MBEYA UNIVERSITY OF SCIENCE AND

TECHNOLOGY

TECHNICAL REPORT

INDUSTRY/FIRM: TANZANIA PORTS AUTHORITY (TPA)

NAME OF STUDENT: AMMAR K. AMOUR

ADMISSION NUMBER: 1910012301041

UE NUMBER: UE/DCE/20/8056

LEVEL: NTA 5

ACADEMICYEAR: 2020/2021

COURSE: CIVIL
ENGINEERING

DEPARTMENT: CIVIL
ENGINEERING

IPT REPORT Page 1

Contents
page
ACKNOWLEDGEMENT....................................................................................................................3
CHAPTER ONE...................................................................................................................................4
1.0 GENERAL PART.......................................................................................................................4
1.1.0 INTRODUCTION AND HISTORICAL BACKGROUND.................................................4
THE TANZANIA PORTS AUTHORITY ORGANIZATION STRUCTURE....................................5
CHAPTER TWO...................................................................................................................................6
2.0 TECHNICAL PART...................................................................................................................6
2.1.0 REHABILITATION OF THE PORTS YARD....................................................................6
2.2.0 EXCAVATION AND REMOVAL OF THE OLD PAVEMENT.......................................6
2.3.0 LAYING OF SUBGRADE (G15)........................................................................................6
2.4.0 LAYING IN SITU SUB BASE STABILIZATION (C2).....................................................7
2.5.0 LAYING OF THE RIGID PAVEMENT (C25).................................................................11
2.6 LAYING OF INTERLOCKING PAVERS...........................................................................16
CHAPTER THREE:............................................................................................................................19
3.0 CONCLUSION.........................................................................................................................19
3.1 TECHNICAL EXPERIENCE...................................................................................................19
3.2 SOCIAL EXPERIENCE...........................................................................................................19
3.3 CHALLENGES.........................................................................................................................19
REFERENCE......................................................................................................................................20

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ACKNOWLEDGEMENT
I would like to thank everyone who has generously participated in aiding me throughout the whole
IPT period.

Special thanks to TANZANIA PORTS AUTHORITY (TPA) for giving me an opportunity to have
Industrial Practical Training in their firm.

I would also like to thank the TPA internal supervisors Eng. DISMAS and Eng. IRENE for
making sure we acquire the skills we aimed to achieve through the Industrial Practical Training
and as well the university supervisor Eng. ALFRED NYINGI.

In addition, I would like to appreciate the entire management of the MBEYA UNIVERSITY OF
SCIENCE AND TECHNOLOGY (MUST) that ensures proper provision of knowledge and
experience of high quality to all the university scholars.

Above all, I would like to thank ALLAH that has blessed us with good health and potential to
accomplish all we had to for the entire IPT period.

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 CHAPTER ONE
1.0 GENERAL PART
1.1.0 INTRODUCTION AND HISTORICAL BACKGROUND
Tanzania Ports Authority (TPA) is a parastatal public corporation acting under the aegis of the Ministry
of Infrastructure Development, that has the responsibility to manage and operate the ocean ports and
lake ports of the country of Tanzania. The Tanzania Ports Authority headquarters are located in
Kurasini Dar es salaam. It is a member of the port Management Association of Eastern and Southern
Africa.
Tanzania Ports Authority was formed in 2005 as a Government Agency having a jurisdiction of all
ocean and lake ports in Tanzania. Its headquarters are located at Nelson Mandela Road, Kurasini, Dar
es salaam, Tanzania. It has about 3,470 employees as per 2014, the minister responsible is Hon. Eng.
Dr. Leonard chamuriho, Minister of works and Transport and the Government Agency executive is
Director General Eric Benedict Hamissi.

