CHAPTER ONE

INTRODUCTION

1.0 SIWES BACKGROUND

The Student Industrial Work Experience Scheme (SIWES) was established by the Federal

Government through the Industrial Training Fund (ITF) in 1971 as a result of inadequate

technical knowledge or working experience by the fresh undergraduate. As a result of this,

students studying science and technology related courses were mandated to undergo this scheme.

The scheme was designed to expose students to industrial environment and enable them

develop occupational abilities so that they can contribute their quota to national economic and

technological development after graduation. The scheme also helped in generating a group of

young skilled indigenous man power which has been manning and managing various sectors of

the national economy. The ITF has increased the interest of various companies to train young

undergraduates in other to improve the economy.

The main target of ITF programmes and services is to stimulate human performance, improve

productivity, and induce value-added production in industry and commerce. Through its SIWES

and vocational and apprentice training programmes, the fund also builds capacity for graduates

and youth self-employment, in the context of Small Scale Industrialization, in the economy.

According to ITF Nigeria (2011), the vision statement of ITF is to be the foremost skills

training and development organization in Nigeria and one of the best in the world.

1
1.1 THE ITF STRUCTURE

Over the years, the ITF has been very effective in performing its responsibilities, as a result of its

expanded structures, developed training programmes, reviewed strategies, operations and

services in order to meet the expanding, and changing demands for skilled manpower in the

economy. The ITF began as a Parastatal B in 1971, which was headed by a Director; after

some years, the ITF became a Parastatal A in 1981, with a Director-General as the Chief

Executive under the aegis of the Ministry of Industry.

The Fund has a 13- member Governing Council and operates with six (6) Departments and three

(3) Units at the Headquarters, twenty seven(27) Area Offices, two(2) Skills Training Centres,

and a Centre for Industrial Training Excellence. The organogram of the ITF is shown in the

figure 1.0

2
Fig 1.0 the ITF structure

1.2 AIMS AND OBJECTIVES OF SIWES

The Industrial Training Funds policy Document No. 1 of 1973 which established SIWES

outlined the objectives of the scheme. The objectives are to:

Provide an avenue for students in higher institutions of learning to acquire industrial

skills and experiences during their courses of study.

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.

Make the transition from school to the world of work easier and enhance students

contact for later job placements.

Provide students with the opportunities to apply their educational knowledge in real work

situations, thereby bridging the gap between theory and practice. Enlist and strengthen

employers involvement in the entire educational process through SIWES.

1.3 BENEFITS OF INDUSTRIAL TRAINING TO STUDENTS

The industrial attachment for part IV students after the completion of their fourth year in the

University for six (6) months has the following benefits:

The scheme provides students the opportunity to apply the theoretical principles taught in

school in real job situation. This leads to better understanding of the courses.

It affords them the opportunity to interact with a larger spectrum of people in industrial

set up which is different from campus life. Hence this helps personality and maturity

development.

It enables the student to prepare themselves for the future world of work. The taste of the

pudding is in the eating. Hence, this is an opportunity to peep into the future and

determine how much they are ready for it.

Establish the link between what is taught in the class and what is applicable on the field

in the real Engineering and management Practices.

The attachment also provides the opportunity to familiarise the students with tested

methods of handling projects as the methods taught in class encompasses all.

4
 The attachment opportunity also helps carry out tasks given the barest minimum of

information.

1.4 BACKGROUND OF STUDY

Lagos State Government (LASG) has proposed as part of the vision of the Executive Governor

of Lagos State His Excellency, Babatunde Raji Fashola - to create a Lagos Rail Mass Transit

System (LRMT) that will alleviate Traffic Congestion and improve Travel time in order that

Lagos state can continue to effectively function as the commercial capital of Nigeria.

LRMT ( Blue Line) project is divided into 3 Lots:

Lot 1- Okokomaiko to Mile2

Lot 2 Mile2 to National Theatre

Lot 3 National theatre to Marina

CCECC was appointed on the 30th of April 2009 by LASG to implement the Detailed Design

and Construction of phase 1 of the Blue line. This project is a design and build contract.

Nexant Consulting LLP was appointed by LASG as the Owner Engineer to oversee the

construction phase of the project on the 1st of August 2010.

1.5 PROJECT SCOPE

The Blue Line project consists of a total of 27km Lagos Rail Mass Transit (LRMT) system

between Okokomaiko and Marina. The line will serve eleven (11) stations overall and the scope

includes the design and construction of:

Track bed

5
 Structural elements

Utilities design and construction

Track works including all mainline tracks, crossover tracks and depot access.

LRT Passenger Station Building

Depot Site preparation and access tracks

1.6 PROJECT SCHEDULE

Programme for the execution of the Design and Construction phase by CCECC is as shown in

Table 1 below:

Phase Description Summary of works Expected Completion Date

Mobilization, Survey

Survey, detailed design and detailed design for

1 NA
and mobilization 27km route Marina-

Okokomaiko, 3.85km

6
 4-track bridge, 4.3km

2-track bridge, 13

stations.

