Concrete Road Research Articles

Пошук оптимальних складів фібробетонів жорсткого дорожнього покриття з використанням експериментально-статистичних моделей

The experiment was conducted according to a 15-point plan. In the experiment, the following three factors of the composition of rigid pavement fiber-reinforced concrete varied: the amount of Portland cement from 290 to 350 kg/m3, the amount of basaltic fiber from 0.9 to 1.5 kg/m3, the amount of superplasticizer from 0.6 to 1% of the cement mass. A set of experimental statistical models was obtained. They describe the influence of factors on compressive strength, flexural strength, frost resistance, abrasion resistance and cost of fiber-reinforced concrete. The selection of optimal compositions of fiber-reinforced concrete rigid pavement for the roads of II-III and Ib categories was carried out using these models. The selection of optimal compositions of fiber-reinforced concrete was carried out graphically using square diagrams. The method of representing the factor space as 7 "square" type diagrams was used when fixing the amount of cement in the composition from 290 to 350 kg/m3 with a step of 10 kg/m3. This discretization allows for a clearer and more accurate search for optimal solutions. The levels of compressive strength, flexural strength and frost resistance were used as limitation criteria. These levels meet the requirements of DBN B.2.3-4:2015 for rigid pavement materials of the corresponding category. The concrete cost index was used as an optimization criterion. The abrasion resistance of concrete was also controlled to guarantee a correct choice. Two compositions of fiber-reinforced concrete for the roads of the II and III categories were chosen. These compositions have a compressive strength of 43 and 45 MPa, a flexural strength of 5 and 5.1 MPa, abrasion of about 0.36 g/cm2 and frost resistance of F200. Two compositions of fiber-reinforced concrete for category Ib roads were also selected. These compositions have a compressive strength of 48 and 50 MPa, a flexural strength of 5.5 MPa, abrasion of about 0.35 g/cm2 and frost resistance of F200. The compositions have chosen the lowest cost price while ensuring the strength and durability of the material. The use of this fiber-reinforced concrete makes it possible to increase the intervals between repairs during the maintenance of cement concrete roads in typical climatic conditions in Ukraine.

Durability effect of reclaimed asphalt aggregate on concrete road pavement

The use of recycled aggregates instead of natural aggregates used in concrete reduces environmental pollution and concrete costs. Recycled Asphalt Pavement (RAP) aggregate used as recycled aggregate has a lower water absorption than natural aggregate due to its bituminous structure, which reduces the water requirement of fresh concrete. In this study, it was aimed to determine the optimum use of RAP particles as aggregate in concrete for read pavements and to determine their durability properties. For this purpose, RAP was used instead of crushed stone aggregate used in concrete road construction. RAP was used by replaced aggregate 0%, 25%, 50% and 100% of the crushed stone aggregate used on the concrete road. The dose of the produced concrete was 350 kg/m3 and the water/cement ratio was kept constant as 0.45. The fresh workability and air content of concretes containing RAP were determined. Compressive strength, splitting tensile strength, electrical resistivity value, accelerated corrosion test of hardened concretes were subjected to corrosion resistance, water absorption and porosity percentage, acid resistance, ultrasonic pulse rate and Scanning Electron Microscope (SEM) and X-ray Diffractometer (XRD) analyzes were determined. In the experimental results, it has been observed that the use of RAP ratio of 25% and 50% remains within the limit values for concrete pavement. It is recommended to be used on reinforced concrete roads that will be exposed to adverse environmental conditions with its high corrosion resistance, thanks to its anti-corrosion feature.

An Analytical Solution for the Bending of Anisotropic Rectangular Thin Plates with Elastic Rotation Supports

The mechanical analysis of thin-plate structures is a major challenge in the field of structural engineering, especially when they have nonclassical boundary conditions, such as those encountered in cement concrete road slabs connected by transfer bars. Conventional analytical solutions are usually limited to classical boundary conditions—clamped support, simple support, and free edges—and cannot adequately describe many engineering scenarios. In this study, an analytical solution to the bending problem of an anisotropic thin plate subjected to a pair of edges with free opposing elastic rotational constraints is found using a two-dimensional augmented Fourier series solution method. In the derivation process, the thin-plate problem can be transformed into a problem of solving a system of linear algebraic equations by applying Stoke’s transform method, which greatly reduces the mathematical difficulty of solving the problem. Complex boundary conditions can be optimally handled without the need for large computational resources. The paper addresses the exact analytical solutions for bending problems with multiple combinations of boundary conditions, such as contralateral free–contralateral simple support (SFSF), contralateral free–contralateral solid support–simple support (CFSF), and contralateral free–contralateral clamped support (CFCF). These solutions are realized by employing the Stoke transformation and adjusting the spring parameters in the analyzed solutions. The results of this method are also compared with the finite element method and analytical solutions from the literature, and good agreement is obtained, demonstrating the effectiveness of the method. The significance of the study findings lies in the simplification of complex nonclassical boundary condition problems using a simple and reliable analytical method applicable to a wide range of engineering thin-plate structures.

