April 9, 2008.
California Office of Traffic Safety Summit
San Francisco, CA.
May 19, 2009
University of Minnesota Center for Transportation Studies
Bloomington, MN
June 23, 2009
Driving Assessment 2009
Big Sky, Montana
June 26, 2009
PRI World Congress
Rotterdam, The Netherlands
June 27, 2009
Day of Architecture
Utrecht, The Netherlands
July 13, 2009
Association of Transportation Safety Information Professionals (ATSIP)
Phoenix, AZ.
August 12-14
Texas Department of Transportation “Save a Life Summit”
San Antonio, Texas
September 2, 2009
Governors Highway Safety Association Annual Meeting
Savannah, Georgia
September 11, 2009
Oregon Transportation Summit
Portland, Oregon
October 8
Honda R&D Americas
Raymond, Ohio
October 10-11
INFORMS Roundtable
San Diego, CA
October 21, 2009
California State University-San Bernardino, Leonard Transportation Center
San Bernardino, CA
November 5
Southern New England Planning Association Planning Conference
Uncasville, Connecticut
January 6
Texas Transportation Forum
Austin, TX
January 19
Yale University
(with Donald Shoup; details to come)
Monday, February 22
Yale University School of Architecture
Eero Saarinen Lecture
Friday, March 19
University of Delaware
Delaware Center for Transportation
April 5-7
University of Utah
Salt Lake City
McMurrin Lectureship
April 19
International Bridge, Tunnel and Turnpike Association (Organization Management Workshop)
Austin, Texas
Monday, April 26
Edmonton Traffic Safety Conference
Edmonton, Canada
Monday, June 7
Canadian Association of Road Safety Professionals
Niagara Falls, Ontario
Wednesday, July 6
Fondo de Prevención Vial
Bogotá, Colombia
Tuesday, August 31
Royal Automobile Club
Perth, Australia
Wednesday, September 1
Australasian Road Safety Conference
Canberra, Australia
Wednesday, September 22
Wisconsin Department of Transportation’s
Traffic Incident Management Enhancement Program
Statewide Conference
Wisconsin Dells, WI
Wednesday, October 20
Rutgers University
Center for Advanced Infrastructure and Transportation
Piscataway, NJ
Tuesday, March 8, 2011
Ontario Injury Prevention Resource Centre
Injury Prevention Forum
Toronto
Monday, May 2
Idaho Public Driver Education Conference
Boise, Idaho
Tuesday, June 2, 2011
California Association of Cities
Costa Mesa, California
Sunday, August 21, 2011
American Association of Motor Vehicle Administrators
Milwaukee, Wisconsin
Wednesday, October 26, 2011
Attitudes: Iniciativa Social de Audi
Madrid, Spain
April 16, 2012
Institute for Sensible Transport Seminar
Gardens Theatre, QUT
Brisbane, Australia
April 17, 2012
Institute for Sensible Transport Seminar
Centennial Plaza, Sydney
Sydney, Australia
April 19, 2012
Institute for Sensible Transport Seminar
Melbourne Town Hall
Melbourne, Australia
January 30, 2013
University of Minnesota City Engineers Association Meeting
Minneapolis, MN
January 31, 2013
Metropolis and Mobile Life
School of Architecture, University of Toronto
February 22, 2013
ISL Engineering
Edmonton, Canada
March 1, 2013
Australian Road Summit
Melbourne, Australia
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August 17th, 2009 at 8:59 am
Not an ‘infrastructure type’ but I have noticed that, sometimes, the scarification reveals that the layers are crumbling or cracked and require additional repair, delaying the repaving.
August 17th, 2009 at 9:33 am
There isn’t always a delay. Several weeks ago, the city of westminster, ca ripped up about a mile of a major 5 lane street one day and then repaved the next. That included some curb and gutter work as well. I ride my bike to work and I was dreading the expected multi-week riding on the scar’ed surface, but they re-paved within a day.
So it can be done. The possible delay may be city/county/state involved do to inspectors. Just a guess though.
BTW – just got the paperback version of your book. Very entertaining and educational read.
August 17th, 2009 at 10:03 am
Sometimes it is simply a scheduling conflict between the miller and the paving crew.
One process, called cold-in-place recycling, requires a certain amount of time before paving. The existing pavement is ground up for a depth or 6 to 18 inches, a stabilizer is added in, and a new surface is placed on top. The stabilizer is often asphalt emulsion, which is a mixture of liquid asphalt, water, and emulsifiers which allow the two dissimilar materials to mix. Over the course of a week or two, the water evaporates, allowing the asphalt that remains to bind the particles together. Once the water has evaporated, a layer of asphalt or a chip seal is placed on top to keep rainwater out and provide a wearing surface.
This eliminates the cracks in the existing pavement, which would soon crack through the new top layer if the highway department just paved over the existing road. It provides most of the benefits of full-depth reconstruction at a fraction of the cost.
August 17th, 2009 at 3:21 pm
We only notice the delay when it’s *ahem* delayed.
If the road is milled one day and repaved the next, you hardly remember it, especially if the milling was done in the middle of the night after you’ve gone home for the day.
August 17th, 2009 at 5:36 pm
Numerous issues can be at hand. Funding may be diverted, there might be a scheduling conflict between millers & pavers, an asphalt company might stop doing business, etc… The first one doesn’t typically happen while a project is under construction, but in this economy I wouldn’t rule it out. The latter two are very very real possibilities & happen very very often.
While in most cases I have faith this isn’t the case, there’s a small chance it could be a low-bid contractor that just… well… sucks. Generally contractors are pretty good at what they do, but every region has at least one notorious company.
Different paving methods may also be at play. JJM PE noted cold-in-place recycling. Some states are experimenting with white-topping, which instead of throwing down 2 inches of asphalt & letting traffic on a couple hours later; now it’s several inches of concrete that needs a couple days to cure.
In States with lots of roads, little population, and a bureaucratic system whereby one agency is responsible for most of said roads (Pennsylvania comes to mind), it could also be a cost-cutting measure for the contractor. Essentially, the contractor has his start date & end date… the end date gives quite a bit of flexibility, so the contractor might use that extra time to send the crews to another, more pressing, project. This flexibility benefits the contractor by letting them multitask their crews, it benefits the State by cutting costs, and it benefits the public by letting their taxdollars go further… so long as they don’t mind staring at a line of orange barrels reaching out to the horizon with nary a worker in sight. Orange barrels eventually become just a part of the roadside landscaping.
Flexing crews around is also, to some degree, at play even when tasks aren’t contracted out. An agency’s in-house crews are often stretched out, too… so they might just tear up a failing surface & leave it milled whilst they move on to take out another failing surface… eventually coming back once they take out the more severe issues.
It could be that lower layers in the pavement were more damaged than anticipated, but generally data sampling catches this beforehand. In some cases, keeping the milled surface is used as a traffic calming measure… though I’m not entirely sure its real impacts have been too significant; and surely not worth the noise. And sometimes special types of milling may be used to improve friction or to create rumble strips/stripes… I’ve run into a number of people who confuse a milled roadway with standard milled rumble strips.
I’m sure there are a multitude of other reasons… but there’s a few to get you started. Cheers!
August 21st, 2009 at 11:13 am
In relatively rural cities, such as ours, contractors make arrangements and appointments for many projects. There are occasional shut-downs and problems at the asphalt plants, and of course delays occur; but normally the delay is very, very short. Contractors lose money when equipment sits idle.