CONSTRUCTION AND REPAIR OF ROADS

MINI PROJECT REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE
AWARD OF THE DEGREE OF
BACHELOR OF TECHNOLOGY
(Civil Engineering)
SUBMITTED BY

(RISHABH DEV MISHRA)

GOEL INSTITUTE OF TECHNICAL MANAGEMENT,LUCKNOW, INDIA

(Dr APJ Abdul Kalam Technical University, Lucknow)
2021
 ACKNOWLEDGEMENT
I would like to place on record my deep sense of gratitude to (Name
of supervisor/s) Dept. of Civil Engineering, GITM, Lucknow, India
for his generous guidance, help and useful suggestions. I express
my sincere gratitude to …………….., HoD in Department of Civil
Engineering, GITM, Lucknow, for his stimulating guidance,
continuous encouragement and supervision throughout the course
of present work.
I also wish to extend my thanks to ____________________ for
their insightful comments and constructive suggestions to improve
the quality of this research work. I am extremely thankful to
…………. Director GITM, Lucknow .for providing me
infrastructural facilities to work in, without which this work would
not have been possible.

(RISHABH DEV MISHRA)

S. NO. CONTENT PAGE NO.

2.0 INTRODUCTION 9-10

3.0 WHAT IS ROAD OR PAVEMENT? 11

4.0 TYPES OF PAVEMENTS 12-13

5.0 MATERIALS FOR PAVEMENT LAYERS 14-16

5.1 SOIL 14

5.2 AGGREGATES 14-15

5.3 BITUMINOUS BINDER 15-16

5.4 TESTS 17-26

6.0 CONSTRUCTION OF FLEXIBLE PAVEMENT LAYERS 27-

6.1 SUBGRADE 28

6.2 SUB-BASE COURSE 29

6.3 BASE COURSE 29-30

6.4 SURFACE COURSE 30-35

SAFETY TIPS FOR ROAD CONSTRUCTION

7.0 36-40

8.0 CONCLUSION 41
.
INTRODUCTION

Development of a country depends on the connectivity of various places with adequate road network. Roads
are the major channel of transportation for carrying goods and passengers. They play a significant role in
improving the socio-economic standards of a region. Roads constitute the most important mode of
communication in areas where railways have not developed much and form the basic infra-structure for the
development and economic growth of the country. The benefits from the investment in road sector are
indirect, long-term and not immediately visible. Roads are important assets for any nation. However, merely
creating these assets is not enough, it has to be planned carefully and a pavement which is not designed
properly deteriorates fast. India is a large country having huge resource of materials. If these local materials
are used properly, the cost of construction can be reduced. There are various type of pavements which differ
in their suitability in different environments. Each type of pavement has its own merits and demerits.
Despite a large number of seminars and conference, still in India, 98% roads are having flexible pavements.
A lot of research has been made on use of Waste materials but the role of these materials is still limited. So
there is need to take a holistic approach and mark the areas where these are most suitable.
India has one of the largest road networks in the world (over 3 million km at present).For the purpose of
management and administration, roads in India are divided into the following five category

 National Highways (NH)

 State Highways (SH)
 Major District Roads (MDR)
 Ordinary District Roads (ODR)
 Village Roads (VR)

The National Highways are intended to facilitate medium and long distance inter-city passenger and freight
traffic across the country.

The State Highways are supposed to carry the traffic along major centres within the State.

Other District Roads and Village Roads provide villages accessibility to meet their social needs as also the
means to transport agriculture produce from village to nearby markets.

Major District Roads provide the secondary function of linkage between main roads and rural roads.
WHAT IS ROAD OR PAVEMENT?

Pavement or Road is an open, generally public way for the passage of vehicles, people, and animals.
Pavement is finished with a hard smooth surface. It helped make them durable and able to withstand traffic
and the environment. They have a life span of between 20 – 30 years.
Road pavements deteriorate over time due to-

 Impact of traffic, particularly heavy vehicles.

