Method for replacing longitudinal joints

Abstract

A method for performing a repair on a longitudinal seam (204). In certain methods, a pavement surface (200) having a longitudinal seam formed by two adjacent pavement channels (203, 206) is disclosed. Also disclosed is a segment (306) of a substrate comprising a longitudinal seam. Also disclosed is applying a reduced void asphalt film to the surface of the relief slot. The hot mix asphalt mixture may be used to fill the relief slots to which the asphalt film with reduced voids is applied.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 364,270, filed on May 6, 2022, which is incorporated herein by reference in its entirety. Background Art

[0003] Thousands of miles of U.S. highways show the first signs of pavement distress in the area of ​​longitudinal construction joints. Longitudinal construction joints are typically created when paving begins on one lane adjacent to another. To achieve optimal performance from hot mix asphalt (“HMA”), the placed mix must be compacted to a density target set by a specifying agency.

[0004] The roller pattern that will compact the HMA to the target density range is determined and checked during the construction process by density equipment in the field, or by coring the pavement and testing the cores in the laboratory to calculate the density. A problem that often arises during the construction process is that it is almost impossible to achieve the same density at the edge of the paving as in the center of the paving channel.

[0005] When rollers attempt to compact HMA, the outer edges are unrestrained and tend to be pushed outward and not compacted to the same degree as the interior of the pavement. Government agencies recognize this and often allow the density at the edges of the pavement to be lower than the target density for the rest of the pavement layer.

[0006] The first paving pass is usually unrestrained on both sides. The edges of the compacted paving pass will become the longitudinal construction joints. In many paving projects, multiple adjacent lanes may be paved. A longitudinal construction joint is created whenever a lane is paved that is immediately adjacent to another lane. The lane paved immediately adjacent to the adjacent lane, even if restrained, will not have the same density as the rest of the lane. This results in density and permeability issues on both sides of the joint.

[0007] Greater paving density helps reduce the permeability of the pavement structure. Permeability is a measure of how quickly water can flow through the pavement through the air void structure created during rolling.

[0008] Water intrusion into the pavement can cause damage to HMA. Water, summer temperatures, and traffic can all work together to cause the asphalt film to peel away from the aggregate of the HMA. Another mechanism that can cause damage is freeze-thaw environmental cycles where moisture is trapped in the voids of the pavement structure, which can cause the continuous asphalt film in the HMA to break down, resulting in a loss of aggregate structure.

[0009] Longitudinal construction joints in a pavement will almost always have a smaller density and higher permeability than the rest of the pavement. In some cases, the joints are not adequately resistant to water intrusion and this results in the longitudinal joints being the first area of ​​pavement failure. Joints with higher permeability may create areas of water accumulation which may weaken the bond with the underlying layer which may lead to potholes, thus providing another failure mechanism. Other failures at the joints may include cracking adjacent to the joint, more severe widening of the joint, and unraveling of the HMA at the joint.

[0010] Agencies have tried different maintenance methods to address longitudinal joint damage with varying degrees of success. Sealing cracks that develop in the joint is often the first maintenance method used. This method involves placing a hot asphalt binder or asphalt emulsion directly into the cracks that form in the longitudinal joint, with the goal of blocking moisture from entering the joint. This technique can help for 1 to 3 years, after which the joint filler becomes too brittle to remain intact because the joint opens due to thermal changes or loading conditions. As the sealed joint ages, the width of the crack opening increases due to the loss of aggregate in the HMA. When this happens, the crack filling method cannot be used again because it cannot bridge or fill the gap created. If the area around the joint is still structurally sound, microsurfacing can be performed on the joint area in the 18” to 24” range. Microsurfacing is a cold process where an asphalt emulsion, fine aggregate, cement, and other additives are mixed in a specialized application vehicle and placed on the roadway after a short mixing period. Micro surfacing helps fill gaps in longitudinal construction joints and prevents debris from entering crack openings and provides some resistance to water intrusion. The micro surfacing process will provide 3 to 5 years of protection.

