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Dive into the research topics where Adam M Pike is active.

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Featured researches published by Adam M Pike.


Transportation Research Record | 2007

Evaluating the Retroreflectivity of Pavement Marking Materials Under Continuous Wetting Conditions

Adam M Pike; H Gene Hawkins Jr; Paul J Carlson

Wet weather performance of pavement markings has received increased emphasis with the availability of new products designed specifically to improve nighttime visibility in wet weather conditions. Procedures for measuring the performance of these and standard marking materials are found in ASTM E1710, E2176, and E2177, which describe retroreflectivity measurement in dry, continuous wetting, and recovery conditions, respectively. Research comparing the retroreflectivity values measured for 18 different marking samples in 14 measurement conditions is described. Each sample was measured according to the three ASTM procedures, plus an additional 11 rates of continuous wetting. In addition, analysis was done of 20 years of Texas rainfall data to gain an understanding of the relationships between actual rainfall rates and the rates specified in E2176. Findings indicate that while the allowable rainfall rate in E2176 ranges from 6 to 14 in./h, 88% of rainfall events produced maximum rates less than 0.75 in./h. A wide variability was found in the retroreflectivity values of materials as a function of the wet condition. For most markings, the retroreflectivity level decreases as the rainfall rate increases, but changes in retroreflectivity were not consistent for the different samples. Also, an analysis of the effect of cross slope on wet retroreflectivity measurements indicated that it has a major impact on the measured values. Findings suggest that the range of conditions permitted by E2176 brings into question the ability to use this procedure to compare material retroreflectivity in a standardized manner.


NCHRP Report | 2013

Effective Removal of Pavement Markings

Adam M Pike; Jeffrey D Miles

Traffic pattern changes can be problematic if the markings are not completely removed or the removal technique produces scarring of the roadway surface which, in darkness or rain, can be confusing to drivers and create an unsafe driving environment. This report presents field evaluation results of five removal methods applied to eight pavement marking material types on multiple pavement surfaces using a number of performance measures. The performance measures included evaluation based on marking removal, pavement condition, cost effectiveness, and environmental impact. These field observations, combined with results from a survey of 55 state and local agencies, yielded recommendations to aid in the selection of pavement marking removal techniques. This report will be of interest to state and local highway agency construction managers and contractors engaged in removal of pavement markings.


Journal of Infrastructure Systems | 2011

Guidance for Cost-Effective Selection of Pavement Marking Materials for Work Zones

Praprut Songchitruksa; Gerald L Ullman; Adam M Pike

Pavement markings provide important information to motorists, especially in a work zone environment where alignments are often changed from what is typical. Unlike normal roadway applications, work zone pavement markings are often placed on the roadway for a limited period of time, such as during an interim phase of construction. The performance and total cost for each material may vary greatly depending on a number of factors, such as traffic volume, surface type, and project duration. The objective of this study is to develop a systematic approach to provide practitioners with objective guidance for selecting cost-effective pavement marking materials for work zones that meet specific performance requirements. A Monte Carlo simulation and sensitivity analyses were conducted to establish a cost-based decision support guidance given a set of factors influencing the performance of marking materials. Four types of materials considered in this study were paint, thermoplastics, temporary tapes, and traffic buttons. The analysis results indicated that traffic buttons perform slightly better at shorter phase durations and moderate traffic levels on the concrete surface. The use of thermoplastics was recommended as the lowest-cost alternative only on the asphalt surface with moderate project durations and traffic levels. Paint markings are recommended for short-duration projects regardless of traffic conditions or pavement surfaces. DOI: 10.1061/(ASCE)IS.1943-555X.0000043.


