Chapter 3

PCI Method (Pavement Condition Index) for flexible pavements1

3.1. Introduction

The PCI (Pavement Condition Index) method is a procedure that consists of the
determination of pavement condition through visual inspections,
identifying the class, severity, and amount of failures found, following a
methodology of easy implementation that does not require specialized tools,
Well, the pavement condition is measured indirectly.

It was developed between the years 1974 and 1976 by the Engineering Center of the Force
U.S. Air Force with the aim of obtaining a management system of
maintenance of rigid and flexible pavements.

This method constitutes the most comprehensive way for the objective evaluation and grading of
pavements, being widely accepted and formally adopted, as a procedure
standardized, by agencies such as: the Department of Defense of the United States
Together, the APWA (American Public Works Association) has been published by ASTM.
as a method of analysis and application (Standard procedure for inspection of
pavement condition index for roads and parking lots ASTM D6433-03.

The PCI calculation is based on the results of a visual inventory of the condition of
pavement in which class, severity, and quantity of each present failure are established. Given
the large number of possible combinations, the method introduces a weighting factor,
called "deduced value" to indicate to what extent it affects the condition of the pavement
each combination of impairment, level of severity, and density (amount).

This method does not intend to address security aspects if any are associated with
its practice. The PCI was developed to obtain an index of the structural integrity of
pavement and the operational condition of the surface, a value that quantifies the
state of the pavement for its respective treatment and maintenance.

3.2. Objectives

The objectives expected with the application of the PCI Method are as follows:
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Determine the condition of the pavement in terms of its integrity.

structural and the level of service it offers to the user. The method allows for
quantification of structural integrity indirectly, through the index
of the pavement condition (since measurements are not taken that allow
calculate this integrity directly.

When we talk about structural integrity, we refer to the ability that

it has the structural package to support external demands, such as loads of
traffic or environmental conditions. In contrast, the level of service is the capacity
of the pavement to provide a comfortable and safe use for the driver.

Obtain an indicator that allows for comparison, with a uniform criterion, the condition
and the behavior of the pavement, thus justifying the programming of
maintenance and rehabilitation works, selecting the repair technique
more suitable for the pavement condition under study.

3.3. Terminology

The main terms used in the method are defined below.

vital importance for its understanding and correct application.

Pavement network. It is the set of pavements to be managed, it is a single entity.

and has a specific function. For example, an airport or an avenue is a network of
pavement.

Pavement section. A section is an identifiable part of the pavement network.

For example, each path or parking lot is a separate section.

Pavement section. It is a contiguous pavement area for construction, maintenance,

usage history and uniform condition. One section must have the same volume of
traffic and load intensity.

Sample unit of the pavement. It is a subdivision of a pavement section that

it has a standard size that varies from 225 +/- 90 m2, if the pavement is not exactly
divisible by 2500 or to accommodate specific field conditions.

Random sample. Sample unit from the pavement section, selected for the
inspection using random sampling techniques.

Additional sample. It is a sample unit inspected additionally to the

randomly selected sample units in order to include sample units not
representative in determining the condition of the pavement.

Very poor samples should be considered as additional samples.

excellent ones that are not typical in the section nor among the sample units, that contain
uncommon deteriorations such as utility cuts (e.g., cut for installation of
water or drainage pipes, electricity, telephones, etc.

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If a sample unit containing an uncommon failure is randomly chosen as

sample unit, this must be considered as an additional sample unit and another
a random sample unit must be chosen. If all sample units are
inspeccionadas, entonces no habrá unidades de muestra adicionales.

Pavement Condition Index (PCI). It is a numerical grade of the condition of the

pavement. It varies from zero (0), for a failed or damaged pavement, to one hundred
(100) for a pavement in perfect condition. Each range of the PCI has its corresponding
qualitative description of the pavement condition.

Degree of pavement condition. It is a qualitative description of the condition of the

pavement, as a function of the PCI value that ranges from "failed" to "excellent"
as seen in figure 3.1.