 Environmental factors such as weather, pollution.
TYPES OF PAVEMENTS

There are various types of pavements depending upon the materials used; a briefs description of all types is
given here-

FLEXIBLE PAVEMENTS
Bitumen has been widely used in the construction of flexible pavements for a long time. This is the most
convenient and simple type of construction. The cost of construction of single lane bituminous pavement
varies from 20 to 30 lakhs per km in plain areas. In some applications, however, the performance of
conventional bitumen may not be considered satisfactory because of the following reasons-

 In summer season, due to high temperature, bitumen becomes soft resulting in bleeding, rutting
and segregation finally leading to failure of pavement.
 In winter season, due to low temperature, the bitumen becomes brittle resulting in cracking
and unevenness which makes the pavement unsuitable for use.
 In rainy season, water enters the pavement resulting into pot holes and sometimes total removal of
bituminous layer.
 In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle takes place. Due to
freezing and melting of ice in bituminous voids, volume expansion and contraction occur. This
leads to pavements failure.
 The cost of bitumen has been rising continuously. In near future, there will be scarcity of bitumen
and it will be impossible to procure bitumen at very high costs.
RIGID PAVEMENTS
Rigid pavements, though costly in initial investment, are cheap in long run because of low maintenance
costs. There are various merits in the use of Rigid pavements (Concrete pavements) are summarized below:
Bitumen is derived from petroleum crude, which is in short supply globally and the price of which has been
rising steeply. India imports nearly 70% of the petroleum crude. The demand for bitumen in the coming
years is likely to grow steeply, far outstripping the availability. Hence it will be in India's interest to explore
alternative binders. Cement is available in sufficient quantity in India, and its availability in the future is also
assured. Thus cement concrete roads should be the obvious choice in future road programmes.

 Besides the easy available of cement, concrete roads have a long life and are practically
maintenance-free.
 Another major advantage of concrete roads is the savings in fuel by commercial vehicles to an
extent of 14-20%. The fuel savings themselves can support a large programme of concreting.
 Cement concrete roads save a substantial quantity of stone aggregates and this factor must be
considered when a choice pavements is made,
 Concrete roads can withstand extreme weather conditions – wide ranging temperatures, heavy
rainfall and water logging.
 Though cement concrete roads may cost slightly more than a flexible pavement initially, they
are economical when whole-life-costing is considered.
 Reduction in the cost of concrete pavements can be brought about by developing
 semi-self-compacting concrete techniques and the use of closely spaced thin joints. R&D
efforts should be initiated in this area.
MATERIALS FOR FLEXIBLE PAVEMENT LAYER
The flexible pavement layer is constructed with use of following basic materials:-
 Soil
 Stone aggregates
 Bituminous Binder
 Water

SOIL

The soil is used in embankment construction should not undergo excessive settlement due to weather
changes and superimposed loads; differential settlements of the embankment may lead to failure of
pavement and other structures.
Selected superior quality soil is borrowed and used for the construction of subgrade of pavements. Well
compacted soils and stabilized soils are at times used in the sub-base or base course of pavements of low
volume roads. The soil is therefore considered as one of the principal highway materials.

DESIRABLE PROPERTIES

 Stability
 Incompressibility
 Permanency of strength
 Minimum changes in volume and strength under adverse conditions of weather.
 Good drainage
 Ease of compaction

STONE AGGREGATES

Aggregates are inert granular materials such as sand, gravel, or crushed stone that, along with water
and Portland cement, are an essential ingredient in concrete. For a good concrete mix, aggregates need
to be clean, hard, strong particles free of absorbed chemicals
or coatings of clay and other fine materials that could cause the deterioration of concrete. Aggregates, which
account for 60 to 75 percent of the total volume of concrete, are divided into two distinct categories-fine and
coarse. Fine aggregates generally consist of natural sand or crushed stone with most particles passing
through a 3/8-inch (9.5-mm) sieve. Coarse aggregates are any particles greater than 0.19 inch (4.75 mm),
but
generally range between 3/8 and 1.5 inches (9.5 mm to 37.5 mm) in diameter. Gravels constitute the
majority of coarse aggregate used in concrete with crushed stone making up most of the remainder.
Once processed, the aggregates are handled and stored in a way that minimizes segregation and degradation
and prevents contamination. Aggregates strongly influence concrete's freshly mixed and hardened
properties, mixture proportions, and economy. Consequently, selection of aggregates is an important
process. Although some variation in aggregate properties is expected, characteristics that are considered
when selecting aggregate include

