knowledge
FAAN workers are call public servants and not civil servants because its human
resource are recruited/selected and remunerated through the organization’s

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Internally Generated Revenue (IGR) under its determined condition of service.
The paper has significantly contributed to knowledge by pointing out this unique
characteristic of FAAN as an Authority.
Prior to this study, several literatures have made generalizations about the
organization’s vision, mission, functions and objectives without actually defining
the unique characteristics which makes it different from other organizations. This
study has been able to identify this gap.
General Powers of FAAN
The Authority has the power to do anything, which in its opinion is deemed to
facilitate the carrying out of its duties effectively
Present Organizational Structure of FAAN
FAAN’s statutory responsibilities is executed through the office of the Managing
Director/Chief Executive Officer who by ten Directorates namely,
• Human Resources;
• Administration;

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• Airport Operations;
• Legal Services;
• Engineering and Maintenance;
• Projects;
• Finance and Accounts;
• Cargo Development;
• Aviation Security Services;
• Commercial and Business Development.
It is important to note that the office of the MD/CEO directly supervises the
following Departments in FAAN. However, the MD/CEO is responsible to the
Board and the Honourable Minister of Aviation.
– Corporate Communications;
– Protocol and Passages;

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– Internal Audit, ICT,
– Customer Care (SERVICOM),
– Procurement, and
– Board Secretariat. .
Airports Managed by FAAN
The Federal Airports Authority of Nigeria is saddled with the responsibility of the
management of the twenty three (23) Airports in Nigeria at the moment. For the
purpose of clarity, the airport locations are divided into regions (not according to
the widely recognized geo-political regions) but for administrative convenience.
These include:
SOUTH WEST REGION;
- Mortal Mohammed Airport, Lagos (Regional Headquarters)
- Benin Airport, Benin City
- Ilorin Airport, Ilorin
- Akure Airport, Akure

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- Ibadan Airport, Ibadan
SOUTH EAST REGION
- Port Harcourt Int’l Airport, Omagwa (Regional Headquarters)
- Margaret Ekpo Airport, Calabar
- Akanu Ibiam Int’l Airport, Enugu
- Sam Mbakwe Int’l Cargo Airport,
- Akwa Ibom Int’l Airport, Uyo
- Osubi Airport, Warri
NORTHERN REGION
- Mallam Aminu Kano Int’l Airport, Kano (Regional Headquarters)
- Maiduguri Airport, Maiduguri
- Yola Airport, Yola
- Sultan Abubakar III Airport, Sokoto
- Umaro Musa YarÁdua Airport, Katsina
NORTH CENTRAL REGION
- Nnamdi Azikiwe Int’l Airport, Abuja (Regional Headquarters)

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- Yakubu Gowon Airport, Jos
- Kaduna Airport, Kaduna
- Minna Airport, Minna
- Gombe Airport, Gombe
- Makurdi Airport, Makurdi
- Zaria Airport, Zaria
Background of Port Harcourt Int’l Airport
Port Harcourt International Airport (PHC) is located in Omagwa, Port Harcourt,
the capital of the southern state of Rivers in Nigeria. The international airport is
owned and operated by Federal Airports Authority of Nigeria (FAAN), a statutory
organization responsible for the management of all commercial airports in
Nigeria.
PortHarcourtis the third busiest international airport in the country by passenger
traffic. Located in the oil hub of the country, the airport plays a pivotal role in
Nigerian economic development. Operations at Port Harcourt International
Airportbegan in the 1980s. Itwas closed in August2006 dueto an emergency and
was re-opened later in December 2007 with limited capacity. Full operations
resumed by early-2018.The airport currently features two terminals, one each for

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international and domestic journeys. A single terminal was used to handle both
international and domestic passengers prior to the construction of the new
terminal. The old terminal is being renovated to handle domestic and commercial
aircraft operations.
The single asphalt-surfaced runway atthe airport has a length of 9,846ft(3,001m)
and a width of 197ft (60m). The landing and take-off distances of the runway are
9,846ft (3,001m) and 10,246ft (3,123m) respectively.
Details of the new passenger terminal at Port Harcourt International Airport
Construction of the new passenger terminal building started in February 2014 at
the airport to offer a hassle-free travel experience. The project was originally
scheduled for completion by early-2016 butwas opened in October 2018 due to a
number of delays in construction.
The two-storey building was built featuring an apron, dedicated cargo handling
facility, commercial and retail spaces, and other ancillary facilities. Passenger
check-in facilities include 12 arrival immigration desks, 16 departure immigration
desks, and 24 check-in counters. The new passenger terminal also features four
passenger boarding bridges and three baggage collection carousels. The new

