397.

pdf

A SunCam online continuing education course

Concrete Slabs-on-Grade:
Warehouses II – Slab Design
by

Thor Heimdahl, P.E., S.E.

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Concrete Slabs-on-Grade: Warehouses II – Slab Design

A SunCam online continuing education course

Course Outline:

Design of Slabs with Warehouse-Type Loading – Common Methods

Joint Layout
Joint Design Against Failure
Floor Flatness and Levelness
Specialty Slab Options
Finishes
Pre-Construction Meeting
References
Examination

Fig. 1 - Computer rendering of a refrigerated food warehouse

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Concrete Slabs-on-Grade: Warehouses II – Slab Design

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Note prior to beginning the course:

This course is a continuation of the first warehouse course, which is Concrete Slabs-on-
Grade: Warehouses I – Background & Loading

The following figures are added for convenient reference to the first warehouse course.

Fig. 2 - Portion of a typical warehouse floor in plan

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Fig. 24a – Pallets loading a slab with a free area between

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https://commons.wikimedia.org/wiki/File:Modern_warehouse_with_pallet_rack_storage_system.jpg; Axisadman / CC BY-SA

(https://creativecommons.org/licenses/by-sa/3.0)
Fig. 24b - Typical loads on slabs

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https://commons.wikimedia.org/wiki/File:CEDIS_Soriana.jpg
Organizacion Soriana / CC BY-SA (https://creativecommons.org/licenses/by-sa/4.0)
Fig. 25 - Stacker lift making a placement/retrieval of a pallet

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Fig. 26 - Typical rack and aisle layout

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Fig. 27 - Typical storage rack construction

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Fig. 28 - Moments in slab due to racking with clear aisles

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Here begins the continuation from the first warehouse course, which is Concrete Slabs-
on-Grade: Warehouses I – Background & Loading.

Design of Slabs With Warehouse-Type Loading – Common Methods

For a quick recap of some of the design options available are added here for convenient
reference to the first course.

The list below is based on a list noted in Appendix D of the FEMA 460 document,
Seismic Considerations for Steel Storage Racks located in Areas Accessible to the
Public. It is as good a list as can be found on the subject of slab design. Availability of
publications noted may vary.

In the words of the FEMA document, and highlighted in blue,

“The information presented below was issued by the City of Los Angeles Department of
Building and Safety as Information Bulletin/Public-Building Code, Reference L.A.M.C.
91. 1806,
Document P/BC 2002 to be effective May 10, 2004…
“PURPOSE: This Information Bulletin establishes a list of acceptable analysis methods
for slabs-on-grade
(“SOG”) as foundations.

“ACCEPTABLE DESIGN METHODS: The following methods of design and analysis for
SOGs are acceptable:”

“• ACI Committee 360, “Design of Slabs-On-Grade - Reported by ACI Committee 360,”

ACI
360R-92, 1997.

• Packard, Robert G., “Slab Thickness Design for Industrial Concrete Floors on Grade,”
IS195.01D, Portland Cement Association, Skokie, Illinois, 1976.

• Departments of the Army and Air Force, Concrete Floor Slabs on Grade Subjected to
Heavy
Loads,” ARMY TM 5-809-12, Air Force AFM 88-3, Chapter 15, 1987.

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• Department of Defense, “Engineering and Design: Rigid Pavements for Roads,

Streets, Walks
and Open Storage Areas,” TM-5-822-6, U.S. Government Printing Office, Washington
D.C.,
1977.

• Wire Reinforcement Institute, “Formulas for Success: Innovative Ways to Reinforce

Slabs-On-Ground,”
TF 705-R-03, 2003.

• Post-Tension Institute, “Design and Construction of Post-Tensioned Slabs on Ground,”

Phoenix, AZ, 1980.

The following are additional acceptable methods presented to the SEAOSC

membership during a
series of seminars held in March 2003 and available from SEAOSC:

• Equivalent Footing - Analysis of allowable loads is modeled by assuming a “saw-cut”

square
unreinforced section using the conventional working stress method.

• Integral Footing - Analysis of SOGs strength using empirical equations developed by

the
American Concrete Institute. (Design and Construction of Concrete Slabs on Grade,
ACI
SCM-11(86), American Concrete Institute, Detroit, 1980).

• Empirical Method - Method of analysis based on studies that compare the load test
results to
computer analysis. (Shentu, L., Jiang, D., Hsu, T. (1997). “Load Carrying Capacity for
Concrete Slabs on Grade.” Journal of Structural Engineering, ASCE, January 1997, pp
99-103.)”

The author would add to this list the following very comprehensive and helpful
publication from overseas, which is based on a yield line-type method, but might be

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limited to reinforced slabs upon review due to the ultimate limit state thereby required
for use:

• Technical Report 34 (TR 34), “Concrete Industrial Ground Floors - A Guide to Design
and Construction“, The Concrete Society, 2003.

Also, the following is a document based on the PCA method that is one of three
methods noted in ACI-360. It is one that comes highly recommended from the author,
and is a document that has been developed over many years. The fourth edition is
recommended for today’s slabs. Earlier versions may be dated. Combined with ACI
360, these are the definitive warehouse design publications.

• Tarr, Scott M., and Farny, James A.; Concrete floors on ground. Portland Cement
Association. Skokie, Ill., 2008.

And lastly, a direct analytical approach could be used as well, especially for very
unusual or unique loads. The author would round this list out with:

• Finite element analysis programs; Specific example: SP Mats module of Structure

Point software (formerly PCA Mats)

Discussion on the list above follows.

ACI 360 – Background on the Westergaard Method – Basic slab-on-grade

response to loading
In each design method, the stiffness of the subgrade must be considered. The
geotechnical report should dictate a minimum subgrade coefficient for use in slab
design, and this should be noted when preparing the soil subgrade compaction
specifications. Fig. 29 from ACI 360 shows a typical soil and slab profile. A base and
subbase are not always required, but a subbase is typically present. The thickness of
the layers are dependent on the characteristics of the in situ soil, the slab design
parameters, and recommendations from the geotechnical engineer. These layers can
help serve as capillary breaks to limit the seepage of water to the concrete, and they
can aid in the distribution of load below the slab by increasing the stiffness and strength
of the soil profile, as well as making it more uniform in its support.

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Fig. 29 – Slab-on-grade profile with soil– ACI 360

In Fig. 30 from ACI 360, the effects of subbase thickness on the modulus of subgrade
reaction are shown. In design, an envelope of soil stiffness conditions with upper and
lower bounds can be studied.

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Fig. 30 (ACI 360)

In designing for slab thickness, the stiffness of the soil below the slab is an important
factor in analytical or design tools. If the soil were as stiff as concrete, for example, and
we assumed that the slab was free of voids (such as those caused by curling), loads
would more or less be transferred in bearing to the soil below. Decreasing soil stiffness
by degrees changes the behavior from bearing to that which depends on the relation
between concrete section properties and the soil stiffness. In the 1920’s, Westergaard
developed methods for determining stresses in concrete road slabs. In many of the
available analytical or approximate methods used to determine stresses in loaded
building slabs, some form of Westergaard’s work is generally used. The deformed
shape of the slab, compatible shape of the soil, and the relative stiffnesses of the slab
and soil are considered (Westergaard).

