This project involved the resurfacing of the carriageway from Hotham Road South to County Road South.


The works were completed under a road closure in two phases and there was a lot of involvement from the PBS site engineer during the planning of the existing tarmac and installation of new surfacing to ensure everything was laid to the correct level.

Additional works also involved resurfacing the stretch of footpath from the shops to the school. We came across a lot of soft spots that we quickly had to dig out and stone up for ready for the tarmac surfacing.


This project consisted of carriageway reconstruction and resurfacing to Holderness Road (between Diadem Grove and Ganstead). The works were carried out in two phases, with full traffic management, as detailed below:

Phase 1 (Outbound Holderness Road)

All of the works were carried out under a full road closure of the outbound carriageway. Access to the BP petrol station on the outbound side was maintained at all times via the inbound carriageway.

Phase 2 (Inbound Holderness Road)

All of the works were carried out under a full road closure of the inbound carriageway. Access for residents was maintained at all times via the outbound carriageway.


We were appointed by Hull County Council to carry out major improvement works to improve the routes for motorists at Anlaby Road, the main arterial route leading into Hull City Centre situated within an urban residential area. The dual carriageway is a critical bus route, combined with a number of retail, local businesses and several schools upon the approach into the centre. A live railway bridge also runs over the middle section of the road.


Measuring a total length of 1.4 miles, the programme was split into 22 phases over a 25-week duration. The scope of works consisted of:


There were many levels challenges on site and the scheme was on a busy urban location on Little Coates Road which is During the works an unforeseen longitudinal crack was discovered in the centre of the main section of the existing pavement, a total length of 150m, which crossed between running lanes. This presented a challenge to our proposed methodology as it compromised the safe working zone, as a result the team were unable to achieve the 0.5m clearance from live traffic. Working effectively with Hull City Council we requested an emergency road closure, this collaborative approach enabled swift agreement and implementation within 24 hours, avoiding significant delays to the programme.


Works were completed with zero incidents and, despite scope increase, completion was achieved ahead of the agreed programme with zero defects at handover.


As part of North East Lincolnshire Council’s (NELC) annual maintenance programme, we secured the package of works to construct a new and improved roundabout. The scope of works consisted of resurfacing works around various road sections including: the new B1444 roundabout, Little Coates Road and the A1136. The works consisted of:


There were many levels challenges on site and the scheme was on a busy urban location on Little Coates Road which is adjacent to a school.  The surfacing was carried out over a series of evenings to keep disruption to a minimum and this required complex traffic management as works needed to be tied into the existing carriageways to tie in the legs of the roundabout.


Works were completed with zero incidents and, despite scope increase, completion was achieved ahead of the agreed programme with zero defects at handover.


The objective of this scheme was to improve pedestrian links from Northallerton High Street to the new Treadmills development. The works were located in four areas across the town centre; New Row Ginnel, Central Arcade Ginnel, Elder Road and Zetland Street.





The primary objective of this project was to create a high-quality focal point for Bridlington by the use of high-quality paving materials and landscaping.

Stage 1 required changes to Station Approach and Bridlington Station car park (the Station Plaza), together with a new road link across the disused railway sidings to the Tesco access road. A new through road from Quay Road to Hilderthorpe Road also needed to be created to reduce the risk of traffic exiting and queuing next to the level crossing on Quay Road.

The railway station car park and adjacent Tesco store had to remain operational and accessible to the public, Network Rail, Tesco staff and vehicles (e.g. taxis). Early and continuous engagement with Tesco, Network Rail and other nearby businesses played a crucial part in minimising disruption.

Our works created a predominantly one-way traffic flow and ultimately reduced the traffic movements at the Station Road/Quay Road junction. This meant that we delivered this objective successfully on time and within budget.



By working closely with the client, we were able to source an alternative supplier of high-quality granite materials from the same quarries. By changing the supplier to BBS Ltd, rather than using the nominated supplier, we were able to make a saving of £50,000 for the client.


This extensive programme of works in Cleethorpes mainly focused around the town centre and promenades. Improvements were made to the town centre streets and public spaces, whilst there was also investment in some historic buildings.

The work was carried out in four phases to cause minimal disruption to the town during peak holiday times.