Figure 3.1. PCI Index.

100

EXCELLENT
85
VERY
70 GOOD

GOOD
55

REGULAR
40

BAD
25

VERY BAD
10

0
FALLADO

Pavement Condition Index (PCI) and Rating Scale.

Pavement failures. External indicators of pavement deterioration caused by the

traffic loads, environmental factors, construction deficiencies, or a combination of
these causes.

3.4. Materials and instruments

Field data sheet. Document where all obtained information will be recorded.
during the visual inspection: date, location, section, segment, unit size
show, types of failures, levels of severity, quantities, and names of the staff
person responsible for the inspection. Table 3.1 shows a model used as a sheet of
registration.

Manual Odometer. Instrument used to measure distances on streets, highways,

roads, etc. See figure 3.2.

Rule or Cord. To measure the longitudinal and transverse deformation of the pavement.
study.
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Traffic cones. To isolate the street area under study, as traffic

It poses a danger to the inspectors who have to walk on the pavement.

Distribution Plan. Plan that outlines the pavement network that will be
evaluated.

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Table 3.1. Record sheet for flexible pavement roads.

PCI METHOD SCHEME

INDEX OF PAVEMENT CONDITION ON FLEXIBLE PAVEMENT ROADS
REGISTRATION FORM

Name of the route: Section: Sample unit:

Executor: Date: Area:
Crocodile skin 6. Depression 11. Utility cut patches and patches 16. Parabolic or sliding crack
Exudation 7. Edge fissure 12. Polished aggregate 17. Swelling
3. Block cracks 8. Reflection crack of joint 13. Pools 18. Weathering peel and
4. Bulges and depressions 9. Rail-Shoulder Gradient 14. Howling detachment of aggregates
5. Corrugation 10. Longitudinal and transverse cracks 15. Displacement [Link] crossing
FALLA QUANTITY TOTAL DENSITY DEDUCTIBLE AMOUNT

Source: Standard procedure for inspecting the pavement condition index in roads and parking lots ASTM D6433-03.
32

Figure 3.2. Odometer.

Manual odometer.

3.5. Sampling and sample units

The sampling will be carried out following the procedure detailed below:

1. Identify sections or areas in the pavement with different uses in the distribution plan
from the network, such as roads and parking lots.

2. Divide each section into segments based on criteria such as pavement design,
history of construction, traffic and its condition.

3. Divide the established sections of the pavement into sample units.

4. Identify the individual sample units to be inspected so that

allow inspectors to easily locate them on the surface of the pavement. It is
It is necessary for the sample units to be easily relocatable, so that it is possible
the verification of the information on existing failures, the examination of variations in the
sample unit with time and future inspections of the same sample unit
if it were necessary.

5. Select the sample units to be inspected. The number of units of

The sample to be inspected may vary as follows: considering all the
sample units of the section, considering a number of sample units that
guarantee us a reliability level of 95% or considering a lower number of
sample units.

5.1. All sample units of the section can be inspected for

determine the average PCI value in the section. This type of analysis is ideal
for a better estimate of the necessary maintenance and repairs.

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5.2. The minimum number of units to be inspected demonstrates 'n'.

given section, to obtain a statistically adequate value (95% of
reliability), is calculated using Eq. 1 and rounding the obtained value of
to the next higher integer.

Ns2
n … (Ec. 1)
e2
N1s 2
4
Where:

e = permissible error in the calculation of the PCI of the section, commonly, e = +/- 5 points
of the PCI.

s = standard deviation of the PCI from one sample to another in the same section. To
to carry out the inspection, it is assumed that the standard deviation is 10. This assumption
it must be verified in the way described below after having
determined the PCI values. For subsequent inspections, the deviation
the standard of the previous inspection must be used to determine the value of
n

N = total number of sample units in the section.