[0011] If the organization chooses not to perform any maintenance, and the joint is allowed to deteriorate to the point where the joint develops structural damage, deep cracks, and wide cracks that spread out at the joint face, a more restorative process is used. A chipping machine is used to remove the existing deteriorated joint. The chipping can be 2 feet wide or larger, centered on the joint. The depth of the chipping may vary depending on the severity of the damage, but typically at least 2” of material is removed. The chipping cut may be cleaned by purging or blowing to remove loose, fine material and dust from the chipping operation. Once completed, an asphalt emulsion tack coat is applied to the chipping slot. The tack coat application rate may be 0.1 gallons per square yard when the asphalt content is approximately 58%. After the tack coat cures, new HMA is placed in the slot and compacted. Compaction is perhaps one of the most important details of the process, and is often the most difficult. The correct amount of HMA must be placed in the slot so that when compacted, the height of the HMA matches the height of the surrounding pavement, and compaction causes the HMA to compact, creating a high enough density to limit the amount of water infiltration. Therefore, joint repairs using HMA in chipping slots are typically not compacted to a density that is high enough to resist water intrusion, which reduces the life expectancy of the repair. A 2017 report for the Ohio Department of Transportation (DOT) stated that the average life of this type of repair is 4.3 years.

[0012] Current practices for repairing deteriorated longitudinal construction joints have a relatively short effective life. This requires repeating the specific maintenance method used the first time or resorting to the next higher level of treatment. In many cases, the condition of the longitudinal joints determines the life of the pavement overlay.

[0013] Therefore, there remains a need for a repair system for existing longitudinal construction joints that can last as long as the rest of the pavement overlay. Typically, pavement surface layers are designed to have a service life of 15 years. Since water intrusion accelerates the deterioration of longitudinal joints, the pavement life may be shortened by several years. Summary of the invention

[0014] In certain aspects, a system is provided in which a section of a substrate having a longitudinal seam formed by two adjacent pavement channels is shoveled such that the section of the substrate including the longitudinal seam is shoveled to a depth and width, and a void-reduced asphalt film is applied to the surface of the shoveled slot created by the shoveling.

[0015] In some embodiments, scraping may be performed to a depth of at least 1 inch, at least about 1 inch, about 1.5 inches to about 6 inches, about 2 inches to about 4 inches, about 12 inches to about 30 inches, or greater than about 30 inches.

[0016] In some embodiments, the skiving may be performed such that the width of the skived section has a width of at least 6 inches, a width of about 8 inches to about 40 inches, a width of about 12 inches, a width of about 24 inches, a width of about 36 inches, or a width of more than about 40 inches.

[0017] In certain aspects, the substrate may include a pavement surface, a road, a parking lot, or a runway. In other aspects, the substrate may include asphalt concrete or cement concrete. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A diagram showing a section of a road.

[0019] Figure 2 A diagram of a section of road is shown with a cracked centerline joint and existing repairs.

[0020] Figure 3 A diagram of a section of a road is shown where the section has been skived to remove the centerline seam.

[0021] Figure 4 A diagram of a section of a road is shown, with the scraped section filled with HMA.

[0022] Figure 5 A diagram of a section of a road is shown with the cut section filled with HMA and lines drawn.

[0023] Figure 6 A digital image of a deteriorated centerline seam of an existing repair is shown.

[0024] Figure 7 Digital images showing the action of chipping an old centerline seam and the chipped edgeline seam that was laid with HMA.

[0025] Figure 8 Digital image showing the action of paving in a cut slot or trench. DETAILED DESCRIPTION

[0026] In order to promote the understanding of the principles of the present invention, reference will now be made to certain embodiments, and specific language will be used to describe these embodiments. However, it should be understood that it is not intended to limit the scope of the present invention, and such changes and further modifications to the principles of the present invention described herein and such further applications are considered to be what the technicians of the field involved in the present invention would normally think of. In addition, in the detailed description below, many alternatives are given for various features. It should be understood that each such disclosed alternative or the combination of such alternatives can be combined with the more generalized features discussed in the above summary of the invention or set forth in the embodiments described below to provide other embodiments disclosed herein.

[0027] In certain aspects, a system is provided in which a section of a substrate having a longitudinal seam formed by two adjacent pavement channels is shoveled such that the section of the substrate including the longitudinal seam is shoveled to a depth and width, and a void-reduced asphalt film is applied to the surface of the shoveled slot created by the shoveling.

[0028] A method for replacing deteriorated longitudinal construction joints involves creating a better way to make waterproof repairs, and the method is disclosed herein. For joints that tend to fail early in the service life of the pavement, it is best to remove the deteriorated material. This is achieved by chipping the longitudinal joint about 2 feet wide, where the old joint will be located in the middle of the chipped slot. The depth of the chipping may depend on the thickness of the field overlay and the degree of cracking. The chipping depth can be 2 inches, but can be deeper, such as 4 inches.

