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This application is a continuation-in-part of Provisional Application No. 60/125,602, filed Mar. 19, 1999. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Technical Field 
     The present invention relates generally to paving and, more particularly, to a pavement ramp and ramp making process. 
     2. Related Art 
     Typically, screed pavers include a self-propelled paving machine having a hopper for receiving paving material, e.g., asphalt, from a truck so that the truck progressively dumps its load of paving material into the hopper. A conveyor system on the paving machine transfers paving material from the hopper rearwardly for discharge onto the roadbed in front of transversely arranged screw augers which spread the material laterally in front of a main screed. This main screed functions to compress and level the paving material distributed by the augers to give a smooth finished road surface. The height and attack angle of the main screed may be varied to control the depth and surface of the pavement mat. The main screed may also include screed extenders to allow for a wider pavement mat to be laid. 
     One of the problems in paving of multiple lanes, especially on high speed interstate highways, is the drop off at an edge of a new pavement mat. During paving operations, it is oftentimes impossible to pave two lanes in a short time span due to a variety of reasons, e.g., traffic, equipment shortages, etc. One reason, in particular, is time constraints caused by the paving crew having to back up and start the second or closure pass on a two lane paving operation at mid-day. Where more than two lanes are being paved, the paving crew must back up at least twice during the day to minimize drop off length on both lanes being paved. Despite the drop off problem, it has become common practice for paving crews to pave only a single lane during one paving day to avoid having to back up. The entire length of this pass therefore becomes a drop off. Where an edge must be left overnight, a drop off of up to 1½ inches has not been considered objectionable for a short distance. 
     While a drop-off is usually only an overnight or weekend problem, it creates safety problems such as: vehicle wheels becoming caught on the drop off during lane changes onto or from the new mat, and loose stones/aggregate being kicked up by vehicles. In response to these safety problems, federal and some state highway contracting regulations are now mandating that any drop off between a new pavement mat and any adjacent material, e.g., un-repaved asphalt, shall not have a height over one inch unless a paved ramp is provided from/to the new pavement mat. Because it is often highly undesirable to lay a new layer of pavement of an inch or less, in most cases when one lane is laid, it must be provided with a ramp. 
     Ramps, unfortunately, create a number of other problems. One problem is at the beginning or ending of a mat, the wedge section must be adjusted manually during the transition, thus increasing the potential for an unacceptable section of pavement. Another problem with ramps is that they make it more difficult to create solid joints. 
     To address the joint creation and drop off problems, the concept of the “tapered joint” ramp was developed. At least two versions of tapered joints are in use: First, as shown in FIG. 1A, the “Jersey Unit,” as developed in the state of New Jersey during the 1980&#39;s, includes a first pavement mat  6  including a ramp  1  having a tapered portion  2  extending from a surface  3  of an adjacent and/or underlying material  4  directly up to a horizontal surface  5  of a new pavement mat  6 . Second, as shown in FIG. 1B, the “Stepped Tapered Joint,” as currently used in the state of Michigan, includes a first pavement mat  16  including a ramp  11  having a tapered portion  12  extending from a step  12 B to a second step  12 A on a surface  13  of an adjacent and/or underlying material  14 . The stepped tapered joint is basically a stepped jersey unit. 
     While tapered joint ramps cure the drop off problem, it unfortunately remains extremely difficult to form a solid long-lasting joint for the reasons that follow. 
     In terms of the jersey unit, a number of problems arise: 
     First, traffic which crosses over tapered portion  2  of ramp  1  partially compacts a line  7  between horizontal portion  5  of pavement mat  6  and tapered portion  2  of ramp  1 . This compaction makes it very difficult or impossible to discern the actual edge of mat  6  during laying of a second pavement mat  8 , shown in phantom in FIG.  1 A. As a result, either ramp  1  must be removed or very precise paving machine operation is required to follow an almost non-existent edge  7  of first pavement mat  6 . When second pavement mat  8  is laid over ramp  1 , frequently the result is a feathered joint  9  where second pavement mat  8  lays over ramp  1  but does not have its edge meet cleanly with edge  7  of first pavement mat  6 , i.e., either second pavement mat  8  is short of edge  7  or passes over edge  7 . Feathered joint  9  is problematic because it may include a visible rut between pavement mats that can lead to deterioration and ravel under traffic. Additionally, water may gain easy access through feathered joint  9  and under second pavement mat  8  which may cause roadway heaving or separation problems. 
