Cross Reference to Related Application

This application claims the benefit of US Provisional Application No. 63/364,270 filed May 6, 2022, which is hereby incorporated herein by reference in its entirety.

Background

There are thousands of miles of U.S. highways that show the first signs of pavement distress in the area of the longitudinal construction joint. The longitudinal construction joint is often created at the time of paving from paving one lane adjacent to another. For best performance of hot mix asphalt (“HMA”), the mix that is placed must be compacted to density targets set by the specifying agency.

Roller patterns are determined that compact the I IMA to be within the target density and are checked during the construction process by in-place density equipment or coring the pavement and testing the cores in the laboratory to calculate the density. The issue that often arises during the construction process is that it is virtually impossible to achieve the same density at the edge of paving as it is in the center of the paving pass.

As the rollers try to compact the HMA, the outer edges, not being confined, tend to push out and can't be compacted to the same degree as the interior of the pavement. Governmental agencies acknowledge this and often allow a lower density at the edge of paving than the target for the rest of the paving mat.

The first paving pass is typically unconfined on both sides. An edge of the compacted paving pass will become the longitudinal construction joint. Multiple adjacent lanes can be paved on many paving projects. Each time a lane is paved next to another, a longitudinal construction joint is created. A lane that is paved next to an adjacent lane still doesn’t get the same density as the rest of the lane even though it’s confined. This leads to both sides of joint having density and permeability problems.

Greater pavement density helps to reduce the permeability of the pavement structure. Permeability is a measure of how fast water can flow through a pavement through the air void structure that has been created from the rolling process.

Water intrusion into a pavement creates damage to the HMA. Water, summer-time temperatures, and traffic can all work together to create stripping of the asphalt film from the aggregate in the HMA. Another mechanism that can create damage is freeze-thaw environmental cycles with moisture residing in the voids of the pavement structure, which can cause rupture of the continuous asphalt film in the I IM A, which results in loss of aggregate structure.

The longitudinal construction joint in the pavement will almost always have less density and higher permeability than the rest of the pavement. In some cases, the joint is not adequate to resist moisture intrusion and it results in the longitudinal joint becoming the first area of the pavement to fail. A joint with higher permeability can create an area for water to pool which can weaken the bond to the underlying layer which can lead to potholes thus providing another failure mechanism. Other failures at the joint can include adjacent cracking to the joint, more severity in the joint widening and raveling of the HMA at the joint.

Agencies have tried different maintenance methods of addressing longitudinal joint distress with varying degrees of success. Sealing the crack that occurs at the joint is often the first method of maintenance that is used. This consists of placing a hot-asphalt binder or an asphalt emulsion directly in the crack that forms on the longitudinal joint, it’s purpose to obstruct 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 as the joint opens from thermal changes or loading conditions. At the sealed joint ages, the width of crack opening becomes greater from loss of aggregate from the HMA, When this condition occurs, the erack filling method cannot be used again as it can’t bridge or fill the gap that is created. If the area surrounding the joint is still structurally sound, a treatment of microsurfacing may be placed in an 18” to 24” band over the joint area. Microsurfacing is a cold process where an asphalt emulsion, fine aggregates, cement and other additives are mixed in specialized application vehicle and placed on the road after a short mixing time. The microsurfacing helps to fill the gap at the longitudinal construction joint and prevents debris from getting into the crack opening and provides some resistance to water intrusion. The microsurfacmg process wi ll provide some protection for 3 to 5 years.

If an Agency chooses not to do any maintenance, the joint is allowed to deteriorate to the point where the joint is showing structural distress, deep cracks and raveling at the joint faces creating wide cracks, a more rehabilitating process is used. A milling machine is used to remove the existing deteriorated joint. The milling may be 2 foot wide or more centered over the joint. Depths of milling may vary depending on the severity of the distress, but usually at least 2” of material is removed. The milling cut may be cleaned by sweeping or blowing with air to remove loose, fine materials and dust from the milling operation. Once that is finished an application of an asphalt emulsion tack coat is applied in the milling slot. The application rate of the tack coat may be 0.1 gallon per square yard at an asphalt content of about 58%. After the tack coat is cured, new HMA will be placed in the slot and compacted. The compaction is probably one of the most important details of the process and usually 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 the compaction results in the HM A compacting to create high enough density to limit the amount of permeability to water. As a result, the joint repair using HMA in a milled slot, usually the HMA is not compacted to a sufficient density to resist water intrusion, which diminishes the life expectancy of the repair. A report done for Ohio Department of Transportation (“DOT”) in 2017 referenced an average li fe for this type of repair at 4.3 years.

