Use of Laser in Highway

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SEMINAR for VIIIth Sem B.E.
“APPLICATION OF LASERS IN HIGHWAY

ENGINEERING””
Submitted to
VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELGAUM – 590 018, Karnataka
By
JOEL DOMINIC D ALMEIDA
USN: 4SF11CV022
Under the Guidance of

Mr. DILEEP KUMAR
Assistant Professor
Dept. of Civil Engg.
Sahyadri College of Engineering & Management
Mangalore-575009
DEPARTMENT OF CIVIL ENGINEERING

SAHYADRI COLLEGE OF ENGINEERING& MANAGEMENT
MANGALORE- 575009
ABSTRACT
In this Era of technology, Lasers have a very vast application in Highway
Engineering. It is used various purposes like Road profiling, Pavement surface deflection,
Bridge deflection, Speed checkers etc. These techniques have eased Human work by
making it simple and easy to use. If compared to older techniques that were cumbersome,
these have higher accuracy since everything is automated and quicker in obtaining
results since its computed by a computer and need very less human power.
ii
TABLE OF CONTENTS
ACKNOWLEDGMENT i
ABSTRACT ii
CONTENTS iii
LIST OF FIGURES AND TABLES v
CHAPTER 1 INTRODUCTION 1
1.1 PROPERTIES OF LASERS 2
1.2 USE OF LASERS IN HIGHWAY ENGINEERING 2
1.3 INSTRUMENTS USED 2
1.4 APPLICATIONS OF LASERS IN HIGHWAY ENGINEERING 3
CHAPTER 2 ROAD PROFILING 4

2.1 PROFILE 5
2.2 TRUE PROFILE 5
2.3 PROFILER 5
2.4 PROFILER WORKING 5
2.5 INERTIAL PROFILER 5
2.6 THE INERTIAL REFERENCE IS PROVIDED BY AN ACCELEROMETER 5
2.7 REQUIREMENTS 5
2.7.1 AN INERTIAL PROFILER MUST BE MOVING TO FUNCTION 6
2.7.2 THE PROFILE FROM AN INERTIAL PROFILER DOES NOT LOOK LIKE ONE
MEASURED STATICALLY 6
iii
2.7.3 ACCURATE PROFILE STATISTICS CAN BE OBTAINED FROM INERTIAL
PROFILERS 7
2.6 PROFILER APPLICATIONS 7
CHAPTER 3 PAVEMENT SURFACE DEFLECTIONS 9

3.1 BACKGROUND 9
3.2 ROLLING WHEEL DEFLECTOMETER 10
3.3 WORKING SPATIALLY-COINCIDENT METHOD 11
CHAPTER 4 BRIDGE DEFLECTION 13