 Grading
 Durability
 Particle shape and surface texture
 Abrasion and skid resistance
 Unit weights and voids
 Absorption and surface moisture

BITUMINOUS BINDER

Bituminous materials or asphalts are extensively used for roadway construction, primarily because of their
excellent binding characteristics and water proofing properties and relatively low cost. Bituminous materials
consists of bitumen which is a black or dark coloured solid or viscous cementitious substances consists
chiefly high molecular weight hydrocarbons derived from fractional distillation of petroleum. It has adhesive
properties, and is soluble in carbon disulphide.
Bituminous materials are very commonly used in highway construction because of their binding and water
proofing properties. The different types of bituminous binders used in flexible pavement construction are-
 Paving grade bitumen
 Modified bituminous binders
 Cut-back bitumen
 Bitumen emulsion
TESTS
There are following test are required for the construct of Flexible pavement road.
 Soil Test.
 Aggregate Test.
 Bituminous Test.

1. SOIL TEST: Soils form the structural foundation for almost all construction work,making soil
testing very important as failure to test soils adequately and correctly would introduce high levels of
financial and safety risks.
 Standard Soil Testing Methods.
 In-situ Sampling & Preparation.
 Moisture Content Test.
 Soil Index Properties Test.
 Compaction & CBR Test.

2. BITUMEN TEST:

There are a number of tests to assess the properties of bituminous materials. The following
tests are usually conducted to evaluate different properties of bituminous materials.
 Penetration test
 Ductility test.
 Softening point test
 Specific gravity test
 Viscosity test
 Flash and Fire point test
 Float test
 Water content test
 Loss on heating test

Bitumen Tests- Penetration Test:

It measures the hardness or softness of bitumen by measuring the depth in tenths of a

millimeter to which a standard loaded needle will penetrate vertically in 5 seconds. BIS had
standardised the equipment and test procedure.
The penetrometer consists of a needle assembly with a total weight of 100g and a device for
releasing and locking in any position. The bitumen is softened to a pouring consistency,
stirred thoroughly and poured into containers at a depth at least 15 mm in excess of the
expected penetration.
The test should be conducted at a specified temperature of 25 C. It may be noted that
penetration value is largely influenced by any inaccuracy with regards to pouring
temperature, size of the needle, weight placed on the needle and the test temperature. A grade
of 40/50 bitumen means the penetration value is in the range 40 to 50 at standard test
conditions. In hot climates, a lower penetration grade is preferred. Figure 0.1 shows a
schematic Penetration Test setup.

Bitumen Tests- Ductility Test:

Ductility is the property of bitumen that permits it to undergo great deformation or

elongation.
The dimension of the briquette thus formed is exactly 1 cm square. The bitumen sample is
heated and poured in the mould assembly placed on a plate. These samples with moulds are
cooled in the air and then in the water bath at 27 C temperature.
The excess bitumen is cut and the surface is leveled using a hot knife. Then the mould with
the assembly containing sample is kept in the water bath of the ductility machine for about 90
minutes. The sides of the moulds are removed, the clips are hooked on the machine and the
machine is operated.
A minimum ductility value of 75 cm has been specified by the BIS. Figure 0.1 shows
ductility moulds to be filled with bitumen.
Bitumen Tests- Viscosity Test:

Viscosity denotes the fluid property of the bituminous material and it is a measure of
resistance to flow. At the application temperature, this characteristic greatly influences the
strength of resulting paving mixes.
Low or high viscosity during compaction or mixing has been observed to result in lower
stability values. At high viscosity, it resists the compactive effort and thereby resulting mix is
heterogeneous, hence low stability values. And at low viscosity instead of providing a
uniform film over aggregates, it will lubricate the aggregate particles. Orifice type
viscometers are used to indirectly find the viscosity of liquid binders like cutbacks and
emulsions.
The viscosity expressed in seconds is the time taken by the 50 ml bitumen material to pass
through the orifice of a cup, under standard test conditions and specified temperature. The
viscosity of a cutback can be measured with either 4.0 mm orifice at 25$^o$ C or 10 mm
orifice at 25 or 40 C.
Bitumen Tests- Water Content Test:

It is desirable that the bitumen contains minimum water content to prevent foaming of the
bitumen when it is heated above the boiling point of water.
The water in a bitumen is determined by mixing known weight of specimen in a pure
petroleum distillate free from water, heating, and distilling of the water.
The weight of the water condensed and collected is expressed as the percentage by weight of
the original sample. The allowable maximum water content should not be more than 0.2% by
weight.

Bitumen Tests- Loss on heating Test:

When the bitumen is heated it loses the volatility and gets hardened. About 50gm of the
sample is weighed and heated to a temperature of 163 C for 5hours in a specified oven
designed for this test. The sample specimen is weighed again after the heating period and loss
in weight is expressed as the percentage by weight of the original sample. Bitumen used in
pavement mixes should not indicate more than 1% loss in weight, but for bitumen having
penetration values 150-200 up to 2% loss in weight is allowed.
Bitumen Tests with IS Codes:

3. AGGREGATE TEST:

In order to decide the suitability of the aggregate for use in pavement construction,
following tests are carried out:
 Crushing test.
 Abrasion test.
 Impact test
 Soundness test.
 Specific gravity and water absorption test.
 Bitumen adhesion test
PROCEDURE TO CONSTRUCT PAVEMENTS
During construction of a cement concrete pavement, various steps are taken as below
 Survey of proposed work is done by experienced engineers or by any expert of survey, site survey
includes geographical details, soil properties and site investigation.
 After survey , a team of experienced engineers and architecture prepare detailed plan of work
with the help of various software's.
 After that a engineer prepares detailed estimate of proposed work and also prepares a estimate
regarding equipments required and labour requirements.
 Now excavation is done with the help of automatic machines and then a equipment is used to
cut nearby trees and root removal process.
 After these construction of soil sub grade , base coarse and then construction of surface course
is done.
SUB-GRADE

Sub-grade is a layer of natural soil or filled soil, ready to receive the pavement material over it. Traffic load
moving on the surface of the road is ultimately transferred to the sub-grade through intermediate layer of
sub-base, base and surface layer. For the success full construction of the road, it is necessary that the soil
sub-grade should never be over stressed. Stress intensity on the sub-grade should not be of the magnitude
that may cause excessive deformation in the sub-grade. It is this reason that the strength properties of the
soil sub-grade should be evaluated. The pavement design assumes sub-grade strength as the basis for
designing the pavement. If strength properties of the sub-grade are inferior to the expected ones, it is given
suitable treatment to impart improvement in its performance. There are a number of tests which can be
used to measure strength properties of the soil sub-grade. All these tests are useful in their correlation in the
design. Following are some of the standard tests, used to evaluate the strength properties of the soil-

 CBR test
 Plate bearing test

PREPARATION OF SUBGRADE LAYER

Prepare the sub-grade layer, it is done after placing the drainage system, piping and electric cable. The sub-
grade surface will be compacted and levelled and be cut to make camber as in plan. If the material of the soil
did not have a good quality, it will be changed with suitable material. Base formation covers with 50-75mm
sand layer or quarry dust and will be compacted with 8-10 tone compactors. This job must be done to
prevent the clay from absorbing into the stone layer of sub-base.
GRANULAR SUB-BASE (GSB)

A granular sub base is laid in between the subgrade and the base course of all highway pavements. Subbases
serve a variety of purposes, including reducing the stress applied to the subgrade and providing drainage for
the pavement structure. The granular subbase acts as a load-bearing layer, and strengthens the pavement
structure directly below the pavement surface, providing drainage for the pavement structure on the lowest
layer of the pavement system. However, it is critical to note that the subbase layer will not compensate for a
weak subgrade. Subgrades with a CBR of at least 10 should provide adequate support for the subbase.

