Cracks and Joints : Repair
Jointmaster: Crack and Joint repairs
Works can be carried out under lane closure, Stop and Go or traffic lights. Single file traffic can usually be maintained.
In busy areas, work can be carried out during restricted working hours
On motorways and other traffic sensitive roads, we usually carry out the work over a night time lane closure. The road is fully open to traffic the next morning.
Open during the day:
Work areas can be opened to traffic at the end of each shift, leaving a trafficable surface during the day time, before we return the following night to continue the work.
Rhino's crack and joint repair BBA HAPAS certificates
Environmental Benefits From Jointmaster
Material Usage: As an alternative to plane-off and resurface, treating cracks with Jointmaster could use just 4% of the material required to resurface.
Noise: The b-bump noise created by traffic driving over concrete joints or wide cracks can be eliminated. A Jointmaster repair spans the joint, eliminating the gap formed by the movement which generates the tyre noise.
Recycling: All packaging is recycled and waste road hard core produced by the planing operation is handled by licensed and authorised trade waste organisations. Waste transfer certificates are received for each and every load.
Energy / Fuel: At 4% of the material requirements of a plane off and resurface operation, Jointmaster also saves considerable amounts of energy input into the process compared to resurfacing.
Hazardous Materials: All materials are compliant with REACH regulations. All materials are non-hazardous.
Longevity: Often an asphalt wearing course is in sound condition other than cracks which are letting in water. These surfaces are often removed and replaced even though 96% is perfectly serviceable. Many engineers choose Jointmaster to reseal the road, thereby realising the remaining value still left in the existing asphalt layer.
Disruption: Daily outputs of 400 linear metres in a shift means the Rhino crews are out of the way quickly leaving the road open to traffic. Work on motorways and trunk roads is mostly carried out overnight. In this instance the highway can be fully open to traffic before the morning rush hour.
- Outputs of up to 1000 Lin.m are achievable in a day for rebated work and many thousands of metres for overbanding. The type of site and type of work will dictate what this figure will be.
- Higher outputs such as motorway work can be achieved with additional resource
- Longitudinal recessed work 800-1,000 Lin.m per day
- Transverse joints 300-400 Lin.m per day
- Overseal banding up to 4,000 Lin.m per day
A40 Whitney Oxfordshire
Client: Oxfordshire County Highways through a Main Contractor
Site: A dual carriageway bypassing Witney in Oxfordshire. Surface is 20mm Hot Rolled Asphalt
Problem: Fretting of centre line seam joint. Potential motorbike ‘stuck in a rut’ accident due to poor compaction of HRA at edge of each strip.
Solution: Jointmaster rebated repair 200mm wide by 20mm deep and some 50mm deep infill patches.
Facts and Figures
• 4,000 Lin.m of 200mm wide x 20mm deep
• 1.4m³ at 50mm depth
• Lane closure between 9.30am and 4pm
Holderness Road Hull City
Client: Hull City Council through PBS Construction
Site: Dual carriageways leading into the centre of the City. Surface; 40mm HRA over 40mm base course. Sub-base; C30 lean mix . Scheduled for surface dressing.
Problem: Reflective cracking from the sub-base and fatigue cracking in the wheel track.
Solution: Jointmaster rebated joint repair 200mm wide by 40mm deep combining BBA HAPAS approved 20mm flexible crack repairs with 20mm 'H’ grade base layer for high stress situations.
Facts & Figures
- 13,000 Lin.m of 200mm wide x 40mm deep
- Carried out under lane closures between 9.30am & 3.30pm
The installation of Jointmaster is carried out by crews who do this task every working day and have become very accomplished at it. A smooth, quick and efficient operation awaits you when you see a Jointmaster crew.
Concrete Joint Spalling
Concrete highway pavements are under ever increasing pressure from the huge rise in traffic placed on them by the ever-growing needs of the travelling public and goods in transit.
Our major concrete highways are so busy that the time required to keep these surfaces in good order and maintained to high standards is more and more difficult. Lengthy closures to these pavements are often very disruptive and extremely expensive, no one likes to take responsibility for “down time” associated with having to carry out emergency repairs to pavement failures.
Concrete pavements very often start to break down at the most vulnerable areas; generally speaking these are at the corners and at poorly maintained joints. If left untreated this can lead to severe structural damage and furthermore, possible danger to the pavement user and to vehicles. With the continual ingress of water into these untreated areas inevitably this will lead to a rapid deteriation of the pavements with all the problems associated with this.