1.1.1 OWNERSHIP AND MANAGEMENT

The Tanzania Ports Authority is a parastatal company wholly owned by the Government of Tanzania.
The company is managed by a board of 5-8 members and a chairman who is appointed by the
president. The organization comes under the ministry of works, Transport and Communication and the
ministry has the power to assign board members. The company and in addition to this each major ocean
and lake port has a port master in charge of operations

1.1.3 OVERVIEW
The Tanzania Ports Authority (TPA) was established by the ports Act No. 17 of 2004 as landlord port
authority. It operates a system of ports serving the Tanzania hinterland and the landlocked countries of
Malawi, Zambia, Democratic Republic of Congo (DRC), Burundi, Rwanda and Uganda.
TPA currently performs the role of both a Landlord and Operator with the main functions of promoting
the use, development and management of ports and their hinterlands, entering into contracts for the
purpose of delegating the powers of the Authority (through licensing and concessioning ports services).
TPA administers a diverse system of Tanzania’s Mainland sea and inland water ways (Lake ports). The
major sea ports are Dar es salaam, Tanga, and Mtwara while smaller sea ports are Kilwa, Lindi, Mafia,
Pangani and Bagamoyo. The lake ports under TPA mandate are: on Lake Victoria include Mwanza
North and South Ports, Nansio, Kemondo Bay, Bukoba and Musoma: on Lake Tanganyika, are Kigoma
and Kasanga: and on Lake Nyasa are Itungi Port, Kiwiri, Manda Liuli and Mbamba Bay.

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 THE TANZANIA PORTS AUTHORITY ORGANIZATION STRUCTURE

BOARD OF DIRECTORS

DIRECTOR GENERAL

SECURITY SERVICE UNIT

CHIEF
CORPORATE
COMMUNICATION

PROCUREMENT MANAGEMENT
LEGAL UNIT DIRECTOR
SERVICE UNIT
DIRECTOR
INTERNAL AUDIT UNIT

CORPORATE
SERVICE
DEPUTY DG
PORT MASTER’S MANAGER
DAR ES SALAAM
HUMAN RESOURCE DIRECTORATE
INFRASTRUCTURE DEVELOPMENT AND OF
DEVELOPMENT ADMINISTRATION OPERATIONS
DEPUTY DG DIRECTOR OPERATIONS AND
DIRECTORATE TECHNICAL
OF MARKETING
DIRECTORATE OF TANGA PORT
PLANNING AND
INVESTMENT DIRECTORATE OF SERVICE DEPARTMENT
MANAGEMENT
MTWARA PORT
SYSTEMS
DIRECTORATE OF
ENGINEERING
DIRECTORATE OF KIGOMA PORT
FINANCE

DIRECTORATE OF
PROCUREMENT AND MWANZA PORT
ICT
SUPPLIES

FIRE AND SAFETY MEDICAL SERVICE KYELA PORT

UNIT UNIT

BANDARI COLLEGE
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 CHAPTER TWO
2.0 TECHNICAL PART
2.1.0 REHABILITATION OF THE PORTS YARD
The Industrial Practical Training was conducted at Nasaco yard in Dar es salaam Port Tanzania which
involved rehabilitation project of removing the old rigid pavement and restoring it to a new
strengthened rigid pavement that could provide an outstanding performance at its designed life time.
Rehabilitation is defined as resurfacing and restoration work consisting of structural enhancements that
extend the service life of an existing pavement and/or improve its structural capacity.

2.2.0 EXCAVATION AND REMOVAL OF THE OLD PAVEMENT

Excavation work means work involving the removal of soil or rock from a site to form an open face,
hole or cavity using tools or machinery.
In Nasaco yard, excavation was done to remove the old pavement so as to provide a face to lay new
layers from the subgrade. The work was done using an excavator hammer (breaker), this is a powerful
percussion hammer fitted to an excavator which was used to demolish the old pavement. The excavated
rubble was taken out of site using dump trucks.
Scarification process was then done to break up soil by fracturing it, the purposes of this treatment was
to loosen and mix the soil profile in order to create a better seedbed and improve infiltration.