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ACI 360 presents several equations based on Westergaard’s methods.

Case 1: Load close to the corner of the slab:

(per ACI 360)

Maximum tensile stress in the top of the slab, as the slab acts like a short cantilever
supported by soil, is given by:
0.6
3 𝑃𝑃 𝑎𝑎√2
𝑓𝑓𝑡𝑡 = 2 �1 − � � �
ℎ 𝐿𝐿
𝑃𝑃 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿, 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝
𝑎𝑎 = 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 (𝑜𝑜𝑜𝑜 𝑜𝑜𝑜𝑜𝑜𝑜 ℎ𝑎𝑎𝑎𝑎𝑎𝑎 𝑡𝑡ℎ𝑒𝑒 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑜𝑜𝑜𝑜 𝑎𝑎 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝)
𝐸𝐸 = 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑜𝑜𝑜𝑜 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐, 𝑝𝑝𝑝𝑝𝑝𝑝
ℎ = 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖, 𝑖𝑖𝑖𝑖
𝑓𝑓𝑡𝑡 = 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑒𝑒 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑖𝑖𝑖𝑖 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐, 𝑝𝑝𝑝𝑝𝑝𝑝

4 𝐸𝐸ℎ3
𝐿𝐿 = �
12 (1 − 𝜇𝜇 2 )𝑘𝑘
𝐿𝐿 = 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑜𝑜𝑜𝑜 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠, 𝑖𝑖𝑖𝑖
𝑘𝑘 = 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟, 𝑝𝑝𝑝𝑝𝑝𝑝
𝜇𝜇 = 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑛𝑛′ 𝑠𝑠 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑓𝑓𝑓𝑓𝑓𝑓 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐, 𝑎𝑎𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝. 0.15

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Case 2: Load located far away from the edges of the slab:
Maximum tensile stress in the bottom of the slab is given by:
𝑃𝑃
𝑓𝑓𝑏𝑏 = 0.316 2 �𝑙𝑙𝑙𝑙𝑙𝑙[ℎ3 ] − 4 log ��1.6 𝑎𝑎2 + ℎ2 − 0.675 ℎ� − log(𝑘𝑘) + 6.48 �
ℎ

Case 3: Load at the edge of the slab, but far away from the corners:
Maximum tensile stress in the bottom of the slab is given by:
𝑃𝑃
𝑓𝑓𝑏𝑏 = 0.572 2 �𝑙𝑙𝑙𝑙𝑙𝑙[ℎ3 ] − 4 log ��1.6 𝑎𝑎2 + ℎ2 − 0.675 ℎ� − log(𝑘𝑘) + 5.77 �
ℎ

The Westergaard methods are based on a comparison of maximum theoretical applied

stress in a concrete section, for comparison to the allowable stress or rupture strength
of the concrete. Allowable stress can be expressed as the strength of the material for
the failure mode in question divided by a factor of safety. In this case, the rupture
strength, fr, is used to find the allowable bending stress, Fb, by applying a factor of
safety, FS, as follows:

𝑓𝑓
𝐹𝐹𝑏𝑏 = 𝐹𝐹𝐹𝐹𝑟𝑟 > 𝑓𝑓𝑏𝑏 𝑜𝑜𝑜𝑜 𝑓𝑓𝑡𝑡

ACI 318 uses a value of 7.5 �𝑓𝑓𝑐𝑐′ for rupture strength, where 𝑓𝑓𝑐𝑐′ is the compressive
strength of the concrete in psi. To calibrate project-specific concrete, testing can be
done on the concrete to estimate the bending strength, such as ASTM C78. The author
has used a higher value of rupture modulus based on research, in the range of 9�𝑓𝑓𝑐𝑐′ at
28 days, and this value has been confirmed by ASTM C78 testing. It should be noted
that a factor of safety will be applied to obtain an allowable stress. This is an
engineering judgment call that needs to be reviewed by the Engineer of Record. Factors
of safety will depend on a number of things, including, but those used are typically in the
1.5 to 2.1 range.

Elastic Methods Versus Plastic or Ultimate Limit State Methods

Westergaard-type equations rely on elastic analysis, where the slab stress is limited to
the point of incipient local failure of a very small portion of the slab. This is an
acceptable way to design a slab, and many would say it would be the most appropriate
for unreinforced slabs. However, it should be noted that this will lead to thicker slabs
when compared to slabs designed using plastic or ultimate limit states, which are based
on the post-cracking strength of the slab.

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The use of any of these methods should entail a closer review of other behavior, such
as curling, cracking, slab deflections under load, and load transfer at joints. Also,
adequate ductility of the concrete will be required for plastic or ultimate limit state
methods. If plastic or ultimate limit state methods are used, it is recommended that a
means of providing ductility and post-crack residual strength be used. This would
include steel bar reinforcing, heavier steel mat reinforcing, steel fibers, or synthetic
macrofibers. Application of elastic methods by PCA are described first, and then some
of these plastic or ultimate limit state methods are described below.

To be fair, most methods assume no curling stresses, and, in fact, a slab that maintains
contact with the ground. Some adjustment should be made for this, as a curled slab will
behave differently where it has lifted off of the base soil. Conceivably, finite element
analysis could include geometry and/or compression-only spring behavior, along with
curled edges with gaps to model curling. Or, these additional behaviors could be
factored in directly with some estimated stresses. In a design example for slabs with
steel fibers, ACI 360 uses a value of 200 psi flexural tensile stress for combined
shrinkage and curling stresses in the analysis.

PCA Method – Elastic Method

The PCA method is tailored for warehouse-type buildings, with various approaches to
wheel and rack post loading, as well as finding a slab thickness for a given aisle width
with uniform loading on either side. This design method is the basis of PCA’s historical
document, Concrete Floors on Ground. Obtaining the latest edition is recommended.
Starting with the 4th edition, design charts began to include joint load transfer conditions
explicitly. Earlier versions may be dated. It is not useful to repeat the charts here without
the accompanying extensive and nuanced background, but the publication is readily
available via pdf for a very reasonable price ($45 for the pdf version as of October,
2020).

In Chapter 5 of PCA’s Concrete Floors on Ground, there are tables and charts that are
based on common warehouse rack configurations, uniform floor load arrangements,
and vehicle-types. The publication is extremely useful for typical warehouse slab
design. Design methods are available for the following loading.