Standard methods most commonly used to repair concrete pavements are very often time consuming and can be very expensive. In addition to this, due to their rigid nature, these repairs are not able to deal with the cause of the problem, which is movement.
- Flexible concrete repairs from Rhino use our unique material, a blend of resins, polymers, fibres, blended aggregates and other additives to effect a long lasting concrete repair.
- Repairs are usually installed at 40mm depth but can and do often go considerably deeper.
- The flexible characteristics of the material mean that it is not necessary to re-form joints in the pavement if the treatment being carried out spans joints in the pavement bays.
- Materials remain flexible under any circumstances, including rapid freeze/thaw cycles, and will withstand very heavy continuous traffic without deformation.
- A proven lasting flexible concrete repair for speed and durability.
A11 Wymondham By Pass
The A11 Wymondham by Pass is a busy dual carriageway with a CRCP (continually reinforced concrete pavement) construction. Linking the A14 with Norwich, this site is one of the main routes through East Anglia for freight transport between London and the sea ports.
The design of the CRCP had envisaged cracking but over time, some cracks had interlinked with resulting failure of the concrete surface.
Rhino Asphalt Solutions installed the BBA HAPAS approved Jointmaster system to repair the concrete surface to a depth of 40mm in a variety of patches and cracks both transverse and longitudinally.
M20 Operation Brock
Selected as a key partner on the M20 Operation Brock project, Rhino Asphalt Solutions Ltd provided a range of critical repair solutions to enable the additional width of carriageway utilising the hard shoulder in the event of contra-flow
BBA/HAPAS approved Jointmaster was the chosen product that due to the unique flexibility, withstands the movement of the concrete pavement without the need to re-form expansion joints. Repairs to bay corners, mid-bay cracking, thin bonded repairs and bridge transition joints were all treated with this process.
Our BBA/HAPAS approved Ironmaster Manhole and gully repair process was used to replace much of the carriageway ironwork ensuring that the hard shoulder could be trafficked with confidence
Rhino Asphalt Solutions installed the BBA HAPAS approved Jointmaster system to repair the fretted longitudinal seam joints in the asphalt mat. This left a safe running surface for traffic and maintained the integrity of the surface.
M90 Kinross, Scotland
As an ongoing project to upgrade the M90, the existing overlaid concrete pavement is being resurfaced to improve ride quality, and reduce regular maintenance ‘call-outs’ caused by deteriorating reflective cracking in the asphalt surface. With the old wearing course material removed, it was evident that prolonged exposure to the ingress of water had allowed the underlying concrete joints to spall. The damaged joints needed repairing before the new surface could be applied over a 4 year programme of renewal.
Rhino Asphalt Solutions installed the BBA HAPAS approved Jointmaster system to repair the fretted longitudinal seam joints in the concrete surface. This left a safe running surface for traffic and maintained the integrity of the surface.
Asphalt Seam Joint Repair
Opened up seam joints between asphalt mats cause a problem because of;
· Aggregate loss at the interface joint
· Opened up longitudinal joint
· Potential motorbike ‘stuck-in-a-rut’ hazard
· Future pothole formation likely
1. Cold seam joints
One seam of hot asphalt laid against a second seam of cold asphalt will result in a cold joint interface where the asphalt bond will be less than ideal
Lower levels of compaction at the edge (along the seam joint) are likely as the asphalt cools more quickly at the edge making appropriate compaction levels more difficult at this point
3. Unsealed joint
Where a sealant is not used between asphalt seams then the bond is not as strong as it could be, and a weak point is created.
Left unchecked, this can result in fretted joints, potholes and a resultant safety hazard to motorcyclists.
Jointmaster solves this problem by
- Sealing the joint
- Reprofiling the surface
- Providing a skid resistant finish
- Recreating the safe running surface
- Protecting the rest of the asphalt joint structure
- Allowing the surface to last through to its design life
- Maintaining the value of the asset
Kerb Edge Sealing
Sealing the gap has 3 key benefits:
- Seals the interface between road construction and kerb face
- Stems prolific weed growth by removing detritus and dirt from the gap
- Redirects water to the gulleys instead of the sub-base thereby protecting the integrity of the road
The problem with weeds in the kerb edge:
The need to seal the kerb edge
Sealing the kerb edge with Jointmaster polymer enhanced sealing compound resolves both of these problems.
A watertight seal: ensures water run-off is directed back into the gulleys, where it is designed to go.
No base for root growth: once sealed, there is no accumulation of soil or detritus for weeds to root and grow.
