A

MajorProject-I

Submitted in partial fulfilment for the requirement of

degree of Bachelor of Engineering
on

* SMART CITY ROAD *

SAGAR INSTITUTE OF RESEARCH &
TECHNOLOGY, BHOPAL (M.P.)

DEPARTMENTOFCIVILENGINEERING
 Affiliated to

RAJIVGANDHIPROUDYOGIKIVISHWAVIDYALAYA

BHOPAL(M.P.)

Under The Guidence Submitted by

Prof Arvind Singh Gaur
SATYENDRA KUMAR SAHU_0133CE183D20
 CERTIFICATE

This is to certify that the minor project report entitled“SMART CITY

ROAD ”being submitted by Satyendra Kumar Sahu,Bhavika
Lanjewar,Prasant Prajapati,Nishani Singh Rajpoot,Nishad Shaikh for
partial fulfillment in 8th semester for the submission of major project-I
in civil engineering discipline to Rajiv Gandhi Proudyogiki
Vishwavidyalaya Bhopal(M.P) during the academic year 2018-21
undertaken by him/her under the supervision of the undersigned.

Forwarded by_ Approved and Guided by_

Prof.Hridayesh Varma HOD Prof. Arvind Singh Gaur

Department of Civil Engineering Department of Civil Engineering

SIRT, Bhopal (M.P.)

Department of Civil Engineering

 DECLARATION
Satyendra Kumar Sahu,Bhavika Lanjewar,Prasant Prajapati,Nishani
Singh Rajpoot,Nishad Shaikh student of ‘Bachelor of Engineering’ Civil
Engineering, session:-2018-2021 Sagar Institute of Research And
Technology, Bhopal(M.P) hereby declare that the work presented in this
minor project entitled “Vertical Farming in Buildings”is the outcome
of a bonafied work is corrected the best knowledge & this work has been
undertaken taking care of engineering ethics. It contains no material
previously published or return by another person nor material which had
been accepted for the award of any degree or diploma of the university
or other institute of higher learning except where due acknowledgement
has been made in the text

Date:-

SATYENDRA KUMARSAHU_0133CE183D20

PRASANT PRAJAPATI_0133CE183D16

BHAVIKA LANJEWAR_0133CE183D08

NISHANI SINGH RAJPOOT_0133CE183D15

NISHAD SHAIKH_ 0133CE183D14

 ACKNOWLEDGEMENT
We would like to express our profound sense of deepest gratitude to our
project guide and motivator Prof.Arvind Singh Gaur, Civil
Engineering Department, Sagar Institute of Research and Technology
Bhopal(M.P) for this valuable guidance, sympathy and co-operation for
providing necessary facilities and sources during the entire period of this
project.
We wish of convey our gratitude to all the faculties of Civil Engineering
Department, who have enlightened us during our studies. The facilities
and cooperation received from the technical staff of Civil Engineering
Department and Technology is thankfully acknowledged.
We Express our thanks to all those who helped us in one way or other.
Last, but not least, we would like to thank the author of various research
article and book that were referred to.

TABLE OF CONTENTS

1_INTRODUCTION
2_THE SMART ROAD
3_THE SMART ROAD TECHNOLOGY
4_THE SMART PAVEMENT
5_FEATURES OF SMART CITY ROAD
6_SMART ROAD MATERIAL TESTING
7_SMART TRFFIC MANAGEMENT
8_SMART PARKING
9_BHOPAL SMART ROAD FEATURE
10_CONCLUSION