4.1 SYSTEM STRUCTURE 13
4.2 BASIC PRINCIPLES 14
4.2 LABORATORY STUDY 15
CHAPTER 5 SPEED CHECKERS 18

5.1 METHODOLOGY 18
5.2 RESULT 20
CHAPTER 6 ADVANTAGES OF USING LASERS IN

HIGHWAY ENGINEERING 21
CHAPTER 7 CONCLUSIONS 22
REFERENCES 23
iv
LIST OF FIGURES
Fig. No. Description Page No
Fig. 2.6 Height relative to reference 5
Fig. 2.7.2 Three profiles measured with different devices 6
Fig. 2.7.3 Roughness Statistics 11
Fig. 3.3 General overview of the rolling wheel Deflectometer & 12
Illustration of the spatially-coincident method
Fig. 4.1 The structure of bridge deflection measurement system 14
Fig. 4.2 Principle figure of deformation measurement 14
Fig. 4.3.1 Laser Emitter 15
Fig. 4.3.2 Laser Receiver 15
Fig. 4.3.3 Laser image 16
Fig. 4.3.4 Laser image after filtering and threshold segmentation 16
Fig. 4.3.5 Display interface of deflection measurement system 16
Fig. 5.1 Installation of lasers and LDRs 19
Fig. 5.2 Model of over speed detection system using timer 20
LIST OF TABLES
Table No. Description Page No
Table 3.1 Comparison of Operating Conditions for Rolling Wheel 10
Deflectometer and Falling Weight Deflectometer
Application of Lasers in Highway Engineering
Chapter 1
INTRODUCTION
India is said to be the quickest growing nations today just falling behind China.
Despite the fact that India is doing especially well in fields such as education,
industrialization and style there are still sure territories where the nation is falling behind.
India's road system is colossal after United States of America. In any case, one of the
striking basic actualities is the state of the roads. Since roads in a roundabout way add to
the financial development of the nation it is to a great degree key that the roads are well
laid out and solid. India is home to a few terrible roads be it the metropolitans, the urban
communities or the towns. Terrible road conditions are just the same old thing new to
India and the issue is being tended to since the most recent 30 years.
Since India is a creating country there is a steady interest for good quality base,
transportation and administrations. Be that as it may, since India is a colossal nation with
truly a sizable population this issue still has not been tended to in totality.To enhance the
states of roadsendeavours started route back in the 1980s. It is amid this time roads were
worked to connection major highways, to grow the width of existing roads and to develop
imperative scaffolds. India has a sum of around 2 million kilometres of roads out of
which 960,000 kilometres are surfaced roads and around 1 million kilometres of roads in
India are the inadequately built ones. India is additionally home to Fifty-three National
expressways which convey around 40% of the aggregate street movement. In spite of the
fact that the figures look really great yet the basic actuality is that 25% of towns in India
still have poor road joins.
Alternate issues confronted by the Indian roads are; awful riding quality, poor
geometrics, and lacking pavement thickness. In India the obligations regarding road
building and upkeep lies with the Central and state government. The organization of the
national highway framework is vested with the Ministry of State for Surface Transport in
India and other state roads are safeguarded by the state open works divisions. Similarly as
the minor roads in the nation are concerned they are up kept by the different areas,
districts, and towns.
Roads that transport individuals and items starting with one place then onto the
next are subjected to overwhelming loadings and cruel ecological conditions, because of
Which they fall apart with time. The rate of crumbling relies on upon the development
Dept. of Civil Engineering, S.C.E.M Page 1
Materials utilized, development and support history, rate of stacking, and ecological
conditions. In this way, road execution must be observed to assess the rate of crumbling,
requirement for support and recovery, and legitimate booking of upkeep and restoration
exercises.
Assessment of road execution could be subjective, contingent upon visual
examination and evaluator experience, or target, contingent upon institutionalized
assessment strategies and equipment. Because of the way that experience is hard to
exchange starting with one individual then onto the next and that Singular choices
produced using comparative information are frequently conflicting, in the late 1950s,
target assessments started to make strides and Superseded subjective assessment.
1.1 Properties of Lasers

1. Monochromatic: The light emitted from a laser is monochromatic, that is, it is
of one wavelength (colour). In contrast, ordinary white light is a combination of
many different wavelengths (colours).
2. Unidirectional: Lasers emit light that is highly directional. Laser light is
emitted as a narrow beam in a specific direction. Ordinary light coming from the
sun, a light bulb, or a candle, is emitted in many directions away from the source.
3. Coherent:The light from a laser is said to be coherent, which means the
wavelengths of the laser light are in phase in space and time.
4. Portable: It is of small size and can be easily carried anywhere as needed
5. Detect moving object:It can detect the speed of the moving object but
calculating the time interval between the incident ray and reflected ray.
6. Work outside exposed to sunlight: Since it has very high intensity it can
be almost used anywhere even outside in bright sunlight.
1.3 Instruments Used
• Profilograph
• Accelerometer
• Texas Rolling Dynamic Deflectometer (RDD);
• Airfield Rolling Weight Deflectometer(ARWD);
• Rolling Wheel Deflectometer (RWD);
• Road Deflection Tester (RDT); and
• High-Speed Deflectograph.
• Laser Emitter
• Laser Receiver
• LDR
1.4 Applicationsof Lasers in Highway Engineering
• Road Profiling
• Pavement Surface Deflections
• Bridge Deflection
• Speed Checkers
There is a developing requirement for vital administration of the national