[0029] Instead of the traditional application of an ab emulsion tack coating, a hot-applied asphalt adhesive may instead be applied across the entire width of the skive cut, including the vertical sides of the skive cut.

[0030] After the asphalt binder is applied, the HMA can be placed in the slot and compacted, as is typically done in slotting and paving processes. The heat from the HMA can melt the asphalt binder, which can then migrate into the HMA and fill the voids. The HMA that fills the voids forms an impermeable layer.

[0031] In general, and without being limited by theory, the amount of asphalt binder needs to be sufficient to produce observable barrier behavior. Depending on the characteristics of the void structure in the HMA, asphalt binder can be applied at rates ranging from 0.4 gallons per square yard to as much as 1 gallon per square yard. At these rates, the bottom 1" of the HMA will have a fully filled void structure to produce a waterproof barrier. Compared to common emulsion viscous coatings used for slot paving, the rate of hot-applied binder is 6 to 16 times that of asphalt binder. The volume of liquid binder used helps determine the void filling characteristics, which results in the barrier properties of the newly placed HMA in the paving slot.

[0032] In a typical HMA mix, if too much asphalt is used in the production of the mix, then when the HMA is laid and compacted to form a new overlay, the high content of asphalt in the mix acts as a lubricant and when placed under heavy, repetitive loads (such as from trucks), the mix will shift and create wheel rutting in the HMA.

[0033] The addition of an asphalt binder to a paving slot (on which a hot mix asphalt is placed) may have the same effect as having additional asphalt in the original mix, meaning it may also appear as an over-asphalted mix that is susceptible to rutting once in place and open to traffic. Polymer modified asphalt can add stiffness to the asphalt binder placed in the slot prior to paving. The added stiffness of the asphalt binder helps resist the rutting effect caused by the high application rates required to fill voids to reduce permeability. Preferred asphalt binders placed in paving slots will have the characteristics of an asphalt film with reduced voids.

[0034] Also disclosed herein is a method of application of a reduced void asphalt membrane placed in a cut slot that has had deteriorated longitudinal construction joints removed and then filled and compacted with HMA, which will form a barrier to deep water intrusion into the newly laid slot.

[0035] Further improvements to newly laid slots are disclosed including surface treatment with a penetrating asphalt emulsion. The penetrating asphalt emulsion may have an asphalt content of between 20% and 40% and contain a surfactant that allows the emulsion to penetrate into the HMA and fill the voids from the top.

[0036] The application rate of the penetrating asphalt emulsion may depend on the void structure in the HMA used and the asphalt content of the penetrating asphalt emulsion, but the application rate of the penetrating asphalt emulsion may range from 0.05 gallons per square yard to 0.2 gallons per square yard. The application of the penetrating asphalt emulsion may reduce the permeability of the HMA surface to water intrusion.

[0037] Combining a void-reduced asphalt membrane at the bottom of a cut slot with an HMA placed in the slot and compacted can create a longitudinal joint repair that lasts as long as the rest of the pavement.

[0038] In some embodiments, scraping may be performed to a depth of at least 1 inch, at least about 1 inch, about 1.5 inches to about 6 inches, about 2 inches to about 4 inches, about 12 inches to about 30 inches, or greater than about 30 inches.

[0039] In some embodiments, the skiving may be performed such that the width of the skived section has a width of at least 6 inches, a width of about 8 inches to about 40 inches, a width of about 12 inches, a width of about 24 inches, a width of about 36 inches, or a width of more than about 40 inches.

[0040] In certain aspects, the substrate may include a pavement surface, a road, a parking lot, or a runway. In other aspects, the substrate may include asphalt concrete or cement concrete.

[0041] Hot mix asphalt ("HMA") is typically a mixture of asphalt binder and mineral aggregate. In certain embodiments, HMA may consist of approximately 5% binder and approximately 95% aggregate. HMA is typically mixed and compacted at high temperatures to form a pavement layer.

[0042] In certain embodiments, the void-reduced asphalt membrane composition, when used in pavement applications, can be placed beneath a new asphalt mixture pavement and / or against a cold joint on a vertical face of a newly raised layer of an asphalt mixture pavement before an adjacent hot mix is ​​put down against or over the cold joint to form a good bond between the cold joint and the hot mix and reduce air voids and water permeability and produce better crack resistance in the joint area.