Bioswales: As an Alternative Technique for Surface Groundwater Recharge Treatment in Urban Areas like Mumbai

The expeditious development and population growth in urban areas are connected to the environmental quality of the city, including the quality of water. Surface groundwater plays an immense role in the sustainability of urban areas. A variety of techniques are used and implemented for surface groundwater recharge treatment in urban areas. This study aims to assess the suitability of bioswales as an alternative technique for surface groundwater recharge treatment in urban areas like Mumbai. A bioswale is nothing but a narrow and shallow strip of a landscaped area that redirects and filters surface groundwater. It has a linear formation and is shallow in depth, and it is used to collect surface ground runoff water from non-porous surfaces such as structural rooftops of buildings, parking lots, tar and concrete roads, etc. The research methodology adopted is to study bioswales as an alternative system to enhance storm sewers, and traditional stormwater pipes in urban areas like Mumbai. These factors include construction techniques and Design, application/ Installation and maintenance, and the economic feasibility of the Bioswales system. The result indicates that bioswales can help by providing a way to conserve water, improve water quality, reduce pollution in waterways, and enhance biodiversity in urban areas like Mumbai. Keywords: Bioswale, Alternative technique, Surface ground water, Urban area, Mumbai.

Experimental Study on Workability of Natural Aggregate Concrete Incorporated with Crumb Rubber

This study investigated the effect of crumb rubber on the workability of fresh concrete. Crumb rubber was used to replace fine aggregate at 0%, 5%, 10%, 15% and 25%. Physical properties (particle size gradation, specific gravity, bulk density and aggregate impact value) of the aggregates: sharp sand, Bida natural stone and crumb rubber were determined. Furthermore, the sharp sand and Bida natural stone used for this research were characterized as normal weight aggregates while the crumb rubber was characterized as a light weight aggregate. Workability of the concrete in its fresh state was extensively studied. Generally, the workability of fresh concrete reduced as the crumb rubber increased from 0% to 25%. The reduction in slump values was adduced to the absorbent nature of the crumb rubber. Hence, the research recommended a water-to-cement ratio of 0.55 – 0.60 for use in the production of concrete containing crumb rubber. It was concluded that crumb rubber can be used to produce low workability concrete for use in mass concrete foundations, lightly reinforced concrete elements and roads.

A Case Study of Pavement Foundation Support and Drainage Evaluations of Damaged Urban Cement Concrete Roads

Surface cracks and joint deteriorations are typical premature failures of urban cement concrete pavement. However, traffic loads on the urban pavement are much lower than those on highways. Limited research has been conducted to investigate the causes of accelerated damage in urban cement concrete roads. To investigate the foundation issues that may cause the accelerated damage of urban cement concrete pavements, in this study, field evaluations were conducted to assess pavement foundation support and drainage conditions. Field visual inspections, Ground Penetrating Radar (GPR) survey, Dynamic Cone Penetrometer (DCP) test, and the Core-Hole Permeameter (CHP) test were performed. In urban residential areas with inadequate subgrade bearing capacity, cement concrete pavements are prone to early damage. Foundations with a higher content of coarse particles exhibit a higher CBR value, which can extend the service life of the pavement. The compaction of foundation materials near sewer pipelines and manholes is insufficient, leading to non-uniform support conditions. Moreover, the permeability of the foundation material can influence the service life of pavement surface structures. Foundation materials with fewer fine particles enhance drainage performance, contributing to a longer service life for PCC pavements. In areas with inadequate drainage, water accumulation reduces the bearing capacity of the foundation, thereby accelerating pavement deterioration. The poor bearing capacity and drainage conditions of the foundation lead to cavities between the surface layer and foundation material thus yielding stress concentrations on the pavement surface, which cause the formation of pavement surface cracks.

