Portland Cement Association aca CONCRETE Se Slab Thickness Design for Industrial Concrete Floors on Grade by Robert G. Packard" This publication presents guidelines for the thickness design of concrete floors on grade subject to loadings that may cur in factories and warehouses. The guidelines apply only to the design of plain slabs (unteinforced slabs or slabs with only distributed steel, sometimes termed “shrinkage and temperature steel”); however, the charts included may be used to determine bending moments for the design of structurally reinforced slab. Existing design information(2)** covers only 2 limited range of slab thicknesses and load magnitudes and configu rations. For today’s heavy industrial floors, design guide lines for plain slabs need to be extended. ‘The design procedures presented for loading conditions on factory and warehouse floors are also applicable to the Gesign_of slabs for outdoor storage and material handling sarees, The three types of loading discussed are: (1) Wheel loads of industrial vehicles such as it trucks and straddle caries. 2) Concentrated static loads such as thow exerted by posts of storage racks. (3)Distributed loads due to material stacked on the floor in storage bays. While this discussion is confined to the methods of determining an adequate slab thickness, other considera tions equally important to the longcterm serviceability of the floor include adequate subgrade-subbase preparation and compaction to achieve reasonable uniformity in the foundation, proper design and spacing of joints, quelity concrete, good workmanship in construction, and a durable surface to withstand the surface wear to which the floor may be subjected. Plain nonstructurally reinforced. slabs can be econom- cally and successfully used for a wide variety of load and site conditions, However, soils with very low beating capac- ity, high compressibility, or that are highly expansive may require remedial treatment or special slabs (structurally re- inf-reed slab, possibly with stiffening beams, or slab not directly supported by the sol). These special problems, dis casted elsewhere? in texts on soil foundation engincering and literature on design of structurally reinforced floos, re ‘© Portiand Cement Associaton, 1996 quite the analysis of specialists in these fields. ‘The design procedures presented here are derived prin- cipally from highway and airport pavement design practice ‘because of the large amount of applicable research and per- formance experience in these fields. As in pavement design, the design factors involved in determining the required floor slab thickness are ' strength of the subgrade-subbase « strength of the concrete © nature and frequency of imposed loads ‘These design factors are discussed in detail in the following sections, SUBGRADE-SUBBASE STRENGTH ‘A soils investigation of the site should be conducted to determine the strength of the subgrade soil and if there are adverse soils conditions that would preclude the use of a simple slab-on-grade. If heavy loads will be applied to the floor stab, the soils inv mn should provide estimates of the allowable soil-bearing value and the potential soil, settlement, Soil bearing capacity, soil compressibility, and soil reac- tion modulus are properties that need to be considered in a design problem. It is important to consider how these dif. ferent measures of sirength-deformation properties apply t0 the design of floor stabs. ‘The hearing capacity of the soil is the pressure which, if exceeded, will result in a soil shear failure, which is an abrupt break-through of the load into the soil. The allow- able soil pressure to protect against a shear failure may be ‘Forme Principal Paving Engineer, Paving and Transportation ‘Depactient, Porand Cement Association (eunentiy Director of Engi- neering and Design, American Concrete Pavement Associaton). * Supecsctipe numbers in parentheses in the text and tables desig- nat refrenes atthe end ofthis publication and a he bottom of tables, respectively { Retivnces 3, 4, and 5 specifically discuss the design of oor slabs on expansive and compressible silbased either on a verbal description of soil consistency or degree of soil compaction, unconfined compressive strength tests, triaxial or dinect shear tests, or