     Second, full compaction is oftentimes only applied to the horizontal part of first pavement mat  6 . Tapered portion  2  of ramp  1  is normally only exposed to that compaction provided by the screed that forms it and whatever traffic crosses it. See e.g., U.S. Pat. No. 4,181,449 to Lenker, and U.S. Pat. No. 4,818,140 to Carlson. As a result, tapered portion  2  includes a low density area  10  which by the time second pavement mat  8  is laid has cooled and is extremely resistant to further compaction. Second pavement mat  8  does not contain a sufficient amount of hot material over low density area  10  to allow further compaction. The resulting joint therefore is immediately suspect. 
     Third, because the outermost extent of tapered portion  2  must be created by pavement material at its core particle size, e.g., small stones, it is oftentimes impossible to construct the outermost extent of tapered portion  2  such that it irremovably compacts into the rest of tapered portion  2  and/or adjacent/underlayer material  4 . As a result, a loose aggregate safety problem persists. 
     Referring to FIG. 1B, the stepped tapered joint ramp was developed to alleviate the problems of raveling and edge following. By providing a step  12 B at an edge  17  of new pavement mat  16 , a feathered edge is prevented. Further, step  12 B provides a defined line or edge  17  which alleviates the problem of having to follow an undecipherable compacted edge of first pavement mat  16 . Unfortunately, the compaction problem for the tapered or wedge section  12  remains, i.e., a low density area  20  that is resistant to compaction exists. Further, if the proper height for step  12 B is not incorporated, e.g., because different asphalt formulations have different compaction ratios, step  12 B can be rolled out of existence when the rest of first pavement mat  16  is compacted. 
     One remedy for the joint creation problems of ramps has been to remove the ramps prior to laying the second pavement mat. Unfortunately, this process is very time consuming and difficult because the material has cooled and hardened. It may also necessitate additional lane closure to accommodate equipment. 
     In view of the foregoing, there is a need for a pavement edger, machine, ramp and joint, and processes for making the ramp and joint which allow for accommodation of drop off from a new pavement mat and the creation of solid pavement joints. 
     SUMMARY OF THE INVENTION 
     In a first general aspect of the present invention is provided a process of forming a stepped tapered pavement ramp comprising the steps of: forming a highly compacted step on the edge of a first pavement mat, the step having a substantially vertical face; and forming a highly compacted tapered portion extending away from the vertical face of the step. 
     In a second general aspect of the invention is provided an asphalt ramp on an edge of a pavement mat and adapted to accommodate vehicle traffic thereover, the ramp comprising: a step on the edge of the pavement mat and a tapered portion extending away from a vertical face of the step, the step and at least a section of the tapered portion being compacted between 85% and 93% of complete compaction of the asphalt. 
     Using the above ramp and ramp making process solves many of the above described problems of the prior art. First, the ramp provided in accordance with the present invention eliminates the drop off at an edge of a new pavement mat. Hence, time constraints, traffic, equipment shortages, etc., are no longer problematic. The safety problems associated with drop offs are also resolved and all federal and state highway contracting regulations can now be met with ease. The problems associated with the beginning or ending of a mat are resolved as the edger in accordance with the invention may be connected to the screed in such a way as to be self-enabling. Because the ramp includes highly compacted areas, the joint creating problems such as: rounded edges from traffic creating feathered joints; lack of full compaction because of hardened and compaction resistant tapered portions, are resolved. Furthermore, there is no longer a need to remove ramps. 