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terminal building covers an area of 28,000m². It has the capacity to handle more
than seven million passengers a year.
Contractors and financing
Construction works of the new passenger terminal were handled and
implemented by China Civil Engineering Construction Corporation (CCECC).CCECC
is involved in other key infrastructure projects in Nigeria, including the
construction of new terminal buildings at Kano, Lagos and Abuja international
airports.
The flagship project at the airport was carried out with an investment of
approximately N216bn ($600m). Thecentral Governmentof the People’s Republic
of China assisted the Nigerian Government in the development of the project. The
Export and ImportBank of China provided N180bn ($500m) as a loan on behalf of
the Chinese Government. The remaining N36bn ($100m) required for the project
was provided by the Nigerian Government through counterpart funding.

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CHAPTER TWO
Literature Review
2.0 CIVIL/BUILDING DEPARTMENT FAAN LOCAL CHARTER
Civil and Building Department is an arm of the Maintenance and Engineering
Directorate of FAANresponsiblefor the designing, construction and monitoring of
Civil/Building infrastructures at all airports.
VISION
To maintain sustainable infrastructures for the realization of Federal Airport
Authority’s vision
MISSION STATEMENT
To design, construct and maintain Civil/Building infrastructures at world class
standards that will guarantee safe operations.

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SERVICE PROVISION OF CIVIL AND BUILDING DEPARTMENT
S/N SERVICE RESPONSIBILITY WHO IS THE
CUSTOMER
CUSTOMER’S
OBLIGATION(S)
DELIVERY
STANDARD/P
ERFORMANC
E TARGET
(%)
MORNITORI
NG
ACTIVITY(S)
1 Building
capital
and
medium
term
projects
* Federal Ministry
of Transport
(Aviation)
*FAAN
Management
*All Civil/Building
(C/B) Staff
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
Long term
packaging, 6
months, etc.
*Staff survey
*Customer
survey
*On the spot
assessment
*Supervision
2 Designing
Civil/Buil
ding
projects
(major/me
dium)
*Civil/Building
Mid-management
staff (Civil
Engineering unit and
Architecture unit)
*Civil/Building
supervisory staff
(Civil Engineering
unit and
Architecture unit)
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
6 weeks
minimum
*Staff survey
*Engineering
calculations
and
Architectural
drafting
*Supervision
of
incoming/outg
oing register
3 Productio
n
Architectu
ral and
Structural
drawings
(i.e. plans,
sections
and
elevations
)
Civil/Building Mid-
management staff
(Civil Engineering
unit and
Architecture unit)
*Civil/Building
supervisory
staff(Civil/Building
unit and
Architecture unit)
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
3 weeks
minimum
8 weeks
maximum
*Staff survey
*Engineering
detailing/work
drawings and
Architectural
working
drawings
4 Packaging
contract
documents
for award,
gathering
of tenders
and
analysis
All Civil/Building
Staff
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
4 weeks
minimum
8 weeks
maximum
*C/B Staff
survey
*Supervision
of
incoming/outg
oing register

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5 Supervisio
n of
airports
engineerin
g
activities
All C/B Staff (Civil
Engineering unit)
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
All year round
through the
entire life span
the project
*C/B Staff
survey
*On the spot
assessment
*Seminars,
Workshops &
lectures
6 Analysis
of airport
requireme
nts &
responses
to demand
on facility
maintenan
ce,
ordering
of
materials
and
equipment
s
*All C/B
management Staff
*All C/B Mid-
management Staff
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
1 month *C/B Staff
survey
*Customer
survey
*Vetting,
Phone calls &
emails
7 Assets
valuation,
compensat
ion,
assessmen
t and land
administra
tion
All C/B Staff (Estate
Management/Valuat
ion unit)
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
3 months,
duration of the
project
C/B Staff
*Customer
survey
*On the spot
assessment/re
port
*Supervision
of
incoming/outg
oing register
8 Engageme
nt of
consultanc
y services
All C/B
Management Staff
Airliners and
airport service
users
Complying strictly
to the appropriate
use of the facility
Continuous,
life span of the
project.
*C/B Staff
survey
*Customer
survey
*Planning,
Analysis
And
Designing of
C/B
Infrastructures