[0043] The reduced void asphalt membrane composition of the present invention can be formulated to resist lateral flow prior to paving with hot mix asphalt so as to remain in the joint area in sufficient quantity to fill the voids. At the same time, the reduced void asphalt membrane composition is formulated so that it can be applied in sufficient thickness to allow it to migrate upward into the newly placed asphalt overlay during the paving process to reduce air voids and reduce water permeability. In multi-pass pavement applications, the reduced void asphalt membrane composition can be disposed between adjacent passes of asphalt, including at the edges or vertical faces of the first or preceding pass. In addition, a conventional tack coat can be provided under the first or preceding pass, either alone or in conjunction with a band of the reduced void asphalt membrane composition.

[0044] The reduced voids asphalt membrane composition can be sufficiently non-marking or can lose viscosity quickly to allow construction vehicles to travel over the applied composition during placement of an asphalt overlay or adjacent access road and avoid downtime during the paving operation. Typically, after application, the reduced voids asphalt membrane composition can be driven over by a construction vehicle or other vehicular vehicles within 30 minutes of placement or within 15 minutes or less of placement. This non-marking or rapid loss of viscosity capability solves the workability issues that plague other pavement joint construction methods.

[0045] The void-reduced asphalt membrane composition may include polymerized asphalt that allows the joint formed therefrom to elastically expand and contract, thereby distributing the expansion and contraction forces. This highly compliant material behaves like an expansion joint in pavement applications, which prevents stresses from accumulating at the joint, which would otherwise tend to lead to crack formation and subsequent pavement failure.

[0046] The void-reduced asphalt membrane compositions of the present invention generally include a mixture of an asphalt binder, an elastomeric polymer, a thickener, and a wax modifier. Other embodiments may include an asphalt binder, an elastomeric polymer, a thickener, a wax modifier, and pyrogenic silica and / or pyrogenic alumina. Further embodiments may include an asphalt binder, an elastomeric polymer, a thickener, a wax modifier, and a saponified fatty acid and resin acid gelling compound. Still further embodiments may include an asphalt binder, an elastomeric polymer, a thickener, a wax modifier, pyrogenic silica and / or pyrogenic alumina, and a saponified fatty acid and resin acid gelling compound.

[0047] The asphalt binder is generally the major component of the composition and provides material strength or base to fill voids in the longitudinal asphalt pavement construction joint area. The asphalt binder may comprise 85% to 97% by weight of the composition, and more preferably 90% to 93% by weight of the composition. Suitable asphalt binders include paving grade asphalts, including: performance graded, viscosity graded, or penetration graded.

[0048] The void-reduced asphalt membrane composition may include an elastomeric polymer component that allows the areas in and around the longitudinal asphalt pavement construction joints formed therefrom to elastically expand and contract. The polymer component is combined with an asphalt binder component to produce a polymer-modified asphalt binder. Suitable examples of such polymer components include styrene-butadiene-styrene (SBS), styrene-butadiene rubber (SBR), ethylene-styrene copolymers (ESI), Evaloy (an ethylene terpolymer available from Dupont), and other elastomeric polymers used in polymer-modified asphalt compositions. Such polymer components may comprise from 1% to 6% by weight of the composition, and more preferably from 2% to 5% by weight of the composition.

[0049] The wax modifier can reduce the viscosity of the composition at paving temperatures so that during the paving process, the composition can migrate upward into the newly placed asphalt overlay to reduce air voids and reduce water permeability. In addition, at the pavement surface temperature, the wax modifier provides hardness to the asphalt film with reduced voids, which reduces the problem of marking. Suitable wax modifiers include, but are not limited to, waxes of plant origin (such as, but not limited to, carnuba wax), waxes of animal origin (such as, but not limited to, beeswax), waxes of mineral origin (such as, but not limited to, Montan wax from coal), and waxes of mineral origin (such as, but not limited to, Montan wax from coal). TMWax and / or Fischer Tropsch wax from coal) or wax of petroleum origin (such as but not limited to paraffin wax from gas, polyethylene wax and / or Fischer Tropsch wax), including oxidized wax; amide wax (such as but not limited to ethylene bis stearamide, stearamide, stearyl stearamide); waxy fatty acids and soaps (such as but not limited to aluminum stearate, calcium stearate, fatty acids). Wax modifiers can also improve the cohesive properties of the composition. Wax modifiers can account for 1% to 5% of the composition by weight, and more preferably 2% to 4% of the composition by weight.