standard field penetra- tion tests ‘Another soil characteristic, compressibility of cohesive soils, determines the amount of long-term settlement under load. The usual method for predicting settlement is based ‘on conducting sol consolidation tests and dtermining the compression index for use in the settlement computations. The compression index may be estimated by correlation to the liquid limit ofthe soil. A. third measure of soll strength, Westergaard’s modulus of subgrade reaction, &, is commonly used in design proce- dures for concrete pavements and floorsonrade that are ft structural elements in the building (Moors not support- ing columns and load-bearing walls). ‘There is no reliable corcelation between the three mexs- utes of soil properties: subgrade modulus, soilbearing ea- pacity, and soil compressibility. This is because they are measurements of entitely different characteristics of a soil Whereas the K value used for loor-slab design reflects the response of the subgrade under primarily elastic conditions and small deflections—ususlly 0.05 in, oF less considera- tions of soil compressibility and load-bearing capacity values, normally applied so that differential settlements be- tween footings or pars of a raft foundation are not exces sive, reflect (otal permanent (inelastic) subgrade deforma- tions that may be 20 to 40 (or moze) times greater. ‘A substantial amount of pavement research shows that clastic deflections and steeses of the slab are predicted rea- sonably well when the K value is used to represent the sub- grade response and that control of slab stresses computed ‘based on the subgrade k-value i a valid design procedure ‘Although the k value does not rellect the eifeet of eom- presible soil layers at some depth in the subgrade, itis the correct factor to use in design for wheel loads and other concentrated loads because soil pressures under a slab of adequate thickness are not excessive, However, if heavy dis- tributed loads will be applied to the floor, the allowable soiFbearing capacity and the amount of settlement should be computed to determine if excesive settlement may be expected If there are no unusually adverse soil conditions, the de- sign analysis requires only the determination ofthe strength of the subgrade in terms of k. The Aevalue is measured by plateoading tests on top of the compacted subgrade or, if a subbase is used, on top of the subbase. A 30n.diameter plate is loaded to a deflection not greater than 0.05 in. and the value is computed by dividing the unit load by the deflection obtained. The units of K are given in pounds per square inch per inch (psi per in.) or, a8 commualy @ pressed, pounds per cubic inch (pei). ‘A delailed description of the load testis given in ASTM, D196, Non-Repettive Static Plate Load Tests of Soils and. Flexible Pavement Components for Use in Evaluation and Design of Airport and Highway Pavements. When it is not feasible to perform plate-hearing tests at the jobsite, the & value can be estimated fiom correlations such a8 shown in Table | Af a highsquality, wel-eompacted granular subbase is Table 1. Relationships Between Soil Type and Besring Values Dein | sutgrage | con.) | fate, | Typeatsoi | Sarenath | ercent_| pe ‘Sil and days high com T ronnibity) at natu Low | 2ertes | 50 Sensicy Bilt and clays high com ressbilty! at com. versee 100 poeted density, | | Sits and days of low com- ressbiey!? Sendy sits and clays gravelly a clay Poorly graded sands | Greely sis weed | ‘ance and sundgravel wis | 10 | 200 mietures relatively foe of plastic fines | | nigh compress (haa mie used under the Moor slab, the & value will increase. On large projects it may be feasible (0 construct a test section and perform plate-load tests on top of the subbase, If this is not practical, the K value on top of the subbase can be esti- mated from Fig. 1 CONCRETE PROPERTIES When a load is applied to a floor on grade, it causes sib bending and produces both compretave and flexural (en. se) strestes in the conerete sab. Of the two, lexual stress isthe more extical bocause the Mexurlstength of eonciete Js much les than the compressive stength. Consequently, the flexural suess and the extra strength ofthe concrete ate used in loonslab design for the determination of thick Flexural strength