     The foregoing and other features and advantages of the invention will be apparent from the following more particular description of preferred embodiments of the invention. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The preferred embodiments of this invention will be described in detail, with reference to the following figures, wherein like designations denote like elements, and wherein: 
     FIGS. 1A-1B are side views of prior art pavement mat edges; 
     FIG. 2 is a perspective view of a paving machine equipped with an edger in accordance with the present invention; 
     FIG. 3 is a front perspective view of the edger; 
     FIG. 4 is a front elevational view of a first embodiment of the edger mounted to the paving machine; 
     FIG. 5 is a front elevational view of a second embodiment of the edger mounted to the paving machine; 
     FIG. 6 is a front elevational view of the edger in a retracted position; 
     FIG. 7 is a rear perspective view of the edger in operation; 
     FIG. 8 is a side elevational view of the edger in operation as viewed from within the screed; 
     FIG. 9 is a front elevational view of a flexible seal strike off for the edger in accordance with an embodiment of the invention; and 
     FIG. 10 is a top view of the strike off on the edger; 
     FIG. 11 is a cross-sectional view of a pavement ramp created with the edger in accordance with the invention; and 
     FIG. 12 is a cross-sectional view of a joint in accordance with the present invention. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Although certain preferred embodiments of the present invention will be shown and described in detail, it should be understood that various changes and modifications may be made without departing from the scope of the appended claims. The scope of the present invention will in no way be limited to the number of constituting components, the materials thereof, the shapes thereof, the relative arrangement thereof, etc., and are disclosed simply as an example of the preferred embodiment. 
     For definition herein, a “mat” or “pavement mat” is considered a layer of paving material. A “step” is considered an offset area where a substantially vertical surface meets another surface. “Paving material” is any material used for paving roadways, such as bituminous material like asphalt. 
     For initial reference, attention is directed to FIG. 11 which illustrates a ramp  100  created in accordance with the present invention. Ramp  100  includes a step  111  on an edge  110  of pavement mat  102  and a tapered portion  108  extending away from a vertical face  112  of step  111 . Step  111  and at least a section, e.g., upper end  114 , of tapered portion  108  are compacted between 85% and 93% of complete compaction of the paving material to create highly compacted areas  118 ,  120 . By “highly compacted” is meant that paving material is compacted between 85% to 93% of its complete compaction, a percentage higher than if paving material was simply leveled by a screed  40 . Screeding normally only provides a compaction rate of 80% or less. A second step  116  is also provided at a lower end  115  of tapered portion  108 . Tapered portion  108  may also include a flattened portion  117  at lower end  115 . Ramp  100  will be discussed in more detail below. 
     Referring to FIG. 2, a paving machine  30  equipped with an edger or pavement edge maker  50  of the present invention is illustrated operating to spread and grade paving material  32 , e.g., a paving road mix such as asphalt, etc., on an adjacent surface  34  to form pavement mat  102  with a ramp  100  on its edge or shoulder. The paving machine  30  has a rear main screed  40  extending from an upright moldboard  42 . Elevation of screed  40  is determined by adjustment of a pair of tow arms  44  pivotally connected to a supporting frame  46  for moldboard  42  and screed  40 . Asphalt mix carried by paving machine  30  is spread laterally in front of moldboard  42  by augers (not shown) which are spaced forwardly of moldboard  42 . Paving machine  30  may also include an optional screed extender  48  (FIGS. 4-7) to extend screed  40  and/or a vertically adjustable end gate  49  (FIGS.  3 - 7 ), as are commonly known in the art. End gate  49  may include a vertically adjustable sled  47 , as is conventional. 
     Referring to FIGS. 3-8, edger  50  is illustrated in more detail. Edger  50  includes a first compaction surface  52 , a second compaction surface  53  and a third substantially vertical compaction surface  54 . Compaction surfaces  52 ,  53 ,  54  are preferably constructed of metal plating, e.g., steel plating. Compaction surfaces  52 ,  53 ,  54  have a special alignment to create ramp  100  in accordance with the present invention. In particular, compaction surfaces  52 ,  53  are angled upwardly at an angle α relative to a forward direction of travel A of paving machine  30  to receive and compact paving material  32  thereunder. Similarly, third compaction surface  54  is also angled upwardly at angle α 0  along a lower edge  59  thereof. The angle α is less than 45° so as to allow receipt and compaction of paving material  32  without plowing thereof. First compaction surface  52  is fixed relative to edger mounting plate  88  and may include support structure  55  between a back surface thereof and an edger mounting plate  88 . Compaction surfaces  53 ,  54  are vertically adjustable relative to first compaction surface  52  as will be further described below. 