5.2.1. If achieving 95% reliability is critical, the convenience of the number of

inspected units must be verified. The number of sample units was
estimated based on an assumed standard deviation value. Calculate the value
current standard deviation (s) as follows (see Eq. 2):

1
2 2
n
PCIi PCIs
S (Ec. 2)
i1 n1
Where:

PCIi = PCI value of the inspected sample units i.

PCIs = PCI value of the section.

n = total number of inspected sample units.

5.2.2. Calculate the revised minimum number of sample units (Eq.1) to be

inspected using the calculated standard deviation (Eq.2). If the number of
the number of revised sample units to be inspected is greater than the number of
samples already inspected, select and inspect sample units
random additional units. These sample units must be evenly spaced
through the section. Repeat this process of checking the number of units of
sample reviewed, and inspect additional sample units randomly until
that the total number of inspected sample units is equal to or greater than

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minimum required number of sample units "n" obtained from Eq. 1, using
the total standard deviation of real samples.

5.3. Once the number of sample units to be inspected is

defined, calculate the spacing interval of the units using the
systematic random sampling. The samples must be equally spaced throughout
from the entire section by selecting the first sample at random. The interval of
The spacing 'i' of the units to be sampled must be calculated using the
next formula (Eq. 3) rounding the result to the next whole number
minor

i N n(Ec. 3)
Where:

N = total number of sample units in the section.

n = number of sample units to be inspected.

The first sample unit to be inspected is selected randomly among the

sample units 1 to "i". The sample units in the section that are
successive increments of the interval 'i' after the first selected unit
randomly are also inspected.

6. Additional sample units should be inspected only when observed.

non-representative failures. These sample units are chosen by the user.

3.6. Inspection procedure

Individually inspect each selected sample unit.

2. Register the segment and section number as well as the unit number and type of
sample (random or additional).

3. Record the size of the sample unit measured with the manual odometer.

4. Carry out the inspection of the failures, quantifying each level of severity and
recording the information obtained. The types of failures and the degree of severity are
are described in point 3.9.

5. The measurement method is included in the description of each failure.

6. Repeat this procedure for each sample unit to be inspected.

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3.7. Calculation of PCI

3.7.1. Determination of the PCI of the sample unit

Sum the total amount of each type of failure for each level of severity, and record this.
information in the column 'Total Severities'. For example, Table 3.2 shows
that the crocodile skin flaw is 1.2m2low severity pavement and 1.29m2of
medium severity. The units for the quantities must be in square meters, meters
linear, or the number of occurrences, depending on the type of failure.

2. Divide the total amount of each type of failure by each level of severity (total column)
of severities) between the total area of the sample unit and multiply the result by
100 to obtain the percentage density, as seen in table 3.2.

3. Determine the deduced value (DV) for each combination of type of failure and level of
severity using the curves of deduced value of failures found in the annex
A.

4. Determine the corrected maximum deducted value (CDV), using the following steps:

4.1. If none or only one individual deduced value is greater than two. The
total value is used instead of the maximum CDV to determine the PCI; otherwise
the maximum CDV must be determined using the procedure described in
4.2.–4.5.

4.2. Create a list of individual deduced values in descending order. By

for example, in table 3.2 this list will be 25.1, 23.4, 17.9, 11.2, 7.9, 7.5, 6.9, and 5.3.

4.3. Determine the number of permissible deductions, 'm', from graph 3.1., or
using the following formula (see Eq. 4):

9
m1 100HDV10 ... (Ecclesiastes 4)
98
Where:

m = maximum allowable number of derived values including fractions (must

be less than or equal to ten.

HDV = the highest individual deducted value for the sample unit.

(For example, in table 3.2., m = 1 + (9/98) (100-25.1) = 7.9).

4.4. The number of individual deducted values is reduced to the maximum allowable.
of deducted values 'm', including its fractional part. For example, in the table
3.3., the values are 25.1, 23.4, 17.9, 11.2, 7.9, 7.5, 6.9, and 4.8 (the value 4.8 is
obtained by multiplying 5.3 by 0.9). If we have a number of values
deducted less than 'm', all deducted values must be used.