PREPARATION OF GRANULAR SUB BASE

As the granular subbase provides both bearing strength and drainage for the pavement structure, proper size,
grading, shape, and durability are important attributes to the overall performance of the pavement structure.
Granular subbase aggregates consist of durable particles of crushed stone or gravel capable of withstanding
the effects of handling, spreading, and compacting without generation of deleterious fines. Granular
subbases are typically constructed by spreading the materials in thin layers compacting each layer by rolling
over it with heavy compaction equipment to achieve a density greater or equal to 70% relative density.
Typically, the thickness of the subbase is 6 inches with a minimum of 4 inches. Additional thickness
beyond 6 inches could allow consolidation of the subbase over time as traffic loads accumulate. Pavement
problems may result from this consolidation.

BASE COURSE

The base course is the region of the pavement section that is located directly under the surface course. If
there is a subbase course, the base course is constructed directly about this layer. Otherwise, it is built
directly on top of the subgrade. Typical base course thickness ranges from 4 to 6 inches and is governed by
underlying layer properties.
Heavy loads are continuously applied to pavement surfaces, and the base layer absorbs the majority of these
stresses. Generally, the base course is constructed with an untreated crushed aggregate such as crushed
stone, slag, or gravel. The base course material will have stability under the construction traffic and good
drainage characteristics.
The base course materials are often treated with cement, bitumen, calcium chloride, sodium chloride, fly
ash, or lime. These treatments provide improved support for heavy loads, frost susceptibility, and serves as a
moisture barrier between the base and surface layers The base course must have sufficient quality and
thickness to prevent failure in the subgrade and/or subbase, withstand the stresses produced in the base
itself, resist vertical pressures that tend
to produce consolidation and result in distortion of the surface course, and resist volume changes caused by
fluctuations in its moisture content.
The materials composing the base course are select hard and durable aggregates, which generally fall into
two main classes: stabilized and granular. The stabilized bases normally consist of crushed or uncrushed
aggregate bound with a stabilizer, such as Portland cement or bitumen.The quality of the base course is a
function of its composition, physical properties, and compaction of the material.

PRIME COAT:-

A prime coat is an application of a low viscosity asphalt to a granular base in preparation for an initial layer
(or surface course layer) of asphalt. The purpose of the prime coat is; to coat and bond loose material
particles on the surface of the base, to harden or toughen the base surface to provide a work platform for
construction equipment, to plug capillary voids in the base course surface to prevent migration of moisture,
and to provide adhesion between the base course and succeeding asphalt course. After applying the prime
coat, it must cure for a minimum of 48-72 hours before asphalt is placed, with no rain in the forecast.
There are four primary purposes for the application of a prime coat on an aggregate base course;

 Coat and bond loose material particles on the surface of the base.
 Harden or toughen the base surface to provide a work platform for construction equipment.
 Plug capillary voids in the base course surface to prevent migration of moisture.
 Provide adhesion between the base course and succeeding asphalt course

BINDER COURSE-

The bituminous surface, or wearing course, is made up of a mixture of various selected aggregates bound
together with asphalt cement or other bituminous binders.
This surface prevents the penetration of surface water to the base course; provides a smooth, well-bonded
surface free from loose particles, which might endanger aircraft or people; resists the stresses caused by
aircraft loads; and supplies a skid-resistant surface without causing undue wear on tires.
TACK COAT:-

The pavement surface receiving the tack coat should be clean and dry to promote maximum bonding.
Emulsified tack coat materials may be applied to cool and/or damp pavement; however, the length of time
needed for the set to occur may increase (Flexible Pavements of Ohio, 2001). Since existing and milled
pavements can be quite dirty and dusty, their surfaces should be cleaned off by sweeping or washing before
any tack coat is placed, otherwise the tack coat material may bond to the dirt and dust rather than the
adjacent pavement layers. This can result in excessive tracking of the tack coat material.
Tack coat application should result in a thin, uniform coating of tack coat material covering approximately
90 percent of the pavement surface (Flexible Pavements of Ohio, 2001). To achieve this result, application
rate will vary based on the condition of the pavement receiving the tack coat. Too little tack coat can result
in inadequate bonding between layers. Too much tack coat can create a lubricated slippage plane between
layers, or can cause the tack coat material to be drawn into an overlay, negatively affecting mix properties
and even creating a potential for bleeding in thin overlays.

