i An update to this article is included at the end

Transportation Research Interdisciplinary Perspectives 4 (2020) 100100

Contents lists available at ScienceDirect

Transportation Research Interdisciplinary Perspectives

journal homepage: https://www.journals.elsevier.com/transportation-research-
interdisciplinary-perspectives

Evaluation of pavement condition index by different methods: Case study of

Maringá, Brazil
⁎
Jéssica Marcomini Pinatt, Marcelo Luiz Chicati , Jesner Sereni Ildefonso, Cláudia Regina Grégio D'arce Filetti
Universidade Estadual de Maringá, Technology Center, Civil Engineering Department, Colombo Avenue 5790, University Garden, Maringá 87020-900, Brazil

A R T I C L E I N F O A B S T R A C T

Article history: In order to speed up and prioritize investments in pavement recovery, it is necessary to perform localization and charac-
Received 10 September 2019 terization studies of the defects. Thus, the objectives of this study were to analyze the objective and subjective evaluations
Received in revised form 20 February 2020 of the Pavement Condition Index (PCI) used in the Urban Pavement Management System (UPMS) using GIS and identify
Accepted 26 February 2020
the most damaged pathways. This research was carried out in the state of Paraná (PR), Brazil. A functional evaluation was
Available online 13 March 2020
performed, with defect identification by means of visual analysis using the PCI method. Two types of evaluation were per-
Keywords:
formed, objective and subjective, which were compared to each other using the coefficient of Pearson's correlation. Sub-
Pavement management sequently, maps were generated in the ArcGIS 10.2 software. It was observed that 92.21% of the sections were classified as
Pavement characterization “very good” to “fair,” whereas 7.94% were classified as “poor” or “very poor”. It was possible to prove the similarity be-
Mapping defects tween the results of the objective and subjective evaluations from Pearson's correlation. The coefficient resulted in 0.95, a
value close to 1 which represents a strong correlation between the data. Thus, the PCI can be determined more quickly and
simply through subjective evaluations. Subjective evaluations are indicated for cities where maintenance is performed
without any planning, it is a simplified way to evaluate the pavement and have good results. The use of the GIS tool facil-
itated the visualization of the pavement conditions in the different sections.
© 2020 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY license (http://
creativecommons.org/licenses/by/4.0/).

1. Introduction
Evaluating pavements depends on observing and recording its condi-
tion, the characteristics identified on the surface, and also its structural con-
dition. Evaluating this element can be different in functional or structural
form. Functional analysis is related to the coating surface, where the factors
influencing the use of the pavement, affecting its safety and comfort, are an-
alyzed (Arhin et al., 2015). The best way to study a service is through the
user, for example, analyzing whether the road is comfortable
(i.e., functional to traffic) when driving a vehicle on it. However, structural
evaluation is related to the load capacity of the pavement, which may be
linked to its design or dimensioning (Pinto and Preussler, 2001).
The models used to determine the condition of the pavement integrate
the Urban Pavement Management System (UPMS). The UPMS consists of
pavement planning, design, construction and maintenance activities, all
of which interact with each other. In addition to external factors such as
budget resources, data required by the system and policy and administra-
tive guidelines (DNIT, 2011).
The UPMS aims to make the best investments, safety, comfort and econ-
omy for users and, for that, research answers to the following questions:
what should be done on the pavement? how to perform? when to intervene
⁎ Corresponding author.
E-mail addresses: mlchicati@uem.br, (M.L. Chicati), jsildefonso@uem.br. (J.S. Ildefonso).
and where to prioritize? (Fernandes Júnior et al., 1999). According to Lopes
et al. (2015), the management of pavements begins with the collection of
data and is finalized with the definition of strategies of maintenance and
elaboration of the budget, with the objective of providing safe, comfortable,
and economical roads for the users.
For the characterization of defects found in flexible pavements, methods
of discrimination of defect types are usually employed. The categories used
by the Strategic Highway Research Program (SHRP, 1993) are well known
and widespread in pavement condition assessment studies (Páez et al.,
2015; Zanchetta, 2005), although this is an established parameter for a
given condition, which usually requires some adjustments in different
cases.
Knowing the condition of the pavement in each section is an important
step in the management process (Loprencipe et al., 2017). Visualizing this
information is a facilitating factor for managers since, this way, the regions
that need repairs are identified quickly, streamlining the decision-making
process. In view of this, the composition of a database with georeferenced
information within a Geographic Information System (GIS) can be a deci-
sive factor for the success of a management program. The versatility of
GISs can provide managers with the ability to continuously produce carto-
graphic information, data specialization, and the possibility of constant
updating. GISs were developed to work with data referenced by spatial co-
ordinates and can be used for data collection, storage, editing, analysis, and
visualization and cross-information results. In projects related to paving