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Table 3.2. Example of a record sheet on a flexible pavement

PCI METHOD SCHEME

PAVEMENT CONDITION INDEX ON FLEXIBLE PAVEMENT ROADS

REGISTRATION SHEET

Street name: Luis Montero Avenue Section: 1 Sample unit: U1

Executor: Edgar Daniel Rodríguez Velásquez Date: 14/01/2009 Area: 230.9
Crocodile skin 6. Depression ["11. Utility cut patches and patches","16. Parabolic crack or sliding crack"]
2. Exudation 7. Edge fissure 12. Polished aggregate Swelling
3. Block cracks 8. Joint reflection fissure 13. Beaches 18. Weathering peeling and
4. Bulges and depressions 9. Shoulder-Curb Difference 14. Howling detachment of aggregates
5. Corrugation 10. Longitudinal and transverse cracks 15. Displacement
FAILURE QUANTITY TOTAL DENSITY DEDUCTED VALUE
1L 0.25 0.55 0.4 1.2 0.52 7.9
1M 0.72 0.57 1.29 0.56 23.4
7L 5 6 1 12 5.20 7.5
8M 4 3 2.5 1 2.7 13.2 5.72 25.1
11H 1 1.03 2.03 0.88 17.9
13L 0.09 0.09 0.04 11.2
14L 1.04 0.9 1.94 0.84 6.9
18L 23.1 23.1 10.00 5.3

Source: Standard procedure for the inspection of pavement condition index in roads and parking lots ASTM D6433-03.
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Chart 3.1. Adjustment of the number of deducted values "m".

12

10
m = 1 + (9 / 98) * (100 - HDV)
8

0
0 20 40 60 80 100

Highest Deducted Value (HDV)

Source: Standard procedure for pavement condition index inspection

on roads and parking lots ASTM D6433-03.

Table 3.3. Calculation of PCI in a flexible pavement.

m = 1 + ( 9 / 98 ) * (100–25.1) = 7.9 < 8.0

7.9–7.0 = 0.9 0.9 x 5.3 = 4.8

# Deducted Value Total q CDV

1 25.1 23.4 17.9 11.2 7.9 7.5 6.9 4.8 104.7 8 51
2 25.1 23.4 17.9 11.2 7.9 7.5 6.9 2 101.9 7 50
3 25.1 23.4 17.9 11.2 7.9 7.5 2 2 97 6 46
4 25.1 23.4 17.9 11.2 7.9 2 2 2 91.5 5 47
5 25.1 23.4 17.9 11.2 2 2 2 2 85.6 4 48
6 25.1 23.4 17.9 2 2 2 2 2 76.4 3 48
7 25.1 23.4 2 2 2 2 2 2 60.5 2 49
8 25.1 2 2 2 2 2 2 2 39.1 1 38
9

Max CDV = 51

PCI = 49

Rating = REGULAR

Source: Standard procedure for inspecting the pavement condition index

on roads and parking lots ASTM D6433-03.

4.5. Determine the corrected maximum deducted value (CDV) iteratively

as shown in table 3.3.
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4.5.1. Determine the total deducted value (TDV) by summing the values.
individual deductions. The total deducted value obtained from the sum in 4.4 is
104.7

4.5.2. Determine q as the number of deduced values greater than 2. For example
in table 3.3. q = 8.

4.5.3. Determine the value of CDV based on the total deducted value (CDT) and from
value of "q" using the appropriate correction curves for pavements
flexibles of figure 3.3.

Figure 3.3. Correction curves.

Valor Deducido Total (CDT)

Correction of the Deducted Value for asphalt pavements

4.5.4. Reduce to 2 the smallest individual deducted value greater than 2 and repeat the
procedure from 4.5.1-4.5.3 until 'q' equals 1.