is determined by modulus of rupture, MR, teats sing ASTM C78, Flexural Stength of Concrete (Using Simple Beam with Third Point Loading). Usually the 28-day strength i selected asthe design stength for floors This is consevative since the concrete continues to gain strong after 28 days. Where the ize ofthe job doesnot warrant the extia cost of making Mexuralarength ets, compresivestength test rents can be Used (o estimate the flexural strengl by the formula (computed values are shown in Table 2): MR = Ni lexural stength (modus of rupture, ps compressive strength, ps where MR fe ‘The selection of concrete quality also must be governed by the requirements of durability and wear resistance,500 TYPE OF LOAD 400] ! CconceNTRaTED LoaDs _. 300 DigTRIBUTED LOADS posTs OF STORAGE RACKS, 1 ‘WiTHOUT. WITH | | 200 oo kon top of subbose, pet VEHICLE WHEELS | SoU pucumatic. sp: Sines TRES _ STORAGE AREAS| Thickness of subbase, in Fig. L Etfect of granular subbase thickness on Kalu. CONTROLLING DESIGN CONSIDERATIONS i Uatoaceo! anes uEMENT Table 2. Approximate Relationship Between ‘Compressive and Flexural Strength of Concrete ‘Gomprersva strength, ] Flexural stronath| os MR ps 4000 569 ‘4500 608 5000 | 636 5,500 667 5.000 697 | 6.500 76 7/000 753 sometimes under severe conditions. ACI Standard 302+) recommends a 28-day compressive strength of 4,000 psi for Class 4 floors (light industsial/commercial) and 4,500 psi for Class 5 (single-course industrial). These values should be considered a8 minimums. In addition, compressive strength at 3 daysshould be at least 1,800 psi in order to avoid dam. age from subsequent construction traffic. Generally, it is the best practice to use the highest- strength concrete that can be reasonably obtained with available aggregates. Strengths greater than the minimums indicated above, obtained at higher cement contents, not only permit a design slab-thickness reduction but provide ‘other benefits in conerete properties such as improved wear resistance. Variations in modulus of elasticity, , and Poisson’s ratio, 1, have only a slight effect on thickness design. The values used to develop the design charts in this publication are F = 4,000,000 psi and w= 0.15 Fig. 2- Contoling design consideration depends on se of lond contact a 1 700 200 405 SQUARE FEET To8 205-500 WOO 20 a6 square moves Loko CONTACT AREA {tor each ta, posto inal loaded eras) DESIGN OBJECTIVES Several types of slab distress due to excessive loads can foccurcracking due to excessive flexural stress; excessive ‘deflections; settlement due to excessive soil pressures; and, For very concentrated loads, excessive concrete bearing oF shear siresses ‘The strategy of design of the floor slab is to keep all these responses within safe limits. The most critical of these responses-the controlling design consideration is different for different sizes of load contact area, a8 indicated in Fig. 2. For example, flexural stressis the controlling design con- sideration for lift trucks that normally have wheel contact areas (each wheel) in the range shown. An adequate slab thickness that keeps flexural stress due to wheel loads with- in a specified limit of safety will Keep the other load re- sponses shown in Fig. 2 within an even greater degree of safety. For distributed loads covering large areas in storage bays, flexural stress under the load is not as critical as other re- sponses. Negative moments* away from the load may cause ilee, negative moment refers 19 tensile stresses in the top of the sba crack in the aisleway, or the load may cause faulted joints due to differential settlements, Alo, excessive sol pressures. ue (0 distributed loads may result in objectionable total settlement of some soils. A third example of the effect of the size of loaded area Js provided by a heavy load on the leg or post of a storage rack. If a base plate of adequate size is not provided, slab distress due to excessive bearing or punching shear is of ‘mote concern than the ather responses. When the base plate is of adequate size to prevent a bearing or shear failure, flexural stress becomes the controlling design consideration, It should be noted that Fig. 2 is presented as 2 guide only. Obviously, boundaries between different controlling design considerations ere not exact and will