[0050] The fumed silica and / or fumed alumina acts as a filler and can impart resistance to flow immediately after application and give the composition a non-sticky character that prevents carryover by construction and non-construction equipment prior to paving completion.

[0051] Fumed silica and fumed alumina may be used alone or together in any desired proportions. The total amount of fumed silica and / or fumed alumina may be 1 to 10% by weight of the composition, and more preferably 3 to 6% by weight of the composition.

[0052] Saponified fatty acids and resin acid gelling compounds can be used to control the rate at which the composition sets or solidifies. Suitable saponified fatty acids and resin acid gelling compounds include, but are not limited to, crude tall oil or distilled tall oil. The total amount of saponified fatty acids and resin acid gelling compounds can be 0 to 3% by weight of the composition, and more preferably 1% to 2% by weight of the composition.

[0053] A typical formulation of a reduced void asphalt membrane composition is made by adding the polymer component to a heated asphalt binder while shearing the mixture. After or before the polymer component and asphalt binder are thoroughly mixed, a wax modifier may be added while shearing the mixture, followed by the addition of fumed silica and / or fumed alumina and saponified fatty acid and resin acid gelling compounds. The mixed reduced void asphalt membrane should be stored under agitation and heating conditions prior to application.

[0054] The inventors have found that when the final polymer composition comprises fumed silica and / or fumed alumina, the resulting polymer composition exhibits improved thermal stability. In addition, the polymer properties imparted to the composition remain more consistent over time while at elevated temperatures compared to similar compositions that do not include fumed silica and / or fumed alumina.

[0055] In a typical application, the reduced void asphalt membrane composition of the present invention may be placed in a 4 to 24 inch wide band on the surface to be paved (also referred to as a cold joint portion) in the area of ​​the longitudinal construction joint where the asphalt overlay or channel will be formed. The asphalt overlay or channel is then laid. In the case of a multi-channel pavement installation, a 4 to 24 inch wide band of the reduced void asphalt membrane composition is applied above or against the vertical face portion of the previously laid pavement channel in the area where the longitudinal joint will occur below the adjacent paving channel before the adjacent paving channel is placed. In any case, the thickness of the applied reduced void asphalt membrane compound band may be 1 / 16 inch to 3 / 8 inch, depending on the overlay type and thickness. These width and thickness ranges are examples of typical applications; however, it should be understood that other widths and thicknesses and combinations thereof may be used. The thickness of the applied tape can be adjusted to allow a certain volume of the reduced void asphalt membrane composition to migrate into the asphalt overlay and reduce the air void volume and the ability of water to penetrate and damage the overlay and underlying structure. The reduced void asphalt membrane composition tape can be applied to any existing surface to be paved, including asphalt concrete, Portland cement concrete, chipped asphalt concrete or chipped Portland cement concrete, brick or chip sealed surfaces, and metal structures.

[0056] To pave an adjacent lane, the reduced voids bituminous membrane composition may be applied to the vertical face of the first paved passage and over the area where a second application of the product as described above will be placed.

[0057] Due to the migration of the product into the finished asphalt overlay, the air void volume in the finished asphalt overlay can be reduced to about 7% or less in the area of ​​the longitudinal asphalt pavement construction joint above the reduced voids asphalt membrane composition. In a preferred embodiment, the air void volume of the finished asphalt overlay will be reduced to 4% in the finished asphalt overlay in the area above the reduced voids asphalt membrane composition. In other words, the density of the finished asphalt overlay can be 93% of the maximum gravity. In other embodiments, the density of the finished asphalt overlay can be 96% of the maximum gravity.

[0058] Various application methods may be used to apply the void-reduced asphalt membrane composition, such as painting, rolling, spraying, sweeping and / or dragging, etc. According to one embodiment of the present invention, a strike off box mounted on a mobile device that can be pushed or pulled manually or mechanically driven may be used to apply the void-reduced asphalt membrane composition. U.S. Patent No. 8,506,204 to Reames et al. exemplifies a strike off box designed for use in narrow width paving projects, which is incorporated herein by reference. Alternatively, conventional paving equipment that is scaled down to apply the void-reduced asphalt membrane composition at a desired width may be used.