Current practices for repairing a deteriorating longitudinal construction joint have relatively short effective life spans. This creates the need for 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 joint is what dictates the life of the pavement overlay.

Therefore, there remains a need for a repair system for an existing longitudinal construction joint that can last as long as the rest of the pavement overlay. Typically, pavement surface courses arc designed for 15-year service life. Due to the accelerated deterioration of the longitudinal joint from water intrusion, the pavement life can be reduced by several years.

Summary of the Invention

In certain aspects, a system wherein a section of a substrate having a longitudinal joint formed by two adjacent pavement passes is milled so that a section of the substrate that comprises the longitudinal joint is milled out to a certain depth and width, and a void reducing asphalt membrane is applied to the surface of the milling slot created by milling.

In some embodiments, milling may be performed to a depth of at least 1 inch, a depth of at least about 1 inch, a depth of about 1.5 inches to about 6 inches, a depth of about 2 inches to about 4 inches, about 12 inches to about 30 inches, or over about 30 inches.

In some embodiments, milling may be performed so that the width of the milled section has a width of at least 6 inches, a width of about 8 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 over about 40 inches. hi certain aspects a substrate may comprise a pavement surface, a roadway, a parking lot, or a runway. In additional aspects, a substrate may comprise an asphalt concrete or a cement concrete.

Brief Description of the Drawings

Fig 1 . shows a drawing of a section of roadway.

Fig 2. shows a drawing of a section of roadway with a deteriorated centerline joint with existing repairs.

Fig. 3 shows a drawing of a section of roadway with a milled section that removes a center line joint.

Fig. 4 shows a drawing of a section of roadway with a milled section filled with 11 MA.

Fig, 5 shows a drawing of a section of roadway with a milled section filled with I IMA and lines painted. Fig. 6 shows a digital image of a deteriorated centerline joint with existing repairs.

Fig. 7 shows a digital image of the act of milling the old centerline joint and an edge line joint milled and paved with HMA.

Fig, 8 shows a digital image of the act of paving in a milled slot or trench Detailed Description

For the purposes of promoting an understanding of the principles of the invention, reference will now be made to certain embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications, and such further applications of the principles of the invention as described herein being contemplated as would normally occur to one skilled in the art to which the invention relates, Additionally, in the detailed description below, numerous alternatives are given for various features. It will be understood that each such disclosed alternative, or combinations of such alternatives, can be combined with the more generalized features discussed in the Summary above, or set forth in the embodiments described below to provide additional disclosed embodiments herein.

In certain aspects, a system wherein a section of a substrate having a longitudinal joint formed by two adjacent pavement passes is milled so that a section of the substrate that comprises the longitudinal joint is milled out to a certain depth and width, and a void reducing asphalt membrane is applied to the surface of the milling slot created by milling. A method for replacing deteriorated longitudinal construction joints involves creating a better method to waterproof the repair, and are disclosed herein. For joints that tend to begin to fail early in the life of a pavement, it is best to remove tire deteriorated material. "Phis is accomplished by milling a longitudinal joint about 2 foot wide, where the old joint would be in the middle of the milling slot. The depth of the milling may depend on the degree of deterioration and thickness of the in-place overlay. Milling depth may 2 inches, but could be deeper, for example, 4 inches.

In place of the traditional application of ab emulsion tack coat, a hot-applied asphalt binder may instead be applied over the entire width of the milling cut including the vertical sides of the milling cut.