Spatial and Temporal Water Pattern Change Detection through the Normalized Difference Water Index (NDWI) for Initial Flood Assessment: A Case Study of Kuala Lumpur 1990 and 2021

Surface water pattern changes in terms of quantity and directions is caused by many hydrological hazards such as flooding. Rapid urbanization in Kuala Lumpur has destroyed urban forest trees as the most valuable urban green infrastructure (UGI). Then surface, vegetation changes and land transformation, concrete roads, covered roofs, and climate changes impacts changed the water pattern and hydrological system in Kuala Lumpur. Satellite data used to collect data from 1990 and 2021 to show how significant has been these changes. To demonstrate the spatial and temporal changes of hydrological changes in Kuala Lumpur The Normalized Difference Water Index (NDWI) applied for a 30 years assessment. Remote sensing (RS) and Geographical Information Systems (GIS) have helped us detect dynamic changes on the Earth's surface. The mean NDWI of one year was calculated in this study using Kuala Lumpur NDWI from 1990/01/01 to 1990/12/30. The extracted image is larger than the study area and extends beyond Kuala Lumpur's city limits. This image only detected water bodies on the surface of Kuala Lumpur, which is represented in grey or white, such as lakes, rivers, ponds, or any degree of wetness. Because urban forest covered more than 15% of Kuala Lumpur in 1990, surface water was naturally controlled and saved by forest tree and forest soil. Image data for 2021 was taken from Landsat 8, which uses different bands and the same algorithm to visualize NDWI based on the availability of satellite data. The data was averaged over a one-year period between 2021/01/01 to 2021/12/30; as a result, the NDWI in Kuala Lumpur was depicted using the same algorithm from Landsat 8 with different bands. The researchers discovered that urban surface water bodies have increased over the last 30 years, rising from 0.383635 and -.0593184 in 1990 to 0.593288 and -0.44379 in 2021. This indicates that the NDWI index has increased the most in Kuala Lumpur. As previously stated, rapid changes in land use and land cover in the last 30 years have had a negative impact on Kuala Lumpur's NDWI.

Innovative high-strength, high-permeability concrete for large-scale applications in permeable subgrade of highway tunnel

The durability of concrete roads in mountainous regions may be reduced due to underground water infiltration and surface water erosion within highway tunnels. A promising solution is the use of pervious concrete as a drainage subgrade layer to drain away the water, and then to prevent water-induced pavement damage of pavement. For pervious concrete to be an ideal drainage layer for high-traffic loads, it must have compressive strength and permeability coefficient exceeding 25 MPa and 15 mm/s, simultaneously. However, traditional pervious concrete tends to emphasize either in high-strength or high-permeability, depending on its porosity. This study introduces an innovative proportion design method of pervious concrete, which enables higher compressive strength and permeability coefficient by adjusting its skeleton structure, and thus catering to high-traffic load applications. In addition, the workability and setting time of pervious concrete were optimized according to the local environmental conditions, facilitating large-scale and efficient paving of the drainage subgrade. As a result, a drainage subgrade layer with a 28-day compressive strength of 26.43 MPa and permeability coefficient of 18.86 mm/s was successfully applied in a highway tunnel. This study provides a theoretical framework and technical support for widespread application of pervious concrete in drainage subgrade of high-traffic load road.

Review of implementation of rigid pavemant cement clamping work on the reconstruction of the road access to Tol Palaran

The East Kalimantan Provincial Government carried out reconstruction work on the Palaran Toll access road (Palaran Main Stadium). This work is very strategic considering that the route is one of the accesses to national vital objects (obvitnas) of the Samarinda - Balikpapan Toll Road. In addition to providing comfort for road users, the path will be a storefront for Samarinda City. This path will be an access in and out of and to the Palaran Toll Gate. Previously, the two-lane road section was only used for one lane on the right side of the Palaran Main Stadium. The lane was partially destroyed, scrubbed and only became a parking office for trucks and containers. But considering that this road is a provincial road, the existing road conditions are considered unable to accommodate the capacity of vehicles going through this route. So it is necessary to rebuild and improve roads on the East Kalimantan Main Stadium Road Section at Sta. 1+644 – Sta. 3+405 to facilitate economic traffic and also avoid traffic accidents in the area. The methods used to obtain data are direct observation methods of activities that occur in the field and secondary data collection in the form of test result data, and work plan drawings. The purpose of writing this article is to find out the stages of implementation and supervision of cement concrete pavement road work, especially in ironing work. Palaran Toll Access Road Reconstruction Project using iron 32 mm for dowel rods with a length of 450 mm and a distance of 300 mm, iron 16 mm for tie bars with a length of 700 mm and a distance of 750 mm, as well as iron 12 mm for dowel fulcrum
 reinforcement and tie bar.