2.3.0 LAYING OF SUBGRADE (G15)

The subgrade is one of the vital and primary layer of the yard since it bears all other layers of the yard
to be constructed. The subgrade must be able to support loads transmitted from the pavement structure.
This load bearing capacity is often affected by degree of compaction, moisture content and soil type. A
subgrade that can support a high amount of loading without excessive deformation is considered good.
Before stabilization was done on the sub base layer, the samples were taken to the laboratory and the
results came out as Maximum Dry Density (MDD) (kg/m3) 2092 with the Optimum Moisture Content
(OMC) (%) of 6.9. The CBR with 95% of MDD required a minimum of 30% for C2 and the existing
material had exactly that percentage 30%. The results then came out proposing cement content at 4%.

The following were the procedures for laying sub grade (G15) and the activities included the following:
 Dumping sub grade material
 Spreading, mixing and levelling operation
 Final grading/ shaping and compaction of the layer
 Assessment on the layer

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2.3.1 Dumping sub grade material
Sub base material from source were transported to site by dump trucks.
The purpose of dumping sub grade material from source was to improve the subgrade so as it could
achieve the required strength of the sub grade (G15).
2.3.2 Spreading mixing and levelling operation
Prior to commencing with sub grade layer, survey works was carried to establish bench marks and level
on site.
After the design elevation had been attained, design level measurement was checked using control
pegs.
The sub grade material from source was tipped at a predetermined distance of the prepared area by
dump truck directed by site foreman.
Motor grader spread, mixed with water at approximate optimum moisture that was determined in the
laboratory test.
2.3.3 Final grading/shaping and compaction of the layer
The layer was leveled and shaped to the required design level and thickness under the direction of the
site foreman with the of leveled side pegs by dipping.
Compaction followed by the use of vibrating roller for minimum number of 6 passes. Upon reaching
completion, final check of the elevation was undertaken and compaction test was done on the layer to
see whether the layer has achieved the required strength which was G15.
2.3.4 Assessment on the layer
Assessment of the sub grade material from stockpile was done before use at site to ensure that the
material will enhance the layer to achieve its required strength.
The finished sub grade layer was tested for compaction at site by performing field density test with
which nuclear density test was used.
Field density test (FDT) is a quality control test carried out at the site for knowing the increased
compaction or density achieved at a site on the soil layer.

2.4.0 LAYING IN SITU SUB BASE STABILIZATION (C2)

Sub base is the layer of aggregate material laid on the subgrade, on which the base course layer is
located. It functions primarily as structural support but it can also minimize the intrusion of fines from
subgrade into the pavement structure and improve drainage.
Soil stabilization is a general term for any physical, chemical, mechanical, biological or combined
method of changing a natural soil to meet an engineering purpose. The purpose of a stabilized sub base

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layer is to provide a transitional load bearing strata between the pavement layer, which directly receives
the wheel loadings of vehicular traffic and the underlying subgrade soil.
The following were the procedures for laying in situ stabilized sub base C2 and the activities were as
follows:
 Dumping sub base material
 Grading and leveling operation
 Spreading cement and mixing
 Final grading/ shaping and compaction of the layer
 Assessment on the layer
2.4.1 Dumping sub base material
Sub base material from source were transported to site by dump trucks.

2.4.2 Grading and leveling operation

Prior to commencing with stabilized sub base layer, survey works was carried to establish bench marks
and level on site. After the design elevation had been attained, design level measurement was checked
using control/ dipping pegs.
The sub base material from source by dump truck was tipped at a predetermined distance of the
prepared area directed by site foreman.

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2.4.3 Spreading cement and mixing
Motor grader spread, leveled and shaped the layer to the required design level and thickness under the
direction of the site foreman with the use of leveled side pegs by dipping.
Compaction followed by use of vibrating roller for a minimum number of passes to allow added water
to soak to the required moisture before stabilization at approximate 2% to 3% above optimum. All
these procedures were done before stabilization.
Cement in 50kg bags was spread manually by rake at a marked defined area per bag as per calculation
of cement rate to material Maximum Dry Density (MDD) tested in laboratory.

