Steel grating for H-20 loads is a vehicle-rated heavy-duty flooring and access-cover system designed for truck traffic, road crossings, bridge decks, culvert openings, loading areas, and industrial drainage channels. H-20 is not a simple uniform floor load and it cannot be identified by panel size alone. The final grating must be selected according to the governing traffic standard, rear axle and wheel load, impact allowance, tire contact area, bearing bar size, mesh spacing, clear span, support frame, deflection limit, anchoring, and traffic direction. For factory budget planning, H-20 grating usually costs substantially more than pedestrian or ordinary platform grating because it uses deeper and thicker bearing bars, heavier edge details, stronger frames, and more demanding fabrication and inspection.
H-20 is a traditional highway truck loading designation associated with older AASHTO bridge and roadway design practice. The H-20-44 truck model is commonly represented as a two-axle truck with an 8,000 lb front axle and a 32,000 lb rear axle, for a nominal total vehicle weight of 40,000 lb. In heavy-duty grating tables, the rear axle and the resulting wheel load are usually more important than the total truck weight because the grating is loaded directly by individual tires.
Many heavy-duty grating load tables use a 32,000 lb H-20 axle load and add a dynamic impact allowance. Under a commonly used 30% impact convention, one 16,000 lb half-axle wheel load becomes approximately 20,800 lb, or about 92.5 kN. This number is a design-table basis, not a universal value for every project. The adopted road standard, owner specification, bridge authority, and manufacturer calculation may use a different impact or load distribution method.
| Traditional Truck Class | Common Rear Axle Basis | Illustrative Wheel Load with 30% Impact | Relative Requirement |
|---|---|---|---|
| H-15 | About 24,000 lb | About 15,600 lb per wheel | Heavy vehicle loading below H-20 |
| H-20 | About 32,000 lb | About 20,800 lb per wheel | Common heavy-duty roadway and industrial traffic basis |
| H-25 | About 40,000 lb | About 26,000 lb per wheel | More demanding heavy-truck condition |
H-20 should not be interpreted as 20 tons per square meter. A uniform load is distributed over a broad area, while a truck wheel applies a concentrated load through a relatively small tire footprint. The grating must transfer that local force through several bearing bars and into the supporting frame.
A panel designed for a high pedestrian uniform load may still be unsuitable for H-20 traffic. Conversely, a short-span vehicle cover may pass an H-20 wheel check even though it would not be economical as a large open platform. The load type, span, and support arrangement must always be considered together.
The term H-20 grating may refer to one of several things in a quotation or drawing:
Before placing an order, ask the factory to state the exact design basis, wheel load, impact factor, load distribution, span, allowable deflection, material grade, bearing bar size, and support condition. A product label alone is not a structural certification.
For a broader explanation of heavy-duty bar sizes, load tables, and industrial applications, see this heavy-duty steel grating specification guide.
H-20, HS-20, and HL-93 are related highway loading terms, but they are not interchangeable. They describe different truck configurations or combinations of truck, tandem, and lane loads. The correct designation depends on the date of the project standard, the design method, and the authority responsible for the road or bridge.
| Designation | General Meaning | Typical Load Arrangement | What a Grating Buyer Should Confirm |
|---|---|---|---|
| H-20 | Traditional two-axle H truck class | Approximately 8,000 lb front axle and 32,000 lb rear axle in the common H-20-44 model | Whether the project uses the legacy H-20 truck or a custom wheel-load interpretation |
| HS-20 | Traditional tractor-trailer type truck class | H truck arrangement with an additional rear trailer axle | Whether the extra axle, axle spacing, and bridge load model apply |
| HL-93 | Modern AASHTO LRFD highway live-load model | Design truck or design tandem combined with a design lane load | Whether current LRFD or local bridge requirements replace the older H/HS designation |
| Local DOT or Owner Load | Project-specific roadway or industrial traffic requirement | May use a legal truck, permit vehicle, forklift, fire truck, or special axle pattern | Exact wheel, axle, impact, and deflection criteria stated in the contract documents |
H-20 represents a two-axle truck model, while HS-20 represents a tractor-trailer configuration with an additional axle. The extra axle changes the total vehicle load and the way load effects are distributed along a bridge or long roadway structure. A grating panel over a short trench may be controlled by one wheel, but a bridge deck or long crossing can be affected by axle spacing and multiple wheel positions.
HL-93 is associated with modern LRFD bridge design. It considers a design truck or a design tandem together with a distributed lane load, with different load combinations used to produce critical effects. It should not be treated as a direct synonym for H-20. A project drawing that says “H-20” may be using an older specification, while a new bridge project may require HL-93 or a local adaptation.
If an old drawing only says “H-20,” the safest approach is to request clarification before fabrication. Replacing a wrongly rated roadway cover after installation is far more expensive than resolving the load definition during quotation.