1. Vehicle Loading

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a. Fatigue: Warehouse slabs will be subjected to numerous cycles of loading

over time. Every time a forklift or pallet jack rolls over a joint is another cycle.
Research has led industry experts to conclude that failure does not only occur
due to single events, but also due to the accumulation of damage from
repeated loads below the maximum allowable load. This is known as fatigue
loading. The theory is that loads which induce stresses in the concrete above
a given level will cause some degree of distress in concrete. The threshhold
is 45% of the maximum stress. If you add up enough of these loads, the
concrete will fail eventually. The following relationship between magnitude of
loading and number of cycles to failure is posed by the PCA document:

N = the number of loads to produce a flexural fatigue cracking failure

𝜎𝜎 = Maximum flexural tension stress induced by traffiic loading at the bottom of
the slab at the joint, psi
MR = Flexural strength (Modulus of rupture value at 28 days), psi
SR = Stress ratio, given by SR = 𝜎𝜎/MR

For SR ≥ 0.55, log(N) = 11.737−12.077 x SR

For convenience, can also be expressed as:
N = 1011.737−12.077 𝑆𝑆𝑆𝑆
4.257 3.268
For 0.45 < SR < 0.55 N = �𝑆𝑆𝑆𝑆−0.4325�
For SR ≤ 0.45 N = unlimited

The resulting table (PCA Table 5-1) in abbreviated fashion is as follows:

Stress Ratio, SR Allowable load repetitions, N

0.45 Unlimited
0.50 762,043
0.55 124,523
0.60 30,927
0.65 7,700
0.70 1,917
0.75 477
0.80 119
0.85 30

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0.90 7
0.95 2
1.00 0 (emprical value, not from equation above)

The factor of safety for a fatigue failure is the inverse of the stress ratio. PCA
uses the term SF for factor of safety for fatigue.

So, SF = 1/SR

SF = 2.2 amounts to unlimited traffic. Per PCA, this value might be used for
heavily trafficked areas. A lower SF of 1.4 to 2.0 might be used in lower traffic
areas.

b. Joint load transfer

Joint load transfer is touched on in Slabs-on-Grade: From the Ground Up, and
also discussed later in this course. Vertical load transfer is any means keeping
opposing sides of the slab at a joint from moving separately as a wheel load
crosses the joint (see Fig. 45). If the transfer is there, it drastically reduces stress
at the joint. There are two main choices for providing a means of vertical load
transfer:
i) Aggregate interlock (friction between the slabs on either side of a
sawcut-induced crack). The effectiveness of aggregate interlock
depends on the joint size. (Fig. 34)
ii) Dowels providing full load transfer at a joint. (Fig. 45)

If aggregate interlock is used, the following table is used to obtain a joint factor
(JF) as long as the joint spacing is reasonable (based in judgement) to factor in
effectiveness. This joint factor is used similar to a factor of safety when
determining allowable stresses.

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c. PCA Charts for vehicles – steps explained further in the PCA publication.
Again, the charts aren’t presented here.
i) From facility data, equipment info needed:
1. Axle load
2. Wheel spacing
3. # of wheels on an axle
4. Tire type, width, contact length
ii) Data for slab/soil needed:
1. Subgrade modulus
2. Concrete flexural strength
3. Ultimate shrinkage (at infinite time)
4. Joint spacing
iii) Figure out working stress using SF and JF
𝑀𝑀𝑀𝑀
1. 𝑊𝑊𝑊𝑊 = 𝑆𝑆𝑆𝑆 𝑥𝑥 𝐽𝐽𝐽𝐽 (MR = Flexural strength, use MR = 9 �𝑓𝑓𝑐𝑐′ )
2. Note that at this point, the slab designer could factor in curling
stresses if desired by reducing MR to get a reserve strength
value.
iv) Then find working stress per 1000# of axle load
1. Value = WS/(Axle load,kips)
v) Enter charts using based on type of joint assumed and find a slab
thickness

2. Post Loading

a. Design for post loading is based a single controlling design event (maximum
post loads expected for a given rack post layout) rather than fatigue loading.

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b. PCA Charts for vehicles – safety factors and steps explained further in the
PCA publication. A quick reminder that the charts aren’t presented here, and
that the publication itself is necessary to complete the slab design.
i) From facility data, equipment info needed:
1. Maximum post loads
2. Post spacings, x and y in plan
3. Base plate area
4. Tire type, width, contact length
ii) Data for slab/soil needed:
1. Subgrade modulus
2. Concrete flexural strength
3. Ultimate shrinkage (at infinite time)
iii) Review notes in the publication on joint spacing and how slab edge
stress may be reduced for good load transfer at the joint.
iv) Note in particular the wider range of factors of safety involved
depending on the application, as a racking collapse would be much
more dangerous than fatigue failure of joints.
v) Figure out working stress using SF and JF
𝑀𝑀𝑀𝑀
1. 𝑊𝑊𝑊𝑊 = 𝑆𝑆𝑆𝑆 𝑥𝑥 𝐽𝐽𝐽𝐽 (MR = Flexural strength)
2. Note that at this point, the slab designer could factor in curling
stresses if desired by reducing MR to get a reserve strength
value.
vi) Then find working stress per 1000# of post load
1. Value = WS/(Post load,kips)
vii) Enter charts using based on type of joint assumed and find a slab
thickness.

3. Distributed Loading
a. This section of the PCA publication addresses distributed loads on slabs,
including those occurring next to open travel aisles free of loads. The charts
and tables aren’t presented here due to the amount of nuanced background
needed to use them.

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The charts in the PCA publication address an assumed wheel load for a given number
of repetitions to achieve a given factor of safety with a given wheel spacing and contact
area. Thus, the use of the tables necessitates the use of a single forklift load that
represents all traffic. A suggested alternate method is described below.

Fatigue study based on PCA method for variable wheel loads

If desired, the author proposes that an approximate study could be done directly if the
wheel loading varies. Note that this is not part of the information presented by PCA. For
a wide variety of loadings on a given slab, it may be necessary to divide the loads into
categories by magnitude of loading and number of cycles, and the contributions of each
category contribute to the total accumulation of damage. For example, if the amount of
accumulated damage to failure is 1.0, and we divide loads into several categories, with
various stress ratios for each category, we can examine the damage as follows:
i = number of the category (1, 2, 3, … m)
ni = number of cycles in each category
Ni = the number of loads to produce a flexural fatigue cracking failure for category i
SRi = Stress ratio for category i

Steps:
Step 1) Find out what the facility intends to use for equipment, what loads might be
imposed by them, and how many cycles of load there might be for each loading. Here it
might be a collection of good guesses, unless there is data to draw from.
Step 2) Divide the loads into a number of categories with a relevant SRi for loading
significacnt enough to load to failure (SR > 0.45). The loading under study might be the
stress in the slab as the wheels cross joints, with the aid of Westergaard equations. It is
recommended that the PCA method be studied for nuances in design choices.
Step 3) Use the equations or tables to get the values Ni. Apply a factor of safety SF and
joint factor, JF in the manner described for a single type of vehicle by PCA.
Step 4) Figure out whether fatigue limits are met:

𝑛𝑛𝑖𝑖
If ∑𝑚𝑚
𝑖𝑖=1 𝑥𝑥 𝐹𝐹𝐹𝐹 𝑥𝑥 𝐽𝐽𝐽𝐽 < 1, fatigue limits are OK. If the value of the expression on the left
𝑁𝑁𝑖𝑖
is more than 1, a thicker slab may be required.