4.5.5. The maximum CDV is the highest of all CDVs.

4.6 Calculate the PCI by subtracting the maximum CDV from 100.

3.7.2. Determination of the PCI of the section

If all the inspected sample units are chosen randomly,

then the PCI of the section (PCIs) is calculated as the weighted PCI of the area in which
the inspected sample units are found randomly (PCIr) using the
Ec. 5:
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n
(PCIrixA)ri
i1
PCI SPCIr n … (Ec. 5)
Ari
i1

Where:

PCIr weighted PCI of the area of the inspected sample units in a

random.

PCIriPCI of the random sample unit 'i'.

Ariarea of the random sample unit 'i'.

n = number of random sample units inspected.

If there are additional sample units that have been inspected, the weighted PCI of
area of the additional units inspected (PCI)ais calculated using Eq. 6. The
The PCI of the pavement section is calculated using Eq. 7.

m
i1
(PCIaixA)ai
PCIa m
Ecclesiastes 6
Aai
i1

m m
PCIr(A i1
AaiPCIa( i1Aai) … (Ec. 7)
PCIS
A
Where:

PCIaweighted PCI of the area of additional sample units.

PCIaiPCI of the additional sample unit 'i'.

Aai= area of the additional sample unit 'i'.

A = area of the section.

m = number of additional sample units inspected.

PCIsweighted PCI of the pavement section area.

2. Determine the overall condition grade of the section using the PCI of the
section and the scale of the degree of condition shown in figure 3.1.

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3.8. Inspection criteria

A continuación se detallan algunos criterios importantes a tomar en cuenta durante la

visual inspection that will help minimize errors and clarify questions about the
identification and measurement of some types of failures.

1. If cracking like crocodile skin and paw prints occur in the same area,
each failure is recorded separately at its corresponding level of severity.

2. If the exudation is considered, then the polished aggregate will not be taken into account.
in the same area.

The polished aggregate must be found in considerable quantities for the failure
registered.

4. If a crack does not have the same level of severity throughout its length, each portion
The fissure with different levels of severity must be recorded separately. Without
embargo, if the different levels of severity in a portion of fissure cannot be
easily separated, this portion must be recorded with the highest level of
present severity.

5. If any defect, including cracks or potholes, is found in a patched area, it

it should not be registered; however, its effect on the patching must be considered in
determine the severity level of that patch.

It is said that a fault is disintegrated if the area surrounding it is

fragmented (sometimes to the point of detachment of fragments).

3.9. Failures, severity levels and unit of measurement

The following describes the three levels of severity: Low (L), Medium (M), and High.
(H); corresponding to each type of failure and representing the effects they have
about the quality of traffic.

In addition, the unit of measurement with which the failures must be evaluated during the
visual inspection.

Crocodile skin
L–Fine longitudinal fissures of the thickness of a hair, with a parallel path between
they and with some or no interconnection cracks. The cracks are not disintegrated.
See figure 3.4.a.

M–Continuation of the development of fine crocodile skin fissures, in a pattern or

network of fissures that could be slightly disintegrated. See figure 3.4.b.

The pattern or network of cracks shows progress such that the pieces that make up the skin
de cocodrilo están bien definidas y descascaradas en los bordes. Algunas de las piezas
they could oscillate or move under traffic. See figure 3.4.c.
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Unit of measure - Crocodile skin is measured in square meters. If there is

presence of two or three levels of severity in the same failure area these portions
they must be measured and recorded separately; however, if the different levels of
severity cannot be easily divided, the entirety of the area must be qualified with
the highest level of severity present.

Figure 3.4. Crocodile skin.

a b c

Crocodile skin with low (a), medium (b), and high (c) severity levels.

2. Exudation
The exudation has only occurred at a very light level and is perceived only during
some days of the year. The asphalt does not stick to shoes or vehicle tires. See
figure 3.5.a.

M–La exudación ha ocurrido llegando al punto en que el asfalto se pega a los zapatos o a
the vehicle tires only during some weeks of the year See figure 3.5.b.