[0059] Figure 1 Shown is a section of road 100. Road 100 includes edge 101, edge 107, painted edge line 102, painted edge line 106, lane and / or paved lane 103, lane and / or paved lane 105, and painted dashed center line 104.

[0060] Figure 2 Shown is a section of road 200. Road 200 includes edge 201, edge 208, painted edge line 202, painted edge line 207, lane and / or paved lane 203, lane and / or paved lane 206, dashed center line 205, and damage to longitudinal joint 204.

[0061] Figure 3 Shown is a section of road 300. Road 300 includes edge 301, edge 309, painted edge line 302, painted edge line 308, lane and / or paved lane 303, lane and / or paved lane 307, edge 304 and 306 with cut grooves or grooves, and cut grooves or grooves 306.

[0062] Figure 4 Shown is a section of road 400. Road 400 includes edge 401, edge 409, painted edge line 402, painted edge line 408, lane and / or paved passage 403, lane and / or paved passage 407, cut slot or trench 405 filled with HMA, joint 404, and joint 406.

[0063] Figure 5 Shown is a section of road 500. Road 500 includes edge 501, edge 510, painted edge line 502, painted edge line 509, lane and / or paved lane 502, lane and / or paved lane 508, cut slots or trenches 504 filled with HMA, seams 505, seams 507, and a painted dashed centerline 506.

[0064] In the context of the present disclosure (especially in the context of the appended claims), the use of the terms "one" and "an" and "the" and similar reference words should be interpreted as covering the singular and plural, unless otherwise indicated herein or clearly contradictory to the context. Unless otherwise indicated herein, the description of the range of values ​​herein is intended only to be used as a shorthand method for independently citing each individual value falling within the range, and each individual value is incorporated into the specification as if it is independently described herein. Unless otherwise indicated herein or clearly contradictory to the context, all methods described herein can be performed in any suitable order. The use of any and all examples or exemplary languages ​​(e.g., "such as") provided herein is intended only to better illustrate the present invention, rather than to impose limitations on the scope of the present invention, unless otherwise required. Any language in the specification should not be interpreted as indicating that any unclaimed element is essential to the practice of the present invention.

[0065] Although the present invention has been described in detail and described in the foregoing description, the present invention should be regarded as illustrative rather than restrictive, and it should be understood that all changes and modifications within the spirit of the present invention are expected to be protected. In addition, all references cited herein indicate the technical level of the art, and are hereby incorporated by reference in their entirety.

[0066] Example

[0067] Provided below are some examples of the present invention.It will be understood that this list is non-limiting, and each feature or combination of features (e.g., 2, 3 or 4 features) described in the above specific embodiments can be combined with the examples listed below to provide additional examples disclosed herein.

[0068] 1. A method for replacing a longitudinal seam, comprising:

[0069] Identify substrates with a longitudinal joint formed by two adjacent pavement channels;

[0070] spade-shaving a section of the substrate including the longitudinal seam to a depth of at least 1 inch and a width of at least 6 inches to produce a spade-shaving slot having a surface; and

[0071] A void reducing asphalt film is applied to the surface of the skived slots.

[0072] 2. The method of embodiment 1, further comprising filling the cut slot with a hot mix asphalt material, wherein the hot mix asphalt material contains a certain volume of air voids.

[0073] 3. The method of embodiment 2, further comprising compacting the hot mix asphalt mixture, whereby the void-reduced asphalt film migrates upward to reduce the volume of air voids.

[0074] 4. The method of any of the preceding embodiments, wherein the reduced void asphalt membrane comprises at least one asphalt binder, at least one elastomeric polymer, at least one thickener, and at least one viscosity reducing additive.

[0075] 5. The method of embodiment 4, wherein the at least one thickener comprises a wax.

[0076] 6. The method of any one of embodiments 4-5, wherein the at least one additive comprises fumed silica or fumed alumina.

[0077] 7. The method of any one of embodiments 4-6, wherein the at least one elastomeric polymer comprises a styrene-butadiene-styrene polymer.

[0078] 8. The method of any of the preceding embodiments, wherein the pavement surface is scraped to a depth of about 1.5 inches to about 6 inches.

[0079] 9. The method of any of the preceding embodiments, wherein the pavement surface is scraped to a depth of about 2 inches to about 4 inches.