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Plastic or Ultimate Limit State Methods:

The generally accepted model for the failure response of a concrete slab-on-grade to a
point load applied via a round plate is shown in Fig. 31 (Several Sources: TR34, Walker
and Holland (2001), Holland, World of Concrete). The deformation of the slab is circular
dish shape with characteristic defining radii that will be described below. Progressive
failure for gradually increasing load begins when the slab first sags in the middle, with
concave shape up, developing positive moments (slab in tension on the bottom and
compression on top) along radial lines. Then the slab bends down, or hogs, in
negative moment (slab in compression on the bottom and tension on top), at a
characteristic radius from the load center. The negative moment increases until failure
occurs when the cracking moment is reached on top of the slab.

Side note: For serviceability crack concerns for loads less than ultimate loads but
greater than that required to develop initial cracking, if bottom of slab cracking controls
the design, the post-initial-crack behavior may be an acceptable result. (Holland and
Walker, 2001).

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Fig. 31 – Slab cracking behavior due to a post load

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Yield-Line Theory – Plastic/Ultimate Method:

TR34 presents a yield line theory method of slab design based on studies by such
authors as Meyerhof (1962), where the failure mechanism is similar to that described in
Fig. 31. The concept of yield lines is a widely acceptable analysis method with
provisions in building code design publications such as ACI 318. It involves an assumed
failure shape where the material in question bends to the yield limit along failure
lines and then the moment that caused that yielding remains constant through failure.
The rotation of the first crack or yield line is assumed to continue plastically due to
ductile behavior. So, the expectation is that the material has some post-crack strength
to allow for this.

In TR34, the yield line failures that take place along positive moment regions are
assumed to occur in a ductile manner due to concrete containing steel or synthetic
fibers or steel reinforcing. Minimum amounts of reinforcing are recommended. The
literauture mainly focuses on concrete slabs with steel fibers, but the use of the
equations could be extrapolated to slabs with steel reinforcing.
The equations for rack post loading are as follows:

For the following scenario:

a = equivalent contact radius of the load

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4 𝐸𝐸𝑐𝑐 ℎ3
𝐿𝐿 = �
12 (1 − 𝜇𝜇 2 )𝑘𝑘𝑠𝑠
Where,
𝐿𝐿 = 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑜𝑜𝑜𝑜 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠, 𝑖𝑖𝑖𝑖
ℎ = 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖, 𝑖𝑖𝑖𝑖
𝜇𝜇 = 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑛𝑛′ 𝑠𝑠 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑓𝑓𝑓𝑓𝑓𝑓 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐

Case I: Internal load – center of load is more than (L+a) from a free edge or joint
a/L = 0, 𝑃𝑃𝑢𝑢 = 2𝜋𝜋�𝑀𝑀𝑝𝑝 + 𝑀𝑀𝑛𝑛 �
𝑎𝑎
a/L > 0.2, 𝑃𝑃𝑢𝑢 = 4𝜋𝜋�𝑀𝑀𝑝𝑝 + 𝑀𝑀𝑛𝑛 �/ �1 − 3𝐿𝐿�
Use linear interpolation for a/L between 0 and 0.2.

Case II: Edge load - center of load is located on an edge more than (L+a) from a free
corner or the intersection of two joints
a/L = 0, 𝑃𝑃𝑢𝑢 = �𝜋𝜋(𝑀𝑀𝑝𝑝 + 𝑀𝑀𝑛𝑛 )/2� + 2 𝑀𝑀𝑛𝑛
2𝑎𝑎
a/L > 0.2, 𝑃𝑃𝑢𝑢 = ��𝜋𝜋(𝑀𝑀𝑝𝑝 + 𝑀𝑀𝑛𝑛 )/2� + 4 𝑀𝑀𝑛𝑛 � / �1 − 3𝐿𝐿
�
Use linear interpolation for a/L between 0 and 0.2.

Case III: Corner load - center of load is located at distance a from the two edges
forming a corner
a/L = 0, 𝑃𝑃𝑢𝑢 = 2𝜋𝜋𝑀𝑀𝑛𝑛
𝑎𝑎
a/L > 0.2, 𝑃𝑃𝑢𝑢 = 4 𝑀𝑀𝑛𝑛 / �1 − 𝐿𝐿 �
Use linear interpolation for a/L between 0 and 0.2.

Pu = Storage rack load

Positive moment capacity: 𝑀𝑀𝑝𝑝 = 𝐴𝐴𝐴𝐴 𝐹𝐹𝐹𝐹 𝑑𝑑 / FS
Negative moment capacity: 𝑀𝑀𝑛𝑛 = 𝑓𝑓𝑟𝑟 𝑥𝑥 𝑆𝑆/FS
FS = factor of safety
As = area of steel reinforcing for unit width
Fy = yield strength of reinforcing,
fr = Concrete rupture modulus = 9 �𝑓𝑓𝑐𝑐′ in psi (value suggested by author)
S = Section modulus of concrete per unit width

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As should be an amount of reinforcing adequate to ensure ductility, or the ability of a

material to yield, but undergo more deformation while maintaining some post-yield
strength. Even though this is outside of buidling code design, concrete building codes
can guide this. ACI recommends minimum reinforcing ratio of 0.0018 for footings and
mat foundations. The British Standard 8110 recommends a minimum percentage of
0.13% for rectangular sections subject to flexure. The building code does not require the
slab design to follow these strictly. The author would lean towards the 0.13% range.

For determining limits on proximity of adjacent loads, per TR3, “The influence of an
additional load… at a distance x from…[the load center] is as follows:

If x < L, “the positive bending moment at …[the load center] will increase”

If L < x < 3L, “the positive bending moment at …[the load center] will decrease, but by a
relatively small amount.”

If x > 3L, “the additional load will have negligible influence on the bending moment at
…[the load center].”

Cases for multiple wheel loads, line loads, and uniform loads are also presented in the
TR34 document, in the form of direct equations, making it very suitable for use in a
spreadsheet.

Simplified Analytical Method by Shentu, Jiang, and Hsu - Plastic/Ultimate Method

Shentu, et al, developed a relationship between load and slab thickness based on the
ultimate limit state of failure observed in load tests and from robust finite element
modeling (FEM). A multiaxial state of stress is included in the constitutive model, and
the concrete behavior is captured from first crack to collapse of the slab under load.
Loading in the finite element model is increased incrementally. The FEM program
checks the elements of the mesh at each step, and adjusts the stiffness contributions of
elements as they crack. The key characteristic behavior that allows this method to
reflect a closer approximation to test results is the horizontal thrust that develops as
the slab is squeezed between the load above and soil below, while being restrained
laterally in all directions by the main body of the slab. The state of compression thereby
created does not prevent cracks, but enough of the slab remains intact well beyond the
initial cracking for significant post-crack strength to develop. Even with generous factors

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of safety, the failure loading predicted by the model is substantially greater than that
obtained by other methods of analysis.

