ASTM D4169-23

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: D4169 − 22 D4169 − 23
Standard Practice for
Performance Testing of Shipping Containers and Systems
This standard is issued under the fixed designation D4169; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.
1. Scope
1.1 This practice provides a uniform basis of evaluating, in a laboratory, the ability of shipping units to withstand the distribution
environment. This is accomplished by subjecting them to a test plan consisting of a sequence of anticipated hazard elements
encountered in various distribution cycles. This practice is not intended to supplant material specifications or existing preshipment
test procedures.
1.2 Consider the use of Practice D7386 for testing of packages for single parcel shipments.
1.3 The suitability of this practice for use with hazardous materials has not been determined.
1.4 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical
conversions to SI units that are provided for information only and are not considered standard.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
This practice is under the jurisdiction of ASTM Committee D10 on Packaging and is the direct responsibility of Subcommittee D10.21 on Shipping Containers and
Systems - Application of Performance Test Methods.
Current edition approved Jan. 1, 2022Dec. 1, 2023. Published February 2022January 2024. Originally approved in 2004. Last previous edition approved in 20162022 as
D4169 – 16.D4169 – 22. DOI: 10.1520/D4169-22.10.1520/D4169-23.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D4169 − 23
2. Referenced Documents
2.1 ASTM Standards:
D642 Test Method for Determining Compressive Resistance of Shipping Containers, Components, and Unit Loads
D880 Test Method for Impact Testing for Shipping Containers and Systems
D951 Test Method for Water Resistance of Shipping Containers by Spray Method
D996 Terminology of Packaging and Distribution Environments
D999 Test Methods for Vibration Testing of Shipping Containers
D4003 Test Methods for Programmable Horizontal Impact Test for Shipping Containers and Systems
D4332 Practice for Conditioning Containers, Packages, or Packaging Components for Testing
D4728 Test Method for Random Vibration Testing of Shipping Containers
D5265 Test Method for Bridge Impact Testing
D5276 Test Method for Drop Test of Loaded Containers by Free Fall
D5277 Test Method for Performing Programmed Horizontal Impacts Using an Inclined Impact Tester
D5487 Test Method for Simulated Drop of Loaded Containers by Shock Machines
D6055 Test Methods for Mechanical Handling of Unitized Loads and Large Shipping Cases and Crates
D6179 Test Methods for Rough Handling of Unitized Loads and Large Shipping Cases and Crates
D6344 Test Method for Concentrated Impacts to Transport Packages
D6653 Test Methods for Determining the Effects of High Altitude on Packaging Systems by Vacuum Method
D7386 Practice for Performance Testing of Packages for Single Parcel Delivery Systems
F1327 Terminology Relating to Barrier Materials for Medical Packaging (Withdrawn 2007)
F2825 Practice for Climatic Stressing of Packaging Systems for Single Parcel Delivery
2.2 Military Standards:
MIL-STD-810F Environmental Test Methods
MIL-STD-2073–1 DOD Standard Practice for Military Packaging
2.3 Association of American Railroads Standards:
General Information Bulletin No. 2 Rules and Procedures for Testing of New Loading and Bracing Methods or Materials
3. Terminology
3.1 Definitions—General definitions for the packaging and distribution environments are found in Terminology D996.
3.2 Definitions of Terms Specific to This Standard:
3.2.1 acceptance criteria, n—the acceptable quality level that must be met after the shipping unit has been subjected to the test
plan. See Section 7.
3.2.2 assurance level, n—the level of test intensity based on its probability of occurring in a typical distribution cycle.
3.2.2.1 Discussion—
Level I is a high level of test intensity and has a low probability of occurrence. Level III is a low level of test intensity, but has
a correspondingly high probability of occurrence. Level II is between these extremes. For Distribution Cycle 18 (DC–18), see
MIL-STD-2073–1 for definitions of military levels of protection.
3.2.3 coeffıcient of restitution, n—the ratio of the rebound velocity to the impact velocity.