roadway system to save the huge capital investment. Pavement administration exercises
require exact, quick and practical pavement test systems to record current status of the
pavement structures in fast way. Laser strategy has the qualities of high corectness, high
resolutions and repeatability, and has been broadly connected in the range finding.
All the above mentioned applications are explained in the following chapters in
detail.
Chapter 2
ROAD PROFILING
2.1 Profile
Profiles taken along a lateral line demonstrate the super elevation and crown of
the road outline, in addition to rutting and different problems. Longitudinal profiles
demonstrate the roughness, texture, design grade. A profile of a road, pavement, or
ground can be measured along any constant non-existent line at first glance. On the off
chance that an estimation is rehashed, the same profile must be normal if the same non-
existent line is taken after. (To get repeatable measures, it makes the line less non-existent
by utilizing paint or tape to stamp it physically). It is conceivable to quantify the profile
for a bended line. Ordinarily, the desire for a road is that the line is a steady separation
from the centreline or some other reference that takes after the road geometry. Every now
and then, profile is measured along two lines for every path, one in every wheel track. For
more noteworthy detail any number of lines can be measured. The width is normally
characterized by the sort of instrument utilized. For instance, measures made with a laser
framework might cover a cut of the road only a couple of millimeters thick, while
measures made with an ultrasonic framework might cover a thicker cut of a few
centimetres. The impact of profile width is not yet caught on. Be that as it may, it is
harder to precisely rehash a profile measure if the line for the profile is slender.
2.2 True Profile
The idea of a profile is anything but difficult to envision. It is anything but
difficult to see that for a line drawn on a physical surface, a "true profile" exists.
Notwithstanding, the necessities for measuring the profile rely on upon what we need to
do with the information. For instance, consider two totally distinctive use of profile. In
the first place, assume newbridge will be constructed. The fashioner may need the profile
of the road on either side of the bridge site. The profile would be sufficiently depicted
with rise focuses taken at 3-m interims, for a few hundred meters, with the individual
measures having a determination of a couple of millimeters. Presently, for a brief moment
application, consider a system analysis to describe surface in view of measured profile.
The investigation requires profile focuses separated 1.0 mm (0.04 in) separated, over a
separation of 1 meter, with a determination of 0.1 mm (0.004 in). Both arrangements of
numbers are a piece of the "true profile" for a line out and about.
2.3 Profiler
Instruments and test strategies are utilized to deliver a succession of numbers
related to the "true profile" for a non-existent line on the road. A profiler does not
generally measure true profile, precisely. It quantifies the segments of true profile that are
required for a particular reason. In any case, the relationship between the true profile and
the numbers delivered by a profiler must meet a specification that will be given in a
matter of seconds.
2.4 Profiler Working
They are:
1. A reference elevation,
2. A height relative to the reference, and
3. Longitudinal distance.
These three ingredients are combined in different ways, based on the design of the
Profiler
2.5 Inertial Profiler
In the 1960's, an achievement in configuration made fast profiling workable for
checking huge road networks. It was when General Motors Research Laboratories
developed the inertial profiler. Estimations from the inertial profiler join the same three
ingredients as the static rod and level and the Dipstick.
2.6 The Inertial Reference Is Provided By an Accelerometer
An accelerometer is a sensor that measures acceleration. Data processing
Algorithms convert the vertical acceleration measure to an inertial reference that defines
the instant height of the accelerometer in the host vehicle. The height of the ground
relative to the reference is therefore the distance between the accelerometer (in the
vehicle) and the ground directly under the accelerometer. This height is measured with a
non-contacting sensor such as a laser transducer. The longitudinal distance of the
instruments is usually picked up from the vehicle speedometer.
Fig. 2.6: Height relative to reference
2.7 Requirements
2.7.1 An Inertial Profiler Must Be Moving To Function
This kind of instrument not just works at highway speed, it requires a specific
speed even to work. For instance, even the best inertial profilers don't function admirably
at speeds under 15 km/hr. The association between the instrument and the ground is
harder to see when speeding by at 100 km/hr than while assessing the non-existent line
being profiled by walking and bringing readings with a static device. Finding the
accelerometer and sensor over the correct nonexistent line is troublesome and requires an
accomplished driver.
2.7.2 The Profile froman Inertial Profiler Does Not Look Like One Measured
Statically
The inertial reference from a profiler qualifies as valuable, however it is not as
simple to Visualize as the reference utilized as a part of the static rod and level or
Dipstick. The understanding between the profile acquired with an inertial framework and
one got statically is great in a few regards, yet not in others. For instance, the following
figure indicates profiles got from the static Dipstick and two inertial profilers.
Fig. 2.7.2: Three profiles measured with different devices
The profiles from the inertial devices were taken at ordinary highway speeds, so
risks are that the line for the profile was not precisely the same for the three measures.
Yet, this does not clarify the totally diverse appearances among the profiles. The Dipstick
demonstrates a positive evaluation of around 1 meter vertical for each 100 meters
longitudinal. The ICC laser profiler demonstrates an evaluation of up to 0.5 meters
vertical for every 100 meters longitudinal. The K.J. Law instrument demonstrates a true
level profile. The evaluation and long undulations covering several meters are as a matter
of course measured precisely by any of these devices. Plots of elevation versus distance
from these three devices don't concur, despite the fact that the measures depend on the
same true profile. Further, distinctive plots might be acquired for repeated measures of
the same true profile, if the measures are made with inertial profilers made by various
makers. It is even conceivable to get diverse plots from the same instrument, just by
picking distinctive settings before every test.
2.7.3 Accurate Profile Statistics Can Be Obtained From Inertial Profilers
Since the inertial profilers don't create the same plot of profile as a static method,
for example, the Dipstick, you might at first think they are not helpful, or that they Are
not detecting the true profile. Yet, regardless of the possibility that the plot of the profile
measured by an inertial profiler does not resemble the true profile, it might give high
accuracy for summary numbers that are ascertained from the profile. For instance, the
following figure Shows plots of a roughness index as processed from estimations made
by Different instruments. On the off chance that the two instruments acquired the very
same results, the Points would lie on the plots on the line of equality.
Fig. 2.7.3: Roughness Statistics
2.8Profiler Applications
1. To screen the state of a road system for pavement management systems (PMS), 2. To
assess the nature of recently developed or repaired areas,
3. To analyse the state of particular place and decide fitting Cures, and
4. To examine the state of particular site for research. The specialized prerequisites for
these classes cover a significant reach. A road Network might require the measuring of a
great many kilometres for each year. In a few States, more than 10,000 kilometres for
each year might be profiled. At the other end, an examination system may include
incessant estimations of destinations that are only a few hundred feet long, with the aim
of recognizing unobtrusive types of decay at their onset.
Chapter 3
Pavement Surface Deflections
3.1 Background
Following the mid-1950s, different methodologies have been created to quantify
pavement deflections, including stationary and ceaseless estimation strategies. The
requirement for a traffic speed deflection testing strategy has been broadly supported in
literature on account of time imperatives and the need to occupy movement from the tried
path when stationary devices are utilized (Smith and Lytton 1985).Arora et al. (2006)
recognized five gadgets that have been assessed for constant redirection testing: (1) Texas
Rolling DynamicDeflectometer (RDD);
(2) Airfield Rolling Weight Deflectometer (ARWD);
(3) Rolling Wheel Deflectometer (RWD);
(4) Road Deflection Tester (RDT); and
(5) High-Speed Deflectograph.
The RWD was developed by Applied Research Associates (ARA) [4], Inc. to
measure pavement surface deflections at traffic speeds and to characterize the load-
carrying capacity of in-service pavements. The first RWD prototype was designed to
perform measurements on airfield pavements at a maximum speed of 9 km/h was
introduced in late 1990’s. The latest version of the RWD was introduced in 2003 and can
collect deflections at traffic speeds. It consists of a16.2 m long semitrailer applying a
standard 80-kN load on the pavement structure over the rear single axle by means of a
regular dual-tire assembly. The RWD measures wheel deflections using spatially
coincident method at the pavement surface, comparingthe profiles of the surface in the
undeflected and deflected states. As RWD travels on top of the pavement, triangulation
lasers mounted on a 7.7 m aluminium beam and placed at2.6-m intervals are used to
measure surface deflections. The beamis mounted on the right side of the semitrailer to
follow the right wheel path on the right lane, which is usually the weakest location on the
pavement structure. Three spot lasers are placed in front of the loaded wheel to define the
unloaded surface, and one spot laseris placed right on top of the loaded dual-tire assembly
to measure the deflected surface.
The laser sensors are set to gather a reading at unaltered interim of 15 mm at all
truck speeds. Prior to the field testing program portrayed in this study, a more exact and
Stable deflection estimation framework adapted for pavement applications was