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2590-1982/© 2020 The Authors. Published by Elsevier Ltd. This is an open access
article under the CC BY license (http://creativecommons.org/licenses/by/4.0/).
J.M. Pinatt et al.
and pavements, it is possible to integrate the data of the pavement, water
supply network, sewage system, electrical energy, and others that can inter-
act together (Lopes et al., 2015).
PCI-themed maps can help engineers understand the overall condition
of the pavement but cannot guide the actual maintenance actions. In
order to make decisions regarding the maintenance and rehabilitation of
a pavement, the engineer must know the types of defects present in a
given location and their quantities. By visualizing each section on the
map, the GIS can indicate what defects are present, their severity, and
their quantity, all at once (Chen et al., 2012). In a similar study, however,
based on the relationship between the volume of traffic and the occurrence
of congestion, Sun et al. (2014) used small stretches of streets to evaluate
the methodology and later extrapolated this index obtained for more com-
prehensive regions, even without the use of a GIS component. Integrating a
GIS into the UPMS provides some advantages such as a graphical presenta-
tion of maps with pavement information and UPMS analysis results. In ad-
dition, it is possible to create an interface between a GIS and some other
pavement management program, where the GIS will have the function of
elaborating analysis models (Lopes et al., 2015).
Including a GIS in the UPMS is a means to facilitate and bring about agil-
ity to the pavement management process. Thus, the objective of this work
was to evaluate the condition of flexible pavements determined by the
PCI, in an objective and subjective way, and to integrate this information
into the GIS for thematic maps.
1.1. Pavement evaluation studies
The Pavement Condition Index (PCI) is an objective-type method for vi-
sually evaluating pavements, which considers the extent and severity of the
defects found in a particular study site. This method was applied by several
authors, such as Trombetta et al. (2010), Soncim and Fernandes Júnior
(2015), Lopes et al. (2015), Arhin et al. (2015), Boyapati and Kumar
(2015), and Kirbas and Karasahin (2017). Vieira et al. (2016) applied PCI
in the surface evaluation of flexible pavements together with the Global Se-
verity Index, showing by means of comparative analysis that the PCI was
more complete and more appropriate under the conditions evaluated.
Boyapati and Kumar (2015) used the PCI method to determine the con-
dition of the pavement in two sections (Thanjavur - Ayyampetai and
Sathamagalam - Keelapur) according to the procedures outlined in ASTM
D5340 (ASTM, 2007). The first section had sections with PCI values in
the range of 24–56, which covered three different pavement conditions
(poor, very poor, and fair) and maintenance priority levels (PR1: recon-
struction; PR2 and PR3: rehabilitation). The second section exhibited PCI
values ranging from 40 to 45. In this case, all sections were classified ac-
cording to their pavement condition as fair, with priority level PR3
(rehabilitation).
Al-Neami et al. (2017) evaluated 10 pathways of different functional
classes and defined pavement conditions using PCI values, which were
adapted to only three categories: good, fair, and poor. Out of the analyzed
sections, 48% were in good condition, 25% were in fair condition, and
27% were in poor condition.
In the evaluations performed by Kirbas and Karasahin (2017), patches
were predominant among the defects found (19.5%), with potholes ranking
fourth in frequency (13%). Potholes were also among the most common de-
fects found in the assessments made by Mittal et al. (2017) as well as
Corazza et al. (2016). In the latter study, patches were also among the
most frequent defects. It can be noted that, regardless of whether the de-
fects are in vehicle or pedestrian routes, the most found ones are the same.
In general, it was observed that interferences appeared mainly in arte-
rial roads followed by local roads, with the least frequency in collector
roads. In the District of Columbia, local pathways showed more defects
compared to arterial and collector pathways (Arhin et al., 2015). In theory,
arterial pathways have a greater flow, which can lead to more defects; how-
ever, this also depends on other factors, such as the date of the last mainte-
nance performed on the pavement.
2
Transportation Research Interdisciplinary Perspectives 4 (2020) 100100