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STATEMENT OF PERFORMANCE MONITORING, REPORTING AND PUBLISHING
i. Carry out monthly/quarterly evaluation on service performance to
ensure compliance with service standards.
ii. Undertake annual staff audits check to ensure compliance.
DETAILS OF COMPLIANTS/GRIEVANCE REDRESS MECHANISM
i. Every customer of FAAN shall be treated with courtesy.
ii. Any aggrieved customer has the right to be heard
Staff Obligation
All Civil/Building officers must be accessible, courteous, responsive, reliable and
competent in their various assignments
Management Obligation
Recognize and reward quality service delivery efforts and results and also punish
any erring staff.

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CHAPTER THREE
3.0 Orientation on civil/building department FAAN
After meeting with my industry base supervisor, he extensively took me on the
nature of activities undertaken by civil/building department. The civil/building
department is an arm of the Federal Airport Authority of Nigeria saddled with the
responsible to design, construct and maintain all civil/building infrastructures
(which includes; runway, terminal building, and Apron etc)
3.1 Construction of Road Shoulder
A road shoulder is a strip of land immediately adjacent to the traffic lane of
a road not bordered by kerbs & channel. The shoulder may be sealed in the case
of highways and major roads, but it is typically unsealed and of a lesser depth and
perhaps constructed of inferior material than the adjacent traffic lane. Shoulders
are often composed of earth as it comes from the surrounding area; from graded
materials and from graded materials stabilized or held together with a binding
agent such as a bituminous material, calcium chloride or cement.
The design of a shoulder must be based upon the available material to be used in
the shoulder. This availability is often a matter of economics. How much can we
spend?

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Figure 1.10 Road Shoulder
The design must also be based upon the traffic volume of the highway; the
pavement width and the drainage requirements of the highway.
The width of a shoulder varies with the demands made of the shoulder. This
width is usually from 2 to 10 feet. The transverse slope varies with the type of
material in the shoulder. When we refer to transverse slope we mean the rate at
which the shoulder slopes away from the pavement surface. This slope is
measured as a ratio of height in inches to a foot of width of the shoulder. Many
shoulders are of grass and this slope for a properly maintained and mowed
surface should be about an inch per foot (8 %).

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A shoulder surface of a graded material treated or maintained in good condition
should be about three quarters of an inch per foot (6 percent). A high type
shoulder having an all-weather treated surface may have a transverse slope of
about one-half inch per foot (4 %).
Importance of Road Shoulders
Road shoulders are designed to;
1. Provide a factor of safety for road users who accidently leave or are forced
to leave the sealed pavement area.
2. Protect the sealed pavement from excess deterioration.
3. Serve as a lateral support to the road pavement.
4. provide a temporary parking area for people who wish to stop by the
roadside.
Materials and Equipments used in Constructing Road Shoulder
Aggregates
Coarseaggregate:- Coarseaggregates (Fig. 3.1) consist of one or a combination of
gravels or crushed stone with particles predominantly larger than 5 mm (0.2 in.)
and generally between 9.5 mm and 37.5 mm (3⁄8 in. and 11⁄2 in.).

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Fine aggregate (sand):- Fine aggregates (Fig. 5-1) generally consist of natural sand
or crushed stone with most particles smaller than 5 mm (0.2 in.).
Natural gravel and sand are usually dug or dredged from a pit, river, lake, or
seabed. Crushed stone is produced by crushing quarry rock, boulders, cobbles, or
large-size gravel. Crushed air-cooled blast-furnace slag is also used as fine or
coarse aggregate. The aggregates are usually washed and graded at the pit or
plant.
Loader(payloader) :- A loader is a heavy equipment machine used
in construction to move aside or load materials such as asphalt, demolition
debris, dirt, snow, feed, gravel, logs, raw minerals, recycled
material, rock, sand, woodchips, etc. into or onto another type of machinery (such
as a dump truck, conveyor belt, feed-hopper, or railroad car).
Grader:- A grader, commonly referred to as a road grader or a motor grader, is
a construction machine with a long blade used to create a flat surface during
the grading process. Most modern graders contain an engine so are known,
technically erroneously, as "motor graders". Typical models have three axles, with
the engine and cab situated above the rear axles at one end of the vehicle and a
third axle at the front end of the vehicle, with the blade in between. Most motor