As a caution in using this approach, the designing engineer will need to consider the
things which do not appear to be addressed in this research, including curling and
shrinkage stresses, and joint proximity and construction. Also, if applying this method to
the analysis of the slab due to seismic forces from a rack post, the uplift values on a
cracked slab during repeated cycles of alternating upward and downward forces due to
overturning need to be considered.

The use of the method developed by Shentu, et al, is listed as an acceptable method of
slab design in FEMA 460. An excellent summary of the use of this method is also found
in “Load Carrying Capacity, Concrete Slabs-On-Grade Subject to Concentrated Loads”,
by Azzi and Laird. They further recommend a reduction factor to account for slightly
different theoretical results for thicker slabs. The resulting equations are:
𝑘𝑘𝑠𝑠 𝑅𝑅1
𝑃𝑃𝑢𝑢 = 1.72 𝑥𝑥 � 𝑥𝑥 104 + 3.60� 𝑓𝑓1′ 𝑑𝑑 2
𝐸𝐸𝑐𝑐
𝑃𝑃𝑢𝑢
𝑃𝑃𝑎𝑎 =
𝐹𝐹𝐹𝐹
𝑃𝑃𝑢𝑢 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠, 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝
𝑃𝑃𝑎𝑎 = 𝑎𝑎𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠, 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝
𝐹𝐹𝐹𝐹 = 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
𝑅𝑅1 = 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑜𝑜𝑜𝑜 𝑜𝑜𝑜𝑜𝑜𝑜 ℎ𝑎𝑎𝑎𝑎𝑎𝑎 𝑡𝑡ℎ𝑒𝑒 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑜𝑜𝑜𝑜 𝑎𝑎 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝
𝐸𝐸𝑐𝑐 = 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑜𝑜𝑜𝑜 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐, 𝑝𝑝𝑝𝑝𝑝𝑝
𝑘𝑘𝑠𝑠 = 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟, 𝑝𝑝𝑝𝑝𝑝𝑝
𝑓𝑓1′ = 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐, 𝑝𝑝𝑝𝑝𝑝𝑝
𝑑𝑑 = 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖, 𝑖𝑖𝑖𝑖

Or, slab thickness can be derived directly from,

𝐹𝐹𝐹𝐹 𝑥𝑥 𝑃𝑃𝑢𝑢
𝑑𝑑 = �
𝑘𝑘𝑠𝑠 𝑅𝑅1
1.72 𝑥𝑥 � 𝐸𝐸 𝑥𝑥 104 + 3.60� 𝑓𝑓1′ 𝛽𝛽
𝑐𝑐

Where the load reduction factor, 𝛽𝛽, introduced by Azzi and Laird is given by
𝛽𝛽 = 1.0 for slabs < 7” thickness, and 𝛽𝛽 = 0.85 for slabs ≥ 7” thickness.

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For determining limits on proximity of adjacent loads, the following parameter is

established:
4 𝐸𝐸𝑐𝑐 ℎ3
𝑙𝑙 = �
12 (1 − 𝜇𝜇 2 )𝑘𝑘𝑠𝑠
Where,
𝑙𝑙 = 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑜𝑜𝑜𝑜 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠, 𝑖𝑖𝑖𝑖
ℎ = 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖, 𝑖𝑖𝑖𝑖
𝜇𝜇 = 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑛𝑛′ 𝑠𝑠 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑓𝑓𝑓𝑓𝑓𝑓 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
The radius of relative stiffness is the generally accepted distance from the centerline of
load to the inflection point in the slab (moment transitions from positive to negative), see
Fig. 31. It is clearly partially dependent on subgrade stiffness, and is used in
determining how close adjacent loads can be without affecting slab stress calculations.
Per Azzi and Laird, “A load that is within a distance of 1.5 times the radius of relative
stiffness from another load may have an influence on slab stresses.”

Punching shear and one-way shear

There are no hard and fast rules for punching and one-way shear strength of slabs-on-
grade. In Tarr and Farny, it is suggested that, “The size of the base plate be large
enough so that concrete bearing stress under maximum service load does not exceed
4.2 times the 28-day modulus of rupture, or one-half this value for loads applied at slab
edges or corners.” This assumes an allowable shear of 0.27 times the modulus of
rupture and the failure surface defined by the area of the base plate extended an
additional half the slab depth on all sides, but excluding the contribution of any sides
with a joint.

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Joint Layout

Control joints, sawcutting, construction joints and isolation joints for unreinforced slabs
in typical buildings was described in detail in Slabs-on-Grade: From the Ground Up.

Fig. 32 - Sawcutting new concrete, and joint with crack induced by sawcut (MnDOT)

The same concepts apply to warehouse slabs. Control joint layout for warehouses
depend on a number of parameters. Shrinkage characteristics of the slab will need to be
understood. Preventing random cracks due to shrinkage restraint will be a goal, and
how much joints will open up due to shrinkage will also factor in. Obviously, the larger
the joint spacing, the larger the joint width can be expected with shrinkage. Expectations
of joint aggregate interlock performance will also need consideration, as was discussed
in Slabs-on-Grade: From the Ground Up, and further discussed below. Joints should be
kept perpendicular to traffic, with parallel joints free of main travel aisles. Luckily, there
is guidance from the industry. ACI recommends the following joint spacing for
unreinforced slabs (see Fig. 33), from PCA’s Concrete Floors on Ground. Note that the
upper and lower bounds are 24 and 36 times the slab thickness, respectively:

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Fig. 33 – Recommended control joint spacing

Walker and Holland (1999) performed finite analysis on modeled slabs and found that
slab thickness and joint spacing can affect curling stresses dramatically. They state that

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15 ft joint spacing is significantly better for curling stresses than 30 ft joint spacing.
Additionally, an increase the modulus of subgrade can increase the curling stress,
especially for shorter joint spacings. So, efforts to stiffen the subgrade may not be
advantageous beyond a certain point. If we pick two slab thicknesses, 6” and 8”, results
were as follows:
a. 6” slab – 18 ft joint spacing, curling stress = 303 psi
b. 6” slab – 15 ft joint spacing, curling stress = 217 psi
c. 8” slab – 24 ft joint spacing, curling stress = 350 psi
d. 8” slab – 15 ft joint spacing, curling stress = 143 psi
The lower range of modulus of rupture for bending in concrete used in practice is 410
psi. If the curling stress is high, it reduces the reserve strength near the joint to
resist wheel loads. Walker and Holland also found that higher strength concrete results
in higher curling stresses due to the increase in concrete shrinkage and stiffness, both
resulting in greater curling. The lesson here is keep joints to a maximum of 15 feet if
possible, and use concrete in the range of 3,000 to 3,500 psi.