H–Exudation has occurred extensively and a considerable amount of asphalt has

It takes the shoes and tires of the vehicles at least for several weeks a year. See
figure 3.5.c.

Figure 3.5. Exudation.

a b c

Exudación de nivel de severidad bajo (a), medio (b) y alto (c).

Unit of measurement – Exudation is measured in square meters.

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3. Block fissures
L–The blocks are defined by low severity cracks. See figure 3.6.a.
M–The blocks are defined by medium severity cracks. See figure 3.6.b.
H–The blocks are defined by high severity cracks. See figure 3.6.c.

Unit of measurement - Block cracks are measured in square meters. This failure
it generally occurs at only one severity level per pavement section; however,
if areas with different levels of severity can be easily distinguished, then
These areas must be measured and recorded separately.

Figure 3.6. Block fissures.

a b c

Cracks in block with low (a), medium (b), and high (c) severity levels.

4. Bulges and depressions

L–The bulges or depressions produce a low severity traffic quality,
That is to say, certain vibrations are felt inside the vehicle when driving over the area.
It has failed, but it is not necessary to reduce speed for safety or comfort. The
bulges or depressions individually, or both, cause the vehicle to bounce
slightly, but causes little discomfort. See figure 3.7.a.

M –The bulges or depressions produce a medium quality of transit.

severity, that is, significant vibrations are perceived within the vehicle when passing
about the affected area and it is necessary to reduce speed for safety and comfort. The
bumps and depressions individually, or both, cause the vehicle to bounce.
significantly, creating some discomfort. See figure 3.7.b.

H–The bumps or depressions create a high severity traffic quality.

The vibrations of the vehicle are so excessive that it is necessary to reduce speed.
considerably for safety and comfort. The bulges or depressions
individually, or both, cause the vehicle to bounce excessively, creating a lot
discomfort, jeopardizing safety or a high potential for severe damage to the vehicle.
See figure 3.7.c.

Unit of measure - The bulges and depressions are measured in linear meters.
Si un abultamiento ocurre en combinación con una fisura, la fisura también es registrada.
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Figure 3.7. Bulges and depressions.

a b c

Bulges and depressions of low (a), medium (b), and high (c) severity levels.

5. Corrugation
The corrugations produce a low severity transit quality, as was already seen.
In the previous failure, certain vibrations can be felt inside the inspection vehicle, but
It is not necessary to reduce speed for safety or comfort. See figure 3.8.a.

M–The corrugations produce a medium severity transit quality, meaning that it

they perceive significant vibrations inside the vehicle and it is necessary to reduce speed
for safety and comfort. See figure 3.8.b.

H–The corrugations produce a high severity transit quality. They are perceived.
excessive vibrations within the vehicle, so it is necessary to reduce speed
considerably for safety and comfort. See figure 3.8.c.

Unit of measure - The corrugation is measured in square meters.

Figure 3.8. Corrugation.

a b c

Corrugation of low (a), medium (b), and high (c) severity level.

Depression
The depression has a height that varies from 13 to 25 mm. See figure 3.9.a.
The depressed height has a range of 25 to 50 mm. See figure 3.9.b.
H–The depression is more than 50 mm. See figure 3.9.c.

Unit of measurement - Depressions are measured in square meters.

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Figure 3.9. Depression.

a b c

Depression of low severity level (a), medium (b), and high (c).

7. Edge fissure
L - It shows low to medium cracking without fragmentation or detachment. See figure.
3.10.a.
A medium cracking is appreciated with some fragmentation or detachment.
See figure 3.10.b.
There is considerable disintegration along the edge. See figure 3.10.c.

Unit of measurement – Edge cracks are measured in linear meters.

Figure 3.10. Edge fissure.

a b c

Fisura de borde de nivel de severidad bajo (a), medio (b) y alto (c).