H-20 steel grating is used where a vehicle must cross an opening or drive over a load-bearing open floor. The application determines the panel layout, mesh, frame, surface, anti-lift system, corrosion protection, and maintenance access.
| Application | Why Open H-20 Grating Is Used | Main Design Issues |
|---|---|---|
| Roadway Trench Cover | Allows drainage and provides vehicle access over a service trench | Clear opening, wheel load, frame, anti-lift, removable access, debris |
| Culvert Crossing | Covers a drainage opening while allowing controlled traffic to pass | Concrete ledge, hydraulic flow, edge reactions, impact, corrosion, lifting |
| Bridge Maintenance Deck | Provides a strong, open surface with drainage and lower dead load than solid plate | Traffic direction, fatigue, weather, repeated wheel loads, authority requirements |
| Industrial Service Road | Allows trucks or equipment to cross channels, pits, and utility routes | Actual truck type, traffic frequency, braking, turning, support beams, repairs |
| Loading Dock or Plant Floor | Supports maintenance vehicles and equipment while permitting drainage | Forklift wheel loads, hard tires, point loads, joint impact, surface traction |
| Stormwater Inlet | Provides a trafficable drainage opening | Hydraulic capacity, debris retention, anti-theft locking, public safety |
| Airport or Utility Access Area | Maintains access over underground services and drainage systems | Special vehicle classes, high traffic, flatness, fatigue, authority approval |
H-20 trench covers must fit the clear opening and rest on a properly designed bearing ledge. The panel itself may be strong enough while the channel wall or frame is not. The frame, concrete edge, anchors, and grating should therefore be designed as one assembly.
Removable trench covers should include lifting holes, lifting keys, handles, or a planned mechanical lifting method. If the cover is opened frequently, divide it into manageable sections rather than making one extremely heavy panel.
Roadway grating over a culvert or channel must resist wheel impact, braking, turning, water flow, debris, and environmental exposure. The opening may be crossed by one vehicle at a time or by regular two-way traffic. The design should state whether the wheel path is centered over the panel, near the edge, or likely to cross a joint.
Bridge and bridge-maintenance applications can involve repeated wheel loads, vibration, fatigue, snow, ice, salt, and multi-directional traffic. A legacy H-20 designation may not be sufficient information for a new bridge project. The bridge engineer or transportation authority should identify the current governing design vehicle and any lane-load or fatigue requirements.
The wheel is the point where a truck transfers its force to the grating. The design must account for the wheel load, tire footprint, location on the panel, direction of travel, impact, and the number of bearing bars sharing the load.
A common simplified H-20 grating calculation uses a 32,000 lb rear axle. Dividing the axle between two wheels gives approximately 16,000 lb per wheel before impact. With a 30% impact allowance, the design wheel load becomes approximately 20,800 lb per wheel.
Illustrative design wheel load = (rear axle load / number of wheels on the axle) x (1 + impact factor)
This formula is only an explanation of the common table approach. The project may require a different axle distribution, impact factor, load factor, or wheel arrangement. The approved standard or engineer’s calculation controls.
The tire does not apply its entire force to one mathematical point. The contact patch has a length and width influenced by tire pressure, tire construction, wheel load, tread, and road surface. The contact area determines how many bearing bars participate in carrying the load.
| Tire or Wheel Condition | Typical Structural Concern | Information to Give the Factory |
|---|---|---|
| Pneumatic Truck Tire | Large wheel load with a relatively broad, flexible contact patch | Maximum axle, wheel load, tire width, inflation, wheel spacing |
| Solid Industrial Tire | High local pressure and limited deformation | Tire material, tread width, wheel diameter, maximum wheel load |
| Polyurethane or Nylon Caster | Small contact area and high local stress | Wheel diameter, width, material, point load, travel route |
| Steel Wheel | Very concentrated loading and impact at joints or bar edges | Wheel profile, load, speed, turning, impact, and repetition |
Load distribution is affected by the tire width, bearing bar pitch, cross bar stiffness, wheel position, and the direction of travel. A closer bearing bar pitch can place more bars beneath a wheel footprint, but it increases the steel weight and reduces the open area.
Heavy-duty grating tables normally define the effective load distribution in the direction parallel and perpendicular to the axle. Some legacy H-20 tables use a distribution length of approximately 20 inches in one direction, combined with the bearing bar spacing in the other direction. The exact dimensions depend on the table and should not be copied from one grating type to another.
A moving wheel can create a higher force than a slowly applied static load. Impact may result from speed, uneven pavement, a raised frame, a gap between panels, braking, turning, suspension movement, or a wheel striking a bar. Heavy-duty grating tables often include an impact allowance, but the project may require a different value for unusual traffic.