     Third compaction surface  54  is substantially vertical, as best seen in FIGS. 4-5, and is also angled in a horizontal lateral direction B at an angle β, as best seen in FIG.  3 . Horizontal lateral angle β allows compaction surface  54  to receive and compact paving material  32  horizontally to form substantially vertical face  112 . To accommodate angle β and to prevent material from passing between first and third compaction surfaces  52 ,  54 , first compaction surface  52  includes mating angled edge  61  created by having a rearward lower edge  58  shorter than a forward upper edge  60 . Similarly, second compaction surface  53  may also include a rearward lower edge  62  that is longer than a forward upper edge  64  to accommodate angle β and to assure that outermost edge  70  of second compaction surface closes against end gate  49  when retracted, as will be discussed below. First compaction surface  52  may also include a curved edge  56  to accommodate paving material  32  adjacent thereto. 
     As best shown in FIGS. 4-5, rearward lower edge  62  of second compaction surface  53  is angled at an angle Δ relative to horizontal lateral direction B to create tapered portion  108 , as will be described below. Second compaction surface  53  is preferably pivotally mounted to third compaction surface  54  by a hinge  66  to allow for adjustment of angle Δ. Adjustment of angle Δ has two effects: first, it alters angle Δ of tapered portion  108 , and second, either alone or in combination with vertical adjustment, it varies the height of second step  116  on lower end  115  of tapered portion  108 . Second step  116  is created between second compaction surface  53  and end gate  49 , which acts as a fourth compaction surface. 
     Angular adjustment of second compaction surface  53  relative to either moldboard  42  or optional end gate  49 , along with vertical movement of optional end gate  49 , may create a gap between second compaction surface  53  and the above structures. To prevent passage of paving material  32  therethrough, a flexible seal strike off  68  is provided on outer edge  70  of second compaction surface  53 . As shown in FIGS. 9 and 10, flexible seal strike off  68  is preferably a flexible sheet of spring steel  72  having a beveled corner  74  and a connection flap  76 . Strike off  68  is attached, e.g., by welding, bolting, etc., by connection flap  76  to second compaction surface  53  and extends generally upwardly therefrom. As angle Δ of third compaction surface  53  and/or vertical movement of end gate  49  varies, strike off  68  flexes to accommodate the gap and maintain a strike off surface, as best shown in FIGS. 4-5 and  10 . If end gate  49  is ever raised above second compaction surface  53 , beveled corner  74  allows for re-mating and gradual flexing of strike off  68  against end gate  49 . 
     Referring to FIGS. 4-5, edger  50  also preferably includes an adjustment system  80 . Adjustment system  80  can adjust the depth of third compaction surface  54  and second compaction surface  53 , relative to first compaction surface  52 ; adjusts angle Δ of second compaction surface  53 ; and can also operate as a retraction mechanism for second and third compaction surfaces,  53 ,  54  as will be described below. Adjustment is preferable to accommodate varying system characteristics, e.g., different paving material  32  having different compaction ratios, change in atmospheric temperature, different screeds, screed extenders or end gates, etc. Preferably, adjustment system  80  is adjustable to allow for pavement mats with a thickness ranging from approximately 1 inch to 5 inches uncompacted, i.e., ¾ inches to 4 or more inches compacted. It should be recognized, however, that if characteristics are known to be constant or fairly constant, that a fixed device is considered within the scope of the invention. In this circumstance, compaction surfaces  52 ,  53 ,  54  would be fixed in position. Strike off  68 , if necessary, would also be fixed, e.g., a welded plate. 
     Retraction is preferable because it allows edger  50  to operate as an edger and as a screed joint maker for creation of joint  101  of FIG.  12 . Hence, edger  50  can crate ramp  100  and also joint  101  without having to remove any parts from paving machine  30  or edger  50 . 
     In order to vertically adjust second and third compaction surfaces  53 ,  54 , in a first preferred embodiment shown in FIG. 4, adjustment system  80  includes a threaded vertical adjustment crank  82  which is fixedly attached at a lower end  84  thereof to third compaction surface  54 . Vertical adjustment crank  82  threads into a threaded mount  86  fixedly coupled to edger mounting plate  88 . Third compaction surface  54  is pivotally coupled to a pivot plate  81  which is fixed to first compaction surface  52 . A pivot pin  83  extends through pivot plate  81  into third compaction surface  54 . By turning vertical adjustment crank  82 , second and third compaction surfaces  53 ,  54  are vertically adjusted as crank  82  is held by threaded mount  86 . Third compaction surface  54  may include a rounded rear edge to accommodate pivoting motion, if necessary. 