Loprencipe et al. (2017) studied the Sustainable Urban Pavement Man-
agement System considering the operational cost of vehicles, used the PCI
method to identify the pavement condition, and reached an average value
of 54, indicating a poor condition. 34% of the studied regions were under
the critical limit of PCI (PCI < 55), which demonstrated a deteriorated
pavement.
Li and Huang (2014) studied the pavement condition of different types
of roads, including urban and arterial roadways, and compared these data
with accident information (different types of collisions). They concluded
that the better the pavement condition, the lower the collisions rate. Collec-
tor roads classified as “very poor” were the ones that had the most colli-
sions, followed by the collector roads in the “fair” and “poor” categories,
a lesser quantity collision occurred in arterial roads in sections “very
poor,” “poor,” and “fair.” For both roads, the “very good” condition had
the smallest number of accidents.
In order to improve the parameters to assess the condition of the pave-
ment Corazza et al. (2016) developed an adaptation of the PCI method, tree
root irregularities were included in the calculation of the Sidewalk Condi-
tion Index. Roots can generally have a great impact on the condition of
pavements.
Other adaptations were made in order to facilitate the data collection
process, studies were conducted to verify the possibility of performing ob-
jective evaluations of the pavements. Pescador Júnior et al. (2018) per-
formed objective and subjective evaluations of a pavement with different
panels of evaluators. They concluded that subjective assessment can be
used to verify the asphaltic condition because it is a simpler and more
agile procedure than the objective evaluation using the PCI method, since
the results were very close to both conditions. Another identified factor
was that the greatest similarities between the two evaluations occurred
where the PCI values presented an average grade and the condition of the
pavement was between fair and good. Differences in the other sections
may be due to the presence of some defects that were considered in the cal-
culation of PCI; however, in the evaluator's perception, they do not influ-
ence the traffic in any way.
Fontenele and Sória (2003) studied the process of subjective evaluation
of the surface condition of unpaved roads in the city of São Carlos, São
Paulo (SP). This study was performed with seven evaluators in two situa-
tions: (1) 300 m stretches traveled in the interior of a vehicle and (2) sample
units of 30 m traveled on foot. The results of the evaluations were homoge-
neous among the group; when analyzed individually, the majority were
within the acceptable limit (absolute deviation up to 10%). This way, sub-
jective evaluations were considered valid. The scores attributed individu-
ally were generally higher than the average of each sample unit and were
lower than the mean in the 300 m samples. Both cases are independent of
whether the road is good or poor.
Soncim and Fernandes Júnior (2015) developed a statistical model of
performance for the determination of PCI on a flexible paved highway in
the state of Bahia (BA). Comparing the values of objective and subjective
PCI, the results showed that the higher values of PCI were underestimated
and the lower values were overestimated.
Arhin et al. (2015) also found a simplified way to evaluate pavements,
estimating the value of PCI from the IRI values. This was possible by
means of statistical equations, using the least-squares regression method.
PCI-IRI models were developed for different conditions, pathways with dif-
ferent functional classes, and pavement types. Kirbas and Karasahin (2017)
already estimated the value of PCI from vibration data, where the surface
roughness component was evaluated through an acceleration data analysis
and mathematical prediction models were developed. In all analyses of the
model, the results were statistically accepted as significant; this way, this
proved to be another method that facilitates the process of evaluation of
pavement condition.
In addition, Kirbas and Karasahin (2018) studied the comfort conditions
of the members of a vehicle through the vibration received according to the
speed and PCI of the lane. The comfort conditions were classified as “not
uncomfortable (NU),” “a little uncomfortable (ALU),” “fairly uncomfort-
able (FU),” and “comfort level (CL),” and the speeds studied were 20, 30,
J.M. Pinatt et al.
40, and 50 km/h. Thus, the results obtained were the PCI threshold values
for the comfort level at each speed: 20 km/h (PCI of 42: limit between NU
