2025 Construction Summary —– Liu Le Hello everyone: In 2025, my work summary is as follows: 1. Project Overview In 2025, the main project I participated in was the preventive maintenance project for the pavement of the G342 Rihong Line from Makou West to Taifan Junction. The preventive maintenance mileage is 7.667 kilometers. This project is a first-class highway with a standard of four lanes in both directions, a subgrade width of 27 meters, and a pavement width of 23 meters. The project adopts new technologies, new processes, new materials, and new equipment, and employs scientific maintenance techniques to continuously improve the quality of maintenance works. The preventive maintenance plan for this project first addresses typical diseases and ruts within the driving lane range. For severe block cracks and potholes, the surface layer at the disease location is milled and repaved, and severe subsidence is treated with geopolymer grouting, followed by the application of a rubber asphalt double-layer protective layer. 2. Construction Responsibilities In the project, as a construction worker, I was mainly responsible for the on-site construction and process control of the rubber asphalt double-layer protective layer, ensuring the implementation of the construction plan and meeting the quality, safety, and progress standards of the project, to ensure the successful application of the “Four New” (new technology, new process, new materials, new equipment). In the early stages of construction, I familiarized myself with the project drawings and design requirements, participated in the refinement of the special construction plan, provided technical safety briefings to the construction personnel, clarified the quality standards and construction requirements of the operating procedures, and ensured that the construction personnel grasped the key points. 3. Work Process and Self-Evaluation I participated in the debugging of construction machinery and supervised the debugging of the synchronous fiber gravel sealing vehicle, rubber-tired roller, fog sealing vehicle, and material yard production equipment, ensuring that the machinery was in optimal condition for production. I constantly monitored temperature changes and weather conditions to ensure the cleanliness and dryness of the gravel in the material yard, communicated with safety personnel to clarify the construction section for safety warning signs, arranged for dedicated personnel to direct traffic, ensuring construction safety and road smoothness, and collaborated with technical personnel to investigate the original pavement conditions, addressing diseases (such as severe ruts, cracking, and subsidence) with targeted treatments. For subsidence, geopolymer grouting was used, and for cracks, sealing glue was applied after grooving. The uneven pavement was finely milled. Before construction, the lower layer was cleaned with a sweeper and dust was blown away with a blower to prepare for subsequent construction. During the asphalt spraying and gravel spreading phase: the asphalt spraying amount and gravel spreading amount were calibrated, and parameters such as driving speed were set to ensure stable work on site. The edge stone marking was covered to avoid construction pollution. During construction, dedicated personnel closely monitored the uniformity of the asphalt spraying and gravel spreading to avoid leakage or over-spraying. For areas with leakage, manual re-spraying was arranged, and excessive thickness was appropriately scraped off. Each vehicle was checked for the asphalt filter element of the sealing vehicle to avoid nozzle blockage. The transverse seams were treated using the butt joint method, with polypropylene fabric laid before the starting point and after the endpoint, and removed promptly after spraying. The longitudinal seams overlapped with the previous width by 10 cm to ensure tight connections. During the rolling phase: the rubber asphalt synchronous vehicle should be rolled immediately after spraying, requiring 2-3 rubber-tired rollers to follow closely for synchronous rolling, ensuring that the gravel is fully embedded in the asphalt. During the rolling process, it should be followed closely, rolled slowly, and driven at a constant speed while eliminating interlayer voids. Dedicated personnel monitored the rubber-tired roller for 4-5 passes. If loose gravel was found after rolling, manual re-spraying was required after the final rolling. Excess asphalt should be removed and re-rolled. It is strictly prohibited to turn or make U-turns on unrolled sections, which could damage the asphalt gravel. After rolling, leftover materials were collected 2-3 times until no loose stones remained. The upper layer was sprayed with rubber asphalt, consistent with the lower layer process. After spraying, rolling, and collecting leftover materials, the fog sealing vehicle was arranged to spray according to the calibrated driving speed and oil amount to prevent excessive speed from causing spraying issues. Combined with technical personnel, the surface of the sealing layer was confirmed to be free of sticky wheel phenomena after the emulsified asphalt completely demulsified, and traffic was allowed to open only when the surface was dry. 4. Self-Evaluation During the construction of the double-layer