Transportation Research Record | 2017

Laboratory-Based Retroreflectivity Assessment of Raised Retroreflective Pavement Markers

Adam M Pike

Pavement markings are often supplemented with raised retroreflective pavement markers (RRPMs) to provide increased visibility, especially in wet nighttime conditions. To provide adequate visibility, highway agencies need to replace their markings and markers before they reach inadequate levels of performance. Currently, there are no quantitative visibility performance requirements for in-service RRPMs. Most markers are replaced on the basis of visual inspection or predetermined replacement schedules. This paper presents an initial investigation into the impacts of different measurement systems and different geometries on the quantitative evaluation of the visibility of RRPMs. A key question was how the different measurement geometries affected the retroreflective performance of RRPMs. The research found that when the observation angle was held at 0.2° and the entrance angle increased, the coefficient of luminous intensity also increased. This finding was true for every color and brand of marker for the geometries tested. There was a notable drop in performance when the evaluation geometry was changed from pavement marker geometry to pavement marking geometry. When the photometric range was used, the pavement marking geometry resulted in data that were 7.8% of the values from the standard marker geometry. Charge-coupled device photometer measurements resulted in pavement marking geometry results that were on average 6.7% of the value of the RRPM geometry. These values being close indicated that the two measurement types were comparable and that the markers could consistently be evaluated at the two distinct geometries.


Transportation Research Record | 2015

Quantifying the Effectiveness of Performance-Based Pavement Marking Maintenance Contracts

Srinivas Reddy Geedipally; Praprut Songchitruksa; Adam M Pike

Pavement markings play a vital role in the safe and efficient movement of traffic. In 2010, FHWA began the process of amending existing regulations and issued a notice of proposed amendments to adopt minimum pavement marking retroreflectivity levels. Performance-based pavement marking maintenance contracts (PBPMMCs) are one of the latest mechanisms used to maintain adequate pavement marking performance levels. The Texas Department of Transportation has issued two PBPMMCs, but the effectiveness of these contracts compared with other contracting mechanisms from a performance or safety perspective has not been investigated. This study quantified the effectiveness of PBPMMCs by evaluating the delivered pavement marking performance and safety performance. When compared with other contracting mechanisms, the evaluations found inconclusive evidence as to the benefit of the PBPMMC from a safety and marking performance standpoint. The results are inconclusive perhaps because the markings were maintained adequately before the PBPMMC or because the PBPMMC did not provide a significant improvement in the marking systems.


Transportation Research Record | 2015

Predicting Pavement Marking Service Life with Transverse Test Deck Data

Adam M Pike; Praprut Songchitruksa

Pavement marking test decks are an effective way to evaluate the quality of marking in the field. Transverse test decks provide accelerated wear on markings in the wheelpath area and can provide a side-by-side comparison of different pavement marking materials. The drawback is that the relationship between transverse and long-line pavement marking test decks is relatively unknown. This study was developed to provide better understanding of the relationship between the accelerated wear area on a transverse marking and how it relates to typical wear on a longitudinal marking. The objective of the study was to develop a model for predicting long-line pavement marking retroreflectivity values from transverse pavement marking test deck data. These models and associated parameters can be used to estimate the retroreflectivity of an edge line marking or the amount of time it will take for the edge line marking to reach a given retroreflectivity level. The user needs only the transverse retroreflectivity readings and an initial or assumed initial edge line retroreflectivity value.


NCHRP Report | 2013

Predicting the Initial Retroreflectivity of Pavement Markings from Glass Bead Quality

Omar Smadi; Neal Hawkins; Basak Aldemir-Bektas; Paul J Carlson; Adam M Pike; Chris Davies

This report describes a proposed laboratory test method to predict the initial retroreflectivity of pavement markings in the field based on the quality of the applied glass beads. Thus, the report will be of immediate interest to state materials and maintenance engineers with responsibility for specification and placement of pavement marking materials. The project team conducted a combined laboratory and field experiment to develop, verify, and validate the proposed test method. The laboratory experiment addressed the characterization of glass beads and identified a drawdown test as a promising method to relate the laboratory retroreflectivity of glass beads to initial pavement marking retroreflectivity. The field experiment successfully verified and validated the laboratory results through a series of pilot- and full-scale pavement marking applications. Finally, the variability of the drawdown test method was estimated through a modified interlaboratory study. The study included five laboratories, which used the same set of beads and the same paint to conduct the drawdown test independently. Analysis of the results demonstrated that the test method is repeatable and reproducible. The report fully documents the research; a proposed laboratory test method in AASHTO standard format is presented in Chapter 5: Findings and Recommendations. In addition, the report includes Appendix A: Explanation for Statistical Graphing.