and ALU; PCI of 0: limit between ALU and FU), 30 km/h (PCI of 67: limit
between NU and ALU; PCI of 12: limit between ALU and FU), 40 km/h
(PCI of 72: limit between NU and ALU; PCI of 30: limit between ALU and
FU), and 50 km/h (PCI of 78: limit between NU and ALU; PCI of 45: limit
between ALU and FU). These values were represented graphically in
order to better understand them.
2. Methods
The study was conducted in the city of Maringá, located in the state of
Paraná in Brazil (Fig. 1), between Parallel 23°25′and Meridiano 51°57′,
being cut by the Tropic of Capricorn. It has a territory of 487,013 km2
(PMM, 2020; IBGE, 2020).
The definition of the study regions considered the choice of homoge-
neous sections; that is, they presented similar characteristics. The word
“section” was used to define each stretch of road present between the inter-
sections of two roads perpendicular to the path of study. We analyzed the
sections of 30 roads, with three different classes: local, collector, and arte-
rial. Altogether, 655 sections were studied: 90 local, 206 collector, and
359 arterials, corresponding to approximately 87,137.1 m. The pathways
used in this study are shown in Fig. 2.
An objective evaluation using the PCI method was performed on the
basis of the charts used by Zanchetta (2005), which were adapted from
SHRP (1993). This adaptation occurred mainly because the defects consid-
ered by the SHRP method were not found in Brazil as a whole, or because
they were defects commonly found on roads and not on urban pavements,
as observed by Vieira et al. (2016). During the data collection, the defects
visualized were recorded with their level of severity and extension in a ver-
ification form at the end of each section. The defects evaluated were cracks
(fatigue cracking, block cracking, edge cracking, longitudinal cracking,
transverse cracking, and reflection cracking), patches, potholes, permanent
deformations, corrugations, exudation, and wear.
In each block, in our analysis, we disregarded approximately 6 m at the
beginning and at the end of the section, because in these regions, the char-
acteristics found were different because of the acceleration and decelera-
tion efforts that occur near the intersections. Road crossings were also
disregarded for the same reasons.
The severity and extent of defects were assessed according to the PCI
method and the specifications of the SHRP Manual (1993). Thus, for each
defect, the categories “low (L),” “moderate (M),” and “high (H)” were
Fig. 1. City location of Maringá.
3
Transportation Research Interdisciplinary Perspectives 4 (2020) 100100
defined for the sum of the deductible points, which are values associated
with the defects. The defects that most influence the loss of pavement ser-
viceability, according to the PCI, were given a higher weight; within each
defect, the values increased with the increase in the level of severity and ex-
tension. The values of the deductible points of each defect were defined on
the basis of the sum of the values assigned to the level of severity and exten-
sion. The sum of these values cannot exceed the range of the deductible
points determined for each defect, as presented by Fernandes Júnior et al.
(1999). After summing the deductible points, this value was subtracted
from 100 to obtain the section PCI.
A subjective evaluation using the PCI method was performed on the
basis of the work of Zanchetta (2005), where the PCI was determined
with a score from 0 to 100, attributed by the evaluator while visually ana-
lyzing the pavement subjectively. In this case, the evaluator is always posi-
tioned in a place with full visibility of the roadside, or between two
avenues. The score of each section was assigned at the end of the course
of each section because, this way, the evaluator could see all the existing de-
fects. The grades were close to 100 when at the end of the section few de-
fects were observed, or these defects were barely perceptible. Some
examples: surface cracks, cracks, patches, and small potholes, or low wear
in small areas. As the extent and severity of the defects increased the
notes was reduced. With the PCI values, the pavement conditions were
defined.
This subjective evaluation was performed with the sole purpose of com-
paring the results with those of the objective evaluation, aiming to present a
simplified way for evaluating pavements. A comparison was made using
Pearson's correlation coefficient, which is a measure of the variance shared
between two variables (a measure of linear association), calculated using
the following equation:
  