Repeated impact can also affect welds, rivets, clips, banding, and frame connections. A panel that passes a one-time static check may still need a fatigue or durability review when the same wheel path is used many times each day.
Provide the intended traffic direction on the layout drawing. The factory should know whether vehicles cross the bearing bars, travel along them, turn on the panel, stop at the opening, or pass over panel joints. H-20 grating for a straight, low-speed crossing may differ from grating used in a loading dock where forklifts turn repeatedly.
Heavy-duty grating is required for H-20 because the wheel load is concentrated, dynamic, and potentially repeated. Ordinary pedestrian grating often has a light bearing bar, a longer span assumption, and a support detail that is not designed for vehicle impact.
Each bearing bar bends between its supports. Increasing the clear span increases bending demand and deflection quickly. H-20 wheel loading therefore requires a deeper or thicker bearing bar, closer supports, or both.
A wheel may load only a limited group of bars. The grating must resist local bending, load transfer between bars, bar twisting, and damage at the panel edge. Heavy-duty designs often use closer bearing bar spacing, stronger cross bars, and load-carrying banding.
When a wheel is close to the edge, the end bearing bars and banding can receive a high reaction. An unbanded or lightly banded panel may not distribute the load as effectively near the perimeter. This is one reason traffic-rated grating often includes load-carrying edge banding or a reinforced frame.
Vehicle traffic can produce impact at every panel joint and may repeat thousands of times over the service life. Heavy-duty welded or riveted construction, secure fasteners, rigid frames, and accurate panel seating reduce the risk of progressive damage.
Excessive deflection can create a bounce, tire impact, noise, loose fasteners, or a trip edge. Heavy-duty design is therefore about more than preventing collapse. It also keeps the roadway or floor stable, quiet, drainable, and maintainable.
The bearing bar is the primary load-carrying member. Its depth, thickness, and pitch must be selected from the actual H-20 load case and clear span. A nominal mesh designation without the bearing bar size is not a complete specification.
| Illustrative Bearing Bar Size | Typical Design Discussion | Price and Handling Effect |
|---|---|---|
| 40 x 5 mm | May be considered for short, closely supported openings after load-table verification | Lower material use, but not automatically adequate for H-20 |
| 50 x 5 mm or 50 x 6 mm | Common family for heavier industrial covers and short-span vehicle applications | Moderate to high panel weight and fabrication cost |
| 60 x 6 mm or 60 x 8 mm | Used when more stiffness or load reserve is required | Heavy panels may require mechanical lifting |
| 75 x 8 mm | Often evaluated for demanding spans, roadway covers, and special heavy-duty layouts | Usually made to order with higher frame and packing cost |
| 100 x 10 mm and larger | Special project-specific traffic or industrial loading | Very high steel consumption and detailed engineering required |
Increasing the bearing bar height generally increases the section stiffness and reduces bending deflection over the same span. A 60 mm deep bar can perform very differently from a 40 mm deep bar even when both have the same thickness.
A deeper bar also increases the grating depth. This affects drainage-channel frame recesses, stair riser dimensions, floor elevations, clearance beneath the panel, and the weight of each removable section.
Thickness increases the steel area, local resistance, damage tolerance, and weight. A change from 50 x 5 mm to 50 x 6 mm increases the bearing bar area by 20% before cross bars, banding, frames, and finishing are added.
Thicker bars may be more economical than adding many intermediate beams, but the decision should be based on the complete structural and installation cost. A larger bar can increase freight, crane requirements, galvanizing bath handling, and replacement difficulty.
Common bearing bar pitches include approximately 19 mm, 25 mm, 30 mm, and 40 mm. H-20 traffic grating may use a close or medium pitch depending on the tire footprint, opening requirement, and load-table series.
For preliminary budgeting, the bearing bar weight per square meter can be estimated with the following formula:
Approximate bearing bar weight (kg/m2) = 7.85 x bearing bar height (mm) x thickness (mm) / bearing bar pitch (mm)
This calculation uses an approximate steel density of 7,850 kg/m3 and excludes cross bars, banding, frames, clips, and finish. For example, 60 x 6 mm bars at a 30 mm pitch contribute approximately 94 kg/m2 before those additions. The finished panel may weigh more depending on the cross bar profile and edge treatment.