Construction of rail CH6+200

works from boundary of CH10+850

2A 31 August, 2014
National Theatre Alaba Iganmu, Alaba

Station Stations

CH 5+550 - CH6+200; 31 August, 2014

Construction of rail
CH10+850
works from boundary of
CH13+050
National Theatre
2B National
National Theatre station
Theatre, Mile2
and boundary of Alaba
Stations; 500m
Mile 2 station
stabling lines

CH13+050-
Construction of rail
CH26+465,
works from boundary of
3 Festac, Alakija, Trade Date not confirmed
Mile 2 station
fair, VW, LASU,
Okokomaiko station
Okokomaiko

7
 Date not confirmed
CH 5+550 - CH0+000

Construction of rail 4-track bridge;

4
works from boundary of Marina, Ebute Ero

National Theatre station Stations

Marina station

1.7 THE COMPANYS PROFILE

8
1.7.1 HISTORY OF CHINA CIVIL ENGINEERING CONSTRUCTION COMPANY

(CCECC).

The China Civil Engineering Construction Company (CCECC) was founded on June 1st 1979

upon approval by the state council of China; CCECC at present is a member of the China

Chamber of Commerce and the director of the China international Engineering Consulting

Association.

CCECC in more than twenty years has constantly expanded its business areas and gradually

formed the operational pattern of simultaneous development of diversified business with

Engineering contracting as its main and railway design and construction as its specialty. Along

with the expansion of the market and layouts of markets having become the frame of work net

initially, the dimensions of projects are now larger and larger. CCECC has successfully

completed a number of large and medium projects, which are invested in big sum, long

construction period and technically complicate

CCECC has domestically obtained the main business qualification..Special class of main

contractor for Railway Construction and class one main contractor for Building

Construction and also obtained class one main contractor for construction of city project,

class one professional contractor for City Rail traffic project. CCECC assets are scaling up

step by step and compressive strength is boosted up continuously.

CCECCs positions in the construction industry have gradually upgraded and dominate

brands the World has set up initially. CCECC has also obtained the highest qualification for the

local business in Hong Kong and abroad such as Nigeria, United Arab Emirates, Tanzania and

Botswana. CCECC worldwide is preceded over by Mr Liu Zhi.

The businesses CCECC is into are:

9
 Road construction

Railway construction

Buildings, rehabilitation and other designs

1.7.2 CCECC NIGERIA

China Civil Engineering Construction Company was incorporated in Nigeria in 1996 during the

General Sanni Abachas regime but did not gain much ground until the 25th of June 2000 when

General Olusegun Obasanjo awarded them some contracts of majorly rehabilitation of roads and

building. The corporate headquarters of CCECC Nigeria is at plot 215 cadastral zone km 10

Umaru Musa Yar Adua expressway Airport roads Abuja with Engr. Cao Bao Gang being the

Chief Engineer.

Some projects CCECC has completed in Nigeria are:

Okota - Itire over Head Bridge in Lagos.

Rehabilitation of the Lagos - Kaduna Railway.

Bank of Industry, Abuja.

Rehabilitation of the Ago Palace way Lagos.

Rehabilitation of the Lagos moles.

Development of Apapa container terminal.

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 ONGOING CCECC PROJECTS ARE:

Light Rail Mass Transit (LRMT) Lagos

Light Rail Mass Transit (LRMT) Abuja.

Light Rail Mass Transit (LRMT) Port Harcourt.

The China Civil Engineering Construction Company in Nigeria is a subsidiary of the

China Civil Engineering Construction Corporation.

1.7.3 CCECC LAGOS

The China Civil Engineering Construction Company Lagos started its constructive work eight

years ago and has played a major role in the rehabilitation of roads and buildings in Lagos state.

The CCECC headquarters in Lagos is located at No. 46 Nnamdi Azikwe Drive, Railway

compound, Ebute-Metta, Lagos. CCECC Lagos is currently handling the Lagos Rail Mass

Transit (LRMT) Project.

11
 Project Manager

Deputy Project Civil Engr/Project Manager Deputy Project

Manager Sea Crossing Bridge Manager

Station EBJ Safety/ National Sea Viaduct Engineering General Material/ Track Desig-
Project Precast Quality Theatre Crossing Structures Dept. Admin. Equipment Laying ners
Yard Section Beam Bridge Dept. Dept. Section
Section Project

Production Deputy Survey Laboratory

Scheduling Chief Team
Dept. Engineer

Safety/Security Bridge Deck Structure Pile Technical Survey

Management Construction Construction Foundation Section Section
Team Team Team Construction

FIG 1.1 CCECC ORGANOGAM

12
 CHAPTER TWO

LITERATURE REVIEW

This section of the report provides the information that is essential to understanding the

fundamentals of practical training that the trainee experienced. This includes the basic

knowledge of Railway and Construction engineering (Trestle construction) coupled with a

degree of Project management.

2.1

2.2 RAILWAY TRANSPORT

Rail transport is a means of conveyance of passengers and goods, by way of wheeled vehicles

running on rails. It is also commonly referred to as train transport, where vehicles merely run on

a prepared surface, rail vehicles are also directionally guided by the tracks on which they run.