     As shown in FIG. 6, second and third compaction surfaces  53 ,  54  can also be retracted such that their lowermost edges are even or flush with rearward edge  58  of first compaction surface  52  and/or screed  40  an/or screed extender  48 . The edges that second and third compaction surface  53 ,  54  will be flush with will depend on the vertical positioning of edger  50  by a vertical positioning system  150 , discussed below, and the degree of retractability of surfaces  52 ,  54 . In its fully retracted position, outermost edge  70  of second compaction surface  53  is substantially flush with an inner surface of end gate  49  such that flexible seal strike off  68  is not in use. In this retracted position, edger  50  need not be removed during the laying of a second pavement mat  130 , as shown in FIG. 12, and can operate as a joint maker. 
     Referring to FIG. 5, an alternative embodiment for vertical adjustment is shown. In this embodiment, rear edges of second and third compaction surfaces  53 ,  54  may be held to edger mounting plate  88  by channels (not shown) or other structure to allow for translational vertical movement. Otherwise, vertical adjustment works in the same way as with the first embodiment. 
     Adjustment system  80  also includes angular adjustment crank  90  to vary angle Δ of second compaction surface  53 . As noted above, second compaction surface  53  is pivotally attached to lower edge  59  of third compaction surface  54  by a hinge  66 . At a lower end  92 , angular adjustment crank  90  is fixedly and pivotally attached to second compaction surface  53  on an upper side thereof. Angular adjustment crank  90  also is coupled to vertical adjustment crank  82  by element  94 . Element  94  is fixedly attached at one end  95  to vertical adjustment crank  82  and holds threaded mount  96  for angular adjustment crank  90  at a second end  97 . As vertical crank  82  is moved, angular adjustment crank  90  and, hence, second compaction surface  53 , moves with vertical crank  82  because of element  94 . To adjust angle Δ, crank  90  is turned to either increase or decrease the distance between second compaction surface  53  and threaded mount  96 . As noted above, adjustment of angle α has two effects: it alters the angle of tapered portion  108 , and it varies the height of second step  116  on lower end  115  of tapered portion  108 . Hence, either vertical or angular adjustment can vary the height of step  116 . 
     It should be recognized that while a particular adjustment system  80  has been illustrated, that a variety of different mechanisms are possible. Accordingly, the scope of this invention should not be limited to any particular adjustment mechanism. It should also be recognized that any other structural elements that may be necessary to retain compaction surfaces  52 ,  53 ,  54  in proper positioning may also be provided. For instance, channel members (not shown) may be provided on edger mounting plate  88  to mate with parts of compaction surfaces  52 ,  53 ,  54 , e.g., channel slide members, to direct movement and retain the surfaces relative to edger mounting plate  88 . 
     Edger  50  can be mounted to a front side of screed  40  or screed extender  48  by edger mounting plate  88  and an adjustable system of bolts  76  and slots  78 , as shown in FIGS. 3-5. It should be recognized, however, that any system which allows for quick connection of edger  50  to screed  40  or screed extender  48  may be utilized. A quick connection is preferable because edger  50  may have to be removed for transport, especially when mounted in screed extender  48 . 
     In a preferred embodiment, edger  50  is mounted to screed  40  or screed extender  48  by an edger positioning system  150 , as shown in FIGS. 3 and 8. Edger positioning system  150  can be any device  152  that allows vertical adjustment of edger  50  relative to screed/extender  40 ,  48 . Vertical adjustment is required for start up and ending a pavement mat, or paving on or off bridges. In a preferred embodiment, edger positioning system  150  is constituted by a hydraulic ram system  156 , as shown in FIG.  8 . Other possibilities, for edger positioning system  150  are spring biased systems, or motorized systems, etc. Edger positioning system  150  can be mounted to screed  40  or screed extender  48  by a bolt and slot systems  154 , or the above mentioned quick connect systems (not shown). 