vary somewhat depending on many factors, including slab thickness, con- crete strength, and subgrade strength and compressibility ‘Thus, for values of contact areas between or near the limits shown, the other appropriate responses should be consi ered in the design. ‘The load effects and the controlling design considers- tions are also discussed in the following pages under Vehicle Loads, Post Loads, and Distributed Loads. FLEXURAL STRESSES AND SAFETY FACTORS. When design procedure is based on flexure, the allowable working stress is determined by dividing the concrete flex- ual strength by an appropriate safety factor. The safety factors Tor vehicle Joads have been established based on ex- perience gained in pavement performance and take into Account several influences, including numberof load repeti- tions, shrinkage steses,* and impact.** ‘Appropriate safety factors for concentrated, static loads and distributed loads are not well established by experience and research. Tho designer is advised to piveeateful consid eration to specific design conditions and performance re quirements and to seek out performance characteristics of slabs under similar lading conditions. The flexural stress indicated in the design chartst are those at the interior ofa slab, assuming that the load i ap- plied at some distance from any free edge. When the slab ‘edges at all joins are provided with adequate load transfer (dowels, keyways, or aggregate interlock under saw cats) it thas boon found thatthe area acts as a continuous large slab. “Except for Jong, continuously seinforead sibs, shrinkage stress afe not consilered significant. For example, @ shrinkage feos of 23 pe is computed for an Bn, dab jointed 326 (1 using the commonly accepted subgrade fiction factor of 1-5, Pavement research?) hows thatthe actual sree developed wil be only 3 ‘hdr half ofthat computed nm ome procedure: for industria floor devin, the loads are in roased by a factor for the effet of wheel impact, However, pave tment resareh(S.9) shows that sab stresses are les for moving toads than for static lous. Therefore, a load impact factor isnot used in thi prboodure ‘¥ShD stress for vehicle and post loads were do tse of the computer program described in Reference priate midiffetions in load contact aes. At free edges without adequate toad transfer, load stresses are somewhat greater than those for the interior load condition, Because of this, the slab thickness at un doweled butt joints (for example, where floor meets drive- ‘way at truck door) should be increased* to compensate for the absence of load transfer, thus keeping the load stresses at these slab edges within safe limits, ‘The assumption of interior load stresses must be com- bined with the selection of appropriate safety factors and appropriate concrete design strength to give 2 reasonable basis for floor design. In any design procedure, the selection of values to use as salety factor and concrete design strength depends on other design assumptions, For pavement design, several different design procedures have been developed by various agencies. One agency may use a different set of design assumptions than another, The design assumptions cover the following ranges: load position interior or edge (for computing stress) safety factor 141020 conerete strength 28 or 90 days In comparing pavement design procedures of different agencies, it has been noted that where a particular prov dure makes a more conservative assumption in one aspect of design, this is balanced by a less conservative assumption in another aspect of design, For example, where edge load strossos are used (higher than interior load stresses), this is balanced by the use of lower safety factors plus an allow- ance for load transfer. The result is that the different proce- dures give quite similar slab-thickness requirements** be= cause each method is coupled with design adjustments that reflect performance experience. Thus, for any desiga proce dure, it is important to select the proper “set” of design assumptions so that results are reasonably conservative but not exerssively so. Assumptions taken out of context with the total design provedure can lead to overdesign or under. design VEHICLE LOADS ‘The design procedure for vehicle loads involves determina