Track usually consists of steel rails installed on sleepers or ties and ballast, on which they rolling

stock, usually fitted with metals wheels moves. However, other variations are also possible, such

as slab track where the rails are fastened to a concrete foundation resting on a prepared

subsurface.

Rolling stock in railway transport systems generally has lower frictional resistance when

compared with highway vehicles and the passenger and freight vehicles can be coupled into

longer trains. The operation is carried out by a railway company, providing transport between

train stations or freight customers facilities. Power is provided by locomotives which either draw

13
electrical power from a railway electrification system or produce their own power, usually by

diesel engines. Most tracks are accompanied by a signalling system. Railways are a safe land

transport system when compared to other forms of transport. Railway transport is capable of high

levels of passenger and cargo utilization and energy efficiency, but is often less flexible and

more capital-intensive than highway transport is, when is lower traffic levels are considered.

2.3 RAILWAY STRUCTURE, RECONNAISSANCE, CONSTRUCTION, AND,

REHABILITATION.

Railway structure is of strategic and tactical importance to the commander. Rail units are

responsible for reconnaissance to determine the condition and characteristics of track, rolling

stock, yards, terminals, shops, and other facilities. The highest unit headquarters determines

requirements for rehabilitation and new construction after the original reconnaissance is made.

2.31 TRACK AND STRUCTURES

The track is the most important and most vulnerable part of a railway system. It usually crosses

many miles of undefended territory. The track and structures are composed of many items

designed to provide a smooth and strong riding surface for rail traffic.

Components and their relationships are described in the following paragraphs see figure 1.1

below

14
Figure 1.1 Components of a railway track

15
2.32 SUBBALLAST
Subballast consists of gravel, sand, or cinders, and it is inferior to ballast. Spread on the surface

of the cut or fill, subballast provides a level surface for the ballast and other track components.

It is spread about half the depth of the total ballast section and should never be less than 6

inches deep. Using subballast does the following:

Saves higher quality stone for the ballast.

Seals off contact between the ballast and the subgrade, which allows better drainage.

Prevents indentation in the subgrade caused by ties under the weight of the train.

2.33 BALLAST

Ballast is gravel or broken stone laid on the ground to provide support for the track. The two

types of ballast are mainline and yard ballast. Mainline ballast is larger in size (3/4" to 2"

square) while yard ballast is smaller in size (3/8" to 1" square). Wooden, concrete, or steel

crossties are laid across the ballast to support the rail. Tie plates and rail anchors are laid on the

crossties. The rail is then secured to the crossties with spikes or screws. Sections of rail are then

connected at the ends and the joints are bolted or welded to complete the track.

Materials most commonly used as ballast are trap rock, granite, blast furnace slag,

limestone, and graded gravel. For heavy tonnage and/or high speed traffic, broken or crushed

stone is the most desired ballast. Blast furnace slag is almost as good as crushed rock. Ashpit

cinders may also be used as ballast, but cinders are low in resistance to crushing. Other common

but poorer ballast materials are pit-run gravel, engine cinders, oyster shells, decomposed

granite, and sand. However, sand may be used for light traffic lines. It is easily obtainable and

16
drains reasonably well; but is difficult to tamp when dry, erodes easily from wind and rain, and

collects dirt quickly. Ballast is usually locally available materials.

In order to perform its function, ballast must be resistant to water and weather, coarse for

rapid drainage, fine enough to facilitate handling, and angular to resist movement. Using ballast

does the following:

Distributes the weight of the trains on the track.

Keeps the track from moving under the weight of the trains.

Provides adequate drainage for the track.

Maintains proper track leveling and alignment.

Retards growth of vegetation.

Reduces dust.

Distributes the load of the track and train to prevent overstressing the subgrade.

17
Ballasted Track

18
2.35 RAIL

All parts of the track are essential. However, the rail is subjected to the greatest stresses and

which is basic to the energy saving efficiency of railroads. There are two main section shapes of

rail that are used for railways: the bullhead section and the flat-bottom section. Each section has

in common a 'head' on which the wheel runs, a 'web' and a foot'. In the bull- head section the

head and the foot is of the same width, but the head is deeper than the foot in order to allow for

wear. In the flat-bottom section the head is of similar shape to the head of the bull-head section,

but the foot is much wider and is flat on the underside.

Flat-bottom rail is now the general standard for MOD railways but there is still considerable

amount of bull-head rail in existence which will be replaced by flat-bottom rail only when it

becomes due for renewal. Rails are joined by means of fish plating or welding. Fishplates are

pieces of metal which are fitted between the underside of the head, and the top of the foot of the

Rails to be joined, and are held together by 'fish bolts' passing through holes in the fishplates and

the web of the rails. Welding of the rails is predominantly used on main line railways where it

offers significant advantages in terms of increased line speed and passenger comfort. Therefore

the practice of welding rails on MOD.

Railways are not widespread or economically feasible. However, welded joints are to

Be found in hard standings where their use eliminates the maintenance problem which arises

through inaccessible fishplates.

