Calibrated to latest full-scale test results
Reservoir Method for calculating damage due to complex loadingsĪPSDS 5.0 handles complex loadings by the ‘reservoir’ method, as used in bridge design. The ‘reservoir’ method consistently computes the damage from overlapping strain pulses due to multi-axle landing gears. special loadings such as braking included.no inaccurate short-cuts such as “equivalent” single wheels.analysis explicitly uses specified spectrum.wander statistics specified by the standard deviation.no limit on the number of aircraft types or loading conditions.Sample plot of the lateral distribution of cumulative damage predicted by APSDS You can export results in tabular form and report-quality graphs.
Comes with a Standard Aircraft Library – that you can update automatically by installing newer versions of APSDS.Pavement and loading databases save re-keying information.you can export results to other application packages such as word processor or spreadsheet.results in tabular form and report quality graphs.Typical runs take a few seconds on Pentium PCs.The user-friendly interface runs under Microsoft Windows.Incorporating wander can lead to significant savings in construction costs. Increased wander reduces pavement damage by different amounts that depend on pavement thickness. Wander is the measure of how successive aircraft deviate from runway or taxiway centre lines. One of the unique features of APSDS is that it takes rational account of aircraft wander. This paper was sponsored by TRB committee AFD50 Standing Committee on Design and Rehabilitation of Concrete Pavements.The Airport Pavement Structural Design System (APSDS) software will streamline your runway and taxiway design projects. The optimisation feature gives cost-effective and reliable designs.ĪPSDS enhances the complex and demanding task of airport pavement design, construction and maintenance.Further analysis verified the benefit of using the level 1 inputs over the ME default models for accurate pavement design and performance prediction. CTE values of concrete based on aggregate type were established for these material sources. The data demonstrated a slight deviation from the nationally calibrated models. The data collected offered an excellent opportunity to validate and refine the ME default level 2 models for estimating flexural strength and elastic modulus based on compressive strength data. The laboratory test results represent level 1 PCC material inputs. Concrete mixes with 5 different coarse aggregates were tested for these pivotal concrete strength properties at the curing age of 7, 14, 28 and 90 days, and for CTE at 28 days. This study is part of a New Mexico Department of Transportation (NMDOT) research project that focuses on the development of guidelines for characterizing Portland cement concrete (PCC) materials for paving mixes being used in New Mexico. Accuracy of pavement design is heavily dependent on precision of these inputs. There are numerous concrete properties for which input data are required in ME design software, but with previous research, it was found that the concrete strength and thermal properties including elastic modulus, modulus of rupture and coefficient of thermal expansion (CTE) are the most important ones that affect the design and performance of rigid pavements. Various state agencies are in the process of calibration of distress prediction models and characterization of concrete materials to provide accurate inputs required by Pavement ME design software. The format of the design and performance prediction of rigid pavements was reformed with the advent of Pavement mechanistic-empirical (ME) design procedure, which now serves as the state-of-the-art tool in pavement design. Characterization of Concrete Materials for Rigid Pavement Design in New Mexico