After the application of the asphalt binder, the HMA may be placed in the slot and compacted as normally done for the slot milling and paving process. The heat from the HMA may melt the asphalt binder which can then migrate into the HMA and fill voids. The HMA with the voids filled creates an impermeable layer.

Generally speaking, and without being limited by theory, the quantity of asphalt binder needs to be sufficient to create the impermeable behavior observed. A rate of 0.4 gallon per square yard to as much as 1 gallon per square yard of asphalt binder may be applied depending on the characteristics of the void structure in the HMA. At these rates, the bottom 1” of the HM A wil l have the void structure sufficiently tilled to create a waterproof impermeable layer.

The rates for the hot-applied binder arc between 6 to 16 times more asphalt binder than the normal emulsion tack coat application used for slot paving. The volume of liquid binder used helps determine the void filling characteristic that results in the impermeable property of the newly placed HMA in the paving slot. In a typical HMA mixture, if too much asphalt is used in the production of the mixture, when the HMA is placed and compacted to form the new overlay, the high asphalt content in the mix acts as a lubricant and when placed under heavy repeated loading, as from a truck, the mix displaces and creates wheel ruts in the HMA.

The addition of an asphalt binder in the paving slot that has a hot mix asphalt placed over it can have the same effect as if extra asphalt was in the original mix, meaning it can also act as if the mix is over-asphalted and be prone to rutting once in place and opened to traffic. Polymer modified asphalt can add stiffness to the asphalt binder placed in the slot before paving. The added stiffness of the asphalt binder can help resist the rutting effect created by the high application rates necessary to fill voids to reduce permeability. The preferred asphalt binder for placement in the paving slot would have the properties of a void reducing asphalt membrane.

Also disclosed herein is a method of placing an application of void reducing asphalt membrane in a milling slot that has removed a deteriorated longitudinal construction joint, then filled with HMA and compacted will create a barrier to deep water intrusion into the newly paved slot.

Also disclosed is a further improvement to a newly paved slot comprising a surface treatment treated with a penetrating asphalt emulsion. The penetrating asphalt emulsion may be between 20% to 40% asphalt content and contain surfactants that allow the emulsion to permeate into the HMA and fill voids from the top.

Application rates of the penetrating asphalt emulsion may be dependent upon the void structure in the HMA used and asphalt content of the penetrating asphalt emulsion but may range from 0,05 gallon per square yard to 0.2 gallon per square yard. The application of the penetrating asphalt emulsion may reduce the permeability of the surface of the HM A to water intrusion.

The combination of a void reducing asphalt membrane at the bottom of the milling slot with HMA placed and compacted in the slot and then 'followed by an application of a penetrating asphalt emulsion may create a longitudinal joint repair that will last as long as the rest of the pavement .

In some embodiments, milling may be performed to a depth of at least I inch, a depth of at least about I inch, a depth of about 1 .5 inches to about 6 inches, a depth of about 2 inches to about 4 inches, about 12 inches to about 30 inches, or over about 30 inches.

In some embodiments, milling may be performed so that the width of the milled section has a width of at least 6 inches, a width of about 8 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 over about 40 inches.

In certain aspects a substrate may comprise a pavement surface, a roadway, a parking lot, or a runway. In additional aspects, a substrate may comprise an asphalt concrete or a cement concrete. Hot mix asphalt (“HMA”) is typically a mixture of asphalt binder and mineral aggregate. In certain embodiments, HM A may be composed of about 5% binder and about 95% aggregate. HMA is usually mixed at an elevated temperature and compacted to form a pavement layer.

In certain embodiments void reducing asphalt membrane compositions, which, when used in pavement applications, may be placed below a new asphalt mixture pavement and/or against a cold joint on the vertical face of a newly created lift of 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 hot mix and reduce air voids and water permeability and create better crack resistance in the area of the joint.

Void reducing asphalt membrane compositions of the present invention may be formulated so as to be resistant to lateral flow prior to paving over with hot mix asphalt in order to remain in the joint area in sufficient quantity to fill voids. At the same time the void reducing asphalt membrane composition is formulated so that it can be applied in a sufficient thickness to allow it to migrate upward into a freshly placed asphalt overlay during a paving process to reduce air voids and reduce water permeability. In multi-pass pavement applications, the void reducing asphalt membrane composition may be provided between adjacent passes of asphalt, including on the vertical face or edge of a first or previous pass. Further a conventional tack coating may be provided under a first or previous pass alone or together with a band of the void reducing asphalt membrane composition.