8. Reflection crack at the joint (of longitudinal or transverse concrete slabs)

L - One of the following conditions is met: a) crack without filling of less than 10 wide
b) crack with filling of any width (the filling material is in good condition)
conditions). See figure 3.11.a.

M–One of the following conditions is met: a) crack without fill of greater width or
equal to 10 mm and less than 75 mm; b) crack with no filling less than or equal to 75 mm surrounded by
low severity fissures; c) fissure with filler of any width surrounded by fissures of
low severity. See figure 3.11.b.

H–One of the following conditions is met: a) fissure with or without filling surrounded by
fissures of moderate or high severity; b) fissure without fill wider than 75 mm; c) fissure
of any width where approximately 100 mm of the surrounding pavement is
detached or fractured. See figure 3.11.c.

Unit of measurement - Joint reflection cracks are measured in linear meters.

The length and severity level of each crack must be identified and recorded separately.
Si se presenta un abultamiento en la fisura de reflexión, éste también debe ser registrado.
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Figure 3.11. Reflection crack of the joint.

a b c

Reflection crack at the joint of low (a), medium (b), and high (c) severity level.

9. Shoulder - edge drop

L–The difference between the pavement elevations and the shoulder is greater than 25mm and
less than 50 mm. See figure 3.12.a.

The difference between the pavement elevations and the berm is greater than 50mm and
less than 100 mm. See figure 3.12.b.

H–The difference between the pavement elevations and the shoulder is greater than 100 mm. See
figure 3.12.c.

Unit of measure – The rail-bench difference is measured in linear meters.

Figure 3.12. Track–shoulder height difference.

a b c

Rail height difference - shoulder level of low severity (a), medium (b), and high (c).

10. Longitudinal and transverse cracks

L–One of the following conditions is met: a) a crack without filling with a width less than 10
b) crack with fill of any width (the fill material is in good condition
conditions). See figure 3.13.a.

M - One of the following conditions is met: a) crack without fill of width greater than
equal to 10 mm and less than 75 mm; b) crack without filling less than or equal to 75 mm surrounded by
randomly shaped, low severity cracks; c) crack with filler of any width
surrounded by low severity cracks and in a random pattern. See figure 3.13.b.

H–One of the following conditions is met: a) crack with or without filling, surrounded by
random cracks, of medium or high severity; b) crack without filling of width
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greater than 75 mm; c) crack of any width where approximately 100 mm of

the pavement surrounding it is severely cracked. See figure 3.13.c.

Unit of measure - Longitudinal and transverse cracks measured in meters

linear. If the crack does not have the same level of severity throughout its length, each portion
The fissure with different levels of severity should be recorded separately.

Figure 3.13. Longitudinal and transverse cracks.

a b c

Fissures of low (a), medium (b), and high (c) severity levels.

11. Patches and utility cut patches

The patch is in good condition and the traffic quality is low.
severity. See figure 3.14.a.

The patch is moderately deteriorated, the traffic quality is rated.

of moderate severity. See figure 3.14.b.

The patch is very deteriorated and the traffic quality is of high severity.
See figure 3.14.c.

Unit of measurement - The patches are measured in square meters. If the same patch
it has areas with different levels of severity, these areas must be measured and recorded
separately.

Any type of failure found in the patch should not be recorded; however, its
The effect on the patch will be considered to determine its level of severity.

Figure 3.14. Patches and utility cut patches.

a b c

Patches of low (a), medium (b), and high (c) severity levels.
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Polished aggregate
There are no defined severity levels for this type of failure. The polished aggregate must be
clearly noticeable in the sample unit, and the aggregate surface must be smooth to
touch. See figure 3.15.

Unit of measure - The polished aggregate is measured in square meters. If it is recorded

exudation, then the polished aggregate should no longer be recorded.

Figure 3.15. Polished aggregate.

Polished aggregate does not have defined levels of severity.

13. Beaches
The severity levels for potholes less than 750 mm in diameter are determined
de acuerdo a la tabla 3.4. En la figura 3.16.a se puede apreciar un bache de severidad baja.