1 X xi−X yi−Y
r¼ ð1Þ
n−1 sx sy
where n represents the number of units of the variable, xi and yi represent
the values of the observations “i” of each variable, X− and Y− represent
the means, and sx and sy indicate the standard deviation (Figueiredo Filho
and Silva Júnior, 2009).
While performing the objective and subjective evaluations, the PCI
values of each section of the studied roads were found. The PCI intervals
adopted in this study were 0–59 (very poor), 60–69 (poor), 70–79 (fair),
80–89 (good), and 90–100 (very good).
J.M. Pinatt et al.
Fig. 2. Pathways analyzed in the study area.
During the course of evaluation, besides filling the forms, the
georeferencing of specific defects (potholes, patches, and interference caused
by tree roots and maintenance of infrastructure, e.g., the sewage network)
was carried out. The points were recorded using a Trimble GPS receiver
with an L1 carrier and postprocessed submetric accuracy. Differential correc-
tion of GPS data was performed in the Trimble Pathfinder Office software.
For the spatial location of these demarcated points in the field, we used a
vetorial cartographic base with the previous layout of streets and pavements,
as well as the delimitation of blocks and the urban region. This information
was then gathered in a database in a GIS environment. For this work, the
ArcGIS 10.2 software was used, where it was possible to introduce the follow-
ing data by incorporating different layers associated with specialized data:
functional class, calculated PCI, subjective PCI, pavement condition, and
points collected with the GPS. In addition, the study sections were also
vectorized, and finally data crossings were performed for the mapping of
the pavement condition and defect densification.
3. Results
From the assessment of the pathways using the PCI method, both by the
objective approach and by the subjective approach, we could then spatially
visualize the distribution of these conditions in the study area, as can be
seen in Fig. 3.
In Fig. 3A, for the calculated PCI, out of all the sections presented,
61.83% were classified as “very good,” 16.03% as “good,” 14.35% as
“fair,” 6.23% as “poor,” and 1.68% as “very poor.” In Fig. 3B, referring to
the subjective PCI, 63.81% were classified as “very good,” 18.32% as
“good,” 12.37% as “fair,” 4.58% as “poor,” and 1.07% as “very poor.”
Considering the classification of Boyapati and Kumar (2015), 9% of the
sections were classified as very poor, 9% as poor, and 82% as fair. By clas-
sifying the PCI values found by Boyapati and Kumar according to the clas-
sification used in the city of Maringá, the same sections (9%) would be
4
Transportation Research Interdisciplinary Perspectives 4 (2020) 100100
classified as very poor, 82% as poor, and 9% as fair. Regardless of the clas-
sification, it is possible to notice that, unlike the city of Maringá, the sec-
tions evaluated are not in good condition. This classification of the
pavement condition contributes to the definition of stretches that need to
receive priority of investments, which is an important function in the man-
agement of pavements.
Fig. 4 shows a comparison between the calculated PCI and the subjec-
tive PCI, with the percentages of the classification of the pavement condi-
tion, in the classes assigned in this study.
It was observed that the values of the calculated PCI and subjective
PCI were close in all the categories. This apparent similarity was then
evaluated using Pearson's correlation coefficient. According to
Figueiredo Filho and Silva Júnior (2009), Pearson's correlation (r) re-
quires the sharing of variance, and this variation must be distributed lin-
early, since the best way to demonstrate the relationship pattern of two
variables is by a straight line. The quantification of the visible similarity
between the data obtained objectively and subjectively can be observed
in the graph shown in Fig. 5. In addition, it can be noted that the results
(Fig. 4) showed that the lower values of PCI were underestimated and
the higher values were overestimated, different from what was pre-
sented by Soncim and Fernandes Júnior (2015).
The result obtained from the calculation of Pearson's correlation coeffi-
cient was 0.95; that is, there is a strong correlation between the PCI values,
because the closer the value is to 1, the stronger the relationship is. Thus, it
is possible to affirm that the subjective evaluation can be used to define the
condition index of the pavement as a simplified alternative to the objective
evaluation by the PCI method.
In search for a visual identification of the sections where divergence was
observed between the classifications of the objective PCI and the subjective
PCI, the map in Fig. 6 was elaborated.
The most divergent routes of PCI were arterial, followed by local and
collector routes, and most of these were overestimated. Most of the local
J.M. Pinatt et al. Transportation Research Interdisciplinary Perspectives 4 (2020) 100100