Void reducing asphalt membrane compositions may be sufficiently non-tracking or may lose its tackiness quickly so as to allow for construction traffic to drive over the applied composition during placement of an asphalt overlay or an adjacent pass and avoid work stoppage during a paving operation. Generally, after application the void reducing asphalt membrane composition may be driven across by construction traffic or other vehicular traffic within 30 minutes of placement or as within as little as 1.5 minutes or less of placement. This ability to be non-tracking or quickly lose any tackiness solves constructability issues that plague other approaches to pavement joint construction.

Void reducing asphalt membrane compositions may include polymerized asphalt which allows a joint formed therefrom to expand and contract elastical ly, thus dissipating expansion and contraction forces. The highly compliant material behaves like an expansion joint in pavement applications which prevents stresses from building up at the joint which would otherwise tend to cause cracks to form and subsequent pavement failure.

Void reducing asphalt membrane compositions of the present invention generally comprise a mixture of an asphalt binder, elastomeric polymers, a thickener and a wax modifier. Other embodiments may comprise an asphalt binder, elastomeric polymers, a thickener, a wax modifier and Aimed silica and/or fumed alumina. Further embodiments may include an asphalt binder, elastomeric polymers, a thickener, a wax modifier and a saponified fatty acid and a resin acid gelling compound. Still further embodiments may comprise an asphalt binder, elastomeric polymers, a thickener, a wax modifier fumed silica and/or fumed alumina and a saponified fatty acid and a resin acid gelling compound. The asphalt binder is usually the main component of the composition and provides the material strength or foundation to fill voids in the area of the longitudinal asphalt pavement construction joint. The asphalt binder may comprise 85 to 97 wt. % of the composition and more preferably 90 to 93 wt. % of the composition. Suitable asphalt binders include paving grade asphalts including; performance graded, viscosity graded or/or penetration graded.

Void reducing asphalt membrane compositions may include an elastomeric polymer component that allows the area in and around the longitudinal asphalt pavement construction joint formed therefrom to expand and contract elastically. The polymer component creates a polymer modified asphalt binder in combination with the asphalt binder component. Suitable examples of this polymer component include Styrene- Butadene -Styrene (SBS), Styrene- Butadene Rubber (SBR), Ethylene-Styrene- Interpolymers (ESI), Evaloy (an ethylene terpolymer available from Dupont), and other elastomeric polymers that are used in polymer modified asphalt compositions. This polymer component may comprise 1 to 6 wt. % of the composition and more preferably 2 to 5 wt. % of the composition. A wax modifier may reduce the viscosity of the composition at the paving temperature so that during a paving process the composition may migrate upward into a freshly placed asphalt overlay to reduce air voids and reduce water permeability. Furthermore, at pavement surface temperature, the wax modifier provides stiffness to the void reducing asphalt membrane which reduces issues with tracking. Suitable wax modifiers include, but are not limited to, waxes of vegetable (for example, but not limited to, carnuba wax), animal (for example, but not limited to beeswax) mineral (for example, but not limited to, Montan™ wax from coal, and/or Fischer Tropsch wax from coal) or petroleum (for example, but not limited to, paraffin wax, polyethylene wax, and 'or Fischer- Tropsch wax from gas) origin including oxidised waxes; amide waxes (for example, but not limited to, ethylene bis stearamide, stearyl amide, stearyl stearamide); fatty acids and soaps of waxy nature (for example, but not limited to, aluminum stearate, calcium stearate, fatty acids). The wax modifier may also improve cohesion properties of the composition. The wax modifier may comprise 1 to 5 wt. % of the composition and more preferably 2 to 4 wt. % of the composition.