19
2.4 CONSTRUCTION

Rail steel contains iron, carbon, manganese, and silicone. Impurities sometimes found in steel

are phosphorous, sulfur, and slag. Rail is identified by its weight per yard and its cross-sectional

shape design. The rail weight is referred to as its nominal weight per yard or meter, such as 115

pounds per yard and 52 kilograms per meter. Rail can be manufactured in many different

lengths. In the US, the standard lengths for rail are 39 feet and 78 feet. Lengths in other

countries are similar.

2.41 JOINT

Each jointed rail end must not have more than two fish bolt holes, except where six hole

fishplates are in use. Plain line running rails with more holes than standard within fishplate limits

should be replaced at the first opportunity. Bond wire holes in new rails must be outside fishplate

limits. Where it is proposed to use the alumino-thermic process to weld together rails previously

Drilled for fishplates, then the rail ends must be prepared so as to ensure a minimum distance of

3Omm from the prepared rail end to the nearest part of the first bolt hole. The minimum

dimension of 30mm rail end to nearest part of the first bolt applies equally to fish bolt holes and

bond wire holes. The nearest edge of bond attachments and bond attachment scars must not be

closer than lOOmm from the end of the rail to be welded.

All bolt holes which have not been cold expanded and which are at rail ends which are to be

alumino-thermic welded must be ultrasonically tested within two months prior to welding.

20
2.42 RAIL ANCHORS

Rail anchors are installed on the rail base securely against the side of the tie. Anchors are

designed to resistor check the longitudinal movement of the rails under traffic. They also

maintain proper expansion and contraction forces that build up in continuous welded rail

Without anchorage, the rail will run irregularly. At locations where expansion forces concentrate,

the track can buckle or warp out of line or surface. At locations where contraction forces

concentrate, the field welds can be broken or the bolts can be sheared. Anchors must not be

fitted against any joint sleepers nor should they be fitted to one end only of a sleeper. Anchors

must always be fitted tight to the vertical face of the sleeper against which they will bear. Where

anchors are loose on the rail they should be replaced. Where anchors have been moved along the

rail they should be refitted tight to the face of the sleeper and additional anchors fitted.

21
Figure 1.2 Simple Rail Anchor on Base of Rail

22
2.43 TIE PLATES AND FASTENINGS

Tie plates protect the wooden crosstie from damage under rails and distribute wheel loads over

a larger area. They also hold the rail at the correct gauge, tilt the rail slightly inward to help

counter the outward lateral weight of wheel loads, and provide more desirable positioning of the

wheel bearing area on the rail head

Application. Tie plates are attached to the ties by spikes, screws, or other fasteners.

Attachments are installed into the tie through the holes manufactured into the tie plate.

Some of the spikes (or other fasteners) in each plate also hold the rails in the rail seat

formed in the tie plate

Functions. There are three primary functions of any rail fastening system. These

functions are as follows:

Transfers the wave motion of the rail (which precedes and follows a wheel) to the tie,

which will cushion the shock.

Provides an anchoring force to help restrain longitudinal movement of the rail.

Holds the rail alignment, while still providing a slight vertical flexibility.

23
Figure 1.3 Tie Plates

24
2.44 TRACK SPIKES

. Track spikes do the following:

Holds the rails to the correct gauge and alignment.

Prevents the rail from overturning.

Secures tie plates to the ties.

Hook head or cut spikes are used extensively in CONUS and in military railroading. Screw

spikes are used primarily in Europe. Four to eight spikes are used per tie. Use four spikes on

straight track and eight spikes on curved track. Examples of each are shown in

25
Figure 1.4 Spikes

26
2.45 RAIL JOINTS AND ACCESSORIES (SPLICE BARS)

Rails must be connected at the joints so that the rails will act as a continuous girder with

uniform surface and alignment. Therefore, inspect all rail joints and accessories obtained from

suppliers or storage before they are placed in track.

Functions. The primary purpose of any rail joint is to maintain the fixed relationship of

the abutting rail ends and to provide a structural means of transferring the wheel loads

from one rail to another. If possible, the rail joint should have the same strength and

stiffness as the rail. This can be done by using two steel members. They fit in the space

on each side of the rail and span the gap between the two rails. These compromise angle

bars are normally held in place by bolting

Types. The track bolt, spring (lock) washer, and nut are the most commonly used joint

accessories. The track bolt is made from heat-treated, high-carbon steel. It has an

elliptical neck under the bolt head which mates with a matching elliptical h

ole in the joint bar. This provides a means of holding the bolt during the tightening

operation. These holes are normally alternated in the joint bar so that every other bolt is

put through the assembly from the opposite side. This practice makes it extremely

unlikely that all the bolts in a joint would be broken during a derailment.

27
Figure 1.5 Compromise Angle Bar

28
2.46 SWITCHES

Switches are mechanical devices consisting of special crossties with rails that permit a train to

change tracks and therefore, change direction. Switches may be controlled either manually or

electronically.

Switches have left-hand and right-hand switch points that divert the rolling stock to the proper

turnout. Switches also have one or more rods to hold the points in correct relationship to each

other and to prevent them from rising. A gauge and switch plates support the switch points at

the same elevation as the permanent rail and maintain the correct position of the switch. Clips

unite the rods with the switch points and metal guards provide foot protection.

