In the past three years I've visited a fair number of jobsites to see how blacktop crews do a lot of what they do on a day-to-day basis. However, I haven't undergone a lot of what I think of as "formal" training. Thankfully, last year I connected with Shelly & Sands, a large road work contractor near where I live in Ohio, and spent a day at their safety and training facility in Zanesville, OH. There I was introduced to Void Reducing Asphalt Membranes and trained how to safely apply it.
Contractors are well aware that longitudinal joints are often the first areas of a new pavement to fail. Even when the overall mat is pristinely laid down, joints can deteriorate early due to lower density at the edges and the intrusion of water and air. Traditional fixes, like notched-wedge joints, echelon paving, or extra compaction at the edges, help but don’t always solve the core issue.
Water permeating a poorly sealed joint leads to rapid loss of support as underlying layers erode, causing cracks and potholes along miles of otherwise intact pavement. This is why agencies and contractors have long sought a better way to protect joints, literally, from the bottom up.
What is VRAM (Void-Reducing Asphalt Membrane)?
It is essentially a thick band of polymer-modified asphalt sealer applied before paving, at the location of the future joint, to seal voids and create a moisture barrier within the asphalt layer. As the hot mix is paved over this strip of material, the VRAM softens and “wicks” upward, filling the air voids in the lower part of the mat from the bottom up. This bottom-up approach dramatically reduces permeability at the joint, preventing water infiltration and air intrusion that would otherwise weaken the seam.
Importantly, VRAM is known by different terms. In most states, the generic specification is VRAM, while Illinois refers to the practice as Longitudinal Joint Sealant (LJS). A leading proprietary VRAM product is J-Band, developed by Asphalt Materials, Inc. (AMI).
In fact, “J-Band and VRAM are identical to each other, with one exception: VRAM is sold in a cold block form… and J-Band is sold and distributed in a hot liquid form,” explained Bill Ganger of Cimline, who travels state-to-state providing on-site training in application for contractors.
Both forms create a void-reducing membrane at the joint, but the choice often depends on project logistics and available equipment.
How VRAM Works to Protect Joints
VRAM cools and solidifies quickly on the pavement surface, so it can be in place hours ahead of paving. When the hot top layer is paved over the treated joint area, the heat causes the VRAM to melt and wick upward into the new asphalt mix, infiltrating about 50–75% of the layer’s thickness.
In effect, the VRAM becomes an integral part of the joint, filling the voids that remained due to slightly lower compaction at the edge. By occupying those void spaces, VRAM keeps out water and air.
“What we’re doing is filling those void spaces up on the edge where you can’t get that full compaction,” said Bill Ganger, describing how VRAM addresses the natural density drop-off at unconfined edges.
The result is a dramatically more water-resistant joint. Even if a crack eventually forms on the seam, the penetrated VRAM resin prevents water from permeating downward through the joint as it normally would. The effectiveness of this approach cannot be overstated. Attacking the joint problem from within rather than sealing a joint after paving.
Ganger emphasizes that, “We’re solving that problem from the bottom up, instead of trying to put something on the top down… That’s way better than trying to pour a hot product on top of a cold asphalt – it just doesn’t flow down in as well."
Application: Methods and Equipment
VRAM material comes in solid blocks similar to hot-pour crack sealant blocks. These are melted in an oil-jacketed melter/applicator on site. Cimline’s MA4 is a prime example of specialized equipment for this purpose.
A typical crew for VRAM application consists of one driving the tow vehicle along the joint line, one operating the machine controls, and helpers for loading blocks and quality control. A machine like the MA4 can apply on the order of 7,000–10,000 linear feet of VRAM per shift.
The VRAM blocks are melted to an application temperature of roughly 305–340°F, slightly lower than regular crack seal material, which allows the membrane to melt into the overlay more readily. Once sprayed, VRAM cools to a non-tracking state within minutes, even in moderate temperatures, meaning paving operations or even traffic can proceed without sticking or pick-up.
The liquid J-Band material is delivered as a pre-heated liquid and applied using a distributor truck, much like a tack coat operation. The distributor has a rear spray bar configured to apply a narrow 18-inch swath of the J-Band at the calibrated application rate. This approach is often used on larger projects or DOT jobs where the paving contractor coordinates for a specialty crew or the supplier to spray the J-Band ahead of paving.
It has the advantage of high production and integration into normal paving train operations. However, it requires availability of the liquid material and appropriate truck, which is why many contractors and agencies have embraced the melter/applicator route, using equipment like the MA4 offers more control and flexibility. In either case, the goal is the same: lay a uniform band of VRAM along the joint, on the layer below the final lift.