Cross bars run perpendicular to the bearing bars. Their primary functions are to keep the bearing bars aligned, maintain the mesh, add lateral stability, and help distribute local forces between adjacent bearing bars. The bearing bars still carry the main span load.
| Cross Bar Type | Typical Construction | Vehicle-Load Consideration |
|---|---|---|
| Twisted Square Bar | Twisted square rod welded between bearing bars | Common industrial surface; provides a traditional textured appearance |
| Round Bar | Round rod welded or inserted into the panel | Can provide a smoother visual profile; exact panel table must be checked |
| Flat Bar | Flat transverse bar press-locked into slotted bearing bars | Flush appearance and close mesh options; not automatically vehicle-rated |
| Reticulated Bar | Formed or corrugated bar used with riveted construction | Often selected for repeated rolling and bridge-type applications |
Common cross bar spacing includes approximately 50 mm and 100 mm, although other patterns are available. A 30 x 50 mm mesh has more frequent transverse members than a 30 x 100 mm mesh. This can improve local surface support and reduce the size of one opening, but it increases fabrication and material consumption.
For an H-20 road crossing, cross bar spacing should be coordinated with tire width, drainage, debris, and the possibility of a wheel landing near a joint. The cross bar cannot substitute for a bearing bar that is too small or a span that is too long.
Heavy-duty traffic grating may require load-carrying banding around the perimeter or at selected edges. Banding closes the bar ends, strengthens the panel boundary, and improves load transfer when a wheel approaches the edge. It can also provide a better surface for clips and frame seating.
For heavy, high-speed, or multi-directional traffic, ask the manufacturer whether the approved design requires load-carrying banding, reinforced ends, or additional edge bars. Banding should be included in the load calculation rather than added only for appearance.
H-20 grating capacity depends heavily on the actual clear span. Clear span is the unsupported distance between the support surfaces beneath the bearing bars. It is not necessarily the same as the overall panel length.
| Term | Definition | Effect on H-20 Selection |
|---|---|---|
| Clear Span | Unsupported distance between bearing supports | Primary dimension used to select bar depth and thickness |
| Panel Length | Overall finished dimension of the panel | May be longer than the structural span if intermediate beams are present |
| Support Width | Actual seating width beneath the bearing bar ends | Must be wide and strong enough to prevent edge damage or slipping |
| Bearing Direction | Direction in which the bearing bars span | Must be perpendicular to the supports and clearly marked |
| Panel Joint | Gap or seam between adjacent panels | Must have adequate support and should not create a wheel impact point |
| Deflection Limit | Maximum acceptable movement under the design load | Can require a larger bar even when basic strength is adequate |
A 3,000 mm long panel may have a 750 mm clear span if it rests on multiple intermediate beams. The same panel could have a 3,000 mm clear span if only its ends are supported. Those two installations require completely different bearing bar sizes.
Every shop drawing should show support lines, intermediate beams, panel joints, bearing bar direction, and traffic direction. On square or nearly square panels, the bearing direction should be marked physically to prevent the panel from being rotated during installation.
A panel can resist a load without collapsing and still deflect too much for safe or practical service. Excessive movement can cause tire impact, loose clips, noisy joints, damage to the frame, water ponding, or uncomfortable vehicle travel.
Some heavy-duty grating tables use a strict movement criterion such as the lesser of approximately 3.2 mm or span divided by 400. This is only an example of a commonly used table convention. The project may specify a different limit, and the governing standard should be stated in the quote request.
The supporting beam or frame also deflects under the wheel load. A very stiff grating panel resting on a flexible angle or thin channel may not achieve the expected performance. The frame, concrete ledge, anchor bolts, and surrounding structure should be checked with the grating rather than treated as separate afterthoughts.
H-20 grating is a complete access-cover assembly, not just a loose panel. The frame transfers the wheel reaction into the surrounding structure, while the anchors and anti-lift devices keep the panel in position during traffic.
| Component | Function | H-20 Design Concern |
|---|---|---|
| Steel Frame | Supports the grating and transfers loads into concrete or structural steel | Must resist bending, torsion, impact, and repeated wheel reactions |
| Bearing Ledge | Provides a continuous seat for the bearing bar ends | Must be wide, level, and strong enough for edge loading |
| Anchor Bolts | Connect the frame to the surrounding structure | Must resist movement, uplift, vibration, and installation tolerances |
| Hold-Down Clips | Secure a removable panel to the frame | Must be rated for traffic and positioned away from weak cutouts |
| Anti-Lift Lock | Prevents the cover from lifting or shifting | Important for roadway openings, vibration, and public access areas |
| Load-Carrying Banding | Reinforces panel edges and transfers local wheel forces | Often recommended for heavy, high-speed, or multi-directional traffic |
| Lifting Hardware | Allows safe removal for cleaning and maintenance | Must be sized for the finished panel weight and not weaken the panel |
The bearing seat should be wide enough to support the grating without allowing the bar ends to roll, bend, or slide off the frame. Many heavy-duty details use at least approximately 25 mm of bearing for moderate-depth bars and a larger seat for deeper sections, but the required value depends on the project design and support material.
Concrete ledges should be checked for edge breakout and local crushing. Steel frames should be checked for bending and weld strength. A grating panel cannot compensate for a weak or poorly aligned support ledge.