     In pavement mat starting operation, end gate  49 , screed  40  and screed extender  48 , if provided, would be in contact with adjacent surface  34 . If edger positioning system  150  is an automatic type device, e.g., a hydraulic ram system  156 , it is preferable to have edger  50  positioned out of contact with adjacent surface  34 , i.e., with second compaction surface  53  out of contact. Alternatively, if edger positioning system  150  is a spring-biased system, edger  50  may be in ground contact and biased upwardly. As paving machine  30  proceeds to begin paving operations, screed  40  and screed extender  48 , if provided, are raised. Simultaneously, end gate  49  lowers, either controllably or by its own accord as is common in the art, to maintain ground contact. At this time, edger positioning system  150  operates to correctly position edger  50  relative to screed  40 . For instance, if edger positioning system  150  is a spring-biased system, edger  50  being raised with screed  40  out of ground contact would allow the springs (not shown) to bias edger  50  downwardly to a correct position, possibly set by an adjustable stop. If edger positioning system  150  is a hydraulic ram system  156 , then hydraulic ram system  156  can be activated to position edger  50  correctly. In pavement mat ending operation, edger positioning system  150  would operate in reverse order as discussed above, i.e., raising edger  50  out of ground contact as screed  40  and screed extender  48 , if provided, are lowered. 
     Edger  50  may also include a side  98  and cover  99  to enclose the side, top and front of edger  50 . Cover  99  may include a handle  140 , as shown in FIG. 8, for ease of transport of edger  50 . 
     Referring to FIGS. 7,  11  and  12 , operation of edger  50  to create ramp  100 , illustrated in FIG. 11, will be described. Edger  50  is mounted either inside screed  40  or screed extension  48 . Vertically movable end gate  49  may be added, if desired. As paving machine  30  proceeds, paving material  32  is heated and laid out in front of screed  40  which levels most of paving material  32  into a pavement mat  102 . At an edge  110  of pavement mat  102 , edger  50  works to create ramp  100  in accordance with the present invention. In particular, first compaction surface  52  vertically compacts a top surface of edge  110  of pavement mat  102 . Simultaneously, substantially vertical third compaction surface  54  horizontally compacts substantially vertical face  112  of edge  110 . In combination, first and third compaction surfaces  52 ,  54  provide a highly compacted step  111  having a highly compacted portion  118 . Again, “highly compacted” means that paving material  32  is compacted between 85% to 93% of its complete compaction, a percentage higher than if material  32  was simply leveled by screed  40 . 
     As will be observed in FIGS. 4-5 and  8 , it is preferable to mount edger  50  such that rearward lower edge  58  of first compaction surface  52  is a distance D above the bottom of screed  40  or screed extender  48 . In this way, a pre-compaction zone  160  is created beneath edger  50  and a primary compaction zone  162  is created beneath screed  40  or screed extender  48 . It should be recognized, however, that rearward lower edge  58  of first compaction surface  52  need not be above the bottom of screed  40  or screed extender  48  to attain the advantages of the present invention. 
     At the same time that step  111  is being formed, second compaction surface  53  is also forming and compacting tapered portion  108  having an upper end  114  and a lower end  115 . Second compaction surface  53  is positioned vertically and angled so as to highly compact tapered portion  108  and form a highly compacted area  120  therein. Preferably, tapered portion  108  also includes a second step  116  at lower end  115  thereof. Second step  116  is formed against moldboard  42  or end gate  49  which acts as a fourth compaction surface. Second step  116  prevents loose aggregate from being left behind as in prior art devices. It will also be noticed that if a gap is present between second compaction surface  53  and end gate  49 , strike off  68  will create a flattened portion  117  at lower end  115  of tapered portion  108 . 
     In view of the foregoing, the process of producing ramp  100  includes: forming highly compacted step  111  on edge  110  of first pavement mat  102  by horizontally compacting substantially vertical face  112  and by vertically compacting a top surface of first pavement mat  102 ; and forming a tapered portion  108  extending away from substantially vertical face  112  of step  111  with tapered portion  108  including a at least a section or area  120  that is highly compacted. Highly compacted areas  118 ,  120  are compacted between 85% and 93% of complete compaction. As an option, another step  116  may be formed at a distal end  115  of tapered portion  108  from substantially vertical face  112 . Further, pavement mat  102  may be rolled to a more complete compaction, e.g., up to approximately 98% of complete compaction as a finishing step. 