Geo-spatial assessment of pluvial floods in city district Lahore, Pakistan.

This study is an effort of geo-spatial assessment of pluvial floods in District Lahore, Pakistan, caused by urban expansion and the growing frequency and intensity of high-intensity rainfall events. The use of geospatial techniques such as watershed modeling, maximum likelihood image classification, and weighted overlay analysis based on secondary data has enabled the researchers to assess the extent and severity of pluvial floods in the study area. The study's findings highlight the high risk of pluvial floods in the central part of the study area, which is dominated by built-up land and concrete roads. The increase in the area of built-up land from 34.913 km2 in 2018 to 37.442 km2 in 2022 has further intensified the risk of pluvial floods. The findings of this study can assist policymakers in developing effective strategies to reduce the risks associated with pluvial floods. Alongside, it also highlights the importance of geospatial techniques to better understand and address the complex challenges of urbanization and climate change. Flood risk zone-specific strategies are recommended to reduce the risk of pluvial floods.

A Green Infrastructure SDGS Num 11: Approach Planning Design Model Reliability of Permeability and Concrete Quality Rural Roads P3MD Program in Wonogiri

Design planning permeability and quality of rural concrete road construction work in the Program Pembangunan dan Pemberdayaan Masyarakat Desa (P3MD) of the Ministry of Villages, Development of Disadvantaged Regions and Transmigration in Wonogiri, which is environmentally friendly in accordance with the sustainable development goals of SDGs Number.11 Villages "Sustainable Cities and Community", is the urgency of global action to reduce the impact of climate change and overcome challenges in developing a village road infrastructure model that is sustainable and leads to Green Infrastructure. Testing the permeability of village road construction materials using a rational classification method based on the Unified Soil Classification System, ASTM and International Nomenclature Darcy’s Law by calculating the input discharge of rainwater seeping into the soil through the pores of road construction using a rational method, testing the compressive strength of concrete roads using Rebound Hammer / Concrete Hammer Test method, SNI Standard 03-4430-1997. The results of the input volume of rainwater seeping into the ground through the pores (run off) of rural roads construction in Wonogiri one year is 724,866 m3. The average compressive strength of concrete roads from the hammer test results for concrete road test is 290 kg/cm2> K-225 kg/cm2, than the desired construction, namely; standard deviation; (S=1.75), coefficient of variation (Kv= 7.35%), indicating that the data taken has a sufficient level of accuracy, while the uniform data is quite representative of the road section studied.

Calculation of base loadings of cement concrete roads in extreme continental climate conditions

Calculation of base loadings of cement concrete roads in extreme continental climate conditions

ПІСЛЯВОЄННЕ ВІДНОВЛЕННЯ ТА ЗРОСТАННЯ ОБСЯГІВ БУДІВНИЦТВА АВТОМОБІЛЬНИХ ДОРІГ

The socio-economic development of a country and its integration into the global community largely depend on the level of road maintenance. The issue of road maintenance has become especially relevant and important during the period of martial law, since, for obvious reasons, roads are critical infrastructure facilities. Of course, the treatment of such facilities should be appropriate to their purpose. All of this requires research, assessment of the effects of the war on the condition of roads due to their destruction, and development of measures to improve the state of road construction. An important role is assigned to the resource base of road construction - first of all, the availability of bitumen and mineral fillers.
 The length of public roads in Ukraine is analyzed in comparison with the leading countries of the world. Positive trends in the market of road construction and repair related to the reform of the road sector are identified. The quality of roads and their saturation in comparison with other countries of the world is assessed.
 The problematic issues of domestic production and imports of bitumen are investigated. The article shows Ukraine's import dependence and lack of organic binder, as well as the practical absence of concrete road construction. The author analyzes the development and improvement of the regulatory framework for the design and construction of roads.
 Prospects for the implementation of the public-private partnership mechanism are shown, taking into account international experience The necessity of implementing the public-private partnership mechanism, in particular, through the concession mechanism, is substantiated. The regulatory framework needs to be updated to meet EU requirements and implement international standards. The implementation of these measures will help to increase the level of validity of operational and strategic management decisions to ensure the effective functioning and development of Ukrainian road sector enterprises.