1_INTRODUCTION
India ranks high in the list of countries with the largest number
of road fatalities. Driving conditions on mountain roads are
especially risky, as there are few who follow traffic rules.
According to reports published by the government, more than
140,000 people were killed in road accidents in 2015, and this
risk is especially increased around hairpin bends. Traffic
problems are very annoying or in some cases severely dangerous
in Egypt & the whole world. In this project we will try to solve
some of the traffic problems. The main traffic problems facing
our community that we will manipulate are:A. Over Speeding
and Fatal Car Crashes:Our main target is to solve the traffic
severe crashes, which is mainly caused by over speeding. Speed
tickets are made to limit the legal permitted speeds, but the
problem is that the Traffic jamming:
The problem of traffic jam is increasing day by day, it became
so time wasting and very annoying.Traffic congestion has a
number of negative
 Emergencies: blocked traffic may interfere with the passage
of emergency vehicles traveling to their destinations where
theyare urgently needed.
 Wasting time of drivers and passengers. km long tollgate
traffic jam near Bogor
 Delays, which may result in late arrival for employment,
meetings, and education, resulting in lost business, disciplinary
action or other personal losses.
 Stressed and frustrated motorists,encouraging road rage and
reduced health of motorists
2_THE SMART ROAD
Smart highway and smart road are terms for a number of
different ways technologies are incorporated into roads, for
improving the operation of connected and autonomous vehicles,
for traffic lights and street lighting, and for monitoring the
condition of the road, traffic levels and the speed best Smart
Highway features
Smart Lighting. A Smart Highway utilises sensor-based lighting
which is activated only when movement is detected. Smart
streetlamps are proving to be wildly popular with local
governments in Europe and are said to be capable of saving up
to 70% from the usual cost of public lighting. Phosphorescent
paint has also been used in The Netherlands to create a ‘glow in
the dark’ lighting effect that absorbs sunlight in the day before
becoming luminous at night. This is a cost-effective and
environmentally friendly way of keeping road boundaries
highlighted and is resistant to rain and fading.
Cashless Tolls. …….
Variable Speed Limits. ........
Solar energy. ........
Kinetic energy…..
3_THE SMART ROAD TECHNOLOGY
Smart highway and smart road are terms for a number of
different ways technologies are incorporated into roads, for
improving the operation of connected and autonomous vehicles
(CAVs), for traffic lights and street lighting, and for monitoring
the condition of the road, traffic levels and the speed of vehicles.
##Intelligent transport systems
Intelligent transportation systems usually refers to the use of
information and communication technologies (rather than
innovations in the construction of the roadway) in the field of
road transport, including infrastructure, vehicles and users, and
in traffic management and mobility management, as well as for
interfaces with other modes of transport.
##Vehicle infrastructure integration
initiative fostering research and applications development for a
series of technologies directly linking road vehicles to their
physical surroundings, first and foremost in order to improve
road safety. The technology draws on several disciplines,
including transport engineering, electrical engineering,
automotive engineering, and computer science. VII specifically
covers road transport although similar technologies are in place
or under development for other modes of transport. Planes, for
example, use ground-based beacons for automated guidance,
allowing the autopilot to fly the plane without human
intervention. In highway engineering, improving the safety of a
roadway can enhance overall efficiency. VII targets
improvements in both safety and efficiency.
##Solar road panels
The principal idea of solar road panels is to utilise the space
occupied by roads to generate electricity via photo-voltaic
panels installed in place of a conventional concrete or asphalt
road surface.Other functions for solar road panels have been
proposed, including the following:
The panels could include LED lights for creating dynamic road
markings, e.g., lane markings, or warning messages such as
“Reduce Speed”.
 The
panels could include heating elements that produce sufficient
energy to clear ice and snow from roadways.[5]
The panels could include wireless charging technology to
recharge the batteries of electric vehicles that drive over the
panels.
##Wireless vehicle charging
The Online Electric Vehicle being developed by KAIST (the
Korea Advanced Institute of Science and Technology) has
electrical circuits built into the road which will power suitably
adapted vehicles via contactless electromagnetic induction. A
pilot system powering electric buses is under development.
Germany's IAV is another company that is developing induction
chargers. Roadway-powered electric vehicle system is the patent
held by Howard R. Ross. It has several components. The first of
which is an all electric vehicle that would be fit with
electromechanical batteries that accept a charge from the road.
The road is the second component and would have strategically
placed charging coils as to only charge the car when needed.
These cars and roads would not require gas or solar power.
Nowhere in the world is an invention like this currently
implemented, and this is due to the cost of the infrastructure
overhaul that would be needed to bring this patent into reality.
##Smart pole
smart poles and intelligent street lights project in India under the
Smart Rode Mission. Smart pole installation across the city: 400
Smart pole to be installedLED street light installation: 20,000
LED street lights to be installed by replacing the conventional
sodium lamps and mercury lamps.
Smart Pole:
Smart Pole offers multiple services to the city residents. The
integral parts of the smart pole are as below:Smart pole has
telecom tower infrastructure to match with city aesthetic
andready to accommodate upcoming technology as 4G and
5GEnergy efficient and remotely controllable LED Street Lights
Wi-Fi hotspot services for the citySurveillance cameras for
safety and parking violation detectionEnvironmental Sensors to
monitor Airquality, temperatureandhumidityElectric Vehicle
charging points to promote use of electric vehicles in the city
Mobile based application with functionality of SoSCentralizes
Command and Control centre for monitoring the implementation
of smart solutions.Optical fiber for better bandwidth to the Wi-
Fi users/providing backhaul to telecom operators.
Benefits of Smart Pole:
Unlike the conventional telecom tower, Smart pole looks good
and matches with city infrastructure. It has the telecom power
infrastructure in built to facilitate telecom operators to place
their equipmentSmart pole has Li- ion batteries to eliminate
Diesel generator as secondary power source. Li-ion battery
provides the back up during electricity outageImplementation of
LED Street lights help to improve the quality of life of city
residents by improving the city lighting.Wi-Fi connectivity at
100 Hot Spots locations where city resident foot fall is
increasing. It provides free Wi Fi for defined time periods to the
registered users.Optical fiber networks across the city ensures
robust connectivity and enable the city to accommodate future
technologies. It will also help to establish
connectivitybetweenGovernment departments, City
infrastructure and Command & Control Center.Camera
surveillance ensures the safety, security and parking
management in the city.Charging facility for electric vehicles
through EV Charging Points will encourage the use on electric
vehicle which will help to reduce carbon foot printDigital
advertising panels across the city through smart bill boards will
keep the city residents updated with city information and
provide the platform to the corporates for promotion.
## LED street light
LEDs have extremely long lives compared to conventional
lamps.LED luminaries don't have filaments that can quickly
burn out and they don't contain toxic chemicals like
mercury,unlike traditional high-pressure sodium lamps or
mercury-vapor lamps.LED luminaries can last 70,000 hours
approx., also have reduced maintenance costs because of their
long lives.LED luminaries produce less heat than other bulbs.
As it provides more lumens per watt than conventional
lampsLEDs are suitable for places where replacing light bulbs is
expensive, inconvenient or otherwise difficult.LEDs are highly
energy efficient. While compact fluorescent lamps (CFLs)
recently have been touted as the standard in green lighting,
LEDs actually have double their energy efficiencyLED use 15
percent of the energy of an incandescent bulb while generating
more light per watt. LEDs produce approx 80 lumens per watt,
traditional streetlights can only muster 58 lumens per watt
Energy efficient LED helps to reduce carbon emission.
Additional key financial benefits of this projects are:
Better governance and coordination through centralized
command and control center
Zero capital investment for Smart Street Lights
Zero operation and maintenance cost for 15 years
Leveraging investment of Rs. 600 corers for city infrastructure
Annual premium on revenue sharing model
Better and smart services to citizen
4_THE SMART PAVEMENT
The Smart Pavement road system uses high-resolution fiber
optic sensors and other technologies inside the pavement to
detect vehicle positions in real time as well as roadway
conditions. Beyond roadway conditions, sensors can also detect
accidents and notify emergency responders automatically.
@advantages of smart pavement
● Modular, upgradable, and removable: The technology in the
Smart Pavement modular system is upgradable, making it easy
to add new features. And each slab can be removed easily for
repair or to access underlying utilities for service.
● Strong and cost-effective: Smart Pavement lasts four times
longer than traditional asphalt construction and is 95% less
costly to install versus traditional highway construction.
● Sustainable: The roads pay for themselves in the sense that the
pavement and construction costs can be recovered through
leasing agreements with private sector service providers -
for example, providers looking to set up 5G networks.
@limitation of smart pavement
● Acceptance by the governance for widespread deployment
might be a challenge.
● It requires the development of an ecosystem for precast
concrete blocks that are the basis for this technology.
Asmorefeatures get added, this forms an ecosystem technology;
but it also brings along management and governance challenges
relating to the pitfalls of a monopoly, which needs to be dealt
with through suitable policy interventions.