Traffic vibration can cause an unsecured panel to move, rattle, or lift. Hold-down clips, recessed bolts, captive fasteners, hinges, locking bars, and anti-rattle pads can be used according to the access requirements.
Roadside and public drainage covers may also require anti-theft features. A missing or displaced H-20 panel can create an immediate hazard, so the locking method should be selected together with the maintenance and emergency-access procedure.
H-20 covers need enough clearance to install and remove the panel without binding, but excessive gaps can create tire impact and debris accumulation. The shop drawing should define frame inside dimensions, panel outside dimensions, joint gaps, corner radii, lifting clearances, and the tolerance for the surrounding civil work.
H-20 grating can have smooth or serrated bearing bars. Surface selection should consider tire behavior, worker traction, snow, ice, mud, oil, drainage, cleaning, and the possibility of mixed pedestrian and vehicle traffic.
| Surface | Advantages | Typical H-20 Application | Points to Check |
|---|---|---|---|
| Smooth Bearing Bars | Uniform top surface, easier cleaning, predictable tire contact | Dry plant roads, clean industrial floors, cart routes, sheltered covers | May be less suitable for wet footwear, ice, oil, or steep pedestrian approaches |
| Serrated Bearing Bars | Improved footwear traction in wet or contaminated conditions | Outdoor crossings, ramps, bridge maintenance decks, wastewater and marine areas | Confirm tire behavior, cleaning requirements, and the applicable load table |
Serrated bearing bars are useful where workers may walk across the same cover in rain, snow, oil, sludge, or washdown water. The raised teeth help footwear grip the top edge and can reduce the risk of slipping when the surface is contaminated.
Serration does not replace drainage, housekeeping, lighting, handrails, or anti-slip planning. Snow, mud, and leaves can still cover the teeth. If vehicles and pedestrians share the route, confirm that the serration does not create unacceptable tire vibration or cleaning problems.
Smooth grating may be more practical where carts, vehicles, and maintenance equipment roll over the panel regularly. It is also easier to wash and inspect in clean industrial areas. Smooth does not mean slippery in every environment, but outdoor projects should evaluate rain, ice, oil, algae, and contamination over the full service life.
When a roadway cover is also a pedestrian crossing, consider the clear opening, edge visibility, lighting, surrounding pavement, surface traction, and panel movement. A vehicle-rated panel with a very large opening may still be unsuitable where narrow heels or small wheels are expected.
Material selection affects initial price, corrosion resistance, maintenance, service life, and fabrication. Carbon steel is usually the most economical structural option. Hot-dip galvanizing is common for outdoor H-20 covers. Stainless steel is selected when chloride, chemical, food, wastewater, or appearance requirements justify the higher material cost.
| Material | Typical H-20 Environment | Advantages | Relative Price |
|---|---|---|---|
| Bare Carbon Steel | Dry indoor plant floors or protected service areas | Lowest price, high availability, easy heavy-duty fabrication | Lowest |
| Painted Carbon Steel | Indoor and sheltered industrial areas | Color identification and moderate corrosion protection | Low to moderate |
| Hot-Dip Galvanized Carbon Steel | Outdoor roads, trench covers, culverts, drainage channels, utility plants | Practical zinc protection and broad factory availability | Moderate |
| 304 Stainless Steel | Food plants, washdown areas, moderate outdoor and architectural applications | Good corrosion resistance and clean appearance | High |
| 316 or 316L Stainless Steel | Marine, coastal, salt, wastewater, and chloride-rich chemical service | Improved resistance to pitting and chloride exposure | Very high |
Bare carbon steel provides the lowest initial H-20 grating price and is often suitable for dry, protected industrial locations. It should not be exposed to regular rain, standing water, salt, or chemical washdown without a suitable corrosion-control plan.
Hot-dip galvanized carbon steel is a common choice for outdoor roadway covers and industrial drainage grates. The zinc coating protects the steel from general atmospheric corrosion, but the design should still avoid water traps and poorly drained frame pockets.
Cutting, drilling, welding, and custom fabrication should be completed before galvanizing whenever possible. The factory should identify areas that require coating repair after field modification. This hot-dip galvanized steel grating guide provides additional background for comparing coating and fabrication choices.
304 stainless steel can be used for H-20 grating where corrosion is moderate and hygiene or appearance matters. It may be appropriate for food-service access areas, indoor washdown, architectural roadway details, and sheltered industrial drainage.
316 and 316L are often selected for marine, coastal, salt-handling, wastewater, and chloride-rich environments. 316L is particularly useful for welded fabrications where a lower-carbon grade is specified for improved resistance to weld-related sensitization concerns.