lion of several specific design factors ‘maximum axe load umber of load repetitions tire contact area spacing between wheels on heaviest axle ssubgrade-subbase strength flexural strength of concrete * ACL 302 JR-89 recommends thatthe slab be thickened by ap- ly 259 ala taper not to exceed the slope of 1 in 10. In pave nese a free edges increaned 20% 025% ataslope not grater than 1 in 5 ‘For a complete discussion sand raul, see Reference 1. somparative design proceduresEstimating the traffic is an important factor in floor de- sign. The required traffic information includes the load magnitudes, wheel configurations, and frequencies of load- ing for the heaviest vehicles that will use the floor. Traffie and load data for past and future plant or warehouse oper- ating conditions can be gathered from several sources, i cluding plant maintenance and engineering departments, planning and operations departments, and manufacturers" data for lift trucks and other vehicles. Based on this infor- ‘mation, an adequate safety factor can be selected and used to determine an allowable working stress. ‘The safety factor (fatio of design flexural strength to working stress) depends on the expected frequency of load- ings of the heaviest vehicles. For industrial floor design, safety factors in the range of 1.7 to 2.0 are suggested.” The higher end of this range should be used where heavy load ‘traffic is frequent and channelized, asin alsleways and stag- ing areas. Because of the large variety of sizes, axle loads, and wheel spacings of industrial trucks, i is not practical to pro- vide separate design charts for each vehicle. Consequently, two design charts, Figs. 3 and 4, have been prepared that can be used for the axle loads and xleawhee! configurations, of most industrial trucks affecting loor design. Fig. 3 is used for industrial trvcks with axles equipped ‘with single wheels. The chart is entered with an allowable working stress per 1,000 Ib. of axle load. This allowable stress. is computed by dividing the concrete flexural ‘he fatigue evteris described in Reference 1 the allowable number of load repetiticns. However, the projeoted tafiedats ste only an esimate that doesnot warrant amore precise analysis wd [N - ci 20. : | — 3s So so V) 4 08 20d 0 ¢ | $4. | | EFFECTITE 1 y | ("treat i 3 10 : e 8 | ae & _ | 7 JCA | [ « | 4 ig. 3, Design chart fr axles with single wheels, 50 109 200 SUBGRADE 4, oe090 los lors INT LOND FACTOR loro errrctwve| oss 1 oso loss. ig. 4. Design char for axles with dual whee. strength by the safety factor and then dividing this result by the axle load in kips (1 kip = 1,000 Ib.) For axles equipped with dual wheels, Figs. 3 and 4 are used together to determine floor slab thickness. First, Fig. 4 {used to convert the dual-wheol axle load to an equivalent single-wheel axle Joad (the axle load is multiplied by the factor, F). Then, with the equivalent load, Fig. 3 is used to determine the tlexural stress in the slab ‘The load contact area is the area of slab contact of one tire." If tire data are not available, the contact area may be estimated for pneumatic ties by dividing wheel load by in- ation pressure and roughly approximated for solid or cushion tires by multiplying tire width by three or four. If the tire size is known, the tire data may be obtained from ‘manufacturers ables.(04.15) When the tire contact area has been determined, Fig. 5 is used to find the effective contact area for use in the design charts, The reason for making this correction is that the slab siressos for small load contact areas are overestimated The contact area 40 be use ig sometimes refered to as the ross contact atea, tat i the total area of the contact envelope fepardlss ofthe te ead design. 140) a m4 ‘09 20 240 60 80) 100 Led contact area, 89 in Fig 5, fffectve load contact ara depends on sab thickness. ‘when computed by conventional theory. The basis for this adjustment is given in Reference 13. (This same adjustment is used for post loads discussed in a later section.) In using Fig. 5 it is necessary to assume a slab thickness; this is @ triakand-error process to be checked agninst the final re- quired dedgn thickness, The degree of correction increases as contact area becomes smaller and slab thickness becomes. seater. ‘The following example problems illustrate the use of Figs, 3 and 4 for siab-thickness design for vehicle loads: Design ExampleSingle Wheels Data for Lift Truck A Axle load 25 kips Wheel spacing 37 in No.of wheelsonaxle 2 Tite inflation pressure 110 psi whee! load ‘Tie contact area “aflation pressure Subgrade and Concrete Data Subgrade modulus, k Concrete flexural strength, MR 100 pei (640 pai at 28 daysDesign Steps 1 Safety factor, SF For fequent operations of thls Forklift tuck in chanelvzed aise allie, weet safely actor of 2.0 (permits unlimited stress repetitions). 