Fumed silica and/or fumed alumina function as fillers and may impart resistance to flow immediately after application and give a non-tacky character to the composition that prevents pick-up by construction and non-construction equipment before paving is complete. Fumed silica and fumed alumina may be used alone or together in any desired proportion. The total amount of fumed silica and/or fumed alumina may comprise 1 to 10 wt. % of the composition and more preferably 3 to 6 wt. % of the composition.

Saponified fatty acid and resin acid gelling compound may function to control the rate at which the composition sets or cures. Suitable saponified fatty and resin acid gelling compounds include but are not limited to crude tail or distilled tall oil. The total amount of saponified fatty acid and resin acid gelling compound may comprise 0 to 3 wt. % of the composition and more preferably I to 2 wt. % of the composition.

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

The inventors have discovered that when the final polymer composition included fumed silica and/or fumed alumina the resulting polymer composition demonstrated improved heat stability. Furthermore, the polymer properties imparted to the composition remained more consistent over time while at an elevated temperature as compared to a similar composition that did not include fumed silica and/or turned alumina.

In a typical application, a void reducing asphalt membrane composition of the present invention may be placed in a band from 4 to 24 inches wide on die surface to be paved (also referred to as a cold joint portion) in the area where a longitudinal construction joint of an asphalt overlay or pass will develop. Subsequently the asphalt overlay or pass is laid down. In the ease of multi-pass pavement installations before an adjacent paving pass is placed, a band of the void reducing asphalt membrane composition having a width of 4 to 24 inches is applied over and against the vertical face portion of a previously laid pavement pass in the area where the longitudinal joint will occur under the adjacent paving pass. The thickness of applied band of void reducing asphalt membrane compound in any situation may be 1/16 to H of an inch depending on the overlay type and thickness. These widths and thickness ranges are exemplary of typical applications; however, it is to be understood that other widths and thicknesses and combinations thereof could be used. The thickness of the applied band may be adjusted to allow migration of a volume of the void reducing asphalt membrane composition into the asphalt overlay and reduce the air void volume and ability for water to infiltrate and damage the overlay and underlying structure. The band of void reducing asphalt membrane composition may be applied to any existing surface to be paved including asphalt concrete, Portland cement concrete, milled asphalt concrete or milled Portland cement concrete, brick or a chip seal surface as well as metal structures.

For paving of adjacent lanes, the void reducing asphalt membrane composition may be applied to the vertical face of the first paving pass as well as on an area where the second application of the product as described above will be placed.

The air void volume in the finished asphalt overlay in the area of the longitudinal asphalt pavement construction joint above the void reducing asphalt membrane composition may be reduced to about 7% or lower due to the migration of the product into the finished asphalt overlay. In preferred embodiments the air void volume of the finished asphalt overlay will be reduced to 4% in the finished asphalt overlay in the area above the void reducing asphalt membrane composition. In other words, the finished asphalt overlay may comprise a density of 93% of max gravity. In other embodiments, the finished asphalt overlay may comprise a density of 96% of max gravity.

The void reducing asphalt membrane composition may be applied using various coating methods such as coating, rolling, spraying, brooming, and/or dragging, etc. According to one embodiment of the present invention the void reducing asphalt membrane composition may be applied using a strike off box that may be mounted on mobile equipment that may be pulled or pushed either manually or mechanically driven. Strike off boxes that are designed for use in narrow width paving projects are exemplified by U.S. Pat. No. 8,506,204 io Reames, et al. incorporated herein by reference. Alternatively conventional paving equipment downsized to apply the void reducing asphalt membrane composition in desired widths may be used. Figure I shows a section of roadway 100. Roadway 100 includes edge 101 , edge 107, painted edge line 102, painted edge line 106, lane and/or paving pass 103, lane and/or paving pass 105, and painted dotted center line 104.

Figure 2 shows a section of roadway 200. Roadway 200 includes edge 201, edge 208, painted edge line 202, painted edge line 207, lane and/or paving pass 203, lane and/or paving pass 206, dotted center line 205, and damage to longitudinal joint 204.