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graders drive the rear axles in tandem, but some also add front wheel drive to
improve grading capability. In civil engineering, the grader's purpose is to "finish
grade" (to refine or set precisely). The angle, tilt (or pitch) and height of the
grader's blade can be adjusted to achieve precision grading of a surface.
Uses of grader
Graders are commonly used in;
1. the construction and maintenance of dirt roads and gravel roads.
2. the construction of paved roads
3. preparing the base course to create a wide flat surface supon which to
place the road surface.
4. setting native soil or gravel foundation pads to finish grade prior to the
construction of large buildings.
5. producing inclined surfaces, to give cant (camber or sideslope) to roads.
6. producing drainage ditches with shallow V-shaped cross-sections on either
side of highways in some countries

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Figure 1.2 construction equipments.
Compactor: - Compactor is a machine or mechanism used to reduce the size of
material such as soil rough material through compaction. Two types of
compactors are often used in road construction smooth compactor and ship foot
compactors. The ship foot is used for mainly cohesive soils while the smooth for
un-cohesive soils.
Dump Truck: - used for transporting loose material (such as sand, gravel, or
demolition waste) for construction.
Contruction: - The construction of the shoulder began by removing lose materials
from the road surface by the grader and thereafter fine aggregate was uniformly
spread across the surface and compacted. Lastly coarse aggregate was also

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spread across the area and compacted by the roller and after what hot mixed
asphalt was admitted on the surface to provide bonding for the aggregates.
3.2 Work experience during attachment
Sequel to the completion of the industrial training the trainee was extensively
expose to the following;
1. The trainee was taught how to produce asphalt cement locally
2. The trainee learnt how to prepare bill of quantity for structural works
3. The trainee was expose on the processes involved in construction of road
shoulders
4. The trainee learnt the internal administrative pattern of the organization.
5. The trainee learnt how to interpret structuraland architectural drawing and
how to read measurement with measuring tape comfortably.

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3.3 INTRODUCTION TO APRON PAVEMENT
The airport apron, apron, flight line, or ramp, is the area of
an airport where aircraft are parked, unloaded or loaded, refueled, or
boarded. Although the use of the apron is covered by regulations, such as lighting
on vehicles, it is typically more accessible to users than the runway or taxiway.
Efficient and effective aprons are critical to the safety of aircraft and ground
support equipment (GSE) operations, employees, and passengers on and around
aircraft parking areas. Although aprons are most typically understood in the
context of terminal facilities, they also encompass hold pads, cargo areas,
hardstand positions, deicing areas, maintenance areas, heliports, and other
airport facilities and operations. The use of the apron may be controlled by
the apron management service (apron control or apron advisory) to provide
coordination between the users.
The apron is designated by the ICAO as not being part of the maneuvering area.
All vehicles, aircraft and people using the apron are referred to as apron traffic.
Tarmac
Some in the general public and news media refer to the apron at airports as the
tarmac even though most of these areas are paved with concrete,

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not tarmac. Specific materials used include asphalt concrete (which itself is often
inexactly called "tarmac," adding to the confusion), porous friction course,
and Portland cement concrete
Fig 1.3 Apron Area
3.4 Maintenance on Apron pavement
The replacement of apron pavements often requires parking positions or
taxilanes/taxiways to be closed, causing operation impacts. Applying timely
preventative maintenance and rehabilitation of apron pavements can reduce the
need for premature apron pavement replacement. Pavements following FAA
standards are intended to have a design life of at least 20 years with appropriate

33. 33
maintenance, although a longer structural life can be achieved. Airfield
pavements typically consists of severallayers or courses, with a surface course on
top and base and sub-base courses underneath to provide additional structure
support. There are generally two types of pavements used to construct aprons:
They are rigid and flexible.
Rigid pavements use Portland cement concrete as the main structural
component. Concrete is generally the preferred material for apron pavement for
those facilities that frequently accommodate large aircraft due to the heavy static
loads that the material can accommodate. In general, the following maintenance
requirements can be anticipated for concrete pavement:
• Joint sealing at approximately 5 years.
• Regular pavement inspection for signs of deterioration, including alkali
silica reaction, durability cracking, and structural failure (shattered slabs); these
types of deterioration could require total replacement of the concrete pavement
or isolated slab replacements
• Regular inspection for signs of common failure modes, such as edge spalling
at slab joints or corners, which, in addition to contributing to pavement
deterioration, can become a source of foreign object debris at an airport.