2. Concrete wotking tres, WS MR _ 640, ee 2. Sl stress per 1000, of ade oad ome 20g axleload,kips 257 psi 4. Enier Fig. 3 with stress of 12.8 pais move right to contact afen of 114 sqin.® then down to wheel Spacing of 37 in; then igh to tnd asa thickness of7 9, the line for subgrade of 100 pei (se ws = 320 pst ‘Sin thick slab). Design Example-Dual Wheels Data for Lift Truck B Axle load 50 kips Wheel spacing 18 X 40 X 18 in. No. of wheels on axle 4 Tire inflation pressure 125 psi whee! load Tire contact area aaa pea 50,000/4 _ . 50.0004 = 100 in Subgrade and Concrete Data Subgrade modulus, & Conerete flexural strength, MR 100 pei 640 psi at 28 days Dasign Stops 1, Safety factor, SF: Lift truck B will cary its maximum load inside the ‘warehouse infrequently, only once or twice ‘week. Therefore, a safety factor near the lower end of the suggested range is selected 18. 2, Conerete working stress, HS: = MR _ AO _ 4, ws = SR = SP = 356 psi 3. Enter Fig. 4 with a dual whee! spacing of 18 in.; ‘move right to @ contact area of 100 sq.in.;then up {0 4 tral slab thickness*™* of 10 in. then right to an equivalent load factor, F, of 0.775. The equiva- Tent singe-wheel axle load isthe factor F times the dual wheel axle load = 0.775 X 50-= 38.8 kips ‘This contact are is lame enough that corzeetion by the use of ig, 5 is not require, Fein using Fi. 4 it i mocessary to assume a tal slab thickness ‘hat Wil later be checked zpainst the design thickess determined from Fig. 3. This uishandevor processeps 3 though S-may have to be repeated, 4, Slab stress per 1,000 Ib. of axle load ws__ _ 386. wieload Rips * 363 5. Enter Fig. 3 with stress of 9.2 psi; move right to ‘contact area of 100 sq.in.; then up to wheel spac- ing of 40 in; then right to a slab thickness of 9.7 Jn. on the line for subgrade k of 100 pci (use 10- in-thick slab). 9.2 ps In preliminary design stages, or when detailed design data are not available, Fig. 6 may be used as a guide to indi- cate slab thickness based on the rated capacity of the heav- iest Lift trucks that will use the floor. The figure was pre- pared for typical lift trucks from manufacturers’ data, com- posites of which are shown in Table 3. The figure would not apply for vehicles with Toad and wheet-spacing data that, differ substantially from the tabulated data ‘The conservative assumptions in Fig. 6 regarding the sub- grade strength and working stress in the concrete should be noted. The combination of these assumptions results in a greater-than-usual degree of conservatism, which seems nec essary when detailed design data are not available. Fig. 6 is, intended as a rough guide only; more reliable and usually ‘more economical designs may be obtained using more com- plete design data and Figs. 3 and 4. POST LOADS In some industrial buildings and warehouses, racks are used for storing products or materials. If the rack loads are heavy, significant stresses are induced in the floor slab by the loads on the posts supporting the rack. These concen- tuated loads can be more severe than the wheel loads of vehicles operating in the building and thus may control the thickness design of the floor slab. For post loads, the design objective is to keep flexural stresses in the slab within safe limits. Within the range of, design variables presented in this section, flexure controls, the slab-thickness design. When flexural requirements are satisfied with an adequate slab thickness, soil pressures are not excessive; and when the appropriate size of base plate is used, conerete bearing and shear stresses are not excessive.