Environmentally friendly photothermal reconstruction of cement/asphalt road: Can road markings also be cleaned in such unexpected ways?

This paper innovatively proposes a new method for safe and environmentally friendly road markings removal, using nanosecond pulsed lasers to clean the standard yellow, white, red, and black cold spray markings of cement concrete road and asphalt concrete roads by dry cleaning and wet (liquid-assisted) cleaning. The optimal cleaning process for road markings was explored by changing the laser's energy density and spot overlap ratio. The markings' dry and wet dynamic stripping behavior and removal mechanism was analyzed by combining morphology characterization, EDS analysis, XRD analysis, infrared spectroscopy, infrared images, and a high-speed camera. In the complete cleaning state, markings is entirely removed without damage to the road. Dry laser cleaning can meet the cleaning needs of cement roads, and wet laser cleaning can meet the cleaning needs of asphalt roads. The dry laser cleaning mechanism for yellow and white markings is evaporation and phase explosion caused by thermal ablation, the dry laser cleaning mechanism for red markings is thermal stress vibration, and the dry laser cleaning mechanism for black markings is mainly evaporation caused by ablation. The wet laser cleaning mechanism of each color marking is that the rapid growth of steam bubbles in the superheated liquid provokes the explosive evaporation of the liquid film layer. Laser cleaning can slightly increase cement/asphalt concrete road roughness and enhance anti-slip performance.

EFFECT OF DEICING AGENTS ON THE WATER STABILITY OF ASPHALT CONCRETE UNDER FREEZE-THAW CYCLES

Asphalt concrete pavement, as the main form of high-grade roads today, occupies an important place in modern road construction due to its advantages such as low noise level, ease of repair and short construction period. This road type is widely adopted worldwide and provides a reliable foundation for road networks in cities and villages. In cold regions, snowy weather tends to cause ice on the road surface, posing a serious safety hazard for vehicle travel. The problem of road accidents in winter is relevant both for regions with extremely cold climatic conditions and for the temperate continental climate that prevails almost throughout Ukraine. To solve this problem, deicing agents are widely used to improve the safety of road travel. The application of deicing agents effectively reduces the impact of snow and ice on roads and ensures the safe passage of vehicles in adverse weather conditions. However, while deicing agents play an important role in improving traffic flow, their widespread use has also brought some problems that should not be ignored. The chemicals in deicing agents may have adverse effects on pavement materials, especially on asphalt concrete roads. For studying the effect of deicing agents on asphalt concrete, this paper presents an experimental investigation of the effect of deicing agents on the water stability of asphalt concrete under the conditions of freeze-thaw cycle test. The impact of deicing agents and freeze-thaw cycles on asphalt concrete was investigated by evaluating the variation patterns of three key parameters: stability, residual stability and air void content. The experimental results showed that the stability and residual stability of asphalt concrete showed an overall decreasing trend with the increase of the number of freeze-thaw cycles, indicating that the asphalt concrete was damaged or degraded under the conditions of freeze-thaw cycles. The higher concentration of the deicer solution corresponded to the more pronounced changes in the test parameters, indicating a significant effect of the deicer on the asphalt concrete. At the end of 27 cycles, the average loss of stability, residual stability and void ratio were 29%, 22% and 73%, respectively. This indicates that the combined effect of freeze-thaw cycles and deicing agent is more significant for air void content.

Innovative Imaging and Analysis Techniques for Quantifying Spalling Repair Materials in Concrete Pavements

Traditional spalling repair on concrete pavement roads is labor-intensive. It involves traffic blockages and the manual calculation of repair areas, leading to time-consuming processes with potential discrepancies. This study used a line scan camera to photograph road surface conditions to analyze spalling without causing traffic blockage in an indoor setting. By using deep learning algorithms, specifically a region-based convolutional neural network (R-CNN) in the form of the Mask R-CNN algorithm, the system detects spalling and calculates its area. The program processes data based on the Federal Highway Administration (FHWA) spalling repair standards. Accuracy was assessed using root mean square error (RMSE) and Pearson correlation coefficient (PCC) via comparisons with actual field calculations. The RMSE values were 0.0137 and 0.0167 for the minimum and maximum repair areas, respectively, showing high accuracy. The PCC values were 0.987 and 0.992, indicating a strong correlation between the actual and calculated repair areas, confirming the high calculation accuracy of the method.