introduced. The updated framework has a 100-mm deflection estimation range and has a
correctness of 0:0254 mm. This was the primary testing program directed with a new
laser deflection framework. Table 3.1 associates about the working states of RWD and
FWD in basic assessment of in-administration pavements. As appeared in this table,
significant contrasts exist in the middle of RWD and FWD deflection strategies,
particularly regarding the load setup. While the RWD applies a three-dimensional
transient wheel load on the pavement surface those outcomes in both vertical and
horizontal stresses
Table 3.1: Comparison of Operating Conditions for Rolling WheelDeflectometer and
Falling Weight Deflectometer
FWD applies a vertical load pulse over a circular plate. In spite of the fact that it
is normal that pavement deflection data would vary shape and magnitude, both techniques
ought to uncover comparable patterns and give a practically identical appraisal of
pavement structural Integrity. This is inferable from the way that they both utilize the
same idea that thin, distressed, and delicate pavements show more noteworthy deflections
than thick and solid pavements.
3.2 Rolling Wheel Deflectometer
The RWD was developed by Applied Research Associates (ARA), Inc. to
quantify pavement surface diversions at traffic speeds and to portray the heap conveying
limit of in-administration pavements. The main model was presented in the late 1990s and
was intended to performestimations on landing strip pavements at a most extreme pace of
6 mph. The most recent variant of the RWD was presented in 2003 and can gather
redirections at movement speeds, see Figure 4. It comprises of a 53-ft. long semitrailer
applying a standard 18,000-lb. load on the pavement structure by method for a standard
double tire get together over the back single pivot.
3.3 Working spatially-coincident method