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Example: At MDD of 2015kg/m3 of stabilized C2: width of 0.2m, calculation for 1 bag of 50kg was as
follows:
 Material 1m3 --------- 2015kg of un stabilized material for 5m2
 4% cement = 4% x 2015kg = 80.6kg --------------------- 5m2
 1 bag of cement (50kg) = (50x5)/80.6 covers 3.1m2
The section will be divide into boxes across at width of 2m and length of 1.55m

2m 2m 2m 2m 2m

1.55 1.55 1.55 1.55 1.55

2.4.4 Final grading/ shaping and compaction of the layer

Stabilization proceeded by use of a stabilizer followed by initial compaction of flat and sheep foot
vibrating rollers at total of 2 to 3 passes. Light grading to the required design level and final shaping
followed before final compaction done at number of passes determined at site after testing compaction.
Upon reaching the design level, final checking of elevation was undertaken and compaction test was
done on the layer.
The section was then covered with sand to reduce the effect of evaporation and cured for 7 days before
proceeding with another layer. Protection on the layer (preventing trucks or machines) will be provided
to prevent damage of the layer before the curing period. All these procedures were done after
stabilization.

2.4.5 Assessment on the layer

Sampling was done just after stabilization at laid section on site daily and tested as per specification of
stabilization material. Finished sub base layer was tested for compaction at site by performing Field
density test.

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2.5.0 LAYING OF THE RIGID PAVEMENT (C25)
Rigid pavement is known to be having the highest structural strength and durability if properly
constructed. Rigid pavements are constructed of Portland cement concrete slabs resting on a prepared
sub base of granular material or directly on a granular subgrade, load is transmitted through the slabs to
the underlying subgrade by flexure of the slabs.
The structural designer proposed the pavement to be of 435mm thick with C25 grade. The C25 grade
concrete is concrete that can withstand the compressive strength of 25MPa per square millimeter on the
28th day after casting.
The following were the procedures for laying of the rigid pavement and the activities were as follows:
 Laying of the Damp Prove Membrane (DPM)
 Construction of the formwork
 Concrete casting and quality test
 Curing
 Introducing flexible expansion joints

2.5.1 Laying of the Damp Prove Membrane (DPM)

Polythene sheets were laid as Damp Prove Membrane, this safeguards concrete from gaining any
moisture and helps to prevent cracks. Damp in construction is amongst the most frequent problems
encountered. Thorough damp proofing is therefore vital to prevent moisture from passing into the
interior spaces.

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2.5.2 Construction of the formwork
Marine boards were used as formwork with holes that could allow dowels from one concrete panel to
another. The concrete slab was made in panels to make it easier during cast-in, during testing of the
concrete quality where by the panel that had not achieved the required strength could easily be removed
without affecting other concrete that has already been casted thus saving unnecessary costs, and helps
during services where by the affected panel can be serviced without affecting another panels. The
panels were 5m long and 5m wide.
Styrofoam were introduced separating one panel from the other, it helped to create a cavity from which
a flexible joint (bituminous) was established to enable movement of the panels without cracking when
subjected to lateral forces or any movement.
Dowels were introduced at all sides of the panel and they joined one panel to another. The dowels help
to transmit load from panel to another. The dowels had a diameter of 50mm and a length of 1m, the
space between one dowel to another was 300mm placed at 217.5mm between a 435mm thick concrete
panel. The first half part of the dowels was tightly fixed at an appropriate anchorage length and the
other half part of the dowels was left free to allow movement of the panels, this was made possible due
to the presence of the PVC pipes.

2.5.3 Concrete casting and quality test

Concrete casting was done using concrete mixer truck which was used to mix and transport large
volumes of concrete that was used on site. Cast-in-place concrete is a technology of construction of
structures where walls and slabs of the buildings are cast at the site in the formwork.

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Slump Test
Samples were taken from each concrete batch brought on site whereby slump test and cube test. The
purpose of slump test was to measure the consistency of a concrete batch to see how easily the concrete
flows. The test not only observed consistency between batches but also helped to identify defects in a
mix giving the operator a chance to amend the mix before it was poured on site.