protective layer, I focused on fine construction control and efficient team coordination, achieving phased growth in construction execution, technical control, and professional quality. I ensured that construction tasks were executed clearly, accurately, and efficiently, following the closed-loop management principle of planning, briefing, execution, inspection, and summarization, effectively implementing various construction tasks, and arranging the specific construction content for the next day’s construction personnel (including migrant workers) in advance, covering material screening, safety production control, and other aspects, clarifying each person’s tasks to ensure that tasks were in place before starting work each day. I closely monitored temperature and weather changes, timely coordinated with safety personnel and material yard personnel to effectively avoid potential risks to construction quality and safety from environmental factors. I also recognized my shortcomings in the application of new technologies and emergency response to complex issues. In the future, I will focus on refinement and professionalism as my development direction, continue to learn, and continuously improve my comprehensive ability in the construction of protective layers and related projects, contributing greater strength to creating quality projects. 5. Insights and Reflections In this project, I served as the on-site construction worker for the rubber double-layer protective layer, responsible for the on-site management and quality control of this sub-project. Looking back at the entire construction process, I deeply understand that the core of the “double-layer protective layer” lies in “fine management” and “fine construction.” Throughout the process, I monitored key procedures, including the spraying temperature and uniformity of rubber asphalt, the coverage rate and interlocking effect of gravel, and the details of seam treatment, conducting continuous inspections and records. For any width deviations, such as uneven local spraying or blockages, I promptly communicated and discussed corrections with operators and technical personnel. I also learned that the synchronous sealing largely depends on the cleanliness and dryness of the basalt gravel. In the early stages of the project, I underestimated the performance adjustment of new equipment such as the synchronous sealing vehicle. By strengthening pre-construction equipment debugging and in-depth communication with operators, I quickly resolved the issue. This experience made me realize that as a modern construction worker, I must shift from being “experience-based” to “learning-based,” not only understanding processes but also equipment and materials, possessing stronger predictive and comprehensive coordination abilities. 6. Suggestions for Participating Projects 1. In the construction of the double-layer protective sealing layer, I deeply realized that the material yard is the first workshop for quality. The cleanliness and dryness of basalt gravel are not just empty words; they are the lifeline that determines the bonding strength between layers. Therefore, I suggest managing materials like grain to achieve cleanliness, dryness, and standards. 2. In this double-layer protective layer construction and subsequent observations, I found that the pavement sealing at intersections where heavy vehicles frequently turn is severely peeling off. Intersections are concentrated points of dynamic traffic loads, and when heavy semi-trailers turn, the tires harden and rub against the pavement, causing the pavement sealing to bulge and peel off. I suggest delaying the opening of traffic after construction. 3. Try to schedule construction at high-temperature periods, such as after noon, to delay the cooling speed of asphalt and ensure the bonding quality between asphalt and gravel. 4. Keep the pavement dry. If the pavement is wet, an isolation layer will form between the pavement and the synchronous sealing gravel, which is not conducive to bonding between the two. I suggest checking the pavement for dryness, especially in sections constructed after rain, and taking measures to address any local water or moisture found. For small areas of moisture, a blower can be used to dry them, while larger areas should wait until completely dry before construction. 5. Construction equipment should be calibrated in advance, especially the spray heads, to ensure no blockages, uniform spraying speed, and pressure, ensuring no leakage or overspraying occurs. A dedicated person should check for this during construction, and once discovered, timely measures should be taken. 6. The impact of rubber-tired rollers on construction quality is crucial. The number of rollers should be selected based on temperature and the speed of sealing construction on-site, especially in sections constructed at lower temperatures. We found that adding an extra rubber-tired roller during on-site construction had a good effect. These are some of my thoughts and summaries during the construction process. If there are any inaccuracies, I welcome corrections from leaders and colleagues. In future construction processes, I will adopt a more pragmatic work style and a more diligent work attitude to contribute my utmost to our collective. Thank you all!
