Heavy duty kerbs can be steel reinforced and dowelled onto the base structure in order to prevent vehicle dis-lodgement of finished kerbs.

To prevent traffic nudging installed kerbs

Twin steel tendons are fed into the casting chamber in a continious line

LANDSCAPE areas including /shrubberies / flower beds / trees /ponds etc are completed with minimal disturbance. Mowing machinery is allowed to cut right upto the kerb profile without damage to machine or kerb.

No curve is too dramatic for us to follow

ALMOST UN - LIMITED AVAILABLE DESIGN, COLOUR, PATTERNS

Terracotta slant to facilitate mowing right upto kerb

White Jointing on Red base

Please use our design or estimating service which is available free of any obligation

Having had a busy 2009 we are now looking forward to 2010.

With several new chain supply partners and contracts coming on stream, perhaps this year will also be a busy period  for RAB and all our clients.

PERMATRACK HM INLAY REPAIR TAKES THE STRAIN

 ’PERMATRACK HIGH MODULAS’  Inlay crack repair system was the preferred material chosen to permanently repair a cracked major trunk road in the  HIGHWAY AGENCY’s MACS Area 7.

This high stressed road [A1] requires the toughest of products to effect a long lived repair to the ‘live’ longitudinal crack that is located in the wheel track area. No compromise on quality of materials or workmanship was allowed. The specified inlay crack repair system must be HAPAS approved. Have been previously tried and tested on several of the UK’s most exacting motorways for a number of years past. Ultra heavily trafficked roads such as  M4  Heathrow junctions-Contract -14 kilometers of longitudinal cracks. Which we routed out to a profile of 320mm wide x 140mm deep, and this section was fully trafficked within 1 hour of completion. Other contracts RAB have completed include the M6 / A1[M] / T junctions / London’s Waterloo roundabout. These completed contracts are just a sample of PERMATRACK HM inlay crack repairs  RAB have completed over the past 9 years.

BRISTOL CITY

LARGE MECHANICAL BRIDGE JOINT REPLACED WITH RAB-NEJ JOINT

One of the city’s main feeder road known as,  ’Brunel Way South’ which connects directly on to the AVON BRIDGE elevated structures, have over the past 3 years had their 6No deck expansion joints replaced by RAB using the PERMATRACK HM system of bridge joints. However one of the existing sliding steel joints is being subjected to very rapid deck movements both in the vertical and horijontal plane. This meant that a more mobile joint was required.

RAB UK were given permission to install their High Performance Nosing Joint [NEJ] this system meets the Highway Agency BD 33/94 Joint Type 4 specification. Dimensions of the Bristol City installation are 

14.80 long x 1.15 wide x 70 mm depth completed during daytime shift periods 0930 -1530 hrs 

This specification,  allows the highway engineer to have access to several economic and aesthetic advantages.

Suitable for most surfacing materials

No requirement for expensive joint replacement

Reduced traffic management costs

Traffic have a quiet, smooth ride over joints

Minimal future joint maintenance costs

Surface texture / skid resistance is consistent across the whole structure

First used on the Coventry Ring road 2002. 

Currently being installed on the Chiswick Flyover.

giving economic and aesthetic advantages over other jointing systems 

Minimal future joint replacement costs

No added traffic management costs

Fast open programmes achieved

Smooth ride for all traffic conditions

Deck joint surfaces match adjoining surface

Same skid resistance as main surfacing

Suitable for most surfacing specifications

The table below shows a direct comparison between the Permatrack Heavy Duty Bridge Expansion Jointing System and the requirements of the asphaltic plug joint as stipulated by the Highways Agency document BA 26/94. As can be seen, the Permatrack Heavy Duty Bridge Expansion Jointing System exceeds the Highway Agency BA 26/94 stipulations in many areas ensuring that our system is the ideal choice for these extreme situations.

During carriageway re-surfacing the top surface of the Permatrack High Modulus is simply planed off to the desired thickness of the re-instatement, and re-cast afterwards without the whole joint requiring replacement.

We have several installations where the old asphaltic plug has been milled out by 60mm depth and we have overlaid these with our system. This has been very cost effective in as much as the existing bridge deck gap plates or sub-drainage have not been disturbed.

In several circumstances we exceed the standard BD 33/94 – in addition to the Highways Agency Statement of Registration, number 028, Permatrack High Modulus has British Board of Agrément, (HAPAS) approval for use as an inlaid crack-sealing system for highways.

For further details please contact us.