Additional notes on joints per Tarr (2013):

1. Cap joint spacing at 30x slab thickness for joint aggregate interlock, which is
limited to widths of 0.035” or less for effective use.
2. Note that closer spaced joints may not activate and cause dominant joints to be
more prevalent.
3. Avoid T-shaped joints. Sympathetic cracking may follow the tee stem, continuing
in the direction of the sawcut extended.
4. Keyways will spall at the concave side due to the weak section of concrete near
top with wheeled traffic, and are not recommended.
5. Note that observing the top of slab may not be the best indicator of joint width. A
crack or joint is likely smaller a base due to a V-shaped crack. If confirmation is
needed, a concrete core drilled cylinder may be taken. A practical effective crack
width to use for determining aggregate interlock may be that found at 1/2 or 2/3
the height of slab (as shown in the core sample).
And per Basham, a conventional wet saw should use a sawcut depth of 1/4 to 1/3 of
slab thickness 4 to 12 hours after finishing. Early entry saws should use a saw cut of
1”to 1.5” in depth (1 to 4h after finishing)

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Joint Design Against Failure

The potential for fatigue and impact damage in warehouse slabs is unavoidable. At the
joints, the conditions are most severe. Here the slab may be moving differentially,
depending on where the wheel is at in comparison to the joint, and curling and joint
width as well as the type of wheel and its loading will all need to be considered. There
are ways to make joints more stable against wear and tear.

Again, the two types of joints that are used in traffic areas of slabs on grade are control
joints and construction joints. We will look at both of these separately, but first we can
explore the options, beginning with a discussion on aggregate interlock.

Load Transfer

Load Transfer - Aggregate Interlock

One method of load transfer at a joint is aggregate interlock, which is the reliance on
the crack at a control joint to transfer load across it (see Slabs-on-Grade: From the
Ground Up, and Fig. 34). When the slab cracks after the sawcut is performed, there is a
roughness to the interface from one side of the crack to the other. For typical
warehouses with high traffic volume and forklift loading, caution should be used when
counting on this for main traffic aisles.

Fig. 34 – Aggregate interlock

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One might consider aggregate interlock a reliable method for areas with lower loading
or minimal traffic volumes. However, rack layouts and facility usage may be revised in
the future. That being said, it is worthwhile to explore the limits of aggregate interlock for
any slab being considered. Colley and Humphrey performed research for PCA on slabs
to determine the effectiveness of aggregate interlock (Colley, B.E. and Humphrey, H.A.,
1967, “Aggregate Interlock at Joints in Concrete Pavements,” Development Department
Bulletin D124, Portland Cement Association, Skokie, IL.). They loaded plates near the
edges of a slab joints to see how well the load would be passed to the far side of the
joint. They defined “effectiveness”, E, as
2 𝑑𝑑𝑗𝑗′
𝐸𝐸 (%) = 𝑥𝑥 100
𝑑𝑑𝑗𝑗 + 𝑑𝑑𝑗𝑗′
where 𝑑𝑑𝑗𝑗 is the deflection of the slab at the near side of the joint 𝑑𝑑𝑗𝑗′ is the deflection of
the slab at the far side of the joint. An example curve of the results is shown in Fig. 35.

Fig. 35 - Effectiveness of opened joint (Colley and Humphrey)

Colley and Humphrey found that the value of E depends on a number of things. They
summarized this in an empirical expression as noted below, where EI is the endurance
index, which is “obtained by dividing the area under the curve of effectiveness vs cycles
by the area that would be developed if the joint retained an effectiveness of 100 percent
throughout one million load applications.”
ℎ
𝐸𝐸𝐸𝐸 (%) = 230 √𝑘𝑘
𝑃𝑃 𝑤𝑤

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Where:
h = depth of roughened surface, in
P = wheel load, #
w = joint opening, in
k = foundation modulus, pci
(per Colley and Humphrey)

And shown graphically in Fig. 36.

Fig. 36 - (Colley and Humphrey)

Some specific data of note in the report was as follows. For a 7” slab with a 6” gravel
base to stay at 50% effectiveness at one million cycles, the joint opening needed to be
about .025”. For a 9” slab with a 6” gravel base to stay at 50% effectiveness at one
million cycles, the joint opening needed to be about .035”. The effectiveness of
aggregate interlock drops steeply with increasing joint size.

So, again, unless joint size or number of load cycles can both be practically controlled
or are naturally limited, caution should be exercised in applying this method of joint load
transfer. Per ACI 360: “If the designer cannot be sure of positive long-term shear

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transfer at the joints through aggregate interlock, then positive load-transfer devices
should be used at all joints subjected to wheeled traffic.”

Load Transfer – Reinforcing

Type I – Steel reinforcing to control joint size

Some slabs are designed with reinforcing sufficient to control the crack sizes, thereby
allowing for control joints to be omitted. The amount of steel varies, but the author has
has good results with reinforcing in the 0.5% to 0.6% range. Construction joints at
reinforced slabs with 0.5% or more reinforcing by area should use this same amount of
steel across the joint, but the steel needs to have a lapped and embedded near and
across the joint so the bar is fully developed in tension. An alternative to this might be
to use an armored joint, which will be described in a later course.

Type II – Steel reinforcing to enhance aggregate interlock

ACI 360 mentions the strategy of using of a small amount of reinforcing (0.1% by area)
to enhance the aggregate interlock mechanism. Guidelines are provided in that
publication that promote the success of this strategy, including following the
recommended joint spacing, the use of construction joints at 125’ maximum spacing,
and other advisory measures.

Load Transfer Devices

The reliance on aggregate interlock for joint load transfer has its limitations. But, there
are many alternatives for slab designs. There is a long history of the use of round
dowels at joints in the design of highway pavements. It is common to find round dowels
in the standard details of the nation’s finest transportation departments, and they are
surely performing admirably in outdoor pavements. Other alternatives include
rectangular, tapered or diamond dowels.

The function of dowels is to allow for joints to continue to move due to drying
shrinkage while also providing vertical load transfer. This means the dowels need
to be able to slip away from at least one side of the joint (bond breaker applied), and
ideally also have space to move parallel to the joint on one side of the joint. Walker and
Holland have published two excellent articles that sums up the use of plate dowels in
slabs (Walker and Holland, 1998, and Walker and Holland, 2007).

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Joint transfer devices may be strategically located only at areas with the most
severe traffic conditions to optimize costs. A well-defined traffic pattern is generally
required.

Load Transfer Devices at Construction joints – Dowels

At construction joints, it would be very risky to omit dowels or some other means of joint
stabilization at these abrupt discontinuities, as the slab alone does not have any means
of load transfer from one slab to the other across the joint. Round rigid steel dowels
across a joint are an option (see Fig. 42). Typical sizes are ½” in diameter and 2’-0” in
length. Dowels are centered on the joint, and one end should be greased. However, as
described in Slabs-on-Grade: From the Ground Up, the most common type of dowel is
the diamond dowel, Figs. 37, 38, 39. Diamond dowels are simple to use, and the
formwork does not need to be drilled through. Also, the load transfer is excellent, with
the widest section of the dowel being placed at the location of highest bending and
shear stresses. See Fig. 40 for a depiction of the fixed-fixed condition.