[0080] 10. The method of any one of the preceding embodiments, wherein the pavement surface is scraped at a width of about 8 inches to about 40 inches.

[0081] 11. The method of any of the preceding embodiments, wherein the pavement surface is scraped to a depth of about 12 inches to about 30 inches.

[0082] 12. The method of any of the preceding embodiments, wherein the void-filling asphalt membrane is at about 0.1 gal / yd 2 ) to about 1gal / yd 2 ratio is imposed.

[0083] 13. The method of any of the preceding embodiments, wherein the void filling asphalt film is at about 0.15 gal / yd 2 About 0.25gal / yd 2 ratio is imposed.

[0084] 14. The method of any of the preceding embodiments, wherein the void fill is applied by spraying, sweeping, or mopping.

[0085] 15. A method for replacing a longitudinal seam, comprising:

[0086] identifying a section of a substrate having a longitudinal joint formed by two adjacent paving channels, wherein at least a portion of the longitudinal joint includes a cut slot having a surface, wherein the cut slot has a depth of at least 1 inch and a width of at least 6 inches; and

[0087] A void reducing asphalt film is applied to the surface of the skived slots.

[0088] 16. The method of any of the preceding embodiments, wherein the substrate comprises a road, a parking lot, or a runway.

[0089] 17. The method of any of the preceding embodiments, wherein the substrate comprises asphalt concrete or cement concrete.

[0090] 18. The method of any one of embodiments 3-17, further comprising applying a penetrating asphalt emulsion over at least a portion of the substrate and the compacted hot mix asphalt.

Claims

1. A method for replacing a longitudinal seam, comprising: Identify substrates with a longitudinal joint formed by two adjacent pavement channels; spade-shaving a section of the substrate including the longitudinal seam to a depth of at least 1 inch and a width of at least 6 inches to produce a spade-shaving slot having a surface; and A void reducing asphalt film is applied to the surface of the skived slots.

2. The method of claim 1, further comprising filling the cut slot with hot mix asphalt material, wherein: The hot mix asphalt material contains a certain volume of air voids.

3. The method of claim 2, further comprising compacting the hot mix asphalt, whereby the void-reduced asphalt film migrates upward to reduce the volume of air voids.

4. A method according to any one of the preceding claims, wherein: The reduced void asphalt membrane includes at least one asphalt binder, at least one elastomeric polymer, at least one thickener, and at least one viscosity reducing additive.

5. The method according to claim 4, wherein: The at least one thickening agent comprises a wax.

6. The method according to any one of claims 4 to 5, wherein: The at least one additive includes fumed silica or fumed alumina.

7. The method according to any one of claims 4 to 6, wherein: The at least one elastomeric polymer comprises a styrene-butadiene-styrene polymer.

8. A method according to any one of the preceding claims, wherein: The pavement surface is scraped to a depth of about 1.5 inches to about 6 inches.

9. A method according to any one of the preceding claims, wherein: The pavement surface is scraped to a depth of about 2 inches to about 4 inches.

10. A method according to any one of the preceding claims, wherein: The pavement surface is scraped at a width of about 8 inches to about 40 inches.

11. A method according to any one of the preceding claims, wherein: The pavement surface is scraped to a depth of about 12 inches to about 30 inches.

12. A method according to any one of the preceding claims, wherein: The void filling asphalt membrane is at about 0.1 gal / yd 2 ) to about 1gal / yd 2 ratio is imposed.

13. A method according to any one of the preceding claims, wherein: The void filling asphalt membrane is about 0.15 gal / yd 2 About 0.25gal / yd 2 ratio is imposed.

14. A method according to any one of the preceding claims, wherein: Void fill is applied by spraying, sweeping or mopping.

15. A method for replacing a longitudinal seam, comprising: identifying a section of a substrate having a longitudinal joint formed by two adjacent paving channels, wherein at least a portion of the longitudinal joint includes a cut slot having a surface, wherein the cut slot has a depth of at least 1 inch and a width of at least 6 inches; and A void reducing asphalt film is applied to the surface of the skived slots.

16. A method according to any one of the preceding claims, wherein: The substrate comprises a road, a parking lot or a runway.

17. A method according to any one of the preceding claims, wherein: The substrate includes asphalt concrete or cement concrete.

18. The method of any one of claims 3-17, further comprising applying a penetrating asphalt emulsion over at least a portion of the substrate and the compacted hot mix asphalt.

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