5_FEATURES OF SMART CITY ROAD

Construction of utility ducts for water, sewerage, drainage,
power, gas and optical fibre cables (OFC), wherever essential –
with suitable provision for O&M. g. Smart street-poles with
LED lights, CCTV and various sensors as per city requirement.

1_ ##CUTOFF_WALL
Cutoff walls are used to exclude groundwater from an
excavation, to minimize the requirement for dewatering
pumping. Typically, the method involves installing a very low
permeability physical cut-off wall or barrier around the
perimeter of the excavation to prevent groundwater from
entering the working area. Cutoff walls in general can either
be used to directly contain a contaminant by sealing it in from
the outside environment or to manipulate the flow of
groundwater to avoid contaminant transport through advection.

2_##CYCLE_ TRACK
Cycle paths and footpaths provide safe routes for pedestrians
and those travelling by bicycle. Being separate from cars, vans,
trucks and other vehicles on a dedicated route makes for a more
pleasant journey.
The health benefits of regular cycling include:
increased cardiovascular fitness.
increased muscle strength and flexibility.
improved joint mobility.
decreased stress levels.
improved posture and coordination.
strengthened bones.
decreased body fat levels.
prevention or management of disease.
In urban areas the verge between the traffic lane and the two-
way track must be min. 1.0 m wide.Along main roads the verge
should be min. 1.5 m wide. A verge width of 3 m is
recommended along major roads. Guardrails should be installed
at narrower widths. If the two way cycle track is closer to the
highway or the expressway than approx. 15 m, a guardrail
should be installed between the track and the road.
3_##ROAD_SIDE_DRAINAGE
The primary purpose of a road drainage system is to remove the
water from the road and its surroundings. The road drainage
system consists of two parts: dewatering and drainage.
“Dewatering” means the removal of rainwater from the surface
of the road. “Drainage” on the other hand covers all the different
infrastructural elements to keep the road structure dry. In
Sweden “dewatering” is further divided into two parts: runoff
(“avrinning”) and dewatering (“avvattning”). “Runoff” covers
the water flowing from the surface of the pavement via road
shoulders and inner slopes to the ditches. “Dewatering” covers
the collection and transport of water from the surface and
structure of the road so that there will be no ponds on the road or
in the ditches.
Dewatering” consists of following elements:
Cross fall
Road shoulders
Impermeable road surface materials
A typical “drainage” system consists of following elements:
Outlet ditches
Side ditches
Culverts
4._##CULVERT_DESIGN

A culvert is a small channel that allows water to flow under a

road, railroad, trail, or similar obstruction from one side to the
other. Typically embedded so as to be surrounded by soil,
a culvert may be made from a pipe, reinforced concrete or other
material. Culverts function primarily as hydraulic conduits,
conveying water from one side of a roadway or similar traffic
embankment to the other; therefore, culverts serve the dual
purposes of functioning as hydraulic structures as well as acting
as traffic load bearing structures. Pipe Culvert (Single or
Multiple) Pipe culverts are widely used culverts and rounded in
shape. ...

1-Pipe Arch Culvert (Single or Multiple) ...

2- Box Culvert (Single or Multiple) ...

3-Arch Culvert. ...

4-Bridge Culvert
5_##GREEN AREA

The problem of Pollution is serious and it is the high time when

we should take immediate action to curb the harmful effect of
pollution and control the harm. The rise in temperature,
changing seasonal pattern and many diseases are the outcome of
growing level of pollution. Green Highways Partnership (GHP)
is an alliance of Federal Highway Administration (FHWA), U.S.
Environmental Protection Agency (EPA), other Federal
agencies, State transportation and environmental agencies,
industry, trade associations, members of academia, and
contractors to encourage environmentally friendly road building.

Another effort to create greener highways is a research program

named Asphalt Research Consortium (ACR) created by
collaboration of FHWA, private institutions, and several
universities. The program studies potential ways to make asphalt
more environmentally sustainable which will result in improved
traffic safety and reduced life-cycle cost.

A 2019 research project from the Cooperative Research Program

of the Transportation Research Board determined the state-of-
practice in highway construction sustainability and produced a
guidebook for practitioners as an aid in communicating,
implementing, and evaluating sustainable highway construction.
6_SMART ROAD MATERIAL TESTING
@@TEST ON CEMENT
1_FINENESS TEST
AIM
To determine the fineness of cement by dry sieving as per
IS: 4031 (Part 1) - 1996.
PRINCIPLE
The fineness of cement is measured by sieving it through a
standard sieve. The proportion of cement, the grain sizes of
which, is larger than the specified mesh size is thus determined.
APPARATUS
i) 90µm IS Sieve
ii) Balance capable of weighing 10g to the nearest 10mg
iii) A nylon or pure bristle brush, preferably with 25 to 40mm
bristle, for cleaning the sieve
PROCEDURE
i) Weigh approximately 10g of cement to the nearest 0.01g and
place it on the sieve.
ii) Agitate the sieve by swirling, planetary and linear
movements, until no more fine material passes through it.
iii) Weigh the residue and express its mass as a percentage R1
,of the quantity first placed on the sieve to the nearest 0.1
percent.
iv) Gently brush all the fine material off the base of the sieve.
v) Repeat the whole procedure using a fresh 10g sample to
obtain R2. Then calculate R as the mean of R1 and R2
as apercentage, expressed to the nearest 0.1 percent. When the
results differ by more than 1 percent absolute, carry out a
third sieving and calculate the mean of the three values.
REPORTING OF RESULTS
Report the value of R, to the nearest 0.1 percent, as the residue
on the 90µm sieve.