The diamond dowels are steel plates that are laid flat and oriented at 45 degrees to the
joint. A sample installation for standard buildings is 1/4” thick x 4-1/2” x 4-1/2”, with a
given on-center spacing, and centered in the slab. There is a unique method of placing
these. A rigid plastic housing of adequate strength is first nailed onto initial concrete
edge form and gets included in the first concrete pour. The dowel is then slipped into
the housing for the second pour. This means that the contractor does not need to
provide holes in the formwork to accommodate a plate dowel placed in the first pour.
Another advantage of these dowels is the allowance for shrinkage movement in two
directions. The plastic housing is designed with an allowance for movement parallel to
the joint, and naturally the dowel slips out of the housing is there is movement
perpendicular to the joint. As mentioned, concrete panels shrink toward their center of
mass, so near the corners, the slab is moving diagonally. This leads to a component of
movement both parallel and perpendicular to the slab joint.

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Fig. 37– Insert at edge of construction joint set into first concrete pour, with second
concrete pour to follow. Square dowels shown to be placed at a construction joint
placed in insert that was set into first concrete pour, with second concrete pour to follow
(https://www.pna-inc.com/products-designs/diamond-dowel-system)

Fig 38 - Diamond dowels by PNA

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Fig. 39 – Diamond dowel placement

Fig. 40 - Diamond dowel action

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ACI 360 recommends the following for dowel size and spacing.

Fig. 41 - Recommended diamond dowel size and spacing (ACI 360).

Load Transfer Devices at Control joints – Dowels and Dowel Baskets

Two types of dowels, round and tapered dowel baskets, are shown in Figs. 42 & 43.
The function of the dowel basket is to allow the control joint to open up under shrinkage
movements, but to maintain vertical load transfer across the joint. The tapered variety of
dowel has an additional benefit. First, note that the dowel is wider on one side, but that
the wider end is placed so it resides alternately on side of the joint, then the other. As
the concrete shrinks, the dowel holds to the side with the wider end, and when the joint
opens up, there is a gap that develops, allowing space to move for any movement
parallel to the joint. See Figs. 44 through 48 for dowel basket use and spacing, and
some construction details.

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Fig 42- Round dowels (MnDOT)

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Fig. 43 - Tapered dowels by PNA (PD3 Basket dowels)

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Fig. 44 - Dowel at a control joint

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Fig. 45 - Wheel and joint filler at a control joint

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Fig. 46 - Plan view of tapered dowels

Fig. 47 - Recommended joint dowel size and spacing (ACI 360).

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Fig. 48 - Slab-on-grade joint details

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One more note on joints:

1) The use of a vibrator at joint devices is imperative for the devices to work
properly. If there are honeycomb voids, the devices may become loose, or there may
be weak sections in the concrete that are subject to higher stresses.

Isolation Joints
There will be many building components that will make the use of control joints difficult
to employ with complete regularity. Objects such as columns, bollards and doorways
will project through the plane of the slab, and with enough lateral movement of the slab
due to drying shrinkage or temperature effects, the restraint can induce cracking at the
margin of the object. The joints that provide relief at these objects are called isolation
joints, with an intentional gap and a compressible filler material, an example of which is
shown in Fig. 49. Re-entrant corners will exist where floor areas follow building
geometry and at transitions between adjacent areas that require discontinuities in the
slab. Special details may be required.

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Fig. 49 - Details for typical isolation joints

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Joint Protection

Hard-wheeled traffic can be detrimental to slab joints. Over time, the action of repeated
cycles of forklift and pallet jack loading across a joint will tend to break the joint down.
ACI 360 notes two ways to protect a joint: armored angles or plates or joint filler.
Armored plates will be shown in a later course. Joint filler is discussed below.

Joint Filler

To mitigate degradation of otherwise unprotected slab joints, it is highly recommended

in warehouses with small wheeled traffic to have a protective filler material placed in
joints. There would be a high risk or premature joint failure without it. Appropriately
enough, this material is called joint filler. It has evolved over time with the increased
demand on joint performance due to smaller and harder wheels, and round-the-clock
operations of distribution centers. Joint filler allows for normal control joint
construction while still provding excellent protection against cracking and
spalling. Some notes:

Fig. 50 - Joint filler in slab joints

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1) The most common type of material used is semi-rigid joint filler. Per ACI 360,
“Certain types of semi-rigid epoxy or polyurea are the only materials known to the
committee that can fill joints and provide sufficient shoulder to the edges of the
concrete and prevent joint breakdown.” Metzger/McGuire has an excellent
publication on the subject called Concrete Joint Filler. Per Metzger/McGuire, the
concept is to fill joints with an epoxy product that has “sufficient rigidity to avoid
deflection, protecting edges from impact damage”, “sufficient resiliency to absorb
impact”, and a low tensile and adhesive strength to allow the joint to move without
restraining it. Separation from one or both sides of the joint is expected. They also
provide guidelines for conditions for replacement such as joint spalling and when the
joint filler starts pulling out of the joint. Joint filler is used in both construction and
contraction joints. The joint filler is ony intended to be a partial depth installation.
Generally, the depth of joint filler is the depth of the sawcut or a maximum of 2
inches. Where contraction joints are large, silica sand can be used to choke off the
joint. At construction joints, a backer rod is used to define the joint filler depth.
2) Good joint filler materials have sufficient tensile elongation to perform in a ductile
manner.
3) The timing of joint filler ideally occurs as late as practically possible in the
construction phases of a building. It would even be best to wait until the ambient
operating temperature and humidity were achieved (e.g., during HVAC
commissioning). However, it is often the case that construction sequence dictates
jointfilling in the first 90 days. If this is the case, it is recommended that the joint filler
be inspected at one year or so later to assess its condition and be replaced as
necessary.
4) In cold storage faciltites, the joint filler should occur some time during the
temperature draw down sequence to allow so the temperature shrinkage has
minimal affect on the joint filler material.

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Floor Flatness and Levelness

Warehouses with storage racking may require stricter floor flatness/floor levelness
(FF/FL) criteria compared to typical buildings. The basics of this topic are covered in
Slabs-on-Grade: From the Ground Up. There are many factors to consider. Taller racks
(>30 feet in height) will be more susceptible to leaning. If the floor slopes slightly at the
base, this is magnified several times at the top of the racking. For racking with
automated materials handling equipment, tolerances for flatness can be very strict, as
the pathways and clearances need to be predictable, with limited ability to adjust things
later. Racks that have narrow aisles and use automated high reach lifts may need
superflat floors, which are a specialty type of warehouse slab to be discussed in a later
course.
There are two basic ways to call out FF/FL tolerances for warehouse slabs.
1) Random-traffic patterns – Materials handling equipment will move in
multiple directions, either randomly, or orthogonally
2) Defined-traffic patterns
For random traffic patterns, the entire slab needs to be poured to the FF/FL tolerance in
both directions. For defined traffic patterns, the FF/FL for traffic areas may be different
than the rest of the slab. Generally, this is used for rack systems with very narrow
aisles, where forklifts are wire-guided by radio signals in aisles that are just wide
enough for them to pass through (Fig. 51), usually with very tall racking. So, the travel
aisles need to be very flat, but assuming the racking can be adjusted at install, really the
very flat portions only need to occur at travel aisles (defined traffic patterns).

