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Er. Raj M. Khan

Economic Evaluation of Godhra M.P. Border Project

CHAPTER-1 INTRODUCTION

1. GENERAL:
Road Traffic has been growing with very rapid rate i.e. 8 % per annum, hence the traffic intensity and volume on the road is high. The present road network is necessary to improve to accommodate the future traffic and to provide the good riding quality. The development of Infrastructure has been done by the public sector through the fund collected from taxes, but huge fund are required for modernization of road network.

Due to decreasing financial resources, government is not in position to invest the funds in those developments. This has brought to focus the need of attracting private investment in road in India. The funds provided by private sector for improvement of road condition are recovered from road user by toll tax. After recovery period that particular road section is transferred to government. This new Idea is called as BOT system.

1.1 ABOUT B.O.T. PROJECT:
B.O.T. (Build/Own/Transfer) projects are public infrastructure projects, which employ a particular form of structured financing. The involvement of the private sector in the development of infrastructure by way of BOT projects, alternatively called B.O.T. (Build- operate-transfer) is proving to be a challenging exercise.

BOT projects have several advantages such as-

1. The government gets the benefit of the private sector to mobilize finances and to use the best management skills in the construction, operation and maintenance of the project.

2. The private participation also ensures efficiency and quality by using the best equipment.

3. The projects are conducted in a fully competitive bidding situation and are thus completed at the lowest possible cost.

1.2 STRUCTURE OF BOT PROJECTS
In a B.O.T. arrangement, the private sector designs and builds the infrastructure, finances its construction and owns, operates and maintains it over a period, often as long as 20 or 30 years. This period is sometimes referred to as the “concession” period. Traditionally, such projects provide for the infrastructure to be transferred to the government at the end of the concession period.
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M-35 Mix Designs as per IS-10262-2009

By
Raj Mohammad Khan

Following table shows the M-35 Mix Designs as per IS-10262-2009, hope this helps all civil engineers here
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M-30 Mix Designs as per IS-10262-2009

By
Raj Mohammad Khan

Following table shows the M-30 Mix Designs as per IS-10262-2009, hope this helps all civil engineers here

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M-25 Mix Designs as per IS-10262-2009

By
Raj Mohammad Khan

Following table shows the M-25Mix Designs as per IS-10262-2009, hope this helps all civil engineers here
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M-20 Mix Designs as per IS-10262-2009

By
Raj Mohammad Khan

Following table shows the M-20 Mix Designs as per IS-10262-2009, hope this helps all civil engineers here

M-20 CONCRETE MIX DESIGN

As per IS 10262-2009 & MORT&H

A-1

Stipulations for Proportioning

1

Grade Designation M20

2

Type of Cement OPC 53 grade confirming to IS-12269-1987

3

Maximum Nominal Aggregate Size 20 mm

4

Minimum Cement Content (MORT&H 1700-3 A) 250 kg/m3

5

Maximum Water Cement Ratio (MORT&H 1700-3 A) 0.5

6

Workability (MORT&H 1700-4) 25 mm (Slump)

7

Exposure Condition Normal

8

Degree of Supervision Good

9

Type of Aggregate Crushed Angular Aggregate

10

Maximum Cement Content (MORT&H Cl. 1703.2) 540 kg/m3

11

Chemical Admixture Type Superplasticiser Confirming to IS-9103

A-2

Test Data for Materials

1

Cement Used Coromandal King OPC 53 grade

2

Sp. Gravity of Cement 3.15

3

Sp. Gravity of Water 1.00

4

Chemical Admixture Not Used

5

Sp. Gravity of 20 mm Aggregate 2.884

6

Sp. Gravity of 10 mm Aggregate 2.878

7

Sp. Gravity of Sand 2.605

8

Water Absorption of 20 mm Aggregate 0.97%

9

Water Absorption of 10 mm Aggregate 0.83%

10

Water Absorption of Sand 1.23%

11

Free (Surface) Moisture of 20 mm Aggregate nil

12

Free (Surface) Moisture of 10 mm Aggregate nil

13

Free (Surface) Moisture of Sand nil

14

Sieve Analysis of Individual Coarse Aggregates Separate Analysis Done

15

Sieve Analysis of Combined Coarse Aggregates Separate Analysis Done

15

Sp. Gravity of Combined Coarse Aggregates 2.882

16

Sieve Analysis of Fine Aggregates Separate Analysis Done

A-3

Target Strength for Mix Proportioning

1

Target Mean Strength (MORT&H 1700-5) 30N/mm2

2

Characteristic Strength @ 28 days 20N/mm2

A-4

Selection of Water Cement Ratio

1

Maximum Water Cement Ratio (MORT&H 1700-3 A) 0.5

2

Adopted Water Cement Ratio 0.5

A-5

Selection of Water Content

1

Maximum Water content (10262-table-2) 186 Lit.