Phase 1 – High Street and the top of Alexandra Road (Jan 2019 & Jul 2019)

Phase 2 – Sea View Street (Jul 2019 – Dec 2019)

Phase 3 – Sea Road and Alexandra Road junction (Sept 2019 – Dec 2019)

Phase 4 – Alexandra Road, from the junction with Sea Rd, to the junction with Sea View St (Jan 2020 – Sept 2020)



A huge amount of York stone and granite was required for the project and ensuring efficient lead-in times for delivery of this was vital. Any mistake could have led to programme delays on the critical path. PBS mitigated this by working with the supplier to order materials as soon as possible and to organise phased deliveries on a ‘just in time’ basis.


The works on this scheme included for the highway improvements of one of the busiest signal controlled junctions in Scunthorpe.


Kirkby Malham Bridge is a single arch masonry Grade 2 listed bridge (which spans Kirkby Beck) that required widening for safety reasons. There were no existing footpaths on the bridge but the widening allowed for footpaths to be incorporated. The bridge is at the bottom of an incline, just adjacent to the main crossroads in the centre of the village, and there had been accidents in the past due to the narrowness of the bridge and poor sight lines at the junction. The bridge parapets had also been impacted and damaged by errant vehicles.



The works were carried out in phases as required by North Yorkshire County Council.

Phase 1

Installation of the scaffolding/temporary support works

Install temporary bridge across the existing bridge

Install sheet piles and excavate to extend abutments

Phase 2

Remove existing road surface

Remove existing curb line/verge line

Remove existing drain outlet

Excavate existing earth works

Phase 3

Dismantle existing bridge section, including abutments

Dismantle existing parapet

Dismantle existing side wall parapets

Phase 4

Excavate working areas

Excavate ground for foundations

Install formwork for foundations

Case concrete foundations

Phase 5

Construct new abutment stone work

Construct new bridge arch stone work

Cast concrete mass infill

Construct new bridge parapet

Construct new stone work parapet and side walls

Cast concrete mass infill sections/install dowels

Remove scaffold/temporary works

Phase 6

Install new curb line

Install new verge line

Install new drain outlet

Install new 2.No ducts

Install new road surface

Install new road markings

Phase 7

Remove traffic management

Remove temporary bridge

Phase 8

Removal of all site waste, including materials and equipment.



Beck Hill Bridge was designed by the council designers as an integral bridge. This means that the bridge was not split into the two abutments, with the bridge deck inserted between, sat on bearings that allow movement without articulation joints. The integral bridge was designed as a monolithic structure that can accommodate the forces associated with expansion and contraction of the members.


The design raised significant issues as to how this integral bridge could be constructed as designed. The challenges the integral bridge design raised were that no kicker was allowed to be poured, to prevent a visible construction joint. Kickers are important as they provide an initial first pour to start the concrete structure off in the correct position and a bottom edge for the concrete shutters to be fixed against.

Due to the requirement for a continuous pour each abutment had to be poured in one complete and continuous pour from the narrow pinch point at the top of the abutment where the high quantity of re-bar prevented adequate access for tremie pipes and pokers to vibrate the concrete. The abutment also required a sloping profiled formwork front face, which presented problems in how the concrete could be poured and compacted in one continuous operation, from the top pinch point, to the bottom from face of the sloping face, without potentially having visible honeycombing of the concrete on the patterned face due to lack of vibration.


To overcome these construction challenges PBS carried out research into the available shutter support systems and concrete compaction equipment and how this could be adapted to suit our scheme. PBS designed an in-situ concrete shutter foundation system to support the shutters self-weight, as well as that of the concrete, and to allow the setting out of the shutters in the correct location. PBS also designed a grid system of tubes, both horizontal and vertical which would allow the pokers to be dropped from the top of the abutment and inserted from the sides, giving vibration to all required areas of the abutment including the sloping front face. These tubes were designed and installed to not conflict with the specified reinforcement and were installed at the same time as the re-bar.

PBS designed and fabricated rigid extension handles onto the concrete pokers so that they could be guided into the far reaches of the abutment in the tubes and removed safely. During the pour as the depth of the concrete rose up the shutter the plastic tubes were raised/removed at strategic points so that they did not end up being cast in with the abutment. PBS had an independent structural engineer assess the concrete pour on completion and the engineer commented in the report that he was very impressed with PBS’ ingenuity in overcoming these challenges.

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