3.2.4 distribution cycle (DC), n—the sequential listing of the test schedules employed to simulate the hazard elements expected
to occur for a specific routing of a shipping unit from production to consumption. See Table 1.
3.2.5 feeder aircraft, n—small, potentially non-pressurized aircraft used to transport express packages.
3.2.6 hazard element, n—a specific event that occurs in a distribution cycle that may pose a hazard to a shipping unit. The element
will usually be simulated by a single test schedule. See Section 9.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
The last approved version of this historical standard is referenced on www.astm.org.
Available from DLA Document Services, Building 4/D, 700 Robbins Ave., Philadelphia, PA 19111-5094, http://quicksearch.dla.mil.
Available from Association of American Railroads (AAR), 425 Third St., SW, Washington, DC 20024, http://www.aar.org.
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TABLE 1 Distribution Cycles
Performance Test Schedule Sequence
(see Section 9 for Test Schedule definition)
DC Distribution Cycle
First Second Third Fourth Fifth Sixth Seventh
1 General Cycle—undefined distribution system Schedule Schedule D Stacked Schedule F Schedule G Schedule J Schedule A
A Vibration Loose-Load Rail Concentrated Handling
Handling Vibration Switching Impact
2 Specially defined distribution system, user select from Schedules A through I
specified (see Appendix X2)
3 Single package without pallet or skid, LTL Schedule Schedule D Stacked Schedule F Schedule J Schedule A . . .
motor freight A Vibration OR Loose-Load Concentrated Handling—
Handling Schedule C Vehicle Vibration Impact Manual
—Manual Stacking plus
Schedule E Vehicle
Vibration
4 Single package with pallet or skid, LTL motor Schedule Schedule D Stacked Schedule F Schedule J Schedule A . . .
freight A Vibration OR Loose-Load Concentrated Handling—
Handling Schedule C Vehicle Vibration Impact Mechanical
—Mechanical Stacking plus
Schedule E Vehicle
Vibration
5 Motor freight, TL, not unitized Schedule Schedule D Stacked Schedule E Schedule J Schedule A . . .
A Vibration Vehicle Concentrated Handling
Handling Vibration Impact
6 Motor freight, TL, or LTL—unitized Schedule Schedule D Stacked Schedule J Schedule A Schedule B . . .
A Vibration OR Concentrated Handling Warehouse
Handling Schedule C Vehicle Impact Stacking
Stacking plus
Schedule E Vehicle
Vibration
7 Rail only, bulk loaded Schedule Schedule D Stacked Schedule G Schedule A . . . . . .
A Vibration Rail Handling
Handling Switching
8 Rail only, unitized Schedule Schedule D Stacked Schedule G Schedule A Schedule B . . .
A Vibration Rail Handling Warehouse
Handling Switching Stacking
9 Rail and motor freight, not unitized Schedule Schedule C Vehicle Schedule E Schedule G Schedule F Schedule J Schedule A
A Stacking Vehicle Rail Loose-Load Concentrated Handling
Handling Vibration Switching Vibration Impact
10 Rail and motor freight, unitized Schedule Schedule D Stacked Schedule G Schedule J Schedule A Schedule B
A Vibration Rail Concentrated Handling Warehouse
Handling Switching Impact Stacking
11 Rail, TOFC and COFC Schedule Schedule G Rail Schedule D Schedule F Schedule A . . .
A Switching Stacked Loose-Load Handling
Handling Vibration Vibration
12 Air (intercity) and motor freight (local), over 150 Schedule Schedule D Stacked Schedule I Schedule E Schedule J Schedule A
lb (68.1 kg), or unitized A Vibration Low Vehicle Concentrated Handling
A
Handling Pressure Vibration Impact
13 Air (intercity) and motor freight (local, single Schedule Schedule C Vehicle Schedule F Schedule I Schedule E Schedule J Schedule A
package up to 150 lb (61.8 kg). Consider A Han- Stacking Loose-Load Low Pres- Vehicle Vi- Concen- Handling
A
using Practice D7386 for single parcel carrier dling Vibration sure bration trated Impact
shipments.