* "For inadequetesize base plates, concrete bearing and shear street may’ be excosste even though Mexural stresses ae not. The Size of the base plate should be luge enough so that concrete bear ing strew under maximum serge load doce not exceed 4.2 times the 28-day modulus of rupsure, or half of this fr loads. applied at slab edges or corners With an adequate-ize bas plate to control boazing sreses and an adequate sab thickness to control flexural stress, hear stressoy ace not excesine forthe ranges of design vai bles indicted in this section. Thie aatement om shear reser based ‘on an allowable ear of 0.27 times modulus of rupture and ‘he assumption thatthe ental section in shear may be Taken at a stance of half slab depth fom the periphery of loaded area fxchiding, for loads at slab edge or coznes, any section along sab joints, These rites area sugested inteyprcation of how current building code requirements) may be applied fo the suation of post loads on floor slabs e|-— — hv G 1B “ i a 2 ov 7 ? git— t— ] ~ a iz gr a ; oe ty erneuusie Tike aL sue wens | ‘ cates oreo | | AXLE Loao, koe | | ro 2468012 6 IR 2 30 40 80 RATED CAPACITY OF LIFT TRUCK, A Fig. 6, Estimated slab thickness for lift trucks (based on average truck data shown in Table 3 and conservative design assumptions: & 2°50 pol camerete working stress of 250 ps). ‘Table 3. Lift Truck Characteristics (Composites Averaged from Manufacturers’ Data) rapist sare TEI rate, | ttn Pare jacity.") | drive axte,'2? | Single yyhoots, ome? | etal | stapes) ap \ga00 | a Sees J = rai lal = : me | ef Bes Se | gs | Bee awa fee Ip see ce aoe | Be | es = 3 some ale : A ; a Load Contect Pressure ‘ald or cushion tres-180 to 250 pa pneumatic iret -B0 to 100 pal (Ination pressure), Load Contact Aces (pert) ‘lid or evahiog tier or 4 times ire width neurotic ties whe load divided By contact pressure Approximately 905 of total walgnt (ruck + load) on drive axle a rated eapociy. Maxim axle load for many lft tucks i alightly raster than tien the rated esoacty 2 asd gener 24 In trom fork fe, mast verte ‘2Varies by avou 10% dapending an menusaetrer, ent emwingon Pi 2 ‘ces with sols or "coslon sir snow shorter spacinae! ar example, Bisse inBecause floxure controls, the design factors are similar to When using the design charts, the load contact area those used for vehicle loads except that the use of ahigher should be corrected to effective contact area as determined safety factor may be appropriate. The specific design fac- from Fig. 5. torsare: For special post load configurations that deviate substan- maximum post load tially from those indicated in Fig. 8, slab stresses may be ey desermingd by computer progamt' 59°" ot by inuence charts.(18) spacing between ports It should be noted that the design procedure is based on subgeade-subbase strength Joad stresses only; it is not necessary to consider shrinkage flexural strength of concrete streses (see lest footnote on page 4), Figs. 70, 7b, and 7c are used to determine the slab thick- ness sequitements for k values of 50, 100, and 200 pet. The “For a structurally renforced sab, bendine moments computed charts* were developed to estimate slab stresses for the two from the flexural sires determined ffom Flas a, 7, and Te may fqulvalent post configurations and load conditions shown, Seed to compe the eed tense rmfrcament in Fig 8, representing continuous racks. In Fis. 78,7b,and gy sninhje dupe of he conus ura For the sage of eomact es “eo, the post spacing is inthe longitudinal direction of avowed, etenror clips ics ay be ed without sna continuous rackeand i the transverse spacing. fron taporonate a sate on ecangulr re TX <4" SY A, 7 3 ‘ t Hie ant = ~ \A\p 1 @ aot | ao 2 Ts a 50 f g wank =o jos a \ i 8 i me é K H 3 r ‘ 8 =o _ 3 4 SES A 2 —| | 8 : t—| a Boe | \ Lo , = N : ofl —~ ide. a SUBGRADE k= 50pci EX Poa a : # 4 2 10 EFFECTIVE CONTACT AREA, in Fig Ta. Design chat for post loads, subgrade * $0 pei.co, PX BA 90 eo — yy" SS r \ | so ie | 4 8 WATN = ao J y ae 30, 2 \ l i NR <9 B i 3% Gee |— " 8 03 8 20 KN ae 7 ° go Re at ry 4 al 0 Ly 6 SS . 