2

Estimated Water content for 25 mm Slump 145 Lit.

3

Superplasticiser used nil

A-6

Calculation of Cement Content

1

Water Cement Ratio 0.5

2

Cement Content (145/0.5) 290 kg/m3

Which is greater then 250 kg/m3

A-7

Proportion of Volume of Coarse Aggregate & Fine Aggregate Content

1

Vol. of C.A. as per table 3 of IS 10262 62.00%

2

Adopted Vol. of Coarse Aggregate 65.00%

Adopted Vol. of Fine Aggregate ( 1-0.65) 35.00%

A-8

Mix Calculations

1

Volume of Concrete in m3 1.00

2

Volume of Cement in m3 0.09

(Mass of Cement) / (Sp. Gravity of Cement)x1000

3

Volume of Water in m3 0.145

(Mass of Water) / (Sp. Gravity of Water)x1000

4

Volume of Admixture @ 0% in m3 nil

(Mass of Admixture)/(Sp. Gravity of Admixture)x1000

5

Volume of All in Aggregate in m3 0.763

Sr. no. 1 – (Sr. no. 2+3+4)

6

Volume of Coarse Aggregate in m3 0.496

Sr. no. 5 x 0.65

7

Volume of Fine Aggregate in m3 0.267

Sr. no. 5 x 0.35

A-9

Mix Proportions for One Cum of Concrete (SSD Condition)

1

Mass of Cement in kg/m3 290

2

Mass of Water in kg/m3 145

3

Mass of Fine Aggregate in kg/m3 696

4

Mass of Coarse Aggregate in kg/m3 1429

Mass of 20 mm in kg/m3 1029

Mass of 10 mm in kg/m3 400

5

Mass of Admixture in kg/m3 nil

6

Water Cement Ratio 0.5

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We are thankful to Er. Raj M. Khan for sharing this information with us on engineeringcivil.com. We hope this would be of great significance to civil engineers.

M 15 Mix Designs as per IS-10262-2009

Dear All,
Here i am giving the mix designs as per IS-10262-2009 which gives to change the procedure for calculating the concrete ingredients
Raj Mohammad Khan

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Economic Evaluation of BOT Projects

Economic Evaluation of proposed Barwah-Dhamnod Toll Road by Dr.(Mrs.)Vandana Tare (Professor, Deptt. of Civil Engg. S.G.S.I.T.S., Indore (M.P) and Er. Raj Mohammad Khan (M.E. (Civil) Transportation Engg., Indore (M.P).

ABSTRACT
Road Traffic has been growing with very rapid rate, hence the traffic intensity and volume on the road is high. The present road network is necessary to improve to accommodate the future traffic and to provide the good riding quality. The development of Infrastructure has been done by the public sector through the fund collected from taxes, but huge fund are required for modernization of road network. Due to decreasing financial resources, government is not in position to invest the funds in those developments. This has brought to focus the need of attracting private investment in road in India.

The Barwah-Dhamnod road is proposed on B.O.T. system, starts from Barwah on Indore-Khandwa Road SH-27 and passing through Mandleshwar and joining NH-3 at Dhamnod. The total length of the road is 63 Kms and road passes through the districts of Khargon and Dhar. The details of road section Barwah-Dhamnod Road under study were collected through road inventory survey. The Traffic volume survey & Willingness to pay survey were also conducted on this road. The analysis of traffic volume data was done by projection up to 15 years. The need for widening of road from single lane to two lane is justified as per the capacity of road. Based on the data collection to achieve the toll fixation rates & to estimate the concession period, a methodology is adopted which includes generation of different module. Each module calculates the required results.
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