G342 Preventive Maintenance Project Report — Zhao Jiangge Dear leaders and colleagues: Hello everyone! I am very honored to share with you the recent work situation. First, I would like to thank the leaders for their careful guidance and the colleagues for their strong support. During this time, we have worked hand in hand to promote various tasks, gaining practical results and accumulating valuable experience. Below, I will report on the work of the G342 Rihong Line from Makou West to Taifan Junction pavement preventive maintenance project. 1. Work Overview The G342 Rihong Line from Makou West to Taifan Junction pavement preventive maintenance project starts at the G342 intersection at Makou West (K449+911) and runs southwest through Houmiao Town, passing under the S26 Fanhui Expressway, ending at Taifan Junction (K457+578). The total length of the route is 7.667 kilometers, with preventive maintenance mileage of 7.667 kilometers. The asphalt pavement mainly suffers from longitudinal and transverse cracks, and light ruts. In this project, I was mainly responsible for safety and traffic control work. 1. In the early stages of work, I developed a traffic control plan, published construction announcements in newspapers, online, and other media, and set up announcement boards 500 meters at both ends of the construction section or at key intersections nearby. Announcements should be published 3-7 days in advance, and the announcement boards should be securely fixed and regularly checked and maintained. 2. Installed construction warning signs 1000 meters at both ends of the construction section, with a 60 km/h speed limit sign, and a 40 km/h speed limit sign 500 meters before the construction section. At the end of the construction section, a sign to lift the speed limit was set up. The entire construction section was divided into segments with 40 km/h speed limit signs, and all signs were placed in prominent, safe positions that do not affect traffic. 3. During construction, warning signs were set up in advance at the beginning of the construction section to remind drivers to slow down when entering the construction area, strictly following the highway maintenance safety operation regulations, and setting up maintenance operation control zones. The traffic control area set up for highway maintenance safety operations is divided into six major areas: warning, upstream transition, buffer, work, downstream transition, and termination zone. (Warning Zone: The area between the starting point of the highway maintenance operation control zone and the starting point of the upstream transition zone, used to warn drivers that they have entered the maintenance operation area and adjust their driving status according to traffic signs; Upstream Transition Zone: Ensures vehicles smoothly transition laterally from the end of the warning zone to the non-closed lane at the beginning of the buffer zone; Longitudinal Buffer Zone: The safety buffer area between the end of the upstream transition zone and the starting point of the work zone; Lateral Buffer Zone: Arranged between the longitudinal buffer zone and the work zone and the non-closed lane, ensuring the lateral safety of maintenance personnel and equipment; Work Zone: The construction operation area between the end of the longitudinal buffer zone and the starting point of the downstream transition zone; Downstream Transition Zone: Ensures vehicles smoothly transition laterally from the end of the work zone to the starting point of the termination zone; Termination Zone: Set up after the downstream transition zone to adjust vehicles back to normal driving status.) 4. All construction personnel wore reflective vests, construction vehicles were marked with reflective strips, and warning cones were set up every 10-20 meters along the lane division, with wider settings in locally dangerous road sections. Traffic safety accident handling: In the construction operation area, if a traffic accident occurs related or unrelated to the operation, on-site personnel are responsible for taking the following emergency measures: ① Rescue the injured and protect the scene; ② Control the dynamic situation at the scene, strengthen obvious signs, and prevent secondary accidents; ③ Notify traffic management departments; ④ Report to the traffic police. 2. Daily Work Progress On the day of work or the night before, I would understand the construction section for the day from the leaders or colleagues responsible for construction. There are 6 traffic control personnel for this project, who brought warning signs, guiding signs, and warning cones to the site in advance. This project is half-width construction with half-width traffic, so we first divided the lane starting from the side lane at the end of the construction section, setting up warning cones and two guiding signs behind the intersection. One is to remind vehicles to return to normal driving status. The other is to remind vehicles traveling in the same direction to change lanes to the right in advance, which is the downstream transition zone and termination zone mentioned earlier. After setting up the downstream transition zone and termination zone, one person was in the vehicle handing down warning cones while another was placing them on the ground, proceeding sequentially to the starting point of the construction section. After completing the lane division, warning cones, guiding signs, flashing lights, and construction signs were set up in front of the starting point of the construction section, completing the setup of the warning zone, upstream transition zone, and lateral buffer zone, with warning cones set up at all intersections and village entrances. After completing these tasks, I arranged traffic control personnel at various intersections. One at the starting and ending points of the construction section, and others at the intersections and village entrances of the construction section, ensuring that there were at least two mobile personnel to patrol the entire line, promptly raising and supplementing any fallen or missing warning cones. When construction vehicles passed through intersections, I coordinated traffic to avoid pedestrians and vehicles from mistakenly entering and causing construction interruptions. After construction, if traffic was to be opened, I would first remove all construction signs, guiding signs, speed limit signs, and warning cones in front of the construction section to