Figure 3 shows a section of roadway 300. Roadway 300 includes edge 301 , edge 309, painted edge line 302, painted edge line 308, lane and/or paving pass 303, lane and/or paving pass 307, milled slot or trench 306 with edges of the milled slot or trench 304 and 306. Figure 4 shows a section of roadway 400. Roadway 400 includes edge 401, edge 409, painted edge line 402, painted edge line 408, lane and/or paving pass 403, lane and/or paving pass 407, a milled slot or trench filled with HMA 405, joint 404, and joint 406.

Figure 5 shows a section of roadway 500. Roadway 500 includes edge 501, edge 510, painted edge line 502, painted edge line 509, land and/or paving pass 502, lane and. or paving pass 508, milled slot or trench filled with HMA 504, joint 505, joint 507, and painted dotted center line 506.

The uses of the terms “a” and “an” and “the” and similar references in the context of the disclosure (especially in the context of the following claims ) are to be construed to cover both the singular and the plural unless otherwise indicated herein or clearly contradicted by context. Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. Ail methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.

The use of any and all examples, or exemplary language (e.g., “such as”) provided herein, is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed. No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention, While the invention has been illustrated and described in detail in the foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that all changes and modifications that come within the spirit of the invention are desired to be protected. In addition, all references cited herein are indicative of the level of skill in the art and are hereby incorporated by reference in their entirety.

Embodiments:

The following provides an enumerated listing of some of the embodiments disclosed herein. It will be understood that this listing is non-limiting, and that individual features or combinations of features (e.g. 2, 3 or 4 features) as described in the Detailed Description above can be incorporated with the below-listed Embodiments to provide additional disclosed embodiments herein.

1. A method of replacing a longitudinal joint, comprising: identifying a substrate having a longitudinal joint formed by two adjacent pavement passes; milling out a section of the substrate that comprises the longitudinal joint to a depth of at least 1 inch and a width of at least 6 inches to create a milling slot having a surface; and applying a void reducing asphalt membrane to the surface of the milling slot,

2, The method of embodiment 1 , further comprising filling the milling slot with a hot mix asphalt material, wherein the hot mix asphalt material contains a volume of air voids. 3. The method of embodiment 2, further comprising compacting the hot mix asphalt, whereby the void reducing asphalt membrane migrates upward to reduce the volume of air voids.

4. The method of any of the preceding embodiments, wherein the void reducing asphalt membrane comprises at least one asphaltic binder, at least one elastomeric polymer, at least one thickener, and at least one additive to reduce tackiness,

5. The method of embodiment 4, wherein the at least one thickener comprises a wax. 6. The method of any one of embodiments 4-5, wherein the at least one additive comprises fumed silica or filmed alumina,

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

8. The method of any of the preceding embodiments, wherein the pavement surface is milled at a depth of about 1.5 to about 6 inches,

9. The method of any of the preceding embodiments, wherein the pavement surface is milled at a depth of about 2 to about 4 inches,

10. The method of any of the preceding embodiments, wherein the pavement surface is milled at a width of about 8 to about 40 inches. 11. The method of any of the preceding embodiments, wherein the pavement surface is milled at a depth of about 12 to about 30 inches, 12. The method of any of the preceding embodiments, wherein the void filling asphalt membrane is applied at a rate of about 0.1 gallon square yard (gal/yd ² ) to about 1 gal/yd ² .

13. The method of any of the preceding embodiments, wherein the void filling asphalt membrane is applied at a rate of about 0.15 gal/yd ² to about 0.25 gal/yd ² .

14. The method of any of the preceding embodiments, wherein the void filling is applied by spraying, brooming, or dragging.

15. A method of replacing a longitudinal joint, comprising: identifying a section of a substrate having a longitudinal joint formed by two adjacent paving passes, wherein at least a portion of the longitudinal joint comprises a milling slot having a surface, wherein the milling slot has a depth of at least 1 inch and a width of at least 6 inches; and applying a void reducing asphalt membrane to the surface of the milling slot.

16. The method of any of the preceding embodiments, wherein the substrate comprises a roadway, a parking lot, or a runway.

17. The method of any of the preceding embodiments, wherein the substrate comprises an asphalt concrete or a cement concrete.

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.