The RWD measures wheel diversions at the pavement surface by method for a
spatially incidental technique, which looks at the profiles of the surface in both
undeflected and avoided states As the RWD goes on top of the pavement, triangulation
lasers mounted, on a 25.5-ft. aluminium shaft and put at 8-ft. interims, are utilized to
gauge surface avoidances. The bar is mounted on the right half of the semitrailer to take
after the right wheel way on the right path, generally the weakest area on the pavement
structure. Three spot lasers are put before the stacked wheel to characterize the emptied
surface, and one spot laser is set specifically on top of the stacked double tire get together
so as to gauge the diverted surface, Figure 3.3. The laser sensors are set to gather a
perusing at a settled interim of 0.6 in. at all truck speeds. Preceding the field testing
program depicted in this study, a more exact and stable redirection estimation framework,
altered for asphalt applications, was introduced. The redesigned framework has a 4-in.
estimation avoidance go and has an exactness of ± 0.001 in. This study was the first
testingprogram conducted with the new and improved laser deflection system.
Fig. 3.3: General overview of the rolling wheel Deflectometer&Illustration of the

spatially-coincident method
Chapter 4
BRIDGE DEFLECTION
Bridge is an important part of the transportation infrastructure. In order to detect
the performance of bridge, it usually needs to determine the deformation of key parts of
it. The deformation is caused by changes of natural conditions and long-term load even
overload. It maybe bring damage when exceeds the certain threshold. So bridge health
measurement must be taken in order to ensure the safe use of it. As an important
parameter of bridge structure, deflection represents the deformation of bridge, so it can
point out that whether the deformation of bridge is beyond the security range. There are a
lot of methods to measure the deflection of bridge. The direct measurement method of
The displacement sensor and the indirect measurement method of strain measurement are
used to measure the deformation. In recent years, there are some new methods of
deformation monitoring with the development of computer technology, sensor technology
and network technology, such as Stretched wire,tilt-meter, GPS, optical fibre, laser image.
These methods can realize real-time on-line and automatic measurement of bridge
deflection. Moreover, the method of laser image has the advantages of convenient
installation, low maintenance cost and high precision, which becomes research hotspot.
Considering the actual situation of bridge deflection measurement, this paper puts
forward a bridge deflection measurement system based on laser image technology. This
system can not only realize measurement at night which cannot done in other methods,
but also achieve high accuracy with higher price ratio.
4.1 System Structure
The deflection measurement system is composed of laser emitter, laser receiver
and upper computer, as shown in Fig.4.1. The laser beam should be long-term stability,
anti-interference and high positioning accuracy, in order to ensure the accurate
positioning of the spot centre. A diode pump solid state laser (DPSSL) with reliable
stability and limberness of light spot shape is used in the study.
Fig.4.1: The structure of bridge deflection measurement system

4.2Basic principles
Laser emitter is installed on the measurement base point and laser receiver is
fixed at the measurement point of bridge. Laser projects on the fixed laser screen. Laser
image will be sampled by CCD and sent to the MCU. A laser spot is formed in the
imaging, and it is processed by digital image processing technology. The coordinate of
the centre of the laser spot will be calculated. WithDeformation of the bridge, the position
of the centre of the laser spot is changed. This variation is equal to the deflection of
bridge, so the deflection of bridge can be obtained by calculating the Variation of the
centre of the laser spot. When the bridge deformation occurs, laser receiver will also
have a slight angle of inclination, as Shown in Figure 4.2. In order to reduce measurement
error, this study introduces tilt sensor to measure the angle of the laser emitter.
Fig 4.2: Principle figure of deformation measurement
As shown in the Figure 2, it designates that A is the datum position, B is the

laser light spot position, lis the length of AB line, which is the deformation relative to
datum plane. Φis the obliquity of light sot receiver relative to datum plane. Δis the
Displacement value of the measured point perpendicular to the datum plane, so Δis the
Deformation result. The relationship between the three is shown in the eq. (1). The
vertical deformation of the position can be analysed by collecting the centre coordinates
of the spot image.
Δ= l cos Φ -------- (1)