allow vehicles to pass normally, and then remove the warning cones and guiding signs, speed limit signs, and warning cones at the end of the lane division. If traffic was not to be opened that day, I would add warning lights (flashing lights) at the end of the construction section. If mechanical equipment needed to close the intersection at night, warning cones would be set up around the machinery, and a safe distance should be maintained for parked machinery. After completing all work, I would take photos with a watermark camera for future reference. If I found construction waste on the roadside that had not been cleared in time, I would surround it with warning cones and take photos for records. The unit’s double-row vehicle is mainly used for traffic control work, so sometimes I also need to refuel rubber-tired rollers, sweepers, and asphalt sprinklers during work. This is the daily work content. Below are some insights and suggestions. In this project, as the person responsible for traffic control, I can say that I have seen the entire work, personnel, machinery, and materials. Human factors dominate, and work requires a global awareness. It cannot be said that my work is traffic control, and everything else is unrelated to me. As long as I find a problem, I should report and communicate in a timely manner, without having an attitude of “it doesn’t concern me.” Personal interests and unit interests are one, and we rise and fall together. The construction technology used in this project has strict requirements for the cleanliness of gravel and construction temperature. Gravel must be clean and dry, and construction temperature should be high, avoiding construction before and during rain to ensure construction quality. Some suggestions: 1. Can we postpone intersection construction until the main construction of the entire road section is completed and then focus on intersection construction? Intersection construction: close one lane while the other lane operates normally. From spraying, rolling, leftover material recovery, fog sealing to opening traffic takes only half an hour to an hour. During this time, turning vehicles are prohibited from passing until half of the intersection is completed, and then turning vehicles are allowed to pass, thus avoiding damage to the pavement already completed by turning vehicles making U-turns at other intersections. Heavy vehicles turning will damage the pavement, while turning is relatively less harmful than U-turning. 2. Refueling of machinery should be done at the end of the day’s work, rather than needing to refuel the next morning before construction, to avoid delays in construction due to last-minute refueling. 3. Try not to borrow traffic control personnel. If a traffic accident or traffic jam occurs, and there is no one available, it will be troublesome. 4. Our unit happens to be a highway emergency center. Can we install flashing lights on traffic control vehicles in the name of the highway emergency rescue center, and print highway emergency rescue signs on the vehicle body, which not only meets functional attributes but also enhances warning effects? 5. For night construction, construction personnel should be equipped with waist or shoulder-mounted flashing lights, and this reflective vest should be more eye-catching. I saw this flashing light used by the Xinxiang machinery operator last year during the repair of 342. 6. The unit’s construction is mainly in summer, so we should prepare some anti-heatstroke medications, especially ensuring sufficient water. Large barrels of water are actually inconvenient; large barrels require employees to bring cups. For employees driving machinery, it is fine; cups can be placed in vehicles, but those without vehicles can only hold them. If placed on the ground, they are easy to lose. Bottled water is not expensive; a bottle costs only about 30 cents, which is more convenient than large barrels of water, avoiding the problem of employees carrying inconvenient cups or losing cups. 7. The unit’s employees are older and do not want to sleep on upper bunks, and getting up and down poses certain safety hazards. 8. Establish a work group for each project to arrange the next day’s work content the night before, so everyone can clarify their work tasks. 2. Liu Le’s Construction Suggestions: 1. In the construction of the double-layer protective sealing layer, I deeply realized that the material yard is the first workshop for quality. The cleanliness and dryness of basalt gravel are not just empty words; they are the lifeline that determines the bonding strength between layers. Therefore, I suggest managing materials like grain to achieve cleanliness, dryness, and standards. 2. In this double-layer protective layer construction and subsequent observations, I found that the pavement sealing at intersections where heavy vehicles frequently turn is severely peeling off. Intersections are concentrated points of dynamic traffic loads, and when heavy semi-trailers turn, the tires harden and rub against the pavement, causing the pavement sealing to bulge and peel off. I suggest delaying the opening of traffic after construction. 3. Try to schedule construction at high-temperature periods, such as after noon, to delay the cooling speed of asphalt and ensure the bonding quality between asphalt and gravel. 4. Keep the pavement dry. If the pavement is wet, an isolation layer will form between the pavement and the synchronous sealing gravel, which is not conducive to bonding between the two. I suggest checking the pavement for dryness, especially in sections constructed after rain, and taking measures to address any local water or moisture found. For small areas of moisture, a blower can be used to dry them, while larger areas should wait until completely dry before construction. 5. Construction equipment should be calibrated in advance, especially the spray heads, to ensure no blockages, uniform spraying speed, and pressure, ensuring no leakage or overspraying occurs. A dedicated person should check for this during construction, and once discovered, timely measures should be taken. 6. The impact of rubber-tired rollers on construction quality is crucial. The number of rollers should be selected based on temperature and the speed of sealing construction on-site, especially in sections constructed at lower temperatures. We found that adding an extra rubber-tired roller during on-site construction had a good effect.