SURFACE COURSE:-

The wearing course is the upper layer in roadway, airfield, and dockyard construction. The term 'surface
course' is sometimes used, however this term is slightly different as it can be used to describe very thin
surface layers such as chip seal. In rigid pavements the upper layer is a Portland cement concrete slab. In
flexible pavement, the upper layer consists of asphalt concrete with a bituminous binder. The wearing course
is typically placed on the binder course which is then laid on the base course, which is normally placed on
the subbase, which rests on the subgrade. There are various different types of flexible pavement wearing
course, suitable for different situations. Stone mastic asphalt is a type of flexible pavement wearing course
which is typically used for heavily trafficked roads.
The functions and requirements of this layer are:
 It provides characteristics such as friction, smoothness, drainage, etc. Also it will prevent the
entrance of excessive quantities of surface water into the underlying base, sub-base and sub-grade,
  It must be tough to resist the distortion under traffic and provide a smooth and skid- resistant riding
surface,
 It must be water proof to protect the entire base and sub-grade from the weakening effect of water.

SEAL COAT:-

Sealcoat or pavement sealer is a coating for asphalt-based pavements. Seal coating is marketed as a
protective coating that extends the life of asphalt pavements. There is not any independent research that
proves these claims. Seal coating may also reduce the friction or anti-skid properties associated with the
exposed aggregates in asphalt. There are primarily three types of pavement sealers. They are commonly
known as refined tar-based (coal tar based), asphalt-based, and petroleum-based. All three have their
advantages but are typically chosen by the contractors’ preference unless otherwise specified.
Prior to application the surface must be completely clean and dry using sweeping methods and/or blowers. If
the surface is not clean and dry, then poor adhesion will result. Pavement sealers are applied with either
pressurized spray equipment, or self-propelled squeegee machines or by hand with a squeegee. Equipment
must have continuous agitation to maintain consistency of the sealcoat mix. The process is typically a two-
coat application which requires 24 to 48 hours of curing before vehicles can be allowed back on the surface.
Once the surface is properly prepared, then properly mixed sealer will be applied at about 60 square feet per
gallon per coat.
SAFETY TIPS FOR ROAD CONSTRUCTION
Familiarizing your crew with standard safety guidelines will keep everyone aware of the hazards and better
prepared before they get to work. Below, you’ll find our list of top road construction safety tips to help you
keep everyone on your team safe.
1. Implement Proper Training
As with any new environment, those working on road or highway construction sites should go through
proper training to be aware of the policies in place and the imminent hazards they’ll face. Relaying
consistent protocols to your team also ensures that everyone follows the same procedures. Your training
should address things like:
● Safety training schedules
● Traffic control plans
● Schedules for equipment and materials inspections
● Known hazards for your worksite and plans to alleviate them
● Equipment training
● Emergency and first aid plans

In addition to initial training, you should also brief your crew every day since conditions and hazards can
greatly vary.

2. Ensure a Competent Person is On Site

The Occupational Safety and Health Administration (OSHA) defines a competent person as someone who
can spot existing and potential hazards in and around the work area that are dangerous to employees.
Competent people are also authorized to make changes to the worksite to remove identified dangers.
Requiring a competent person at all times seems simple, but can quickly be derailed if your only competent
person needs to temporarily leave the worksite. Identify your key “competent people” in your crew and
implement a schedule, if needed, to ensure that at least one person is on site at all times.
 3. Set Up a Proper Perimeter

The worksite should have ample space on all sides for work to be done. Using proper barriers, cones and
other barricades ensures drivers know when the worksite begins and ends. Barricades should also be used
inside the worksite to indicate where it’s safe for crew members to walk, where materials are stored and
where equipment is used. Your crew should also mark utility lines to prevent electrocutions and other
avoidable injuries.