4.3 Laboratory Study
Laser emitter is composed of laser power, laser controller and laser collimator;
Laser receiver is composed of laser screen, CCD, tilt sensor, MCU and wireless
transmitter. Laser emitter and Laser receiver are shown in Figure 4.3.1 and Figure 4.3.2.
Fig. 4.3.1: Laser Emitter Fig.4.3.2: Laser Receiver
Upper computer module is composed of wireless receiver and computer.

Usually, the measuring device was installed on the bridge, and the upper computer as the
monitor is far from the measured point, so this system uses the wireless way to transmit
the signal. The laser image on CCD has not only a light spot, but also fringes due to
diffraction and scattered light, as shown in Figure 4.3.3.
The reason for this situation is that:
1. The distance between laser emitter and laser receiver is long;
2. The natural light in measurement environment causes certain interference to laser
imaging.
Fig.4.3.3: Laser image
The brightness of fringes overall is much lower than the brightness of the light
spot. Therefore, the image can be processed by filtering, threshold segmentation to
remove the influence of diffraction light, scattered light and natural light, and converted
to a binary image. The laser image after processing is shown in Figure 4.3.4.
Fig. 4.3.4: Laser image after filtering and threshold segmentation
In Figure 4.3.4, the edge of the light spot is smooth and clear, and basically
unchanged compared with Figure 4.3.3. So the coordinate of the centre of the light spot in
Figure 4.3.4 can be accurately computed. The signals of laser image and angle of
inclination were sampled by MCU in laser receiver. Signal processing and result display
are done by the upper computer. The upper computer display interface is shown in Figure
4.3.5.
Fig. 4.3.5: Display interface of deflection measurement system
According to the requirement of the measurement environment, the angle sensor