2_ INITIAL AND FINAL SETTING TIME

AIM
To determine the initial and the final setting time of cement
as per IS: 4031 (Part 5) - 1988.
APPARATUS
i) Vicat apparatus conforming to IS: 5513 - 1976
ii) Balance, whose permissible variation at a load of 1000g
should be +1.0g
iii) Gauging trowel conforming to IS: 10086 - 1982
PROCEDURE
i) Prepare a cement paste by gauging the cement with 0.85
times the water required to give a paste of standard
consistency (see Para 1.2).
ii) Start a stop-watch, the moment water is added to the
cement.
iii) Fill the Vicat mould completely with the cement paste
gauged as above, the mould resting on a non-porous plate
and smooth off the surface of the paste making it level with
the top of the mould. The cement block thus prepared in the
mould is the test block.
A) INITIAL SETTING TIME
Place the test block under the rod bearing the needle.
Lower the needle gently in order to make contact with the
surface of the cement paste and release quickly, allowing it
to penetrate the test block. Repeat the procedure till the
needle fails to pierce the test block to a point 5.0 ± 0.5mm
measured from the bottom of the mould.
5The time period elapsing between the time, water is added
to the cement and the time, the needle fails to pierce the
test block by 5.0 ± 0.5mm measured from the bottom of the
mould, is the initial setting time.
B) FINAL SETTING TIME
Replace the above needle by the one with an annular
attachment.
The cement should be considered as finally set when, upon
applying the needle gently to the surface of the test block,
the needle makes an impression therein, while the
attachment fails to do so. The period elapsing between the
time, water is added to the cement and the time, the needle
makes an impression on the surface of the test block, while
the attachment fails to do so, is the final setting time.
REPORTING OF RESULTS
The results of the initial and the final setting time should be
reported to the nearest five minutes.

2_CONSISTENCY
AIM
To determine the quantity of water required to produce a cement
paste of standard consistency as per IS: 4031 (Part 4) - 1988.
PRINCIPLE
The standard consistency of a cement paste is defined as that
consistency which will permit the Vicat plunger to penetrate to a
point 5 to 7mm from the bottom of the Vicat mould.
APPARATUS
i) Vicat apparatus conforming to IS: 5513 - 1976
ii) Balance, whose permissible variation at a load of 1000g
should be +1.0g
iii) Gauging trowel conforming to IS: 10086 - 1982
3
PROCEDURE
i) Weigh approximately 400g of cement and mix it with a
weighed quantity of water. The time of gauging should be
between 3 to 5 minutes.
ii) Fill the Vicat mould with paste and le vel it with a trowel.
iii) Lower the plunger gently till it touches the cement surface.
iv) Release the plunger allowing it to sink into the paste.
v) Note the reading on the gauge.
vi) Repeat the above procedure taking fresh samples of cement
and different quantities of water until the reading on thegauge is
5 to 7mm.
REPORTING OF RESULTS
Express the amount of water as a percentage of the weight of
dry cement to the first place of decimal.

4_SOUNDNESS
AIM
To determine the soundness of cement by Le-Chatelier method
as per IS: 4031 (Part 3) - 1988.
APPARATUS
i) The apparatus for conducting the Le-Chatelier test should
conform to IS: 5514 - 1969
ii) Balance, whose pemissible variation at a load of 1000g
should be +1.0g
iii) Water bath
PROCEDURE
i) Place the mould on a glass sheet and fill it with the cement
paste formed by gauging cement with 0.78 times the water
required to give a paste of standard consistency
ii) Cover the mould with another piece of glass sheet, place a
small weight on this covering glass sheet and immediately
submerge the whole assembly in water at a temperature of
27 ± 2oC and keep it there for 24hrs.
iii) Measure the distance separating the indicator points to the
nearest 0.5mm .
iv) Submerge the mould again in water at the temperature
prescribed above. Bring the water to boiling point in 25 to 30
minutes and keep it boiling for 3hrs.
v) Remove the mould from the water, allow it to cool and
measure the distance between the indicator points (say d 2 ).
vi) (d 2 – d lrepresents the expansion of cement.
REPORTING OF RESULTS
Calculate the mean of the two values to the nearest 0.5mm to
represent the expansion of cement.

@TEST ON AGGREGATES
1_SEIVE_ANALYSIS
AIM
To determine the particle size distribution of fine and coarse
aggregates by sieving as per IS: 2386 (Part I) - 1963.
PRINCIPLE
By passing the sample downward through a series of standard
sieves, each of decreasing size openings, the aggregates are
separated into several groups, each of which contains aggregates
in a particular size range.
APPARATUS

i) A set of IS Sieves of sizes - 80mm, 63mm, 50mm, 40mm,

31.5mm, 25mm, 20mm, 16mm, 12.5mm, 10mm, 6.3mm,
4.75mm, 3.35mm, 2.36mm, 1.18mm, 600µm, 300µm, 150µm
and 75µm
ii) Balance or scale with an accuracy to measure 0.1 percent
of the weight of the test sample
SAMPLE
The weight of sample available should not be less than the
weight given below:-
Maximum size present Minimum weight ofin substantial sample
despatchedproportions for testing(mm) (kg)
63 100,50 100,40 50,25 50,20 25,16 25,12.5 12,10.0 6,6.3 3
The sample for sieving should be prepared from the larger
sampleeither by quartering or by means of a sample divider.
PROCEDURE
i) The test sample is dried to a constant weight at a
temperature of 110 + 5oC and weighed.
ii) The sample is sieved by using a set of IS Sieves.
iii) On completion of sieving, the material on each sieve is
weighed.
iv) Cumulative weight passing through each sieve is calculated
as a percentage of the total sample weight.
v) Fineness modulus is obtained by adding cumulative
percentage of aggregates retained on each sieve and dividing
the sum by 100.
REPORTING OF RESULTS
The results should be calculated and reported as:
i) the cumulative percentage by weight of the total sample
ii) the percentage by weight of the total sample passing
through one sieve and retained on the next smaller sieve, to
the nearest 0.1 percent.
The results of the sieve analysis may be recorded graphically on
a semi-log graph with particle size as abscissa (log scale) and
the percentage smaller than the specified diameter as ordinate.