Neither 304 nor 316L is resistant to every chemical. Chemical concentration, temperature, immersion time, cleaning agents, crevices, and stagnant deposits must be reviewed before specifying stainless H-20 grating. Stainless also costs substantially more, so it should be used where lifecycle performance justifies the investment.
Factory price per square meter is normally built from steel weight, fabrication, surface treatment, inspection, packing, and delivery conditions. The same H-20 designation can produce very different prices because a short-span panel and a long-span panel may use different bar sizes and weights.
Factory price per m2 = steel material cost + grating fabrication + edge and frame work + surface treatment + inspection and documents + packing + applicable delivery cost
The following figures are broad budgeting references for factory supply in US dollars. They are not fixed market quotations. Actual prices vary with raw material markets, bar weight, mesh, panel size, quantity, country of origin, fabrication complexity, coating, inspection, packing, freight, taxes, and Incoterms.
| H-20 Product Scope | Indicative Factory Budget per m2 | Typical Scope |
|---|---|---|
| Bare carbon steel heavy-duty welded grating | About US$110-220 | Standard rectangular panels, verified H-20 bar design, simple edges |
| Hot-dip galvanized carbon steel H-20 grating | About US$140-290 | Heavy welded panels with normal galvanizing and export packing |
| Close-mesh or high-weight galvanized H-20 grating | About US$190-360 | Deeper bars, thicker bars, closer pitch, reinforced edges, heavier panels |
| Riveted H-20 roadway or bridge grating | About US$220-450 | Riveted construction, rolling-load design, custom panel or edge details |
| 304 stainless steel H-20 grating | About US$320-700+ | Heavy bar geometry, welded or specialty fabrication, optional finish treatment |
| 316 or 316L stainless steel H-20 grating | About US$450-950+ | Marine, wastewater, chemical, or chloride service with higher-alloy material |
| Framed, curved, locking, or highly customized H-20 assemblies | About US$250-650+ equivalent | Often priced per piece because frames, hardware, and fabrication dominate |
These ranges assume that the H-20 design has already been defined and that the order contains enough panels for normal factory production. One-off covers, unusual shapes, rush orders, special testing, or complex civil frames can exceed the ranges.
A 1,000 x 1,000 mm panel covers 1 m2. If the base galvanized H-20 grating price is budgeted at US$210 per m2, the base panel value is approximately US$210 before frame, clips, locking bolts, lifting hardware, custom cutouts, special documentation, and freight.
A 1,000 x 3,000 mm panel covers 3 m2. At the same base price, the grating value would be approximately US$630, but the final price may be higher if the panel requires a reinforced frame, intermediate support, banding, hinges, or custom drainage openings.
Factories may quote heavy-duty grating by ton when the bearing bar size and total steel consumption are large. Price per ton is useful for comparing raw material and fabrication efficiency, while price per square meter is easier for project budgeting. Always ask for the estimated finished weight per square meter so the two pricing methods can be compared fairly.
A low price per ton can still produce a high price per square meter if the H-20 design requires a very heavy panel. Conversely, a low-weight panel may have a high per-ton fabrication cost because of small quantities, many cutouts, or extensive frame work.
| Cost Factor | How It Affects the Price |
|---|---|
| Bearing Bar Depth | Deeper bars use more steel and may require larger frames and heavier lifting equipment. |
| Bearing Bar Thickness | Thicker bars increase material weight across the entire panel. |
| Bearing Bar Pitch | Closer spacing increases the number of bars and reduces the clear opening. |
| Cross Bar Spacing | Closer transverse bars add material and fabrication time. |
| Welded or Riveted Construction | Riveted designs and specialty heavy-duty fabrication usually require more labor. |
| Load-Carrying Banding | Adds edge steel, welding, finishing, and inspection. |
| Surface Treatment | Galvanizing, painting, stainless cleaning, polishing, and special finishes add process cost. |
| Frames and Supports | Structural angles, channels, anchors, hinges, locks, and lifting hardware can dominate small-cover prices. |
| Cutouts and Notches | Increase cutting, edge dressing, reinforcement, material waste, and drawing time. |
| Inspection and Documents | Load calculations, material certificates, inspection plans, and authority submittals require additional work. |
| Quantity and Lead Time | Repeat panels reduce setup cost, while small or urgent orders cost more per piece. |
| Packing and Shipping | Heavy panels may need steel pallets, separators, crates, lifting points, and special freight handling. |
H-20 covers are frequently customized to fit existing roads, drains, culverts, pits, and plant structures. Custom work should be priced as part of the structural system because an opening can interrupt bearing bars and change the load path.