LCA320T with small size, low power consumption and dual axis voltage output is
selected. The sensor uses the non-contact measurement principle. The angle and the
output voltage are linear and the output voltage is transmitted to the computer through
two channels. As shown in Figure 4.3.5, the front panel shows the pattern of the
measurement module, the grey histogram and the centre coordinates and the dip angle of
the spot.
Chapter 5
Speed Checkers
Traffic control is an outdoors occupation, night or day for long hours in all
weathers, and is considered a dangerous occupation due to the high risk of being struck
by passing vehicles. The traffic control process usually starts with a traffic control plan.
The traffic sign used to convey traffic rules and regulations such as speed limit. The speed
of vehicle means on which speed vehicle moves on the road. Vehicle speed detection is
very important for observing speed limitation law and it also demonstrates traffic
condition. The speed of the vehicle more than defined limit is dangerous which makes the
chances of accidents. When vehicles speed violation increased the accidents increased
time to time. Video and image processing have been used for traffic supervision, analysis
and monitoring of traffic condition in many cities and urban areas. Extract reliable and
precise traffic parameters have been one of research objectives in last three decades. For
the traffic planning and management, obtaining the traffic parameter is the critical step.
Traffic parameter must be carried out at different environments where the traffic
condition changes as well as the light illumination. The intelligent Transportations system
(ITS) is a new approach to manage traffic vehicles. These systems are becoming more
important due to their advantages of Saving lives, money, and time. Acquiring traffic
information, such as lane width traffic volume (the number of travelling vehicles per time
period through a position in a lane), traffic density (the number of total vehicles in a given
area at a given time) and vehicle speed, these are the key part of intelligent transportation
systems and such information is used to manage and control traffic. It focuses on vehicle
speed since reducing speed can help to reduce accidents.
5.1Methodology
This framework has been planned accepting that the greatest admissible velocity
for highways is either 40kmph or 60 kmph according to the traffic standard. Before
operation, utilizing a multimeter we need to check whether the power supply output is
right. On the off chance that yes, apply power supply to the circuit by flipping switch to
"on." In the circuit, we utilize long wires for interfacing the two PHOTO DIODEs, so we
can take them out of the PCB and introduce on one side of the highway, 100 meters
separated. We have introduced two IR Diode transmitters, (for example, IR Diode lights)
on the opposite side of the highway precisely inverse to the PHOTO DIODEs such that
IR Diode light falls straight forwardly on the PHOTO DIODEs. Reset the circuit by
pressing RESET switch, so the showcase appears "0000." Using switch S1, select the
speed limit (say, 60 kmph) for the highway. At the point when any vehicle crosses the
principal IR Diode light, PHOTO DIODE1 will trigger IC1. The yield of IC1 goes high
for the time set to cross 100 meters with the chosen speed (60 kmph) and LED1 sparkles
amid for period. At the point when the vehicle crosses the second IR Diode light, the
yield of IC2 goes high and LED2 shines for this period. Piezo-buzzer sounds a caution if
the vehicle crosses the separation between the IR Diode set-ups at more than the chose
speed (lesser period than preset-period). The counter starts counting when the first IR
Diode beam is intercepted and stops when the second IR Diode beam is intercepted. The
time taken by the vehicle to cross both the IR Diode beam is shown on the 7-section
show. For 60kmph rate setting, with clock recurrence set at 100 Hz, if the showcase
number is under "600" it implies that the vehicle has crossed as far as possible (and all the
while the signal sounds). Reset the circuit for observing the rate of the following vehicle.
Fig. 5.1:Installation of lasers and LDRs
Since the system comprises two laser transmitters- LDR sensor pairs, which are
installed on the highway 100meters apart, with the transmitter and the LDR sensor of
each pair on the opposite sides of the road. The installation of lasers and LDRs is shown
in fig 5.1above. The system displays the time taken by the vehicle in crossing this 100m
distance from one pair to the other with a resolution of 0.01 second from which the speed
of the vehicle can be calculated as follows:
Speed (kmph) = Distance/ Time
= 0.1 km (Reading x 0.01)/ 3600
Or, Reading (on display) = 36000/ Speed.
4.1 Result
While driving on highways, drivers should not exceed the maximum speed limit
permitted for their vehicles. However, accidents keep on occurring due to speed
violations as drivers follow their speedometers and control their speed according to them,
and reduce the speed if they find it to be exceeding and beyond their control. A
Highway speed checker comes handy for the traffic police, especially against the speed
limit violators because it provides the digital display as well as buzzing sound or alarm to
detect any vehicle speed if the vehicle exceeds the permitted speed limit. The makeup of
these highways, sometimes leads to accidents because most of the
Times, there is no rule to govern speed limits on these highways. To overcome this
problem, we have implemented a circuit called as a speed checker for highways. This kit
is inexpensive and it is used for considering the average and high speed of vehicles that
move on the highways or roads.
Fig. 5.2:Model of over speed detection system using timer
Chapter 6
ADVANTAGES OF USING LASERS IN HIGHWAY
ENGINEERING
Laser based system can measure road profile and deflection accurately while
travelling at normal speed.
It results in rapid measurement and quick data collection.
Multiple locations can be measured from single instrument position.
It doesn’t require any set up or break down.
This can be fitted on any vehicle required by the user.
It can operate at speed at speed of 105km/h.
It collects data in real-time as it traverses the pavement’s surface.
It eliminates the need for lane closures or traffic control while testing.
Chapter 7
CONCLUSION
The laser system has several advantages over the traditional instrumentations in
highway engineering.
Laser based road profile measuring system are non-contact type system capable of
measuring road profile and road deflection at normal traffic speeds
Pavement deflection measurement at traffic speed results in quick data collection

without compromising safety of the travelling public.
The system is quick to set up, and results are produced immediately after
measurement.
Since no targets are required for the laser system, access to difficult-to-reach areas
under the bridge is not necessary.
Also laser has fewer source of interference and has better ability to detect
decelerating vehicles.
REFERENCES
[1] YujingGuo, Li Wei, ”Study of Deflection Measurement for Bridge Using Laser
Image Technology”, 3rd International Conference on Machinery, Materials and
Information Technology Applications (ICMMITA 2015), November 28-29, 2015 in
Qingdao, China.
[2] Dr. Ibrahim M. Asi, “Pavement Performance Evaluation”,International Journal of

Pavement Research and Technology Vol.5 No.2 Mar. 2012.
[3] Mostafa A. Elseifi, Ahmed M. Abdel-Khalek, Kevin Gaspard, Zhongjie Zhang,

