With the development of construction technology, self-compacting concrete hasstarted to be widely used in the construction of buildings. The specific properties of selfcompacting concrete have made it particularly useful for concreting the structuralelements of high-rise buildings. The strains characteristics of concrete are important toknow both in the initial stage of concreting and in the long process, in order to takemeasures to minimize their impact on cracking and reduction of structure elements.In this regard we have conducted an experiment to investigate shrinkage strains andcreep strains in reinforced concrete beams as well as the determination of the creepcoefficient. Given that the shrinkage and creep strains are together, it is necessary toseparate the creep strains from the shrinkage strains to determine the creep coefficient.For the realization of this separation, we have prepared the same samples which havebeen used for the determination of shrinkage strains and samples which have beeninserted into the mechanisms for the realization of adequate force for thedetermination of the creep strains.

Bridges are construction objects that are an integral part of almost every road. Theirdamage often results in the collapse of the transport system and particularly affects traffic safety. To avoid such a thing, it is necessary to carry out certain checks before putting the bridges into traffic, which will provide information in advance about whether there is a possibility of future damage. One of them is the so-called test load for new bridge before it is taken into service. Therefore, bridge testing is the last external monitoring action to be performed when a new bridge is built. The objective of these tests is to verify that the mechanical behavior of the loaded structure conforms to its design model. The system evaluated as part of this study was the Bridge Diagnostics, Inc. (BDI) Wireless Structural Testing System (STS-Wi-Fi). All results are compared with theoretic values based on the FE-model of the bridge and are calculated using software SOFISTIK AG. Both the experimental results as well as the and analytical results are presented in this paper and compared. The comparison of the analytical results showed good agreement with the experimental results.

This paper describes the mix design (recipe) for SMA that consists of aggregate obtained from stone with relatively high specific gravity and relatively high refractive index (LA>16) but which significantly reduces the amount of Bitumen. and in this case, it also reduces the amount of carbon emissions in the environment. For the production of stone mastic asphalt is used aggregate produced from stone with special mineralogical and petrographic characteristics. The aggregate used for the wearing course of the highway has a coefficient of resistance to crushing Los Angeles LA = 18 and a specific mass greater than 3000kg / m3. Los Angeles coefficient does not meet the standard requirements for the road layer with heavy traffic and the maximum bulk density is greater than the bulk density of ordinary aggregates used for this type of asphalt. Also, for the production of stone mastic asphalt SMA for the highway is used bitumen with additives in the amount of 4.6%, a quantity that is smaller than the amount of bitumen provided by the standard for stone mastic asphalt which is 6-7%. However, the designed mix with the aggregate produced from M.G quarry stone and with the amount of polymerized bitumen (with polymer additives) (4.6%) has met the requirements for SMA stone mastic asphalt it also increases its performance in protecting the environment.

Stone Mastic Asphalt (SMA) mixtures rely on stone-to-stone contacts among particles to resist applied forces, and permanent deformation. Aggregates in SMA should resist degradation (fracture and abrasion) under high stresses at the contact points. For the Motorways, SMA stone grid must fulfil the Mineralogical-petro-graphic condition to be on rock of igneous and/or metamorphic origin but of silicate composition, specific weight and LA method on resistance to fragmentation. During the construction of the Kosovo motorway for wearing course was used the SMA as a asphalt layer providing longer lifetime to the road construction. During the Motorway construction the contractor was short of stone material with as specified in GTR material for wearing course, therefore it was compulsory to compose a new asphalt design mix with available rock in Kosovo. New quarry was explored in place called Golesh where stone extracted from this quarry have LA resistance on fragmentation lower than specifications allow for motorway. Specific weight of this stone is for 15% greater than ordinary stone used in laboratory design mix. For this specific stone were prepared special asphalt design mixtures with binder content 4.5% which was well below than typical SMA composition of 6.0 −7.0% binder. During the asphalt paving some bitumen patches were noticed due to the specific weight of the stone in design mix, therefore it has been reduced vibration during the asphalt compaction. In this paperwork we will present design mixes with stone used from golesh quarry and results gained in laboratory and on site.

This study presents an experimental and numerical investigation of reinforced concrete beams incorporating micro polypropylene, macro polypropylene, and steel fibers. Three concrete series of equal strength classes were prepared and tested to evaluate compressive strength, splitting tensile strength, flexural performance, and deformation behavior under short-term loading. Strain development in both concrete and reinforcement was measured using strain gauges and mechanical deformometers. In parallel with the experimental program, a nonlinear finite element model was developed using the DIANA FEAsoftware 10.5 to simulate the deformation behavior and strain development of the tested beams. The concrete material was represented using a total strain-based smeared crack model with rotating crack orientation, while the contribution of fiber reinforcement was incorporated through a CMOD-based post-cracking tensile constitutive law. The numerical results showed good agreement with the experimental load–deflection and strain measurements, confirming the suitability of the adopted modeling approach. These findings demonstrate that the combined experimental–numerical framework provides a reliable tool for assessing the deformation and cracking behavior of fiber-reinforced concrete beams. The experimental results indicate that fiber type and combination strongly influence the deformation behavior and mechanical performance of reinforced concrete beams, with hybrid systems incorporating steel fibers exhibiting enhanced flexural response, improved strain compatibility, and more ductile behavior compared to polypropylene-only reinforcement. The inclusion of steel fibers led to distributed cracking, delayed stiffness degradation, increases of up to approximately 6.3% in concrete strains and 10.3% in reinforcement strains, and a substantial improvement in compressive strength (up to approximately 28.8%), confirming the synergistic effect of hybrid fiber reinforcement.