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Flexible pavements use hot mix asphalt as the main surface component.
Generally asphalt pavements have a shorter structural life as compared to
concrete pavements. In general, the following maintenance requirements can be
anticipated for asphalt pavement:
• Crack sealing at approximately 5 years.
• Regular pavement inspection for signs of deterioration, including cracking,
disintegration (weathering, potholes) and distortion (rutting, corrugation,
depression); these types of deterioration could require surface treatment,
patching, resurfacing, and mill and overlay.
Maintenance process
First earth moving equipment (excavator) was used used to remove the
deteriorated surface and extended the depth to about 60cm and thereafter a
mobile concrete mixer was deployed and the concrete was discharged into it. It
was spread and compacted using poker vibrator. After compaction, the surface of
the blinding was tapped gently using a range to spread and level the surface of
the concrete, the resulting concrete layer had an average thickness of 60cm.

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3.5 INTRODUCTION TO RUNWAY
According to the International Civil Aviation Organization (ICAO), a runway is a
"defined rectangular area on a land aerodrome prepared for the landing and
takeoff of aircraft". Runways may be a man-made surface (often asphalt,
concrete, or a mixture of both) or a natural surface(grass, dirt, gravel, ice, or salt).
Runway Configuration, there are four types of Runway Layouts namely;
• Single runway :- This is the simplest of the 4 basic configurations. It is one
runway optimally positioned for prevailing winds, noise, land use and other
determining factors. During VFR (visual flight rules) conditions, this one runway
should accommodate up to 99 light aircraft operations per hour. While under IFR
(instrument flight rules) conditions, it would accommodate between 42 to 53
operations per hour depending on the mix of traffic and navigational aids
available at that airport.
• Parallel runways: - There are 4 types of parallel runways. These are named
according to how closely they are placed next to each other. Operations per hour
will vary depending on the total number of runways and the mix of aircraft. In IFR
conditions for predominantly light aircraft, the number of operations would range
between 64 to 128 per hour.

36. 36
• Open-V runways: - Two runways that diverge from different directions but do
NOT intersect form a shape that looks like an "open-V" are called open-V
runways. This configuration is useful when there is little to no wind as it allows for
both runways to be used at the same time. When the winds become strong in one
direction, then only one runway will be used. When takeoffs and landings are
made away from the two closer ends, the number of operations per hour
significantly increases. When takeoffs and landings are made toward the two
closer ends, the number of operations per hour can be reduced by 50%.
• Intersecting runways:- Two or more runways that cross each other are
classified as intersecting runways. This type of configuration is used when there
are relatively strong prevailing winds from more than one direction during the
year. When the winds are strong from one direction, operations will be limited to
only one runway. With relatively light winds, both runways can be used
simultaneously.
Naming of Runways
Runways are named by a number between 01 and 36, which is generally the
magnetic azimuth of the runway's heading in decadegrees. This heading differs
from true north by the local magnetic declination. A runway numbered 09 points

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east (90°), runway 18 is south (180°), runway 27 points west(270°) and runway 36
points to the north (360° rather than 0°).[1] When taking off from or landing on
runway 09, a plane would be heading 90° (east). • A runway can normally be used
in both directions, and is named for each direction separately: e.g., "runway 33"
in one direction is "runway 15" when used in the other. The two numbers usually
differ by 18 (= 180°).
Runway Markings
The area marked with yellow chevrons (V shapes) arethe blast pads, also referred
to as overrun areas or stopways. These areas are often constructed before the
startof a runway to reduce the erosion of earth by the jet blast produced by large
planes when they power up for take-off. Blast pads are often not as strong as the
main paved surface of the runway and aircraft are not allowed to use it except in
extreme emergencies.
Threshold:- The threshold is essentially the start or end of the actual runway
itself
Touch Down Zone:- The touch down zone is the target area for pilots to stick the
wheels of their aircraft on to the runway.