2 WATER ABSORPTION
AIM
To determine the water absorption of coarse aggregates as per
IS: 2386 (Part III) - 1963.
APPARATUS
i) Wire basket - perforated, electroplated or plastic coated with
wire hangers for suspending it from the balance
ii) Water-tight container for suspending the basket
iii) Dry soft absorbent cloth - 75cm x 45cm (2 nos.)
iv) Shallow tray of minimum 650 sq.cm area
v) Air-tight container of a capacity similar to the basket
vi) Oven
SAMPLE
A sample not less than 2000g should be used.
PROCEDURE
i) The sample should be thoroughly washed to remove finer
particles and dust, drained and then placed in the wire basket
and immersed in distilled water at a temperaturebetween 22 and
32oC.
ii) After immersion, the entrapped air should be removed by
lifting the basket and allowing it to drop 25 times in 25
seconds. The basket and sample should remain immersed
for a period of 24 + ½ hrs. afterwards.
iii) The basket and aggregates should then be removed from the
water, allowed to drain for a few minutes, after which the
aggregates should be gently emptied from the basket on to
one of the dry clothes and gently surface-dried with the
cloth, transferring it to a second dry cloth when the first
would remove no further moisture. The aggregates should be
spread on the second cloth and exposed to the atmosphere
away from direct sunlight till it appears to be completely
surface-dry. The aggregates should be weighed (Weight 'A').
iv) The aggregates should then be placed in an oven at a
temperature of 100 to 110oC for 24hrs. It should then be
removed from the oven, cooled and weighed (Weight 'B').
REPORTING OF RESULTS
A - B Water absorption = ———– x 100% B
Two such tests should be done and the individual and mean
results should be reported.
A sample proforma for the record of the test results is given in

3_AGGREGATE ABRASION VALUE

AIM
To determine the abrasion value of coarse aggregates as per
IS: 2386 (Part IV) - 1963.
APPARATUS
i) Los Angles abrasion testing machine
ii) IS Sieve of size - 1.7mm
iii) Abrasive charge - 12 nos. cast iron or steel spheres
approximately 48mm dia. and each weighing between 390
and 445g ensuring that the total weight of charge is 5000 +
25g
iv) Oven15
PREPARATION OF SAMPLE
The test sample should consist of clean aggregates which has
been dried in an oven at 105 to 110oC to a substantially constant
weight and should conform to one of the gradings shown in the
table below:
PROCEDURE
The test sample and the abrasive charge should be placed in the
Los Angles abrasion testing machine and the machine rotated at
a speed of 20 to 33 revolutions/minute for 1000 revolutions. At
the completion of the test, the material should be discharged and
sieved through 1.70mm IS Sieve.
PROCEDURE
The test sample and the abrasive charge should be placed in the
Los Angles abrasion testing machine and the machine rotated at
a speed of 20 to 33 revolutions/minute for 1000 revolutions. At
the completion of the test, the material should be discharged and
sieved through 1.70mm IS Sieve.
REPORTING OF RESULTS
i) The material coarser than 1.70mm IS Sieve should bewashed,
dried in an oven at a temperature of 100 to 110oC toa constant
weight and weighed (Weight 'B').
ii) The proportion of loss between weight 'A' and weight 'B' of
the test sample should be expressed as a percentage of the
original weight of the test sample. This value should be reported
as,
A - B Aggregate abrasion value = ———– x 100% A
A sample proforma for the record of the test results is given in

4_IMPACT TEST
AIM
To determine the aggregate impact value of coarse aggregates
as per IS: 2386 (Part IV) - 1963.
APPARATUS
i) Impact testing machine conforming to IS: 2386 (Part IV)-
1963
ii) IS Sieves of sizes - 12.5mm, 10mm and 2.36mm
iii) A cylindrical metal measure of 75mm dia. and 50mm depth
iv) A tamping rod of 10mm circular cross section and 230mm
length, rounded at one en
V oven
PREPARATION OF SAMPLE
i) The test sample should conform to the following grading:
- Passing through 12.5mm IS Sieve 100%
- Retention on 10mm IS Sieve 100%
ii) The sample should be oven-dried for 4hrs. at a temperature
of 100 to 110oC and cooled.
iii) The measure should be about one-third full with the prepared
aggregates and tamped with 25 strokes of the tamping rod.
A further similar quantity of aggregates should be added and
a further tamping of 25 strokes given. The measure should
finally be filled to overflow, tamped 25 times and the surplus
aggregates struck off, using a tamping rod as a straight
edge. The net weight of the aggregates in the measure
should be determined to the nearest gram (Weight 'A').
PROCEDURE
i) The cup of the impact testing machine should be fixed firmly
in position on the base of the machine and the whole of the
test sample placed in it and compacted by 25 strokes of the
tamping rod.
ii) The hammer should be raised to 380mm above the upper
surface of the aggregates in the cup and allowed to fall
freely onto the aggregates. The test sample should be
subjected to a total of 15 such blows, each being delivered
at an interval of not less than one second.
REPORTING OF RESULTS
i) The sample should be removed and sieved through a
2.36mm IS Sieve. The fraction passing through should be
weighed (Weight 'B'). The fraction retained on the sieve
should also be weighed (Weight 'C') and if the total weight
(B+C) is less than the initial weight (A) by more than one
gram, the result should be discarded and a fresh test done.
ii) The ratio of the weight of the fines formed to the total
sample weight should be expressed as a percentage.
B Aggregate impact value = ——– x 100% A
iii) Two such tests should be carried out and the mean of the
results should be reported.

5_CRUSHING VALUE
AIM
To determine the aggregate crushing value of coarse aggregates
as per IS: 2386 (Part IV) - 1963.
APPARATUS
i) Cylindrical measure and plunger
ii) Compression testing machine
iii) IS Sieves of sizes - 12.5mm, 10mm and 2.36mm
PROCEDURE
i) The aggregates passing through 12.5mm and retained on
10mm IS Sieve are oven-dried at a temperature of 100 to110o
C for 3 to 4hrs.
ii) The cylinder of the apparatus is filled in 3 layers, each layer
tamped with 25 strokes of a tamping rod.
iii) The weight of aggregates is measured (Weight 'A').
iv) The surface of the aggregates is then levelled and the
plunger inserted. The apparatus is then placed in the
compression testing machine and loaded at a uniform rate
so as to achieve 40t load in 10 minutes. After this, the load
is released.
v) The sample is then sieved through a 2.36mm IS Sieve and

the fraction passing through the sieve is weighed (Weight'B').

vi) Two tests should be conducted.
REPORTING OF RESULTS
B Aggregate crushing value = —— x 100% A
The result should be recorded to the first decimal place and the
mean of the two results reported.