Fig. 3. Pavement condition according to the calculated PCI (A) and subjective PCI (B)

70
63.81
61.83
60

50

40

30

18.32
20 16.03 14.35
12.37
10 6.23 4.58
1.68 1.07
0
Very Good Good Fair Poor Very Poor

PCI calculated PCI subjective

Fig. 4. Comparison between calculated PCI and subjective PCI

roads were classified as “very good” for both the calculated and the subjec-
tive PCI, 62.22% and 63.33%, respectively. Likewise, most of the collector
roads were classified as “very good” and did not present large differences
between the values of the calculated and the subjective PCI, 70.87% and
73.79%, respectively. Arterial roads also presented most of the sections
classified as “very good,” but with percentages smaller than those of local
and collector roads (56.27% for the calculated PCI and 57.94% for the sub-
jective PCI). In a similar way to the other routes, the values of the calculated
and subjective PCI did not suffer great variations. It can be stated that most
of the roads studied were in good condition for use.
3.1. Georeferenced points
Knowing that the condition of the pavement influences the number
of accidents, that is, it affects the safety of the users, it is important to
identify the defects and their possible forms of maintenance. In order
to further deepen our study, some interferences were selected to be
georeferenced in the studied pathways (sewage and power grid inspec-
tion wells), tree roots, potholes, and patches. By overlapping these
points to the classified roads, according to the condition of the pave-
ment, it was possible to observe that defects such as potholes and

5
J.M. Pinatt et al. Transportation Research Interdisciplinary Perspectives 4 (2020) 100100

100

90

PCI subjective
80

70

60

50

40
40 50 60 70 80 90 100
PCI calculated

Fig. 5. Correlation PCI calculated x PCI Subjective.

Fig. 6. Sections that show differences between calculated PCI and subjective

patches cover most of the sections, being present in all types of pave-
ment conditions. In addition, most “very good” sections did not exhibit
infrastructure interferences, tree roots, potholes, or patches. These ob-
servations are visualized in Fig. 7.
Infrastructure interferences (Fig 7.a) were the least frequent during data
collection. In most cases, sewage inspection wells were found in the middle
of the road. In some cases, this interference was even more severe as the
road had already received other layers of coating, and this created a
“step” between the pavement and the inspection well. Although this is an
interference that causes traffic discomfort down the road, it is not consid-
ered a defect and does not influence the PCI calculation.
The city of Maringá is very wooded, which has consequences on its
pavements. Although this is the least frequent of the defects observed, it
still damages the coating. Tree roots most often reach only the roadside,
near the pavement; however, in some cases, they cause cracks that can
reach the center of the road. In Fig. 7.b, it can be observed that this type
of interference often occurs in pavements with “good” and “very good” con-
dition. As with infrastructure interferences, tree roots do not influence the
PCI calculation, but the cracks caused by them do.
Potholes are found in a greater quantity compared to other forms of in-
terference. From the map shown in Fig. 7.c, it was observed that the major-
ity of the sections that contained this defect present a “fair” to “very poor”