8 42010 Note: Wnen using Figs. 7a, 7, ana 7e, the sequence in drewing EFFECTIVE CONTACT AREA 3g igs. 70,7, and 7e, the seq 8 ah thelinestodstermine sl thickness to tata he pint seis fing the contact area and stress per 1000-Ib post oad, then proceed hhorizantallyo they" curves, vertically, upor down, tothe" cur~ eee ves, and horizontaiy to the fequized slab thickness. Safety Factors for Post Loads ‘There may be several reasons to use higher safety factors for lads on high race than those used for low racks or for vehicle loud or distributed loads, The rack posts are some times designed to patlly support the roof structure, and effects of differences In dfletion between rack posts ate magnified with high racks, In addition, if the rack layout wide; the factor may be relatively low-—2 or less nd the slab joint layout are not coordinated, itis possible under 2 noneitial loading condition, or quite high that some rack. post could be located at or near joint or approximately S—in a situation where conse- corner. Unless the slab edges are thickened, this would re- quences of slab failure are quite serious. sult in higher stresses* than those shown in Figs. 7a, 7b, (@)Performance experience and experimental data for concentrated stati lads are not avaiable. Some of the factors to be considered In he selection of — —Fegug jog sues at her than cone oa esc, wis the safety factor are discussed befow sc in fr ihe hatred ses Howe sh eo Slati Toads on posts have effect ferent from loads on ier sues ae Sinined Somevhat ithe al sation wre vehicles in that (1) moving wheel loads produce lower sab ae taeda th ants proved by dowels, eywayar ge esses than static loads a" itodes a tt ineroc under a eate An amas wags coneane treses than static londs of the same magnitude, and (2) $25 ans andthe mip post cont guratins fcted nF 8 cxoep effect reduce stress under siti oad. Information ows that edge sexes Xcel trio seas by. 19 10 30% how these effects may be quantified in design problems i rence 17 ties seperneral Catton ee and crus sues sot avallable. tnd equations for computing thse ‘The specific safety factors to be selected for concentrated static loads are not given here but are left 10 the judament of the design engineer. There are two reasons for this: (1) The range of possible safety factors may be quite 10so. 60. 70. : WY PAA Ed . Sy f= an ~ ® mK |__ ae \Y 2 i PS _ 7 . SSS LAA 7 PJ | 6 EFFECTIVE CONTACT AREA, 9 in Fig. Ye Design chart for post lads, subgrade k= 200 pe and Te, which are based on loads at the slab interior. Safety factors should be chosen to account for this possibility of higher stresses due to slab edge or corner loads. Since there is a Tack of published data on performance experience with rack loads on slabs on grade, safety factors cannot be suggested with as much confidence as for vehicle loads. Therefore, it is important to consider carefully the characteristics of this type of loading and the desired per- formance requirements. ‘A safety factor of 4.8 can be computed based on build ing code requirements("®) if the post is considered a8 a cr ical structural element-a column—in the building and the slab is considered as an unreinforeed spread footing This value of 4.8 is considered the upper limit of the safety factor range because the post load situation is usually not as critical as that for columns on footings. The latter ate spaced farther apart and each supports a greater propor- tion of the total structural load. The fundamental differ ence between the two types of loading lies in the difference in the magnitudes of pressure on the underlying soil. Soil pressures under a footing may be near the limit of allowable soil bearing; if @ failure should occur in the footing, the allowable soil pressure would be exceeded and there would be a possiblity of intolerable soil penetration, settlement, or complete collapse. On the other hand, soil pressures under a slab of adequate thickness supporting a post load are much lower than those for a footing. This is because the slab distributes the load over a large area of subgrade. Even if'a joint or crack, or intersection of these, should oceur at a post, deflections and soil pressures will be increased by magnitudes of two or three* but are still not excessive, ‘After the designer has considered the degree of critical- ness of his loading conditions and selected an appropriate safety factor, Fig. 7a, b, of cis used to establish a slab de- sign thickness based on'flexure. Shear stress and concrete Reference 17 shows experimental data comparing deflections dye loads at sk comers, edges, and interiors trom Which corte ponding soil pressures can be computed, u