Chapter 7 of PCA’s Concrete Floors on Ground provides guidance. Based on this, and
on the author’s experience, the concrete specifications for typical warehouses would
have FF/FL requirements in the range of:
FF/FL = 25/17 for normal lift traffic alone (no racks),
FF/FL = 35/25 for shorter racking of, say, 20’-0” final product height, and
FF/FL = 50/35 for taller or automated racking with, say, final product heights of 35’-0” or
greater.

Note that FF/FL testing is to be performed 24 to 72 hours after concrete

placement. Because shrinkage and curling will continue well after, it is once again a
good reason to limit curling. For racking or equipment very susceptible to issues with
curling, the floor may need to be re-surveyed and perhaps subject to grinding in severe
cases.

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Specialty Slab Options

There are slab constructino solutions that have been developed to eliminate the number
of slab joints and reduce the common durability issues with slabs. The author plans to
address these specialty slabs in a future course. Some of the more common ones
include:
1) Slabs with shrinkage compensating concrete
- A special Type K cement is used whose tendency to expand puts the concrete in a
state of compression before the onset of drying shrinkage, thereby eliminating
shrinkage concerns.
2) Slabs with steel fibers
- Fibers were discussed in Course 1. Steel fibers would allow for enhanced ductility, and
therefore yield line analysis could be used. Impact and fatigue resistance, as well as
shrinkage and curling reduction are common enhancements that depend on the type
and dosage of steel fibers.
3) Slabs with macrofiber
- Similar improvements to slab performance as steel fibers
4) Slabs designed with continuous reinforcing
- Slabs with enough reinforcement to provide ductile strength, reduce crack sizes to
sizes that can be largely ignored, and eliminating control joints.
5) Post-tensioned slabs
- Slabs-on-grade that are poured with post-tensioning cables and mild reinforcing in
them, with the cables pulled later to induce a state of compression in the slab. This
leads to wide areas of pours without control joints.

The future course will also include information on special rack types such as automated
racking, as well as the design of cold storage facilities, and special detailing for unique
warehouse situations.

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https://commons.wikimedia.org/wiki/File:VAN_(Very_narrow_aisle)_AGV,_courtesy_of_Egemin_Automation_Inc..jpg;
AGVExpertJS / CC BY-SA (https://creativecommons.org/licenses/by-sa/3.0)
Fig. 51 - Very narrow aisle racking

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Finishes
The exposed surfaces of warehouse slabs take a lot of abuse from various activities.
Wood pallets with sharp wood edges and nails will abrade the concrete surface over
time. Hard troweling of the concrete paste at the surface will help with this. However, it
is good to have additional protection against surface wear. There are several options
available.
1) Sealer/Hardener: Silicate sealers
a. These are surface treatments that penetrate and harden the top layer of
concrete.
2) Integral Hardeners
a. Similarly, these harden the surface of concrete, but are an additive to the
concrete mix, so would provide protection for a slab that might experience
more depth of wear.
3) Shake-on or Shoveled-on Mineral Hardener (e.g., trap rock)
a. There are flat flakes of rock that are spread by spraying them on with a
shovel or by the use of a shake-on machine that drops them on the slab in
an even manner.
ACI 302 defines floor types by class in Table 2.1, and recommends finishes for classes.
Here is the excerpt for the two main warehouse (non-specialty) classes:

Most typical warehouses will fall in the Class 5 category, and will receive a hard steel-
troweled finish to densify and strengthen the surface, and then have a coating of silicate
sealer applied. ACI 302 and Chapter 8 of PCA’s Concrete Floors on Ground provide in-
depth guidance on this subject. This includes advising that normal practices of lower
water/cement ratios, good curing methods, and use of hard aggregates will aid the
abrasion resistance of concrete slabs.

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Pre-Construction Meeting
One of the most important stages of a warehouse project is the pre-construction
meeting. It’s where all parties come together to discuss how the concrete slab
construction will be planned for and executed. Some topics to review:
1) Safety and equipment:
a. Screed types:
i. Laser
ii. Truss
b. Truck/pump access and pour methods
c. Pour environment
i. Air quality
ii. Seasonal issues
iii. Time of day/night
iv. Indoor/outdoor
v. Options to mitigate adverse conditions / thresholds for canceling
pours
2) Construction operation and logistics:
a. Other trades/materials
i. Soils/subgrade procedures and issues
ii. Underground plumbing or electrical ducts
iii. Insulation and heating coil contractors
iv. Reinforcing
b. Schedule – test pours, main pours, sequence
c. Working hours for pours
d. Control and construction joint locations
e. Roof in place or not
f. Vapor barrier locations
g. Joints at protruding elements (columns, bollards, etc.)
h. Joints to miss rack legs or base plate anchors & options at conflicts
i. Reinforcing to miss rack base plate anchors & options at conflicts
j. Mix designs
i. Pre-pour testing and timing
3) Quality control and assurance
a. Plan and parties for special inspections and testing
b. Any third party oversight
c. FF//FL and other special tolerances
d. Air, slump, temp, cylinders

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i. Agree on quantity, frequency, reporting

ii. Will it be different for pour days with >500 yards of concrete; can
the frequency be dialed back
e. Special tests
i. Flexural beam tests and shrinkage tests on field samples– to
calibrate design assumptions about concrete properties

References

ACI Committee 117, “Specifications for Tolerances for Concrete Construction and
Materials and Commentary (ACI 117-06),” American Concrete Institute (ACI),
Farmington Hills, MI, 2005, 70 pp.

ACI Committee 209, “Prediction of Creep, Shrinkage, and Temperature Effects in

Concrete Structures (ACI 209R-92),” American Concrete Institute (ACI), Farmington
Hills, MI, (Reapproved) 1997, 47 pp.

ACI Committee 301, “Specifications for Structural Concrete (ACI 301-05),” American
Concrete Institute (ACI), Farmington Hills, MI, 2005, 49 pp.

ACI Committee 302, “Guide for Concrete Floor and Slab Construction (ACI 302.1R-04),”
American Concrete Institute (ACI), Farmington Hills, MI, 2004, 77 pp.

ACI Committee 318, “Building Code Requirements for Structural Concrete (ACI 318-
14),” American Concrete Institute (ACI), Farmington Hills, MI, 2014, 492 pp.

ACI Committee 360, “Design of Slabs-On-Ground (ACI 360R-06),” American Concrete

Institute (ACI), Farmington Hills, MI, 2006, 74 pp.

ACI Committee 544, “Report on Fiber Reinforced Concrete (ACI 544.1R-96),” American
Concrete Institute (ACI), Farmington Hills, MI, 1996, 66 pp.

Army Technical Manual No. 5-809-12 / Air Force Manual No. 88-3, Chapter 15 (TM 5-
809-1/AFM 88-3), Concrete Floor Slabs on Grade Subjected to Heavy Loads,
Headquarters Departments of the Army and the Air Force, Washington, DC, August 25,
1987.

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