13 Air (intercity) and motor freight (local), single Schedule Schedule C Vehicle Schedule F Schedule I Schedule E Schedule J Schedule A
package up to 150 lb (68.1 kg)†. Consider A Han- Stacking Loose-Load Low Pres- Vehicle Vi- Concen- Handling
A
using Practice D7386 for single parcel carrier dling Vibration sure bration trated Impact
shipments.
14 Warehousing (partial cycle to be added to Schedule Schedule B Ware- . . . . . . . . . . . .
other cycles as needed) A Han- house Stacking
dling
15 Export/Import shipment for intermodal con- Schedule Schedule C Vehicle Schedule A . . . . . . . . .
tainer or roll on/roll off trailer (partial cycle to A Han- Stacking Handling
be added to other cycles as needed) dling
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TABLE 1 Continued
Performance Test Schedule Sequence
(see Section 9 for Test Schedule definition)
DC Distribution Cycle
First Second Third Fourth Fifth Sixth Seventh
16 Export/Import shipment for palletized cargo Schedule Schedule C Vehicle Schedule A . . . . . . . . .
ship (partial cycle to be added to other A Stacking Handling
cycles as needed) Handling
17 Export/Import shipment for break bulk cargo Schedule Schedule C Vehicle Schedule A . . . . . . . . .
ship (partial cycle to be added to other A Stacking Handling
cycles as needed) Handling
Non-Commercial Government shipments in
18 Refer to Annex A1 for Test Schedules applying to DC-18.
accordance with MIL-STD-2073–1
† Editorially corrected.
A
This high altitude, non-pressurized transport simulation test may be deleted from this distribution cycle when testing shipping units that contain primary packages that
have a porous material.
3.2.7 small and lightweight package: for DC’s 2,3,4,6,9,13,14,15,16,17; packages weighing under 10.00 lb (4.53 kg) and volume
3 3
below 2.000 ft (0.056 m ).
3.2.8 shipping unit, n—the smallest complete unit that will be subjected to the distribution environment, for example, a shipping
container and its contents.
3.2.8.1 small shipping unit, n—for DC-18, a small shipping unit is defined as one having no edge dimension or diameter over
60 in. (1.52 m) and a gross weight of 100 lb (45 kg) or less.
3.2.8.2 large shipping unit, n—for DC-18, a large shipping unit is defined as one having at least one edge dimension or diameter
over 60 in. (1.52 m) 60 in. (1.52 m) or a gross weight in excess of 100 lb (45 kg), 100 lb (45 kg), or it is one that has a gross weight
exceeding 100 lb (45 kg) 100 lb (45 kg) and is secured to a base or to the base of a shipping unit.
3.2.9 test plan, n—a specific listing of the test sequence to be followed to simulate the hazards anticipated during the distribution
cycle of a shipping unit. Included will be the test intensity and number of sequential tests to be conducted. See 8.5.
3.2.10 test schedule, n—the specific procedure to be used, including the three assurance level intensities, and a reference to the
test method that is the basis of the schedule.
3.2.10.1 Discussion—
The purpose of the schedule is to simulate the forces occurring during any hazard element of the distribution cycle. See Section
9.
3.2.11 total velocity change, (ΔV), n—the sum of the impact and rebound velocities.
3.3 Abbreviations:
3.3.1 TOFC—trailer on flatcar.
3.3.2 COFC—container on flatcar.
3.3.3 TL—truckload.
3.3.4 CL—carload.
3.3.5 LTL—less than truckload.
4. Significance and Use
4.1 This practice provides a guide for the evaluation of shipping units in accordance with a uniform system, using established test
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methods at levels representative of those occurring in actual distribution. The recommended test levels are based on available
information on the shipping and handling environment, and current industry/government practice and experience (1-13). The tests
should be performed sequentially on the same containers in the order given. For use as a performance test, this practice requires
that the shipping unit tested remain unopened until the sequence of tests are completed. If used for other purposes, such as package
development, it may be useful to open and inspect shipping units at various times throughout the sequence. This may, however,
prohibit evaluating the influence of the container closure on container performance.