Once sealed there is no longer any requirement to weed spray the roads to control weed growth as it will have been eliminated. BBA HAPAS approved materials are used to seal the surface and will leave you with peace of mind that the right materials have been used for the job.
How kerb sealing is installed
How kerb sealing is installed
2. All defective and loose material is removed using a hot compressed air lance, leaving a clean and dry gap to seal.
How kerb sealing is installed
3. The sealant material is then poured into the recess and screeded to a smooth level finish. The material is a hot applied (180c) polymerised bituminous material with added sand, aggregates and fibres. This material flows into the bottom of the recess, filling the gap, sealing the edges and providing a watertight seal.
How kerb sealing is installed
4. A dressing of high PSV (polished stone value) aggregate is applied to the surface, sticking to the Jointmaster material to leave a skid resistant finish.
How kerb sealing is installed
5. The finished job is left to cool (anything from 20 mins to 1 hour) before a final sweep removes any excess aggregate and the road is reopened to traffic.
Stress Absorbing Membrane
Our Stress Absorbing Membrane Interlayer, or SAMI, has a range of benefits:
• Inhibits the reoccurence of a crack in an overlay
• Laid prior to resurfacing
• Can be driven on by site traffic
• Seals the surface against water ingress
Asphalt overlays need protection from the shortcomings of the surface upon which they are laid. All too often, the life of the new asphalt is greatly reduced by the cracks propagated from the joints or faults in the underlying surface. This then allows water and salts to penetrate and the rapid deterioration of the surface asphalt begins.
It is becoming increasingly common for an anti-crack membrane to be installed before laying new asphalt to reduce this problem.
Causes of Cracking
Cracks in the highway emanate from either;
The surface, where the surface course is fatigued by the traffic
The sub-base, from movement of the underlying layers
Stress Absorbing Membranes are used when reflective cracks are showing through from layers below the surface, known as reflective cracking.
Whether the wearing course layer is removed and replaced or simply overlaid, movement in the sub-layers which created the cracked surface in the first instance will, without some form of treatment, create new cracks in the new surface. This cracking will propagate at a rate of approximately 1 year for every 25mm of wearing course applied.
Treating the cracks with a Stress Absorbing Membrane prior to overlay, provides the following benefits:
• Seals the cracks against further water ingress
• Bridges the crack, shifting the concentration of movement across a larger area, minimising its impact
• Increases the time until reflective cracks will show through the new surface
• Keeps water out of the sub-structure for longer
Jointmaster is a polymer modified, rubberised bitumen compound containing glass fibre reinforcement. The compound is applied as a molten screed directly over the cracks and joints in the surface prior to being overlaid. It fills and seals the cracks in one pass, leaving a membrane focused solely at the point where the movement is concentrated. This systems offers savings over full surface membranes as the material is laid only at the points where the movement is causing an issue.
Still have Questions about SAMI ?
- Service Provided
- Installation Speed
- All the numbers and specifications
- How SAMI beats the competition
Confused about the SAMI service?
SAMI comes with a full supply and apply contracting service meaning Rhino can do it all saving the hassle of hiring multiple contractors. Note however that SAMI selectively treats just the cracks and joints, not the whole surface.
Rhino crews will provide a fast installation of up to 1,000 lin.m achievable in a shift. SAMI can be applied throughout the year, night or day, with no road closures needed. SAMI is 100% safe to be driven over right after installation .
Numbers and Specifications?
- Applied in recommended widths of 200mm for longitudinal cracking and 300mm for transverse
- Treatment applied at 5mm thickness when overlaying with 75mm of new asphalt
- Treatment rebated into the surface by 10mm or 20mm for thinner overlays
Why SAMI is your best option?
Most membranes need curing time or protection from site traffic before the road can be re-opened. SAMI can be trafficked immediately after cooling by site traffic and/or road traffic. This means disruption is kept to a minimum.
Concrete / Blacktop Interface Joint
The interface joint between concrete and asphalt often opens up allowing water ingress. This water ingress can lead to a rapid break up of the surface over this joint as traffic pounds this water repeatedly into the open crevices.
Coupled with the damaging effects of freeze/thaw the concrete/blacktop interface joint soon becomes a maintenance issue.
The reason that this joint is an issue is because of the differential in thermal expansion and contraction between concrete and asphalt. The different thermal movement profiles of the two surfaces result in a top joint which is unable to handle the movement and the result is a joint which degrades and opens up.