| Custom Feature | Purpose | Typical Price Effect |
|---|---|---|
| Load-Carrying Edge Banding | Strengthens the perimeter and transfers wheel loads near panel edges | Moderate increase per linear meter |
| Pipe or Utility Cutout | Allows the panel to fit around pipes, posts, valves, or equipment | Moderate to high depending on reinforcement |
| Reinforced Opening | Restores the load path where bearing bars are interrupted | High when trimming bars or support frames are required |
| Curved or Radius Panel | Matches a circular culvert, curved curb, or special road layout | High due to cutting, fitting, and banding |
| Hinged Cover | Provides frequent maintenance access without removing the panel | Additional hardware and frame fabrication |
| Locking or Anti-Theft System | Prevents movement or unauthorized removal in public areas | Additional hardware and installation details |
| Hot-Dip Galvanizing | Protects carbon steel from atmospheric corrosion | Coating, handling, venting, inspection, and transport charges |
| Stainless Steel Finish | Improves corrosion performance, hygiene, or appearance | Pickling, passivation, polishing, or electropolishing can add substantially |
Large cutouts can remove several bearing bars and leave an opening with a weak perimeter. The factory may add trimming bars, banding, angles, channels, or a separate frame around the opening. The cutout diameter, center location, clearance, and required load must be shown on the drawing.
For galvanized H-20 grating, most cutting, drilling, welding, and edge fabrication should be completed before galvanizing. Field modification after coating can expose bare steel and may reduce the protection at a critical edge. If site cutting is unavoidable, the repair method and responsibility should be stated in the purchase documents.
Stainless H-20 grating may require dedicated tools and clean fabrication areas to avoid carbon-steel contamination. Welded stainless panels may also require pickling and passivation after fabrication to remove heat tint and restore a clean passive surface. These steps add cost but can be important in marine, chemical, food, and wastewater service.
Factories often keep standard panel widths and lengths to improve material yield and production efficiency. H-20 panels, however, are frequently made to order because the opening, frame, traffic path, and lifting method vary from project to project.
| Illustrative Panel Size | Area | Typical Use | Handling Comment |
|---|---|---|---|
| 600 x 1,000 mm | 0.60 m2 | Small utility covers and maintenance openings | Generally easier to remove manually, depending on bar size |
| 750 x 3,000 mm | 2.25 m2 | Narrow road crossings and industrial channels | Weight should be checked before manual lifting |
| 1,000 x 3,000 mm | 3.00 m2 | Plant floors, service roads, and access platforms | Heavy bar designs often require mechanical lifting |
| 1,000 x 6,000 mm | 6.00 m2 | Long drainage channels and bridge-style decks | Usually requires planned lifting and transport support |
| 1,200 x 3,000 mm | 3.60 m2 | Wide roadway or plant openings | Wide, heavy panels need careful frame and packing design |
A panel dimension only describes the finished outline. Capacity depends on the clear span in the bearing direction. A long panel can contain intermediate supports and have several short structural spans. A small-looking panel can be critical if it bridges a deep opening with no intermediate support.
Dividing a large H-20 cover into multiple panels can make cleaning, inspection, and replacement easier. The disadvantages are additional joints, more frame members, more clips, and possible tire impact at the seams. Joint positions should be located away from the most severe wheel path where possible.
Maximum panel size depends on the factory’s welding or pressing equipment, raw bar length, galvanizing bath dimensions, lifting capacity, finishing line, packaging method, and shipping restrictions. A supplier should confirm the maximum practical size for the specified bar depth and finished weight instead of quoting a universal limit.
An accurate H-20 quotation requires both technical and commercial information. The more complete the enquiry, the less likely the supplier will include a safety allowance or exclude important frame and accessory costs.
| Information | Example | Why It Is Needed |
|---|---|---|
| Governing Load Standard | H-20-44, owner H-20 wheel load, local DOT, HL-93, or project-specific truck | Defines the design method and load model |
| Axle and Wheel Data | 32,000 lb rear axle, tire size, wheel spacing, loaded condition | Determines concentrated load and distribution |
| Impact or Dynamic Factor | 30% table convention or engineer-specified factor | Accounts for moving traffic and surface impact |
| Clear Opening | Width and length of trench, culvert, pit, or drainage channel | Determines frame and panel dimensions |
| Clear Span | Unsupported distance between actual bearing supports | Controls bearing bar size and deflection |
| Support Width | Concrete ledge, angle, channel, or structural beam seat | Confirms edge bearing and frame compatibility |
| Traffic Direction | Wheel path relative to bearing bars and panel joints | Affects distribution, impact, and fatigue |
| Bearing Bar Size | 60 x 6 mm or factory-recommended size | Primary structural and weight factor |
| Mesh Pattern | 30 x 100 mm, 30 x 50 mm, 19W4, or another pattern | Controls opening, drainage, wheel interaction, and bar quantity |
| Construction | Heavy-duty welded or riveted grating | Determines production route and load-table availability |
| Surface | Smooth, serrated, snow-resistant, or mixed pedestrian/vehicle surface | Controls traction, cleaning, and tire behavior |
| Material and Finish | Carbon steel, galvanized, 304, 316L, painted, or special stainless finish | Determines corrosion protection and material cost |
| Custom Details | Banding, cutouts, frames, hinges, locks, lifting holes, toe plates | Allows complete fabrication and accessory pricing |
| Documents | Shop drawings, load calculations, material certificates, inspection reports | Confirms submittal and traceability requirements |
| Delivery | EXW, FOB, CIF, destination, packing, unloading, requested lead time | Separates factory price from logistics and site costs |
A clear PDF or CAD drawing should show:
For terminology such as bearing bar depth, pitch, panel dimensions, and span direction, buyers can also consult this steel bar grating dimensions guide.