29
Figure 1.6 Manual Switches

30
Figure 1.7 Switch Components

31
2.47 SWITCH STANDS

A switch stand is the mechanism which controls the operation of the switch. The stand also

shows the switch's position. The following are the two types of switch stands.

Low stands (or ground throw stands). In low stands or ground throw stands, the hand-

throwing lever travels in a vertical plane.

High stands (or column-throw stands). In high stands or column-throw stands, the

throwing lever travels in a horizontal plane.

A switch stand consists essentially of a base, spindle, and throwing lever. These parts are

assembled to form mechanisms which, by the use of cranks, gears, yokes, toggles, and other

fittings, transmit the circular motion of the throw lever to a switch connecting rod. Therefore,

the spindle and its associated mechanism are important parts of the switch assembly. The

spindle and its associated mechanism multiplies force applied to the throw lever, delivering

maximum force at critical positions in the throw. A switch stand is held in a fixed position, by

the anchorage of its base to two ties

32
Figure1.8 Switch Stand Assembly

33
2.48 DERAILS

Derails are safety devices designed to limit unauthorized movement of a car or locomotive

beyond a specific point. The most frequent use of derails is to prevent unauthorized movement of

equipment from a side track onto a main track. Derails are sometimes used to prevent the

movement of equipment onto portions of a side track where it might cause an accident or

damage.

Derails are also used to ensure that rules or signals are obeyed and to protect personnel and

equipment against unauthorized, careless, or accidental procedures. If a train passes over an

operating derail, the train will be derailed. Types of derails are shown below

34
Figure 1.9 Derailers

35
2.49 FROGS AND GUARD RAILS

Frogs are special pieces of trackwork that enable flanged wheels to cross from one rail onto

another rail. Guard rails consist of a rail or series of rails that lay parallel to the running rails of

a track

36
Figure2.0 Frog and Guard Rails

37
2.50 FROGS

Frogs provide continuous channels for the wheel flanges and support the wheels over the

intersection. Frogs are built of carbon or heat-treated steel rails, of carbon steel rails combined

with manganese steel casings, and of solid manganese casings. Frogs do not require any

mechanical operation.

2.51 GUARD RAILS

Guard rails help prevent derailments. They also hold wheels in alignment and keep derailed

wheels on the ties.

There are three types of guard rails. Each type is described below.

Turnout guard rails. These rails are designed and installed to prevent the flanges of the

wheels from striking the points of the frogs on turnouts and crossovers.

Curve guard rails. These rails are applied to sharp curves to guide the flanges of

locomotive and car wheels or to support the blind driving wheels of locomotives.

Bridge guard rails. These rails prevent derailed wheels from running off the ties on a

trestle, bridge, or viaduct.

2.52 TRACK TOOLS

The mechanization of track maintenance equipment continually progresses in the variety of

machines and equipment as well as the functions they perform. However, the basic tools

designed for manual use are still required on all railroads. Such tools have a well-defined roll in

specific work assignments. For example, mechanized equipment may not always be available to

replace a defective rail or deteriorating ties, surface a rough spot, gauge a wide spot in a curve,

38
replace a cracked joint bar, or effect other random maintenance tasks that can be done

efficiently with a small work crew. However, there is new equipment currently being used by

the railroad industry, which has greatly reduced the size of work crews and greatly increased

productivity.

39
Figure2.1 Automatic Rail Lifter/Trade Jack

40
2.6 STRUCTURAL ENGINEERING

Structural engineering is a field of engineering dealing with the analysis and design of structures

that support or resist loads. Structural engineering is usually considered a specialty within civil

engineering, but it can also be studied in its own right. Structural engineers are most commonly

involved in the design of buildings and large non-building structures but they can also be

involved in the design of machinery, medical equipment, vehicles or any item where structural

integrity affects the item's function or safety (Wikipedia). Structural engineers must ensure their

designs satisfy given design criteria, predicated on safety (e.g. structures must not collapse

without due warning) or serviceability and performance (e.g. building sway must not cause

discomfort to the occupants). Buildings are made to endure massive loads as well as changing

climate and natural disasters.

Structural engineering theory is based upon physical laws and empirical knowledge of the

structural performance of different landscapes and materials. Structural engineering design

utilizes a relatively small number of basic structural elements to build up structural systems that

can be very complex. Structural engineers are responsible for making creative and efficient use

of funds, structural elements and materials to achieve these goals

The design of a structure for a specific function is usually in stage process involving;

1. Selection of appropriate type of form of structure in connection with the architect or

technologist idea.

2. The detailed design by the engineer of the various part of the chosen structure to carry the

anticipated load. However, in structural design the following points has to be taken into

consideration;

41
 a) Evaluation of loading.

b) Evaluation of material properties of structure and equipment test specimen.

c) Construction tolerance and inaccuracy.

d) Level of accuracy of design calculations especially assumption for member

supports.

e) Safety and serviceability requirement necessary for future use of structures.