The solution is to install a rebated Jointmaster repair which spans the joint. The Jointmaster material has excellent adhesion properties to both blacktop and concrete so it remains bonded and watertight. In addition, the material’s flexible properties mean that the differences in thermal expansion can be accommodated without any subsequent failures.
A typical repair dimension for this situation would by a rebate 200mm wide and 40mm deep.
Overlaid Concrete Reflective Cracking
Concrete surfaces which have been overlaid with any variety of asphalt layers will typically fail when the asphalt cracks above the location of the concrete joints.
The reason for this common failure mode is that asphalt cannot cope with the large amount of movement concentrated at the bay joints. Or, in the case of CRCP concrete, at the point above the cracked CRCP.
Left unrepaired, this crack will become larger as traffic pounds water into the crevices until it eventually becomes large enough to be a pothole.
These open joints are often associated with the ‘b-bump’ noise as vehicle tyres drop into and climb out of the degraded joint.
Repairing these failures can be easily achieved using BBA HAPAS approved Jointmaster repairs. A typical repair would need to be deep enough to cut into the concrete surface underneath, so typically 40mm or 50mm deep. The width would be determined by the width of the crack. Jointmaster is installed by cutting a rebate necessary to remove all failed material. This could be 200mm or 300mm wide and sometimes larger.
The recess is filled with the flexible Jointmaster compound. This flexible material accommodates future expansion and contraction whilst been strong enough to withstand wheel tracking from heavy goods vehicles. This is achieved though it’s high polymer content and the addition of crumb rubber for recovery.
Jointmaster is tested and approved by the BBA HAPAS scheme for use on all highways in the UK.
Fill and Overband
Overband Overview and the Case For Sealing Cracks
As vehicle speeds increase, the water pressure in cracks rapidly exceeds the 10MPa strength of asphalt leading to rapid break-up of the road surface.
At cracks up to 20mm deep, the highway will break up when vehicle speeds exceed 35 mph. Sealing cracks against water ingress protects the road from rapid break up and eventual pothole formation.
- Our Fill and Overband is unique, it is 100% flexible. The only one of its type.
- All other Fill and Overband or Simple Overband systems do not have the same performance characteristics.
- The Rhino Fill and Overband system is the only one that is truly 100% flexible material. The only one that is truly 100% bitumen based and the only one that will truly accomodate futher movement.
Jointmaster Overbanding HAPAS Approval Covers:
- Approval for both the overband and the fill and overband systems
- Two approvals with one material. It is the same bitumen compound for both
- BBA HAPAS approved Grade (F) Flexible crack repair. Means it is suitable for cracks with movement
- Minimum expected life of 3 years as defined by the BBA
- Two systems can be used on the same job. Saves money by using the correct repair for any given defect
- Same material for the fill and the seal
- The material is applied in one pass
- Uniquely is the only approved system which completely passes the Grade (F) Flexibility requirements
- Polymerised bitumen materials compatible with the road surface. Thermal differential movement will be accommodated
Materials for filling holes created by the removal of cats eyes
BBA HAPAS approved materials.
Minimum expected life of 5 years.
Used extensively on UK motorway network.
Hot applied flexible polymerised materials seal and fill.
Protects your highway asset.
Cats eye hole filling with BBA HAPAS approved materials
- Removing metal road studs from the road leaves a significant hole in the carriageway that needs to be filled.
- BBA HAPAS approved Jointmaster approved materials are used to fill the hole, seal the edges and eliminate voids.
- Applied as a molten material at 180 °c, the sealant pours into the hole sealing all faces.
- The material is rigorously tested by BBA under HAPAS and is approved for rut resistance, skid resistance, adhesion and more.
- Material cures quickly, allowing site to be opened to traffic at the end of the shift
- Our crews can remove the existing studs for you
- Road markings can be replaced at the end of the shift
Filling a cats eye
- Once the existing road stud is removed (which we can do if required), all defective and loose material is blown away with a hot air lance to remove any lingering loose materials and liven up any binder left in the road surface.
- Jointmaster material is then poured into the hole to leave a smooth level finish. The material is a hot applied (180⁰c) polymerised bituminous material with added sand, aggregates and fibres. This material flows into the bottom of the hole, filling the void, sealing the edges and providing a watertight seal.
- A dressing of high PSV (polished stone value) aggregate is applied to the surface, sticking to the Jointmaster material to leave a skid resistant finish.
The finished job is left to cool (anything from 20 mins to 1 hour) before a final sweep removes any excess aggregate and the road is reopened to traffic.
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