3##TEST ON BITUMIN
1_BITUMIN CONTENT
AIM
To determine the bitumen content as per ASTM 2172.
APPARATUS
i) Centrifuge extractor
ii) Miscellaneous - bowl, filter paper, balance and
commercialbenzene
SAMPLE
Take 500g sample.72
PROCEDURE
i) If the mixture is not soft enough to separate with a trowel,
place 1000g of it in a large pan and warm upto 100oC to
separate the particles of the mixture uniformly.
ii) Place the sample (Weight ‘A’) in the centrifuge extractor.
Cover the sample with benzene, put the filter paper on it with
the cover plate tightly fitted on the bowl.
iii) Start the centrifuge extractor, revolving slowly and gradually
increase the speed until the solvent ceases to flow from the
outlet.
iv) Allow the centrifuge extractor to stop. Add 200ml benzene
and repeat the procedure.
v) Repeat the procedure at least thrice, so that the extract is
clear and not darker than the light straw colour and record
the volume of total extract in the graduated vessel.
…

2 SPECIFIC GRAVITY
AIM
To determine the specific gravity of semi-solid bitumen road
tars,creosote and anthracene oil as per IS: 1202 - 1978.
PRINCIPLE
It is the ratio of mass of a given volume of bitumen to the mass
of an equal volume of water, both taken at a recorded/specified
temperature.
APPARATUS
i) Specific gravity bottles of 50ml capacity
ii) Water bath
iii) Bath thermometer - Range 0 to 44oC, Graduation 0.2oC
SAMPLE
Take the sample (half the volume of the specific gravity bottles).
PROCEDURE
i) Clean, dry and weigh the specific gravity bottle alongwith the
stopper (Weight 'A').
ii) Fill the specific gravity bottle with freshly boiled distilled
water and insert the stopper firmly. Keep it in the water bath
having a temperature of 27.0 + 1oC for not less than half an
hour and weigh it (Weight 'B').
iii) Weigh the specific gravity bottle about half-filled with the
material (Weight 'C').
iv) Weigh the specific gravity bottle about half-filled with the
material and the other half with distilled water (Weight 'D').
v) Weigh the specific gravity bottle completely filled with the
material (Weight 'E').
REPORTING OF RESULTS
i) Specific gravity =
(Solids and semi-solids)
ii) Specific gravity =

The average of the two results should be reported.

3 MARSHALL STABILITY
AIM
To determine the Marshall stability of bituminous mixture as per
ASTM D 1559.
PRINCIPLE
Marshall stability is the resistance to plastic flow of cylindrical
specimens of a bituminous mixture loaded on the lateral surface.
It is the load carrying capacity of the mix at 60oC and is
measured in kg.
APPARATUS
i) Marshall stability apparatus
ii) Balance and water bath
SAMPLE
From Marshall stability graph, select proportions of coarse
aggregates, fine aggregates and filler in such a way, so as to
fulfillthe required specification. The total weight of the mix
should be1200g.
PROCEDURE
i) Heat the weighed aggregates and the bitumen separately
upto 170oC and 163oC respectively.
ii) Mix them thoroughly, transfer the mixed material to the
compaction mould arranged on the compaction pedestal.
iii) Give 75 blows on the top side of the specimen mix with a
standard hammer (45cm, 4.86kg). Reverse the specimen
and give 75 blows again. Take the mould with the specimen
and cool it for a few minutes.
iv) Remove the specimen from the mould by gentle pushing.
Mark the specimen and cure it at room temperature,
overnight.
v) A series of specimens are prepared by a similar method
with varying quantities of bitumen content, with an increment
of 0.5% (3 specimens) or 1 bitumen content.
vi) Before testing of the mould, keep the mould in the water
bath having a temperature of 60oC for half an hour.
vii) Check the stability of the mould on the Marshall stability
apparatus.
REPORTING OF RESULTS
Plot % of bitumen content on the X-axis and stability in kg on
the Y-axis to get maximum Marshall stability of the bitumen
material

4_PENETRATION TEST
AIM
To determine the penetration of bitumen as per IS: 1203 - 1978.
PRINCIPLE
The penetration of a bituminous material is the distance in tenths
of a mm, that a standard needle would penetrate vertically, into a
sample of the material under standard conditions of temperature,
load and time.
APPARATUS
i) Penetrometer
ii) Water bath
iii) Bath thermometer - Range 0 to 44oC, Graduation 0.2oC
SAMPLE
Bitumen should be just sufficient to fill the container to a depth
of at least 15mm in excess of the expected penetration.
PROCEDURE
i) Soften the bitumen above the softening point (between 75and
100o
C). Stir it thoroughly to remove air bubbles andwater.
ii) Pour it into a container to a depth of at least 15mm inexcess
of the expected penetration.
iii) Cool it at an atmospheric temperature of 15 to 30oC for 2
11 hrs. Then place it in a transfer dish in the water bath at
25.0 + 0.1oC for 21 hrs.
iv) Keep the container on the stand of the penetrationapparatus.
v) Adjust the needle to make contact with the surface of the
sample.
vi) Adjust the dial reading to zero.
vii) With the help of the timer, release the needle for exactly
5 seconds.
viii) Record the dial reading.
ix) Repeat the above procedure thrice.
REPORTING OF RESULTS
The value of penetration reported should be the mean of not less
than three determinations expressed in tenths of a mm.