38. 38
Runway Lighting
• Runway end identifier lights (REIL) – unidirectional (facing approach direction)
or omnidirectional pair of synchronized flashing lights installed at the runway
threshold, one on each side.
• Runway end lights – a pair of four lights on each side of the runway on precision
instrumentrunways, these lights extend along the full width of the runway. These
lights show green when viewed by approaching aircraft and red when seen from
the runway.
• Runway edge lights – white elevated lights that run the length of the runway on
either side. On precision instrument runways, the edge- lighting becomes amber
in the last 2,000 ft(610 m) of the runway, or last third of the runway, whichever is
less. Taxiways are differentiated by being bordered by blue lights, or by having
green centre lights, depending on the width of the taxiway, and the complexity of
the taxi pattern.
• Runway centerline lighting system (RCLS) – lights embedded into the surface of
the runway at 50 ft (15 m) intervals along the runway centerline on some
precision instrument runways. White except the last 900 m (3,000 ft): alternate
white and red for next 600 m (1,969 ft) and red for last 300 m (984 ft).

39. 39
•Touchdown zone lights (TDZL) – rows of white light bars (with three in each
row) at 30 or 60 m (98 or 197 ft) intervals on either side of the centerline for 900
m (3,000 ft).
•Taxiway centerline lead-off lights:- installed along lead-off markings, alternate
green and yellow lights embedded into the runway pavement. It starts with green
light at about the runway centerline to the position of first centerline light beyond
the Hold-Short markings on the taxiway.
•Taxiway centerline lead-on lights: – installed the same way as taxiway centerline
lead-off Lights, but directing airplane traffic in the opposite direction.
• Land and hold short lights – a row of white pulsating lights installed across the
runway to indicate hold short position on some runways that are facilitating land
and hold short operations (LAHSO).
• Approach lighting system (ALS) – a lighting system installed on the approach
end of an airport runway and consists of a series of light bars, strobe lights, or a
combination of the two that extends outward from the runway end.

40. 40
Runway Safety/Incidents
• Types of runway safety incidents include:
• Runway excursion - an incident involving only a single aircraft, where it makes
an inappropriate exit from the runway (e.g. Thai Airways Flight 679).
•Runway overrun (also known as an overshoot) - a type of excursion where the
aircraft is unable to stop before the end of the runway (e.g. Air France Flight
358).appropriate exit from the runway (e.g. Thai Airways Flight 679).
• Runway incursion - an incident involving incorrect presence of a vehicle, person
or another aircraft on the runway (e.g. Tenerife disaster ( Pan American World
Airways Flight 1736 and KLM Flight 4805 ).
• Runway confusion - an aircraft makes use of the wrong runway for landing or
takeoff (e.g. Singapore Airlines Flight 006, Western Airlines Flight 2605).
• Runway undershoot - an aircraft that lands short of the runway (e.g. British
Airways Flight 38, Asiana Airlines Flight 214).

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3.6 MAINTENANCE ON RUNWAY PAVEMENT
The term Runway Maintenance is usually used to refer to activity required to keep
the runway in a safe condition for aircraft use. Whilst this self evidently means
making sure that the integrity of the top surface is absolute, it is also defined in
terms of minimum surface friction.
Runway Occupancy for Surface Maintenance Purposes
The necessary occupancy for runway maintenance activity is achieved by access
when a runway is scheduled for closure anyway such as overnight, or for longer
periods during which part or all of a runway is taken out of service. If a runway is
going to be unavailable when an airport is open then a Notice To Airmen
(NOTAM) must be used to advise accordingly. Whilst such NOTAMS are available
in Airport Flight Briefing facilities and, increasingly, online, many larger aircraft
operators take responsibility for making their flight crew aware of relevant
NOTAMS through their own directly-provided procedure or an equivalent sub
contract service provision.