6
J.M. Pinatt et al.
Fig. 7. Location of the study points, associated to the condition of the roads: a. infrastructure; b. tree roots; c. potholes; d. patches.
pavement condition. This reflects directly in the PCI calculation, as this is
one of the most significant defects owing to how much it affects the quality
of traffic.
Patches (Fig. 7.d) are predominant among georeferenced interferences.
They are found in roads with different pavement conditions, being most expres-
sive in roads where sections are in a condition ranging from “very poor” to
“poor” to “fair.” Patches are also a type of defect that influences the calculation
of PCI, and they even have a greater weight than that of potholes; therefore,
their greater presence in sections with worse conditions is justified.
The condition maps of the pavement allowed us to locate the sections
and easily identify which roads were in the worst condition. Overlapping
georeferenced defects in these maps is important to identify which routes
have a higher maintenance priority; by knowing which defects are predom-
inant, maintenance and recovery strategies can be selected.
4. Conclusion
In this study, the PCI was obtained in an objective and subjective way.
No significant oscillations were identified from one evaluation to another,
and it was possible to verify the similarity between the evaluations using
Pearson's correlation coefficient, which reached 0.95. Thus, it was found
that it is possible to use subjective ICP to facilitate the process of street eval-
uation and the decision making for maintenance. The use of GIS tools in the
management of pavements proved efficient, allowing greater agility in
decision-making because of the easy visualization of the characteristics of
the road. Through the maps, visualization is direct and all the information
can be observed in the same space.
7
Transportation Research Interdisciplinary Perspectives 4 (2020) 100100
In addition, this work made it possible to identify regions with a greater
frequency of defects, besides the type of defect pathway. It was observed
that, in arterial roads, which theoretically have the largest flow of urban ve-
hicles, there was a higher incidence of defects in the pavement. A lower inci-
dence of defects occurred in collector roads, which, despite having a greater
flow than that of local ones, probably receive maintenance more frequently.
CRediT authorship contribution statement
Jéssica Marcomini Pinnatt: Conceptualization, Methodology, Investi-
gation, Formal analysis, Data curation, Writing - original draft, Writing - re-
view & editing, Project administration, Conceptualization. Marcelo Luiz
Chicati: Conceptualization, Methodology, Formal analysis, Resources,
Data curation, Project administration, Writing - review & editing, Supervi-
sion. Jesner Sereni Ildefonso: Methodology, Investigation, Validation.
Cláudia Regina Grégio D'arce Filetti: Software, Formal analysis, Re-
sources, Visualization.
Acknowledgements
Funding: This work was supported by the Coordenação de
Aperfeiçoamento de Pessoal de Nível Superior – Brasil (CAPES).
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 Update
Transportation Research Interdisciplinary Perspectives
Volume 9, Issue , March 2021, Page

DOI: https://doi.org/10.1016/j.trip.2020.100259
 Transportation Research Interdisciplinary Perspectives 9 (2021) 100259