Transportation Research Record | 2018

Safety Evaluation of Alternative Audible Lane Departure Warning Treatments in Reducing Traffic Crashes: An Empirical Bayes Observational Before–After Study

Lingtao Wu; Srinivas Reddy Geedipally; Adam M Pike

Roadway departure crashes are a major contributor to traffic fatalities and injury. Rumble strips have been shown to be an effective countermeasure in reducing roadway departure crashes. However, some roadway situations, for instance, inadequate shoulder width or roadway surface depth, have limited the application of conventional milled or rolled in rumble strips. Alternative audible lane departure warning systems, including profile (audible) pavement markings and preformed rumble bars, are increasingly used to overcome the limitations that exist with the milled rumble strips. So far, the safety effectiveness of these alternative audible lane departure warning systems has not been extensively assessed. The main purpose of this paper is to examine the safety effect of installing profile pavement markings and preformed rumble bars. Specifically, this study developed crash modification factors for these treatments that quantify the effectiveness in reducing single-vehicle-run-off-road (SVROR) and opposite-direction (OD) crashes. Traffic, roadway, and crash data at the treated sites on 189 miles of rural two-lane highways in Texas were analyzed using an empirical Bayes (EB) before–after analysis method. Safety performance functions from the Highway Safety Manual and Texas Highway Safety Design Workbook were used in the EB analysis. The results revealed a 21.3% reduction in all SVROR and OD crashes, and 32.5% to 39.9% reduction in fatal and injury SVROR and OD crashes after installing profile pavement marking and preformed rumble bars.


Transportation Research Record | 2018

Development of a Pavement Marking Life Cycle Cost Tool

Adam M Pike; Bharadwaj Bommanayakanahalli

Pavement marking materials can be broadly classified into two types: durable and nondurable. The durable markings have a longer service life compared with the nondurable and, thus, need to be replaced less frequently. The material cost of the durable markings is higher compared with the nondurable markings. However, the durable markings have several benefits compared with the nondurable markings. Durable markings require less frequent striping resulting in less traffic delays faced due to marking installation and fewer accidents due to fewer work zone closures. The administrative costs associated with contracting and monitoring the work is also lower for durable markings due to less frequent contracting. The primary purpose of this project is to explore the cost differences between durable and nondurable markings, and how various factors can impact the life cycle cost of different marking materials. Researchers developed a life cycle cost calculator that considers the various costs associated with pavement markings to assist in comparing total costs of different marking materials. All costs associated with the implementation of pavement marking projects are considered, including material and installation costs, traffic delay costs and crash costs due to marking installations, and administrative costs to cover contracting and management of the pavement marking assets. This life cycle cost calculator would be another tool that decision makers could use to help choose the most cost-effective pavement marking for the selected input condition.


Transportation Research Record | 2015

Analysis of Vehicle Speeds and Speed Differentials in Curves

Michael P Pratt; Srinivas Reddy Geedipally; Adam M Pike

Horizontal curves are associated with significant numbers of fatal crashes. The safety performance of an individual curve depends on a variety of geometric factors, including radius, superelevation rate, deflection angle; vehicle speeds; and friction characteristics of the pavement. In addition, vehicle speeds in curves are influenced by curve geometry and speeds along the approach tangent. Hence, an understanding of the relationship between these various factors is important for developing an analysis framework to assess curve safety. In this paper, documented models estimate vehicle speeds at the beginning, midpoint, and end of a curve on the basis of the curves operational and geometric characteristics. These models are applied in an analysis framework based on the concept of margin of safety, which is side friction demand subtracted from side friction supply. This method can be used to prioritize proposed treatments at curve sites and to identify points along the curve at which sliding failures are most likely to occur. The analyst must provide the key operational and geometric characteristics as well as friction characteristics of the existing pavement and proposed surface treatment.

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