( Oyenuga, 2008)

The main objective of structural design is to produce a structure that fulfills all requirements

assumed for it at a reasonable cost. The requirements include;

1. The structures are not being so flexible that its behavior causes alarm or discomfort to the

users.

2. The structure cannot collapse.

3. The concrete structure cannot crack too early and cannot require excessive repair due to

accident and limited overloading.

4. The structure must be sufficiently fire resistant and must also be resistance to weather

influences.

5. The structure must be saved against vibration from the forces due to wind or other

dynamic factors.

Trestle is one out of the numerous structures that a structural engineer can construct.

42
 2.6 STEEL TRESTLE

A trestle bridge is a bridge composed of a number of short spans supported by such frames.

Since this type of bridge is sometimes called a trestle for short, each supporting frame is

generally referred to as a bent. There are various types of trestles which are;

Timber Trestle

Steel Trestle

Iron Trestle

Concrete Trestle

43
Plate 1 steel trestle standard cross-sectional view

44
2.7 FOUNDATIONS

Foundation is the part of a structural system that supports and anchors the superstructure of a

building and transmits its loads directly to the earth

Based on the nature of soil, environmental and economical conditions, there are four major types

of foundations namely:

Strip foundation

Pad foundation

Raft foundation

Pile foundation

1. STRIP FOUNDATION:

This is the most common type, it is mainly used where there is strong soil base and non-water

logged areas. Most small buildings of just a floor are constructed with this type of foundation.

2. PAD FOUNDATION:

This is where isolated columns are cast from the foundation to carry a slab at the top of the

ground. This is mostly used when you want to make use of the under of building as a parking

space.

3. RAFT FOUNDATION:

It is mainly used in areas where the soils are sandy and loose, concrete is spread around the

building from the base of foundation all through to the ground floor slab. In raft foundation, a

ground beam shuts out from the foundation base and is also attached to the ground floor slab to

form a network of concrete embedded round the building space.

45
 4. PILE FOUNDATION:

This is the most expensive and the strongest type of foundation. The soil are bored deep

down the earth and filled with concrete to be able to support loads of multistory building on

top. Most skyscrapers are constructed with this foundation type; most water logged areas

require this. At CCECC, we use the pile foundation techniques.

2.71 ADVANTAGES OF PILE FOUNDATION OVER OTHER FOUNDATIONS

Pile foundation is the strongest of all foundations. Piling is a form of ground treatment in which

piles are driven underneath to provide additional support. Piling is done basically to strengthen

the soil and provide support to the ground to manage the load of the building without causing

any damage.

The benefits of choosing pile foundations over others:

Compared to other types of foundations, pile foundation help in transferring the load to

the ground. Piling is done to strengthen and stabilize the foundations for many years.

Piling helps in increasing the bearing capacity of the foundation.

Since piles are made of solid materials, piling provides good result and additional support

and strength underneath.

46
 CHAPTER THREE

3.0 AN OVERVIEW OF THE LAGOS RAIL MASS TRANSIT PROJECT.

(BLUE LINE)

Lagos State came into existence on May 27th 1967 through Decree no.14 promulgated by

the Federal Military Government and is the commercial capital of Nigeria and is currently led by

the Governor, His Excellency, Mr. Ambode snr (SAN). Lagos is one of the largest cities in the

world and most populous in Africa. It is rapidly increasing and has a population of more than 17

million and an annual growth rate of nearly 6.5%, this rapid urbanization has given rise to

transportation problems in Lagos metropolis which includes increasing traffic congestion, road

accidents, road damages and deterioration of physical attractiveness. To eliminate or reduce the

problems associated with transportation, the Lagos state government (LSG) formulated the Light

Rail Mass Transit (LRMT). It is designed in a way to provide faster, more efficient, comfortable

and safe movement for large numbers of Lagosians.

The LRMT Blue line will run 27km from Okokomaiko to Mariana, one of the most densely

corridors in Lagos. The rail infrastructure is being developed with the Badagry Expressway

project, a proposed toll road running from Lagos to Badagry. The Blue line will run on an

exclusive 15 meter right of way.

In total, there will be eleven stations. These stations will be located above the tracks, with large

pedestrian walkways crossing the expressway. Large concrete barriers will be placed between

the rail lines and the expressway to ensure no external factors will disrupt service.

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 The Blue line system will require the construction of two bridges. The larger of the two, to

be shared with the Red Line, will connect the mainland with the island. The second bridge will

be across the island.

The fixed assets, including the construction of alignment, bridges and stations will be

wholly funded by the Lagos State Government. A concessionaire is currently being sought to

procure and finance rolling stock and depot facilities, as well as Provide operations and

maintenance over a 25 year period. The concessionaire will be compensated through passenger

revenues as well as revenues earned from retail activities within stations such as ticketing,

customer care service and other activities. The Lagos light rail bridge is the fourth sea crossing

bridge spanning a total distance of 531.5m, the section of the bridge over the sea is about 492m

located between chainage DK003 + 316 - DK003 + 808 with a total of 11 piers within these

chainages. At the deepwater area about 380m stretch, the bridge spans as a continuous beam,

creating a parallel underpass with the existing bridge underpass layout. The shallow water area

use simply supported beam spanning 30m

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Figure 2.2 Layout of the LRMT Project

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3.1 THE LRMT STATIONS

The Lagos Rail Mass Transit (Blue Line) will have eleven (11) stations and they are:

Okokomaiko, Lagos State University (LASU), Volkswagen, Trade Fair, Alakija, Festac, Mile 2,

Alaba, Iganmu, National Theatre, and Marina.