Best practice is to apply VRAM first, then apply tack coat over the whole surface, including the VRAM band, just before paving.
Ganger confirmed that, “The VRAM goes down and then the tack goes on top of that. The tack is an adhesion promoter, and it does not interfere with the VRAM product at all."
A typical operation for an overlay would be: mill the old surface, clean the joint area, spray the VRAM on the exposed base or intermediate layer, allow a short cooling period, apply a light tack coat over everything, and then pave the new overlay.
If a delay is long or there’s traffic, some crews may dust the VRAM with fine sand or cement powder to eliminate any slight tackiness, but generally this isn’t needed due to the fast set time.
Big Benefits: Longevity and Life Extension
The adoption of VRAM is driven by its tangible performance benefits at the joint. By sealing the joint internally, it slows the typical failure process. A pavement’s centerline joint that might normally start cracking and potholing after, say, 5 years could now hold strong for much longer. The fundamental reason is simple: keep water out.
Even if superficial cracking occurs, the crack does not extend through the full depth of the lift because the voids below are filled with asphalt binder. There is no water reservoir or trapped air voids at the joint to cause potholes from below.
Some Illinois DOT’s trials in the early 2000s showed that after 14-15 years, sections with LJS had markedly better joint condition than control sections. More recent reviews in multiple states have likewise observed VRAM-treated roads with clean, tight joints years later, as opposed to the raveled and cracked joints of untreated pavements.
The life-cycle cost impact is significant. The Illinois DOT estimated a 3-5 year extension in service life attributable to VRAM, with a benefit-cost ratio up to five times the material cost.
Another benefit noted by users is improved safety and appearance. Since joints remain intact longer, there are fewer work zones needed for repairs, and travelers see less unsightly crack seal or pothole patches along centerlines. Some agencies have also tied VRAM to their safety initiatives, noting that better joints mean less water infiltration and fewer hydroplaning risks or ice formation at seams in cold regions.
While these secondary benefits are harder to quantify, they still support the overall value proposition of VRAM as part of a quality forward paving program.
Growing Adoption Across States
States like Ohio, Indiana, Pennsylvania, and Illinois have all adopted VRAM in their paving specifications. In fact, my state of Ohio has been a leader.
“The entire State of Ohio now is requiring VRAM on every single state bid for any state-paid road project,” Ganger noted, meaning the Ohio DOT asks contractors to include VRAM in their project bids.
This mandate doesn’t guarantee every project will use it, but it shows the agency’s recognition of VRAM’s value. Ohio’s early experience, including projects by Shelly & Sands, an early-adopter contractor, demonstrated the feasibility and benefits so clearly that Shelly & Sands invested in multiple VRAM applicator machines to meet demand.
“That’s why Shelly & Sands got so involved… they have seven machines now, because of this mandate,” said Ganger.
Other states are following suit. Indiana added VRAM (J-Band) to its state paving specification1 in 2025, recognizing it as a proven method to improve joint performance. Illinois continues to use LJS routinely on projects and has included it in life-cycle benefit analyses. Pennsylvania and Illinois were noted as early adopters alongside Ohio and Indiana, and numerous other DOTs have trial sections or provisional specifications in place.
According to industry sources8, by 2024 at least 25–27 states had used VRAM on projects, and that number only continues to grow. Initially most usage was in colder “snow-belt” states where freeze-thaw damage made joint failures especially problematic, but warmer states are now exploring it as well because joint construction issues are universal.
Integrating VRAM into Your Projects
For contractors, the rise of VRAM represents an opportunity to deliver higher-quality, longer-lasting pavements. Integrating VRAM is relatively straightforward: it involves an extra step in the paving process, but one that can be well-planned and executed. Training is important though, as crews must learn the proper application techniques and quality control. Too little material will be ineffective and too much could cause excess bleed.
In terms of where VRAM is best deployed, any project with critical longitudinal joints is a candidate. This typically means multi-lane highways, county roads, and city streets with centerline joints, especially those expected to endure heavy traffic or harsh weather. VRAM is also useful for widening projects or lane additions, where a joint between new and old pavement will be present. Some agencies have also used VRAM on longitudinal joints between hot mix and adjacent concrete to prevent water entry.
While primarily used in new paving or overlays, the concept could conceivably be applied in major rehabilitation where a joint is being reconstructed. The cost of VRAM material and application is a fraction of the overall paving job when considering the extension in pavement life and reduction in future maintenance.
Rather than accepting joints as inevitable weak points, contractors can deliver pavements with robust, durable seams that stand the test of time.