Tabla [Link] de severidad para baches de diámetro menor a 750 mm.

Maximum depth Average Diameter (mm)

of the pothole 100 to 200 200 to 450 450 to 750

≥13 y≤25 mm L L M

> 25 y≤50 mm L M H

50 mm M M H

Source: Standard procedure for the inspection of pavement condition index

in roads and parking lots ASTM D6433-03.

If the pothole has a diameter greater than 750 mm, the area must be determined in meters.
squares and divided by 0.5 m2to find the equivalent number of potholes. If the
If the depth is less than or equal to 25 mm, the potholes are considered of medium severity.
(see figure 3.16.b); on the other hand, if the depth is greater than 25 mm, the potholes are of high
severity (see figure 3.16.c).

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Unit of measure - The potholes are not measured but counted and recorded separately.
according to its level of severity low, medium or high.
Figure 3.16. Potholes.

a b c

Levels of severity low (a), medium (b), and high (c).

14. Ahuellamiento
The surface depression, caused by vehicle wheels, varies between 6 and 13.
See figure 3.17.a.
The depression ranges between 13 and 25 mm. See figure 3.17.b.
H–The depression is greater than 25 mm. See figure 3.17.c.

Unit of measurement – The footprint is measured in square meters.

Figure 3.17. Howling.

a b c

Level of severity assessment low (a), medium (b), and high (c).
15. Displacement
L–The displacement generates a low severity traffic quality. See figure 3.18.a.
M–The displacement creates a medium severity traffic quality. See figure
3.18.b.
H–The displacement generates a high severity traffic quality. See figure 3.18.c.
Unit of measure - Displacements are measured in square meters.
displacements that occur in patches are considered to qualify them and not
they are considered as separate failures.
Figure 3.18. Displacement.

a b c

Desplazamiento de nivel de severidad bajo (a), medio (b) y alto (c).

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16. Parabolic or slip fissure

The average width of the crack is less than 10 mm. See figure 3.19.a.
M - One of the following conditions is met: a) the average width of the crack is ≥ 10
y < 40 mm; b) the area surrounding the crack is moderately chipped or surrounded
from other fissures. See figure 3.19.b.
H–One of the following conditions is met: a) the average width of the crack is > 40
b) the area surrounding the fissure is fractured into small removed pieces. See figure
3.19.c.

Unit of measurement – Parabolic or sliding cracks are measured in meters

squares and assessed according to the highest level of severity present in the area.

Figure 3.19. Parabolic fissure.

a b c

Fisura parabólica de nivel de severidad bajo (a), medio (b) y alto (c).

17. Swelling
L–When the swelling causes a low severity transit quality.
M–When the swelling causes a moderate severity transit quality.
H–When swelling causes a high severity transit quality.

See figure 3.20.

Unit of measure - The swelling area is measured in square meters.

Figure 3.20. Swelling.

Severe swelling.

18. Weathering and detachment of aggregates

The aggregate or the binder has started to detach. In some areas of the track, it
they appreciate gaps. In the case of spills, the oil stains are visible, but the
the surface is hard and cannot be penetrated with a coin. See figure 3.21.a.
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The aggregates or the binder have come off. The texture on the surface is
moderately rough and has small gaps. In the case of oil spills, the
the surface is smooth and can be penetrated with a coin. See figure 3.21.b.

The detachment of the binder and the aggregate is considerable. The texture of the
the surface is very rough and is severely hollowed. The hollowed areas are less than
10 mm in diameter and less than 13 mm in depth; the hollow areas greater than
these are considered as pothole-type failures. In the case of oil spills, the
The asphalt binder has lost its binding effect and the aggregate has begun to disintegrate.
figure 3.21.c.

Unit of measurement - The peelings and detachments are measured in square meters.

Figure 3.21. Peeling.

a b c

Peeling of low (a), medium (b), and high (c) severity levels.