3.2 WORKS CARRIED OUT AT VARIOUS STATIONS.

My major designated post was at the Ijora Olopa site (Fertilizer) but I Visited other stations like

the Alaba ,Mile2,and Iganmu station because the rails are elevated on piers that is, the passengers

are to board the train on a deck.

3.2.1 MILE 2 STATION:

In this period, the Construction of power house was done with the concreting of the floor slab,

trenches, generator plinth and the installation of the roof trusses.

Installation of drain pipes on the Pedway deck is on-going, while the Screeding of pedestrian

staircase and ramp is in progress on both sides of Lagos and Badagry concourse. Construction of

staircase, ramp and emergency doors that will provide access to the refuge area at the Lagos end

of the station has been completed, while that of Badagry end of the station was done.

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Plate 3 showing screeding of the stairs at badagry end RHS

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3.3.2 DRAINAGE

The U-Channel drainage works which is expected to provide drainage system for the LRMT

project (Blue line) were done. The channels are designed to run parallel to the rail tracks on both

sides of some sections and in the middle of others, stretching the entire length of the track. The

transfer of water from side to middle drains in achieved through the transfer culverts at chainages

which is connected to the LBE drainage network. Drainage construction for the current stage of

works begins from the Lagoon bridge abutment at Iganmu, through Iganmu station, and all the

way to Mile 2 Station.

The three track culverts at chainages have now been completed, and water from the U-

channel can now be safely discharged into them. No Drainage works carried out in this period,

other works which includes construction of perforated drains between (between the Bridge

Abutment and Iganmu station) and a transfer culvert at have been completed.

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Plate 4 Showing construction of culvert at CH8+315 LHS at iganmu station

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3.3.3 ALABA STATION:

The proposed Alaba Station was scheduled to be completed and handed over on the 28 August

2013, but a new completion and handover date is now 31 March, 2014.The station is designed to

have two Concourses, one at each end of the station, identified as the Lagos and Badagry ends in

this report. The foundation for this station is designed as pad foundations with tie beams. The

foundation supports nine columns located on the left and right hand side of each of the

concourses with five tie beams at alternate column location in between both sides.

The station substructure, superstructure and roof work have been completed at both the

Badagry and Lagos ends.

3.3.4 LAGOS END CONCOURSE ALABA

During this period, pedestrian way deck drains were installed and collector drain pipes were

connected to the drains at intervals

3.3.5 BADAGRY END CONCOURSE - ALABA

During this period, pedestrian way floor drains were installed and collector drain pipes were

connected to the drains at intervals. Also, the drilling of borehole to about 80-90 meters was

completed. The installation of the precast cable trough and concrete slab cover has been

completed on both concourses. Also, installation of precast side drains to link central collector

drain on the track bed has been completed on both concourses but drain covers are not yet in

place. Casting of the refuge area slab at the Badagry concourse has been completed.

Works carried out in this period on the power house includes; installation of roofing sheets,

rendering of internal and plastering of external walls, installation of electrical distribution boxes,

underground channels and concreting of generator plinth.

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Construction of the emergency gates, into the refuge area also commenced in this period at the

Badagry end. Also, installation of handrails for ramp and staircases leading to the refuge area

commenced and was done on both concourses.

3.3.6 IGANMU STATION:

The station is designed to have only one concourse unlike Alaba station, which has two

Concourses, but the Iganmu station concourse is slightly larger than each of the Alaba Station

concourses with two additional columns and tie beams. The pad foundation supports eleven (11)

columns located at both sides of the concourse with 6 tie beams at alternate column location.

The progress of the construction activities in this reporting period are as follows:

Installation of the upgraded concrete barrier, construction of the retaining wall and Capping has

been completed between CH 8+192 and CH 8+320.Construction of floor slab, gate and handrails

and drains in the refuge area, installation of Pre-cast drains, cover slabs and cable trough have all

been completed. However, the construction of gate and hand rail is in progress.

Also, finishing of the Pedway stairs and ramp, installation of drainage pipes on deck,

has been completed and remedial works on the Pedway deck has been completed. At the power

house, Roofing and concreting of the floor slab has been completed. The installation of the

automatic door is in progress. Outstanding works include; Pedway canopy, handrails and

lightings, completion of nosing slabs, borehole, connection of the pipes to the septic tank,

Installation of escalator and elevator, cast-iron cover slab for platform drain, cable trough/bracket

within platform extent, electrical connections and wall finishes for the power house.