Many of the inspection chambers, which have been sited in the wheel track area, require constant re-bedding in order to prevent the dislodged, loosened cover and frames from becoming a safety hazard. These repairs require carrying out every 18 to 24 months and Conwy County Borough Highways Department obviously considered this too often! Therefore, they called in RAB Associates to advise, design and specify a cost-effective, long-term solution.

Cast iron frame removed

Clearly this had to be addressed using the most advanced method of ironwork bedding compounds. Conwy Highways Department had tried several proprietary systems such as Polyester, Epoxy and Polyuride Resins, all with limited success to date.

Re-bedding

Using ‘Permatrack Compounds’ the re-bedding to match adjacent levels of the previous items could be quickly completed.

The repair was finalised by the introduction of ‘Permatrack’ and pre-coated high PSV chippings to fill the surrounding void, which now matches the existing road levels.

Chippings rolled in surface to match surrounding surface

• ‘It works’
• ‘It’s quick to install’
• ‘Shorter shut down periods are planned’

Road surface milled out to expose cracked concrete sub-base

Upon inspection of the visible open surface cracking our site engineer ascertained that the underlying concrete road slab was in fact transferring severe, imposed live tensile movements upwards through to the surfacing and would, unless treated, cause the new overlay to reflect the same pattern of cracking in a short period of time.

RAB SAMI compounds poured into crack in 5mm layers, followed by the geo-textile grid

RAB specified that the full depth of the road surfacing be removed (ie. down to the base slab) centrally over the cracking for a width of 500mm.

RAB would then supply and fix their ‘SAMI’ hot molten compound to fill the live cracks and overlay the trench width with a 5mm thick layer, followed by a high tensile geo-grid bedded into the liquid compound. This complete system allows the live, natural ongoing movements to continue. However, their tensile and compression movements would become absorbed in the ‘SAMI’ compounds and the geo-textile would be able to safely transfer dynamic loadings over the crack widths.

These loosened defunct transition strips were contributing extensively to the localized failure of the road surfacing, which in turn was deforming the underlying bridge deck waterproof membrane.

RAB Associates Ltd. chose to replace all these known problems with one product: Permatrack.

Defective resin based transition joints

Economical System: All works were completed during a period of traffic management which was actually in place for other items of maintenance to be carried out.

Finished road joint

After laying the Permatrack Heavy Duty system to form the transition strips the road was open to traffic within 1 hour.

‘Permatrack Heavy Duty Road Joint’ was chosen as the most economical way in achieving a long lived solution.

Elevated Decks on Cross Heads

Construction started on the Coventry City ring road in the 1960s and continued under several phases until its completion in the 1970s. This busy ring road provides a quick method for traffic to circumnavigate the city centre. Some time ago the structure was found to be suffering problems caused primarily through leaking road expansion joints. For many years these leaking, overstressed asphaltic plug joints have been allowing saline water to attack the concrete crossheads, reinforcement and beam ends. This structure was rapidly deteriorating and a quick repair to the expansion joints was sought by the engineering staff of the Babtie Consultants Group.

Installation of Wide Permatrack Joint

This heavily trafficked road has several elevated sections. These suspended deck levels have an inverted concrete ‘T’ section cross head structure that supports on concrete columns or piers, the bridge beams. This inverted ‘T’ section forms a central upstand, with the bridge beams being located either side of this upstand. This design meant that originally two joints, aprox 1 metre apart, were placed in the road surface so as to accommodate the deck movement.

Completed joint ready for traffic

Over the 30 / 40 years of use, the two expansion joints have been repaired several times by ever widening sections of jointing compounds that could not hope to accommodate the imposed loadings. These repaired joints were still leaking and allowing the salt water to attack the original concrete / steel reinforcement and the structure was suffering various degrees of decay.

RAB Associates [UK] Ltd. specified that the two existing joint gaps could be accommodated with one extra wide joint.

‘Permatrack Heavy Duty Road Joint’ was chosen as the most economical way in achieving a long lived solution. This highway agency registered joint is able to be installed at any width with a minimum depth of 50mm. It fully retains anti-skid aggregates such as pre-coated chippings. The material has excellent rut resistance even against heavy standing vehicles, and is quick to install in most weather conditions. Having a fast “open to traffic cure” makes this product the ideal repair medium.

Night time working assured minimum disruption to traffic during the contract and several large joints per shift could be completed owing to the delivery of 16 tonnes loads of molten ‘PERMATRACK’ compound.

RAB Associates were consulted at the design stage, with a view to overcoming this problem. Their SOLUTION was to install ‘PERMATRACK H’ heavy duty road jointabove the vertical movement joint which not only accommodates the vertical and horizontal movement but will retain the chosen anti-skid material. [Pre-Coated chippings]