42. 42
The Maintenance Process
The integrity of runway surfaces is assured by regular inspections. Pavement
maintenance requires periodic renewalof the top or wearing surface. The interval
between surface re-making will vary according to the type of surface. The most
commonly used hard surfacetypes are concrete and asphalt. To aid surface water
dispersal, the former is frequently grooved laterally to allow surface water to
drain in the grooves and the latter employ a porous top layer, which allows
surface water to run off below the surface rather than across it. Certain types of
asphalt can also be grooved. Minor repairs such as joint re-sealing, crack stopping
and the removal of rubber deposits from the Touch Down Zone (TDZ) may need
relatively little continuous occupancy time but major works will either involve
complete or partial runway closure for a continuous period of several weeks or a
carefully managed programme of night closures during which a complex
resurfacing programme can be progressively accomplished. For the purpose of
this study we are concerned only about the minor repairs such as crack stopping
and removal of rubber deposits from the TDZ which relatively don’t require
complete or partial runway closure, it only need an access to the runway which is
granted by the control tower crew.

43. 43
Materials used in runway pavement maintenance
Asphalt
Asphalt is a heavy, dark brown to black mineral substance, one of several
mixtures of hydrocarbons called bitumen. Asphalt is a strong, versatile weather
and chemical-resistant binding material which adapts itself to a variety of uses.
Asphaltbinds crushed stoneand gravel(commonly known as aggregate) into firm,
tough surfaces for roads, streets, and airport run-ways. Asphalt, also known as
mineral pitch, is obtained from either natural deposit such as native asphalt or
brea or as a byproduct of the petroleum industry (petroleum asphalt). Prehistoric
animal skeletons have been preserved completely intact in natural asphalt
deposits, one of the most famous being the La Brea Tar Pits in Los Angeles,
California.
Natural Deposits
Natural deposits of asphalt occur as either native asphalt or rock asphalt. The
largest depositof native asphalt is known to have existed in Iraq several thousand
years ago.

44. 44
Native asphalts also have been found in Trinidad, Bermuda, and the La Brea
asphalt pits in Los Angeles, California. Native asphalt (after being softened with
petroleum fluxes) was at one time used extensively as binders in highway
construction. The properties of native asphalt vary from one deposit to another,
particularly with respect to the amount of insoluble material the asphalt contains.
The Trinidad deposit, for example, contains about 40 percent insoluble organic
and inorganic materials, whereas the Bermuda material contains about 6 percent
of such material.
Petroleum Asphalt
The asphalt materials obtained from the distillation of petroleum are in the form
of different types of asphalts, which include asphalt cements, slow-curing liquid
asphalts, medium-curing liquid asphalts, rapid-curing liquid asphalts, and asphalt
emulsions. The quantity of asphalt obtained from crude petroleum is dependent
on the American Petroleum Institute (API) gravity of the petroleum. In general,
large quantities of asphalt are obtained from crude petroleums with low API
gravity. Before discussing the properties and uses of the different types of
petroleum asphalt, we first describe the refining processes used to obtain them.

45. 45
Refining Processes
The refining processes used to obtain petroleum asphalts can be divided into two
main groups: fractional distillation and destructive distillation (cracking).
Fractional Distillation
The fractional distillation process removes the different volatile materials in the
crude oil at successively higher temperatures until the petroleum asphalt is
obtained as residue. Steam or a vacuum is used to gradually increase the
temperature. Steam distillation is a continuous flow process in which the crude
petroleum is pumped through tube stills or stored in batches, and the
temperature is increased gradually to facilitate the evaporation of different
materials at different temperatures. Tube stills are more efficient than batches
and are therefore preferred in modern refineries. Immediately after increasing
the temperature of the crude in the tube still, it is injected into a bubble tower
which consists of a vertical cylinder into which are built several trays or platforms
stacked one above the other. The first separation of materials occurs in this
tower. The lighter fractions of the evaporated materials collect on the top tray,
and the heavier fractions collect in successive trays, with the heaviest residue
containing asphalt remaining at the bottom of the distillation tower. The products

46. 46
obtained during this first phase of separation are gasoline, kerosene distillate,
diesel fuel, lubricating oils, and the heavy residual material that contains the
asphalt (see Figure 3.1)
Figure 1.4 Fractional Distillation Tower

