Pavement management systems (PMS) can only work effectively when they are built by organically combining all activities related to the road pavement (planning, design, construction, maintenance, rehabilitation, evaluation, economic analysis and research) and the database [1]. Then, the most important elements are the establishment of a service index, which represents the quality of the roadway, and a performance forecast, which is represented by the relationship between weather (and/or traffic) and the index. Pavement quality is made up of two main factors: ride quality and skid resistance. The factors that influence driving quality are the degradation and/or roughness of the road surface. The three main factors of pavement degradation are cracking, rutting and longitudinal profile [2]. The texture of the road surface has a significant impact on tire-road friction. Vehicle maneuvers such as braking and turning require sufficient skid resistance to maintain vehicle stability. Additionally, pavement skid resistance can affect tire wear, rolling resistance, road noise, discomfort and vehicle wear (ISO, 1997). There are two classes of pavement textures related to skid resistance, namely microtexture and macrotexture. Classification is usually based on a specific texture wavelength range and typical peak-peak amplitude. In particular, microtexture refers to surface texture with a wavelength range less than 0.5 mm and a typical peak-peak amplitude less than 0.2 mm, while the corresponding ranges for macrotexture are 0.5 to 50 mm and 0.2 to 10 mm. Microtexture indicates the degree of polish of a pavement surface. In comparison, macro-texture has a more direct effect on skid resistance. It is associated with the roughness of the road surface, which affects the middle of the paper......looking so as to scan the entire width of the road surface over 4m with a resolution of 1mm. This setup allows direct measurement of many different types of surface defects by simultaneously acquiring high-resolution 3D and intensity data. The Laser Crack Measuring System (LCMS) is capable of operating with traffic flow (speed up to 100 km/h), which leads to a considerable reduction in time and accidents (due to non- road lane closure during the inspection period) and the LCMS can determine the following roadway characteristics. : rut (rut depth, type of rut), Macro-texture measurements over 100% of the width of the track, 3D and 2D data to characterize cracks, potholes, fraying, sealed cracks, joints in concrete, tin plating, etc., Day and night operation, IRI and longitudinal profile, Slope and transverse fall. Furthermore, it can be concluded that the outputs of laser devices are accurate and repeatable..