5_FLASH AND FIRE POINT

AIM
To determine the flash point and the fire point of asphaltic
bitumen and fluxed native asphalt, cutback bitumen and blown
type bitumen as per IS: 1209 - 1978.
PRINCIPLE
Flash Point - The flash point of a material is the lowest
temperature at which the application of test flame causes the
vapours from the material to momentarily catch fire in the form
of a flash under specified conditions of the test.
Fire Point - The fire point is the lowest temperature at which the
application of test flame causes the material to ignite and burn at
least for 5 seconds under specified conditions of the test.
APPARATUS
i) Pensky-Martens apparatus
ii) Thermometer- Low Range : -7 to 110oC, Graduation 0.5oC
High Range : 90 to 370oC, Graduation 2oC
SAMPLE
The sample should be just sufficient to fill the cup upto the mark
given on it.
PROCEDURE
A) FLASH POINT
i) Soften the bitumen between 75 and 100oC. Stir it thoroughly
to remove air bubbles and water.
ii) Fill the cup with the material to be tested upto the filling
mark. Place it on the bath. Fix the open clip. Insert the
thermometer of high or low range as per requirement and
also the stirrer, to stir it.
iii) Light the test flame, adjust it. Supply heat at such a rate
that the temperature increase, recorded by the thermometeris
neither less than 5oC nor more than 6oC per minute.
iv) Open flash point is taken as that temperature when a flash
first appears at any point on the surface of the material in
the cup. Take care that the bluish halo that sometimes
surrounds the test flame is not confused with the true flash.
Discontinue the stirring during the application of the testflame.
v) Flash point should be taken as the temperature read on the
thermometer at the time the flash occurs.

B) FIRE POINT
i) After flash point, heating should be continued at such a rate
that the increase in temperature recorded by thethermometer is
neither less than 5oC nor more than 6oC perminute.
ii) The test flame should be lighted and adjusted so that it is of
the size of a bead 4mm in dia.
REPORTING OF RESULTS
i) The flash point should be taken as the temperature read on
the thermometer at the time of the flame application that
causes a distinct flash in the interior of the cup.
ii) The fire point should be taken as the temperature read on
the thermometer at which the application of test flame
causes the material to ignite and burn for at least 5
seconds.

6_SOFTING POINT
AIM
To determine the softening point of asphaltic bitumen and
fluxednative asphalt, road tar, coal tar pitch and blown type
bitumen asper IS: 1205 - 1978.
PRINCIPLE
It is the temperature at which the substance attains a particular
degree of softening under specified condition of the test.
APPARATUS
i) Ring and ball apparatus
ii) Thermometer - Low Range : -2 to 80oC, Graduation 0.2o
- High Range : 30 to 200oC, Graduation 0.5oC
PREPARATION OF SAMPLE
i) The sample should be just sufficient to fill the ring. Theexcess
sample should be cut off by a knife.
ii) Heat the material between 75 and 100oC. Stir it to remove
air bubbles and water, and filter it through IS Sieve 30, if
necessary.
iii) Heat the rings and apply glycerine. Fill the material in it and
cool it for 30 minutes.
iv) Remove excess material with the help of a warmed, sharp
knife.
PROCEDURE
A) Materials of softening point below 80oC:
i) Assemble the apparatus with the rings, thermometer and
ball guides in position.
ii) Fill the beaker with boiled distilled water at a temperature
5.0 ± 0.5oC per minute.
iii) With the help of a stirrer, stir the liquid and apply heat to
the beaker at a temperature of 5.0 ± 0.5oC per minute.
iv) Apply heat until the material softens and allow the ball to
pass through the ring.
v) Record the temperature at which the ball touches the
bottom, which is nothing but the softening point of that
material.

B) Materials of softening point above 80oC:

The procedure is the same as described above. The only
difference is that instead of water, glycerine is used and the
starting temperature of the test is 35oC.
REPORTING OF RESULTS
Record the temperature at which the ball touches the bottom.

7_DUCTILITY
AIM
To determine the ductility of distillation residue of cutback
bitumen, blown type bitumen and other bituminous products as
per IS: 1208 - 1978.
PRINCIPLE
The ductility of a bituminous material is measured by the
distance in cm to which it will elongate before breaking when a
standard briquette specimen of the material is pulled apart at a
specified speed and a specified temperature.
APPARATUS
i) Standard mould
ii) Water bath
iii) Testing machine
iv) Thermometer - Range 0 to 44oC, Graduation 0.2oC
PROCEDURE
i) Completely melt the bituminous material to be tested by
heating it to a temperature of 75 to 100oC above the
approximate softening point until it becomes thoroughly fluid.
Assemble the mould on a brass plate and in order to prevent
the material under test from sticking, thoroughly coat the
surface of the plate and the interior surfaces of the sides of
the mould with a mixture of equal parts of glycerine and
dextrin. While filling, pour the material in a thin stream back
and forth from end to end of the mould until it is more than
level full. Leave it to cool at room temperature for 30 to 40
minutes and then place it in a water bath maintained at the
specified temperature for 30 minutes, after which cut off the
excess bitumen by me… of a hot, straight-edged putty
knife or spatula, so that the mould is just level full.
ii) Place the brass plate and mould with briquette specimen in
the water bath and keep it at the specified temperature for
about 85 to 95 minutes. Remove the briquette from the
plate, detach the side pieces and the briquette immediately.
iii) Attach the rings at each end of the two clips to the pins or
hooks in the testing machine and pull the two clips apart
horizontally at a uniform speed, as specified, until the
briquette ruptures. Measure the distance in cm through
which the clips have been pulled to produce rupture. While
the test is being done, make sure that the water in the tank
of the testing machine covers the specimen both above and
below by at least 25mm and the temperature is maintained
continuously within ± 0.5o
C of the specified temperature.
REPORTING OF RESULTS
A normal test is one in which the material between the two clips
pulls out to a point or to a thread and rupture occurs where the
cross-sectional area is minimum. Report the average of three
normal tests as the ductility of the sample, provided the three
determinations be within ± 0.5 percent of their mean value. If
the values of the threedeterminations do not lie within ±
0.5percent of their mean, but the two higher values are within ±
0.5percent of their mean, then record themean of the two higher
values as the test result.