47. 47
Asphalt Paving Mixtures
 Since asphalt cement is a major constituent used in road, airport and street
paving, the following is a brief description of how asphalt paving mixtures are
produced.
 Asphalt paving mixes made with asphalt cement are usually prepared at an
asphalt mixing facility. There are two types of asphalt mixes: hot-mix and cold-
mix. Hot-mix asphalt (HMA) is more commonly used while cold-mix asphalt
(generally mixes made with emulsified or cut-back asphalts) is usually used for
light to medium traffic secondary roads, or for remote locations or
maintenance use. Hot-mix asphalts are a mixture of suitable aggregate coated
with asphalt cement. The term "hot-mix" comes from the process of heating
the aggregate and asphalt before mixing to remove moisture from the
aggregate and to obtain sufficient fluidity of the asphalt cement for proper
mixing and work-ability.
 Asphalt cement and aggregate are combined in a mixing facility wherethey are
heated, proportioned, and mixed to produce the desired paving mixture. Hot-
mix facilities may be permanently located (also called "stationary" facilities), or
it may be portable and moved from job to job. Hot-mix facilities may be

48. 48
classified as either a batch facility or a drum-mix facility, both can be either
stationary or portable. Batch-type hot-mixing facilities use different size
fractions of hot aggregate which are drawn in proportional amounts from
storage bins to make up one batch for mixing. The combination of aggregates
is dumped into a mixing chamber called a pugmill. The asphalt, which has also
been weighed, is then thoroughly mixed with the aggregate in the pugmill.
After mixing, the material is then emptied fromthe pugmill into trucks, storage
silos, or surge bins. The drum-mixing process heats and blends the aggregate
with asphalt all at the same time in the drum mixer.
 When the mixing is complete, the hot-mix is then transported to the paving
site and spread in a partially compacted layer to a uniform, even surface with a
paving machine. While still hot, the paving mixture is further compacted by
heavy rolling machines to produce a smooth pavement surface.
Maintenance procedures
Asphalt Production Process
In this context, the asphaltused for the maintenance of the runway was produced
locally, first the coarse aggregates (stone dust and gravel) was heated to a
temperature above 1800
so as to remove moisture from the aggregates,

49. 49
thereafter bitumen which served as the binder was also heated above 1800
and
was admitted to the coarse aggregate and stirred with the help of trowel until the
desired grade of asphalt was achieved
Permission by the Control Tower
After the preparing the asphalt a call was put across to the control tower (via
walkie talking) and access was granted by the control tower to carry out the
maintenance.
Laying of Asphalt on Runway
The airside vehicle was used to convey the asphalt and the maintenance crew to
the affected areas on the runway, the cracked surface was thoroughly cleaned
and thereafter the asphalt was laid on the surface and compacted.

50. 50
CHAPTER FOUR
4.0 Problems encountered during attachment
The major challenge I encountered was the means of transporting myself daily to
my IT area, sometimes I will have to borough from friends and family members
before I can go to office. Secondly civil/building department has no official vehicle
designated to them, and for us to carry out any work we have to wait until the
vehicle is free before we can use it, sometimes we have to trek a long distance to
the place we are supposed to work and before getting there we are already
exhausted.
4.1 Recommendations
Sequel to the completion of the Student Industrial Work Experience Scheme
(SIWES), the following recommendations was propounded to help enhance the
effective and smooth running of the scheme;
1. Governmentshould strengthen the SIWES scheme through adequate funding.
This will enable proper remuneration of supervising staffs from government
departments and institutions of learning.

51. 51
2. Legislative procedures should be undertaken which provides for mandatory
acquisition of relevant facilities for training of participants, particularly by the
private sector organizations.
3. Tax relief and other incentives should be granted to private sector
organizations who implement the program satisfactorily.
4. Tertiary institutions should provide adequate exposure to real work situation
as backup for theoretical work, so that student will not be strangers to work
situation during the program.
5. Tertiary institutions should aid in funding IT placement for students in relation
to their field specification.
6. Company/Organizations should assist the student by providing transport
allowance to them either weekly or monthly

52. 52
REFERENCES
academia.edu
Alison.com
apai.net
faan.gov.ng
google.com
igam.wikidot.com
National academies press, nap.edu

53. 53
Traffic and Highway Engineering. Fourth Edition, Nicholas J. Garber & Lester A.
Hoel
wekipedia.com