4. Increase Worker and Work Site Visibility

OSHA requires construction employees working on highway and road sites to wear high-visibility clothing.
High-visibility clothing includes things like hats, vests and armbands with reflective or fluorescent
materials. You can also use lights to increase visibility if your crew is working in the evening or during
periods when it’s difficult to see.

5. Wear the Proper Safety Equipment

Additionally, crew members should also wear earmuffs or earplugs when working in areas with extreme
noise. Extreme construction noise can cause severe hearing damage if precautions aren’t taken by your crew.
Other important pieces of personal safety equipment include steel-toed shoes, gloves and respirators. Crew
members should also ensure everything fits properly and do checks throughout the day to confirm
everything is in place.

6. Control Traffic

Post traffic signs an ample amount away from the work zone so drivers can prepare to adjust to changes like
slow downs or reduced lanes. You should also give drivers enough space to safely transition out of the work
zone and back into the regular flow of traffic. Flaggers who are directing vehicles should never turn their
backs to oncoming traffic.

7. Use Caution When Operating Heavy Machinery

Large machines, like rollers and excavators, have blind spots and are capable of fatally injuring your fellow
crew members. Fortunately, there are a number of things you can do to safely operate heavy equipment on
a road or highway construction site.

● Use a seatbelt at all times

● Apply parking brakes whenever vehicles are not in use
● Put a block in front or behind of the tires when left on an incline or decline
● Use a spotter when moving, unloading and loading equipment
● Check that mirrors and other visual aids like tail lights are attached and operational
 8. Watch for Moving Vehicles and Equipment
When you’re not operating heavy construction equipment, be aware of the areas heavy equipment are
moving, exiting and entering. Steer clear of areas where walking is prohibited. You should also ensure
you’re not in a position where you’re caught in between pieces of equipment or under anything like booms
or arms. In addition to heavy equipment in the work zone, you should also pay attention to drivers.

9. Avoid Blind Spots

Steering clear of blind spots sounds easy. However, this can prove difficult when you have equipment
moving in and out of the worksite in an already small work zone. You should always make eye contact with
the operator and ensure they see you if you’re planning to walk around them.
When in doubt, never assume that a vehicle sees you. Signal the operator and wait until the equipment is off
before walking towards or near them. Communication signals are also crucial when heavy equipment is
around. Every crew member should know what each signal means so they know whether they should stop,
wait or avoid the area.

10. Be Constantly Aware of Your Surroundings

In addition to moving vehicles and blind spots, you should stay extra vigilant while moving around the
worksite to spot potential hazards. This can include moving potential obstructions or debris in the heavy
equipment zone or a readjusting a barrier that’s been accidentally nudged out of place. Things are constantly
moving in a construction zone and paying attention to hazards like these can keep you and your crew safe.
 11. Stay Hydrated

Staying hydrated is important at all times of the day and all seasons. It’s easy to get thirsty when working on
roads and highways with the hot sun, machinery and asphalt raising the surrounding temperature.
Dehydration during cold weather is also common since most of us don’t realize how much water we’re
losing throughout the day.
There are many ways to prevent dehydration like learning the signs of heat-related illnesses and providing
plenty of water for your crew members. Brief your crew on the importance of staying hydrated and keep an
eye on everyone throughout the day.

OPENING OF TRAFFIC:-

The curing period for bituminous surface course is less and hence the surface can be opened to traffic within
24 hours
CONCLUSIONS

 Conclusion is that this training is benifical for us.

 We have a lot of knowledge about the flexible pavement road design.
 We gain knowledge about India road and IS codes
 Idea preparation of earth work.
 Idea levelling work after excavation.
 Idea laying aggregates on the site.
 Equipment and Machines which I seen on site for construction purpose.
 Proposed work for road construction after my training.

REFERENCES

 www.google.com
 Highway engineering by S.K. Khanna, C.E.G.Justo & A. Veeraragavan.
 Indian Road Congress (IRC ) codes.
 www.uppwd.gov.in
 www.civilconstructionsite.com