Before approving production, compare the factory load table with the actual specification. The table should identify the grating type, material, bearing bar dimensions, mesh, clear span, support condition, load type, impact assumption, and deflection limit.
Do not use a standard pedestrian load table for H-20 traffic. Do not use a welded table for a riveted or press-locked panel without confirmation. Do not assume a carbon steel table applies directly to stainless steel without checking the material and allowable stress basis.
H-20 grating requires controlled production because dimensional accuracy, weld quality, edge details, and frame fit affect the vehicle load path. A factory should be able to show how the product is inspected from raw material receipt through final packing.
Roadway and infrastructure projects may require heat-number traceability, material certificates, chemical composition, mechanical properties, welding records, inspection plans, and marked shop drawings. These documents should be requested before fabrication because they can affect production scheduling and price.
Welded panels should be checked for complete intersections, consistent welds, excessive spatter, distortion, and damaged bearing bars. Riveted panels should be checked for rivet formation, alignment, and secure mechanical connection. A visual inspection does not replace a load calculation, but it helps confirm that the supplied panel matches the approved construction.
Not every standard H-20 panel requires a physical load test. Many products are selected using an established heavy-duty load table and a project calculation. Custom covers, unusual frames, critical bridge components, or authority requirements may call for a prototype test or third-party inspection.
If testing is required, define the support arrangement, wheel or axle position, test load, impact condition, maximum deflection, permanent-set limit, measurement method, and report format before production begins.
The lowest price per square meter is not necessarily the lowest project cost. A quotation may exclude the frame, load-carrying banding, clips, locks, lifting hardware, inspection documents, galvanizing repairs, or export packing.
| Quote Item | Questions to Ask |
|---|---|
| Load Basis | Does the quote explicitly state H-20, axle load, wheel load, impact, and deflection? |
| Grating Geometry | Are bearing bar height, thickness, pitch, cross bar type, and spacing listed? |
| Panel Orientation | Is the bearing bar direction shown relative to the support and traffic? |
| Frame Scope | Are frames, bearing ledges, anchors, clips, locks, and lifting hardware included? |
| Surface | Is the panel smooth or serrated, and is the selected surface included in the load design? |
| Corrosion Protection | Is the price bare, painted, hot-dip galvanized, stainless, or specially finished? |
| Custom Work | Are cutouts, notches, curves, banding, reinforcement, hinges, and toe plates itemized? |
| Weight | Is finished weight per square meter and per panel stated? |
| Documents | Are load calculations, material certificates, drawings, and inspection reports included? |
| Delivery | Is the price EXW, FOB, CIF, or delivered, and what packing is included? |
A useful quotation should identify the exact H-20 design and make clear which costs are included. For larger projects, compare the total installed cost, including civil-frame work, lifting, clips, coating maintenance, and replacement access.
For a general comparison of stock and custom factory supply, see this steel grating factory supply guide.
What is H-20 steel grating?
H-20 steel grating is heavy-duty grating designed for a defined H-20 vehicle load, commonly associated with a 32,000 lb rear axle and an approximately 20,800 lb design wheel load when a 30% impact convention is used. The exact requirement depends on the governing standard, wheel distribution, span, support frame, and deflection limit.
How much does H-20 steel grating cost per m2?
For broad factory budgeting, bare carbon steel H-20 welded grating may be about US$110-220 per m2, hot-dip galvanized panels about US$140-290 per m2, riveted or highly customized panels about US$220-450 per m2, and stainless H-20 grating about US$320-950+ per m2. The final price depends on steel weight, bar size, mesh, frame, surface treatment, quantity, documents, packing, and shipping.
What size grating is required for H-20 truck loads?
There is no single universal H-20 grating size. The required bearing bar height, thickness, pitch, mesh, and panel format must be selected from the actual clear span, wheel load, tire contact area, impact factor, support width, traffic direction, and allowable deflection. Provide the factory with a drawing and the governing load standard so it can issue a matching load-table recommendation or engineering calculation.