Contents lists available at ScienceDirect

Transportation Research Interdisciplinary Perspectives

journal homepage: www.elsevier.com/locate/trip

Erratum regarding missing Declaration of Competing Interest statements in

previously published articles

A Declaration of Competing Interest statements were not
included in the published version of the following articles that
appeared in previous issues of Transportation Research Interdisci-
plinary Perspectives.
The appropriate Declaration/Competing Interest statements, pro-
vided by the Authors, are included below.
1. “Ranking factors affecting public transport mode choice of com-
muters in an urban city of a developing country using analytic
hierarchy process: The case of Metro Cebu, Philippines” [Trans-
portation Research Interdisciplinary Perspectives, 2020; 4:
100078]
2. “Evaluation of pavement condition index by different methods:
Case study of Maringá, Brazil” [Transportation Research Inter-
disciplinary Perspectives, 2020; 4: 100100]
3. “Investigating the influence of highway median design on dri-
ver stress” [Transportation Research Interdisciplinary Perspec-
tives, 2020; 4: 100098]
4. “A systematic overview of transportation equity in terms of
accessibility, traffic emissions, and safety outcomes: From con-
ventional to emerging technologies” [Transportation Research
Interdisciplinary Perspectives, 2020; 4: 100091]
5. “Individuals’ willingness to rent their personal vehicle to others:
An exploratory assessment of peer-to-peer carsharing” [Trans-
portation Research Interdisciplinary Perspectives, 2020; 5:
100138]
6. “Is Bluetooth Low Energy feasible for mobile ticketing in urban
passenger transport?” [Transportation Research Interdisci-
plinary Perspectives, 2020; 5: 100120]
7. “Which activities do those with long commutes forego, and
should we care?” [Transportation Research Interdisciplinary
Perspectives, 2020; 5: 100119]
8. “Comparative studies into public private partnership and tradi-
tional investment approaches on the high-speed rail project
linking 3 airports in Thailand” [Transportation Research Inter-
disciplinary Perspectives, 2020; 5: 100116]
9. “How to ‘do’ a bike plan: Collating best practices to synthesise a
Maturity Model of planning for cycling” [Transportation
Research Interdisciplinary Perspectives, 2020; 5: 100130]
10. “Can Sharing Economy Platforms Increase Social Equity for Vul-
nerable Populations in Disaster Response and Relief? A Case
Study of the 2017 and 2018 California Wildfires” [Transporta-
tion Research Interdisciplinary Perspectives, 2020; 5: 100131]
11. “Socio-technical scenarios and local practice – Assessing the
future use of fossil-free alternatives in a regional energy and
transport system” [Transportation Research Interdisciplinary
Perspectives, 2020; 5: 100128]
12. “Evaluating spatial and temporal effects of planned special
events on travel time performance measures” [Transportation
Research Interdisciplinary Perspectives, 2020; 6: 100168]
13. “Towards more sustainable transport in Metro Manila: A case
study of household vehicle ownership and energy consumption”
[Transportation Research Interdisciplinary Perspectives, 2020;
6: 100163]
14. “Exploratory analysis of recent trends in school travel mode
choices in the U.S.” [Transportation Research Interdisciplinary
Perspectives, 2020; 6: 100146]
15. “Exploring network properties of social media interactions and
activities during Hurricane Sandy” [Transportation Research
Interdisciplinary Perspectives, 2020; 6: 100143]
16. “Potential for improving the environmental performance of rail-
way sleepers with an outer shell made of recycled materials”
[Transportation Research Interdisciplinary Perspectives, 2020;
6: 100160]

DOI of original article: https://doi.org/10.1016/j.trip.2020.100098; https://doi.org/10.1016/j.trip.2019.100078; https://doi.org/10.1016/j.trip.2020.100131; https://doi.org/

10.1016/j.trip.2020.100100; https://doi.org/10.1016/j.trip.2020.100116; https://doi.org/10.1016/j.trip.2020.100120; https://doi.org/10.1016/j.trip.2020.100146; https://doi.
org/10.1016/j.trip.2020.100091; https://doi.org/10.1016/j.trip.2020.100168; https://doi.org/10.1016/j.trip.2020.100130; https://doi.org/10.1016/j.trip.2020.100160; https://
doi.org/10.1016/j.trip.2020.100128; https://doi.org/10.1016/j.trip.2020.100163; https://doi.org/10.1016/j.trip.2020.100143; https://doi.org/10.1016/j.trip.2020.100138;
https://doi.org/10.1016/j.trip.2020.100119;

https://doi.org/10.1016/j.trip.2020.100259
Available online 30 December 2020
2590-1982/© 2020 Published by Elsevier Ltd.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).