3. Tian Qingtong’s Construction Suggestions: 1. In terms of material management: it is recommended to remove dust and coat the stones before construction to ensure they are clean, dry, and evenly coated. 2. Regarding opening traffic: we should delay the opening of traffic after construction for a longer time, waiting for the asphalt surface to cure before opening traffic. This way, the possibility of stone shedding will be reduced. 3. For grouting: whether to add a mechanical device for loading materials to speed up the loading process, as manual loading takes too long and affects construction progress.
4. Zhao Zhe’s Construction Suggestions: 1. For the rubber asphalt double-layer protective layer project: it is recommended to strengthen the full-process control of raw materials entering the site. In addition to routine sampling, increase monitoring of the storage temperature of rubber asphalt to avoid affecting material performance due to improper storage. 2. For the grouting project: it is recommended to rent a forklift during construction for loading and unloading grouting materials, which can significantly save loading time; it is also recommended to increase dedicated traffic control personnel during construction to speed up construction progress and ensure construction safety.
5. Yang Rui’s Construction Suggestions: 1. Increase the number of traffic control personnel for the bearing replacement project, and ensure that safety signs on the road are placed strictly according to regulations. 2. On-site technical personnel should strengthen communication with supervisors and construction teams, serving as a hub for intermediate links, ensuring that all technical standards are strictly controlled and flexibly applied during construction without exceeding regulatory values. 3. Prepare for construction in advance, such as pre-fabricating bearings, as the manufacturing process and inspection require time, and should be prepared in advance to avoid affecting project progress. 4. Construction machinery and equipment should provide calibration reports in advance and determine the model of machinery to prevent excessive deviations in values that affect project quality. 5. After the construction operation is completed, promptly notify the supervisor for inspection to avoid mechanical construction personnel being idle or wasting time.
6. Wang Yabing’s Construction Suggestions: 1. During the construction preparation phase: it is recommended to further refine the inspection process for raw materials entering the site, increasing the frequency of performance sampling for core materials such as asphalt and gravel aggregates to ensure material quality is controllable from the source; at the same time, organize special training for construction personnel on the double-layer protective layer process in advance, explaining construction difficulties and precautions with case studies. 2. Construction process control: strictly follow the design plan for construction, and do not guide construction operations based on experience. Understand the construction design thoroughly, without any luck mentality, and maintain a quality-first attitude towards construction. For special road sections such as intersections and commercial streets, optimize traffic diversion plans, increase warning signs and dedicated traffic control personnel, and reduce the impact of construction on traffic. 3. Post-construction maintenance management: it is recommended to establish a long-term tracking observation mechanism for the project, regularly inspecting the usage status of the double-layer protective layer, recording the development of diseases, and accumulating data experience for subsequent similar construction projects; at the same time, improve the digital management of construction data for easier future reference and traceability. 4. Collaboration and communication mechanism: it is recommended to establish a regular communication meeting system, summarizing problems encountered during construction and solutions daily; weekly communication with supervisors, designers, and other participating units to synchronize construction progress, quality issues, and rectification situations in a timely manner, avoiding delays in construction due to untimely information transmission, and improving overall project efficiency. 5. Strengthen safety measures for night construction: during night construction, sufficient lighting equipment should be set up to ensure that the construction area is bright and shadow-free, avoiding safety accidents due to unclear vision; at the same time, provide construction personnel with safety helmets, reflective vests, gloves, and other protective gear, and set up prominent warning lights and reflective signs around the construction area to remind passing vehicles and pedestrians to pay attention to safety. In addition, arrange dedicated personnel to conduct safety inspections during night construction, promptly identifying and eliminating potential safety hazards to ensure safe and orderly night construction.
7. Yang Shuxiu’s Construction Suggestions: 1. Promote standardization and informatization of data management: Currently, project data organization is still mainly manual, which is inefficient and prone to errors. It is recommended to implement data digitization to improve data retrieval efficiency and security, reduce the circulation of paper documents, improve efficiency, and lower error rates. 2. Establish a data sharing platform: Create a project data sharing platform to timely share the latest drawings, changes, specifications, and other documents with all relevant personnel, ensuring information symmetry and avoiding errors in data due to delayed information. 3. Strengthen training for data management personnel: It is recommended to regularly organize data management training to enhance data personnel’s understanding of standards and practical operation capabilities, especially regarding the management requirements of new processes and new materials.