7_SMART TRFFIC MANAGEMENT

Smart traffic management system is an alternative way to solve
road traffic problem and this system will support
existingoperation system. This project will apply the Radio
Frequency Identification (RFID) technology to collect and
verify vehicle at the traffic junction, for example, amount of
vehicle on the road. Then, it transmits the data to adjacent traffic
lights to support traffic – control decision and can trace criminal
or illegal vehicles such as stolen car, car accident, etc. in more
efficient way. Additionally, the project will also attempt to
integrate the new research paradigm called “Internet of Things
(IoT)” concept to allow a communication among traffic lights.
This system has a potential to replace a manual inspection
process of the police which is also another cause of the traffic
jam
IoT Technology – Surpassing the Flaws of Current Traffic
Signal Monitoring SystemIn an automated and connected world,
everything typically links to the internet. An Internet of Things
(IoT) is one such technology which connects physical objects to
the internet. The objects or devices, when brought onto a digital
platform, can be controlled efficiently from anywhere at any
time.
To overcome the shortcomings of current traffic signal
management system, an IoT based traffic signal monitoring
system must be implemented to control and monitor the signal
timings.In IoT, is capable of carrying out the following
operations when integrated with the traffic signal monitoring
system:vehicles with the help of sensorsCount the number of
vehicles passing through the signals Observe and identify
vehicles in real-time
8_SMART PARKING
Smart Parking uses sensing devices such as cameras, vehicle
counting equipment, sensors installed in pavements, etc. to
determine occupancy of the parking lot. ... Internet of Things
wireless sensors detect the vacant parking spaces and transmit
the data to help the drivers get an idea about the vacant spaces
for parking.
Cameras seem to be the most rational approach since it allows
monitoring many parking spaces at once. Cameras show good
results in test environments where computer vision models are
trained for particular settings and vehicle types. However, real-
world parking has a much greater variety of viewing angles,
lighting conditions, and many other challenges.

Smart Road benefits

1-Locating a parking space with clear and simple direction and
variable message reduces traffic congestion.
2-Quick entry and exit to the parking lots (on street, off street
and multi – level parking) with lesser transactional time.
3-Availability of parking slot on real-time with the help of web
portal / parking App.
4-Parking violation detection on real time basis.
5-Guide citizens in directing to the available parking slot and
making optimal usage of parking space.
6-Real time update of entry & exit of vehicle thus improves
occupancy levels.
7-Increases revenue by efficient systems and reduces pilferage.
8-Real time info, Smart meters, ease of payment improve
parking operations.
8-Clear, simple directions & ease in parking reduces road
accidents (effective design and signage for ease of parking,
reducing chances of accidents).
9-Delights users by saving time, effort & cost.
10-Less parking search time reduces carbon emission and
controls pollution.
11-Flexibility of tariff fixation based on the demand (Peak, non-
peak, special events etc).
9_BHOPAL SMART ROAD FEATURE
The Project of Smart Road Initiated by BSCDCL Keeping in
mind to served the peoples for road connectivity along with
smart features like wise smart poles to serve internet facilities
and lighting with CCTV vigilance, weather reporting and
pollution level detector. These poles have been installed 5 in
Nos. At equidistance starting from Bharat Mata square
(Ch.0+000) to ploy technique square (Ch.2+200).
This Smart Road will serve as cycle track keep in mind to used
non motorized vehicle uses having width of Cycle track 2.5m on
both side of carriage way.One of the most important features of
smart road is underground electrification for LT lines inside duct
having 1.2m depth and 1m width over both sides of main
carriage way throughout the length of road.
To separate the main carriage way from cycle track we have
been provided a 1m width green verge, which will act like a
beautiful separation.
There are 2 lanes separate 8.5m main carriage way with DBM
BC crust having camber of 2.5% which will serve as smooth
surface run off of rain water from road surface. This crust has
been designed for the speed of 80 KMPH.
There is also a provision for smart lighting at interval of 30m to
make good visibility during night.
The lane separator has been design at different levels to cater the
FRL of road connectivity for the offices and buildings situated
along road side.
There is also a footpath provision for pedestrians walk way
having 2.0m effective width on both sides throughout the length
of road.
There is also provision of Service duct in Median to rectify the
problems if comes in Electrical Lines which are crossing our
ROW.
Benefits:
Locating a parking space with clear and simple direction and
variable message reduces traffic congestion.
Quick entry and exit to the parking lots (on street, off street and
multi – level parking) with lesser transactional time.
Availability of parking slot on real-time with the help of web
portal / parking App.

Parking violation detection on real time basis.

Guide citizens in directing to the available parking slot and
making optimal usage of parking space.
Real time update of entry & exit of vehicle thus improves
occupancy levels.
Increases revenue by efficient systems and reduces pilferage.
Real time info, Smart meters, ease of payment improve parking
operations.
Clear, simple directions & ease in parking reduces road
accidents (effective design and signage for ease of parking,
reducing chances of accidents).
Delights users by saving time, effort & cost.
Less parking search time reduces carbon emission and controls
pollution.
Flexibility of tariff fixation based on the demand (Peak, non-
peak, special events etc).

10_CONCLUSION
His role of advanced sensing in smart road was discussed.
Arrays of applications in smart road which can benefit from
advanced sensing were described. These include infrastructure
health monitoring, electricity and water distribution systems,
transportation systems and surveillance, amongst others. The
state of the art in each of the considered applications is reviewed
and inherent challenges are highlighted. In a world where carbon
emissions have to be reduced for greener living and
sustainability is promoted, there are a still many challenges to be
resolved.It is evident that the evolution of technology will play a
major role in advanced sensing, as the evolution of hardware
required for sensing applications will certainly be driven by
these technological advances. Even though there are pilot
projects for smart road, there are various challenges. These
challenges require a holistic approach for solving, which will
involve multi-disciplinary collaborations. For instance,
standardization efforts should consider all involved parties, such
as municipalities, utilities and other services providers so that
unified solutions in terms of sensing and communication
infrastructures are put in place. It will be inefficient have
separate infrastructures (in terms of sensing platforms), but it
will also be challenging to unify these services under a single
infrastructure

LIST OF REFRENCES
1 Internet(google)
2 Road development corporations websoites
3 S.K. khanna ans C.E.G. justo Highway material testing book
4 Bhopal Smart Road data by www.smartcitybhopal.com