History of the frame concrete road viaduct located at the mining area in Pawlowice

History of the frame concrete road viaduct located at the mining area in Pawlowice

DEVELOPMENT OF CLOUD DETECTION METHOD FOR CAS500-1 IMAGERY

Abstract. Clouds are typically characterized by high reflectance and low brightness temperature. They are generally classified as noise in optical land monitoring satellites. In particular, the presence of clouds has a decisive effect on the quality of follow-up data, so they must be detected. In this study, pre-processing was applied to effectively detect clouds while minimizing noise using CAS500-1 images with visible and near-infrared bands. First, the RGB color space is converted to the HSV color space. Next, a triangle thresholding method is applied to the value channel, which exhibits the highest correlation with pixel brightness, to extract bright objects. Then, the maximum likelihood method is applied to differentiate between bright objects and cloud candidate objects. Finally, threshold values for cloud detection are automatically determined to create initial cloud maps using the statistical values derived from the cloud candidate objects. We compared the results generated by the single thresholding method to verify the performance of the proposed method. As a result, the proposed method was able to detect clouds more accurately by considering the reflectance characteristics of each image. Moreover, except for cloud objects, the rest of the bright objects (white roofs, concrete roads, sand, etc.) were minimized. Our experiments showed high stability despite the absence of shortwave infrared and thermal infrared bands, which are effective for cloud detection.

Use of recycled concrete aggregates in stabilization of black cotton soil

The long-term performance of a pavement structure depends on its structural integrity and the stability of its underlying soils. The properties of black cotton (BC) soils are known to adversely affect the performance of pavement. BC soil is creating a lot of problems in constructing the pavements on it because of its low California bearing ratio (CBR) and high swelling potential behavior. Black cotton soil possesses poor strength, high swelling and shrinkage behavior on exposure to moisture. Pavements on BC soil require stabilization. Soil stabilization is a process utilized for improving the properties of undesirable weak soil. Stabilization of subgrade soil by chemical, thermal or mechanical techniques is very common practice and too expensive. Therefore, in this study, an attempt has been made to stabilize the BC soil subgrade by recycled concrete aggregate (RCA). The RCA are the waste aggregates obtained from demolition of concrete structure buildings, road, and bridges. The main aim of this study is to know the suitability of RCA waste as a stabilizer for BC soil in the construction of flexible pavements. In this investigation, properties of RCA and BC soil are evaluated, RCA is mixed in different proportions with the BC soil, and their influence on the CBR value and compaction curve are studied. Seven mixes (100% BC soil, 90% BC soil + 10% RCA, 80% BC soil + 20% RCA, 70% BC soil + 30% RCA, 60% BC soil + 40% RCA, 50% BC soil + 50% RCA, 40% BC soil + 60% RCA) are tested for CBR value in order to find the proportion which gives maximum CBR value. Based on the results, it is observed that for the BC soil used in this study, mix containing 60% BC soil and 40% RCA is the suitable mix proportion for the stabilization. For this proportion of mix, the CBR value increased from 3.53% to 11.2%. This accounts to 3.2 times increase in the CBR value, whereas the optimum moisture content (OMC) decreased from 27% to 22% and maximum dry density (MDD) increased from 1.22 gm/cm3 to 1.45 gm/cm3. Hence 60% BC soil and 40% RCA can be used to stabilize the given soil.

A review study on discrete fibers used for concrete pavement

The development of road transport is absolutely necessary for the country's survival. The necessity for continuing maintenance and repair of conventional bituminous pavements points to the potential for cement concrete pavements. Traditional concrete roadways can provide a safe and effective flow of traffic.Due to its extended lifespan and minimal maintenance requirements, concrete has grown in popularity as a material for roadways. However, concrete roads have low ductility and tensile strength and are prone to spalling and cracking. The strength of concrete pavement is suggested to be increased in order to reduce these issues with concrete. Concrete shrinkage cracking is a significant issue with plain cement concrete pavement, particularly in tropical regions. The impact of adding polyester and polypropylene fibre to cement is briefly discussed in this research work. Checking the mechanical characteristics of the concrete mix design for M35 grade is the study's goal. Specimens such as cubes measuring 150 × 150 × 150mm, cylinders measuring 300 mm in height and 150 mm in diameter, and beams measuring 100 × 100 × 500mm are cast by adding various fibre dosages ranging from 0.5% to 4% by weight. The samples are stored for 7 or 28 days while they are being cured. Conducting destructive tests (Strength of compression, flexural strength, and tensile strength) and non-destructive tests on the specimen reveals its structural behaviour (ultrasonic pulse velocity test).