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Cube Test
The concrete cube test was performed for the purpose of determining the compressive strength of the
concrete element. Whereby the cubes were soaked in water for 28 days then went for a cube crushing
strength test in laboratory.

2.5.4 Curing
Concrete curing started before concrete surface lose its water to prevent concrete from undergoing
shrinkage. Usually after concrete is placed, the concrete increases in strength very quickly for a period
of 3-7 days. Concrete which is moist cured for 7 days is about 50% stronger than uncured concrete. The
concrete panels were kept moist during curing time by the use of wet cotton mats which covered the
surface of the concrete panels to retain moisture on the panels. The wet cotton mats were placed as
soon as the concrete had hardened enough to prevent surface damage.

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2.5.5 Introducing flexible expansion joints
After all concrete panels had been properly casted and hardened, the Styrofoam was carefully removed
between each panels without damaging the concrete panels to provide a cavity in which a flexible
sealant (bituminous) was poured to form a flexible joint between the panels.
The flexible expansion joints are basically designed to mitigate the flexure stresses. These stresses are
produced due to the vertical movements of applications adjoining the concrete panels without inducing
stress on the panels.

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2.6 LAYING OF INTERLOCKING PAVERS
Paving blocks/pavers were laid last to give Nasaco yard a timeless look and add aesthetic appeal.
Pavers are also known to be strong and are easy to maintain and repair.
The following were steps followed in laying interlocking pavers:
1. Lay Bedding Sand
A bed of sand was necessary to provide final levelling properties and helped to secure the pavers in
place. Clean sharp concrete sand about 1-inch deep was used
2. Install Edge Restraint
A stable edge restraint was installed to eliminate any lateral movement of the pavers and sand bedding.
The edge restraint used was a hard edge that was constructed by cement blocks.

3. Lay the Pavers

The pavers were placed flat on the sand bed, working in a forward motion. The process started at a 90-
degree corner by using a pre-set string to guide the straightness of the pavers.

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 4. Vibrate the pavers
Once the paver field and borders had been placed, a light layer of sand was spread over the pavers and
a vibrating plate compactor ran over them to begin the interlocking process.

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 5. Sand the Pavers
Masonry sand was spread over the surface of the paver area approximately ¼ inch deep.
Using the vibrating plate compactor, the sanded pavers were pass over three times to allow sand to fill
the voids between the pavers. Remaining sand was swept into voids until they were completely filled.

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 CHAPTER THREE:
3.0 CONCLUSION
Generally, the largest advantage for using rigid pavement is its durability and ability to hold its shape
against traffic and difficult environmental conditions. Although rigid pavement is expensive, it requires
less maintenance and has a good design life. In contrary, rigid pavements can encounter failures due to
different factors which mainly are deficiency of pavement materials which are due to poor
workmanship, use of soft aggregates, poor surface finish, improper curing and poor quality of joint
filler and structural inadequacy which is due to pavement system being structurally unstable such as
inadequate subgrade support, poor subgrade soil and incorrect spacing of joints. Due to these failures,
the rigid pavements develop various failures in the form of widening of joints, cracking of slab surface
and cracking of slab corners.

3.1 TECHNICAL EXPERIENCE

During my Industrial Practical Training, I learned various things that through them I have added
knowledge about how work is carried out practically in construction industry. The things are therefore
as follows;
 I have learned how to calculate the estimation of the building materials.
 Conducting dilapidation survey on a building.
 Conducting cube test and slump test.
 Steel fixing.
 Construction of formwork.
 Laying of road layers from subgrade to pavers.

3.2 SOCIAL EXPERIENCE

 Cooperation
 Team work

3.3 CHALLENGES
 Lack of work experience in performing construction work.
 In availability of allowance during the whole period of Industrial Practical Training.
 In adequate cooperation from some workers.

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 REFERENCE
 https://en.m.wikipedia.org
 https://www.degruyter.com
 https://civiljungle.com
 https://cementconcrete.org

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