     Referring to FIG. 12, a joint  101 , created with paving machine  30  and edger  50 , in accordance with the present invention is illustrated. 
     Joint  101  can be created using the above processes for creating ramp  100  of FIG. 11, followed by: laying a second pavement mat  130  adjacent first pavement mat  102  such that an edge  132  of second pavement mat  130  abuts substantially vertical face  112  of edge  110 , and then compacting second pavement mat  130 . The final compaction would be up to approximately 98% of complete compaction. Preferably, laying of second pavement mat  130  would include using edger  50  with second and third compaction surfaces  53 ,  54  retracted so as to form a contiguous joint maker surface. In this instance, edger  50  may be vertically adjusted to have its rearward lower edges  58 ,  62  even or flush with screed  40  or screed extender  48  so as to provide even compaction across the entire second pavement mat  130 , and whatever part of first pavement mat  102  is covered. As an alternative, edger  50  could be removed and pavement mat  130  laid in a conventional manner. 
     As an alternative, processes are provided in accordance with the invention to create joint  101  from nothing as follows: First, lay first pavement mat  102  having edge  110 . Pavement mat  102  can be leveled by a conventional screed  40 . Next, form highly compacted step  111  on edge  110  of first pavement mat  102  and a highly compacted tapered portion  108  extending away from vertical face  112  of step  111 . Highly compacted areas  118  and  120  are compacted between 85% to 93% of complete compaction. Pavement mat  102  may be rolled to a more complete compaction, e.g., up to approximately 98% of complete compaction. Last, a second pavement mat  130  is laid adjacent first pavement mat  102  such that an edge  132  of second pavement mat  120  abuts vertical face  112 . Laying second pavement mat  130  includes leveling with a conventional screed. 
     It is to be recognized, that the presence of highly compacted areas  118 ,  120  provide an advantage to creation of joint  101 . For instance, one will recognize that when second pavement mat  130  is laid, less material  134  is necessary over tapered portion  108 . In normal non-highly compacted ramps/joints, as shown in FIGS. 1A and 1B, an upper section of tapered portion  2 ,  12  would include a low density area  10 ,  20 . Low density area  10 ,  20 , because of its thickness and the thinner amount of paving material in the second pavement mat atop of it, would not be sufficiently heated to accommodate further compaction. In contrast, in accordance with the present invention, upper end  114  of tapered portion  108  is already highly compacted and therefore does not need as much further compaction. Further, the thinner layer of material overlying upper end  114  provides sufficient heat to allow for finishing compaction of upper end  114  and the seam between vertical face  112  and edge  132  of second pavement mat  130 . 
     Second pavement mat  130  is compacted in a conventional way from a level shown in phantom in FIG. 12 to form joint  101 . Compaction at this point is up to approximately 98% of complete compaction. Adjacent to second step  116 , second pavement mat  130  has the same thickness as first pavement mat  102 . 
     The invention also includes joint  101  created by the above processes and including: a first asphalt section  102  mating with a second asphalt section  130  to form a substantially seamless joint with second asphalt section  130 . Second asphalt section  130  including a first step  111  and a ramp portion  108  extending away from a lower portion of first step  111 . First step  111  and a section  120  of ramp portion  108  are highly compacted prior to first asphalt section  102  mating with second asphalt section  130 . 
     While this invention has been described in conjunction with the specific embodiments outlined above, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art. Accordingly, the preferred embodiments of the invention as set forth above are intended to be illustrative, not limiting. Various changes may be made without departing from the spirit and scope of the invention as defined in the following claims. 
     For instance, it should be recognized that edger  50  may either provide pre-compaction or post-compaction of pavement depending on its position relative to the screed. In other words, although edger  50  has been illustrated as being mounted in front of screed  40  or screed extender  48 , it is also within the scope of the invention that edger  50  follow screed  40  or screed extender  48  to provide post-compaction. In this instance, the forming steps for ramp  100  are preceded by the leveling of first pavement mat  102  by screed  40 .

Summary:
A pavement ramp and ramp making process are provided. The ramp has a highly compacted step and a highly compacted upper portion of a tapered portion. The resulting ramp allows for safety during pavement laying work stoppage and creation of solid pavement joints.