Said Ismail, “Evaluation of Continuous Deflection Testing Using the Rolling Wheel
Deflectometer in Louisiana”, Journal of transportation engineering © asce / April 2012,J.
Transp. Eng. 2012.138:414-422
[4] González, E.J. O’Brien, Y.-Y. Li, K. Kashell, “The Use of Vehicle Acceleration
Measurements to Estimate Road Roughness”, Vehicle System Dynamics, International
Journal of Vehicle Mechanics and Mobility, Vol. 46, No. 6, Taylor & Francis (2008), pp.
483-499
[5] MostafaElseifi, Ahmed M. Abdel-Khalek, and KarthikDasari, “Implementation of

Rolling Wheel Deflectometer (RWD) in PMS and Pavement Preservation”, Report No.
FHWA/11.492August 2012, Page 36.

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“APPLICATION OF LASERS IN HIGHWAY

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

Under the Guidance of

DEPARTMENT OF CIVIL ENGINEERING

LIST OF FIGURES AND TABLES v

CHAPTER 2 ROAD PROFILING 4

CHAPTER 3 PAVEMENT SURFACE DEFLECTIONS 9

CHAPTER 4 BRIDGE DEFLECTION 13

CHAPTER 5 SPEED CHECKERS 18

CHAPTER 6 ADVANTAGES OF USING LASERS IN

Dept. of Civil Engineering, S.C.E.M Page 1

1.1 Properties of Lasers

Dept. of Civil Engineering, S.C.E.M Page 2

There is a developing requirement for vital administration of the national

Dept. of Civil Engineering, S.C.E.M Page 3

Dept. of Civil Engineering, S.C.E.M Page 4

2. A height relative to the reference, and

Dept. of Civil Engineering, S.C.E.M Page 5

Fig. 2.6: Height relative to reference

Fig. 2.7.2: Three profiles measured with different devices

Dept. of Civil Engineering, S.C.E.M Page 6

Fig. 2.7.3: Roughness Statistics

Dept. of Civil Engineering, S.C.E.M Page 7

Dept. of Civil Engineering, S.C.E.M Page 8

Dept. of Civil Engineering, S.C.E.M Page 9

Stable deflection estimation framework adapted for pavement applications was

Dept. of Civil Engineering, S.C.E.M Page 10

3.3 Working spatially-coincident method

Dept. of Civil Engineering, S.C.E.M Page 11

Fig. 3.3: General overview of the rolling wheel Deflectometer&Illustration of the

Dept. of Civil Engineering, S.C.E.M Page 12

Dept. of Civil Engineering, S.C.E.M Page 13

Fig.4.1: The structure of bridge deflection measurement system

Fig 4.2: Principle figure of deformation measurement

As shown in the Figure 2, it designates that A is the datum position, B is the

Dept. of Civil Engineering, S.C.E.M Page 14

Δ= l cos Φ -------- (1)

Fig. 4.3.1: Laser Emitter Fig.4.3.2: Laser Receiver

Upper computer module is composed of wireless receiver and computer.

Dept. of Civil Engineering, S.C.E.M Page 15

Fig.4.3.3: Laser image

Fig. 4.3.4: Laser image after filtering and threshold segmentation

Fig. 4.3.5: Display interface of deflection measurement system

Dept. of Civil Engineering, S.C.E.M Page 16

According to the requirement of the measurement environment, the angle sensor

Dept. of Civil Engineering, S.C.E.M Page 17

Dept. of Civil Engineering, S.C.E.M Page 18

Fig. 5.1:Installation of lasers and LDRs

Dept. of Civil Engineering, S.C.E.M Page 19

Fig. 5.2:Model of over speed detection system using timer

Dept. of Civil Engineering, S.C.E.M Page 20

It results in rapid measurement and quick data collection.

Multiple locations can be measured from single instrument position.

It doesn’t require any set up or break down.

This can be fitted on any vehicle required by the user.

It can operate at speed at speed of 105km/h.

It collects data in real-time as it traverses the pavement’s surface.

Dept. of Civil Engineering, S.C.E.M Page 21

Pavement deflection measurement at traffic speed results in quick data collection

Dept. of Civil Engineering, S.C.E.M Page 22

[2] Dr. Ibrahim M. Asi, “Pavement Performance Evaluation”,International Journal of

[3] Mostafa A. Elseifi, Ahmed M. Abdel-Khalek, Kevin Gaspard, Zhongjie Zhang,

[5] MostafaElseifi, Ahmed M. Abdel-Khalek, and KarthikDasari, “Implementation of