The installation of platform nosing slabs is on hold due to likely change in the size of the train

width to be used for the LRMT. However, 25% of the required nosing slabs have already been

installed on the platform prior to realising that there may likely be a change in the train width,

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from 3.10m to 2.80m.Installation of the upgraded concrete barriers, drainage pipes on Pedway,

cable trough, construction of retaining wall and capping, construction of drains around the refuge

area and the screeding of the Pedway stairs and ramps have all been completed. Roofing and

concreting of the floor slab at the power house has been completed, while the installation of the

automatic door was done.

The installation of platform nosing slabs is on hold due to the likely change in the width of

the train to be used for the LRMT Blue Line. However, 25% of the required nosing slabs have

already been installed on the platform prior to realising that there may likely be a change in the

train width, from 3.10m to 2.80m.

3.3.7 TRACK-BED AND TRACK-WORKS

The track bed, which begins near the Lagoon Bridge Abutment at Iganmu, is being constructed

within the rail track corridor running in the middle of the reconstructed Lagos-Badagry Dual

Carriageway. At the moment, construction activity is concentrated on the section between

Iganmu and Mile 2 Stations, a distance of approximately five kilometres. It involves the

excavation of the existing ground, comprising mainly of the remains of the old Lagos-Badagry

Expressway and the filling of the embankment with approved subgrade and geotextile material.

The filling is being carried out in layers and compacted to the specified minimum dry density.

Other on-going activities included, the placing of ballast, sleepers, and rails, welding and testing

of rail joints.

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3.8 CONSTRUCTION OF THE TRESTLE.

According to the actual site condition, in order to facilitate the smooth progress of construction,

the proposed sea-cross bridge has a temporary steel trestle to be constructed for access roads,

located on the right hand side of the proposed bridge in forward direction from National theatre

to Marina. The trestle was constructed using the Fishing Method, progressing from the shore

across the water surface to the other end of the sea span by span using the 100t crawler crane

parked on the bridge deck well built on a heavy steel pipe pile foundation. Pile driving was done

y DZ90 vibration hammer when erecting the piles. Steel pipe piles were fabricated at the

National Theatre yard. Each steel pile trestle fabrication measurements were according to the

situation and requirement at the erection locations. Connections between jointed steel pipe pile

length and also the pile groups were by welding. Two 20cm X 15cm X 10mm high yield steel

plate were welded on opposite sides of the steel pipe pile at one end to provide connection for the

vibration hammer to push the pipe down after it is joined to an already sunk pile. Steel pipe piles

were transported to the trestle construction site using a flatbed.

To sink the steel pipe pile at the exact required point, the hanged vibration hammer and

the steel pipe pile were passed through a cantilever guide frame attached to the already

completed span which clamps in place the steel pipe pile and directed to the required direction.

Measurement of distance and vertical angles for positioning were done with the total station and

the guide frames were used to control the pile as required. The crawler crane then lowers the

vibration hammer which provides the vibrating force required to sink the pipe pile under its self

weight into the required design depth .After the steel pipe pile sinking for each pier were

completed, the connecting pipes between piles were welded immediately, to ensure the stability

of piles. After laying beams and deck channel, the crawler cranes moved forward to the

57
completed span end to the construct the next one. In this way, a span by span method was

achieved. During pile sinking, control surveying were done to check that the steel pipe pile was

vertical and correction were done when deviation occurred. The steel pipe piles were made to

penetrate vertically to the required depth to ensure that the required design bearing capacity is

met. After the sinking of the all piles within the pile group, a 273 8mm steel pipe was used

to connect the piles vertically and horizontally to form a scissors connection holding the piles

into a whole. Welding was carried out in accordance with design and specification requirements

to ensure construction of a stable pile. A bailey beam was lifted and placed on an already

installed bailey beam in a straight alignment. The bailey beam was lifted with the aid of a pinch

barat at the front node setting it firmly on the pin holes and then a pin was inserted. The rear end

was also lifted and the pin holes were set. Cotter pins were inserted to safely hold the beams

together. The installations of the baileys were done in group, each group were arranged

horizontally in to two rows each having a length of 12m. After the construction of a single-span

of trestle bridge superstructure was completed, using the crawler crane for lifting of the deck, the

already fabricated deck of size is 800cm X 200cm X 12cm by professional manufacturers was

placed on the Bailey beam.

Finally, we installed the fence pole, fence handrails and warning signs. After the completion

of a span of steel trestle deck, the crawler crane moved forward, the method was then repeated

for the construction of the next span in a step by step version. Control measures were taken and

construction safety measures were adhered to, to prevent any loss of life during the progress of

the work.

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FIG 3.0 Steel pipe pile construction drawing

59
FIG 3.1 Crawler crane girder Bailey beam erection drawing

60
 Process block diagram of steel trestle construction

Entry of Construction
materials

Processing of semi- Construction Stakeout

preparation
finished material
measurement

Measurement with the

Installation Guide Framework

Sinking of pile steel pipe

25t Crawler United corbel flat steel pipe Survey setting out
Crane pile construction
Span of
Erection of longitudinal cross beams at the pile trestle
bridge under
top construction
25t Crawler Installation of Survey setting
Crane Bailey bridge upper structure out
installation
Laying of bridge deck on beam Survey
truss setting out

Rail Construction

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