4.2 For Distribution Cycle 18, as referred to in MIL-STD-2073–1, the use of this practice is defined in subsequent sections
identified as DC-18.
5. Test Specimen
5.1 Test specimens consist of representative samples of complete shipping units, including actual contents. Products with
blemishes or minor defects may be used if the defective component is not to be studied by the test and if the defect is documented
in the report. Dummy test loads are acceptable if testing the actual product might be hazardous. If a dummy load is used, it should
be instrumented to determine if the fragility level of the actual product has been exceeded. Take care to duplicate the load
characteristics of the actual product, and avoid unnecessary prehandling.
5.2 Care must be taken to ensure that no degradation has occurred to either the product or the package if the test packages have
been shipped to the test site. If any doubt exists as to the condition of the package, repack the product in new packaging material
before testing.
5.3 The number of test replications depends on the desired objectives of the testing and the availability of duplicate products and
shipping containers. Replicate testing is recommended to improve the reliability of the test results.
6. Conditioning
6.1 If the distribution cycle contains climatic conditions that have an effect on the performance characteristics of the product,
shipping container, or components such as cushioning, use one of the following procedures. (It should be noted that different
atmospheric conditions are likely to exist between the origin and destination points of a distribution cycle, particularly for
export/import cycles.)
6.1.1 Conduct the test at standard conditions and compensate for the effects of any climatic condition. Condition the shipping units
to a standard atmosphere of 73.4 6 2°F (23 6 1°C) and 5073.4 °F 6 2 °F (23 °C 6 1 °C) and 50 % 6 2 % relative humidity.
Condition fiberboard containers in accordance with Practice D4332. The same atmospheric condition should be used for any
assurance level. A conditioning period of 72 h, 72 h, or sufficient time to reach equilibrium of all parts of the package and product
is recommended. Tests should be conducted in the conditioned atmosphere whenever possible. If not possible, conduct the tests
as soon after removal from the conditioning atmosphere as practicable. Recondition the shipping units to the standard atmosphere
as necessary during the test plan.
6.1.2 In some circumstances, it may be necessary to conduct some or all of the tests at special climatic conditions, such as those
given in Practice D4332, F2825 or Test Method D951, or others (salt, spray, water immersion, humidity, or temperature). The same
climatic condition should be used for any assurance level. A conditioning period should be provided which will allow sufficient
time to reach equilibrium of all parts of the package and product. Tests should be conducted in the conditioned atmosphere
whenever possible. If not possible, conduct the tests as soon after removal from the conditioning atmosphere as practicable.
Recondition the shipping units as necessary during the test plan. For atmospheres other than the standard conditioning atmosphere,
the user must determine the appropriate compressive load factor for warehouse and vehicle stacking, as the factors given in 11.2
are based on testing under the standard test atmosphere.
6.1.3 When conducting testing using DC-13; the F2825 environmental conditioning may be applicable.
7. Acceptance Criteria
7.1 Acceptance criteria must be established prior to testing and should consider the required condition of the product at receipt.
The organizations conducting the test may choose any acceptance criteria suitable for their purpose. It is advisable to compare the
The boldface numbers in parentheses refer to a list of references at the end of this standard.
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type and quantity of damage that occurred to the test specimens with the damage that occurs during actual distribution and handling
or with test results of similar containers whose shipping history is known.
7.2 In many cases, the acceptance criteria can be the following:
Criterion 1—Product is damage-free.
Criterion 2—Package is intact.
Criterion 3—Both criteria 1 and 2.
Often, this means that the shipping container and its contents are suitable for normal sale and use at the completion of the test
cycle. Detailed acceptance criteria may allow for accepting specified damage to a product or its package. The form and content
of acceptance criteria may vary widely, in accordance with the particular situation. Methods may range from simple pass-fail
judgments to highly quantitative scoring or analysis systems.
8. Procedure
8.1 Define Shipping Unit—Describe shipping unit in terms of size, weight, and form of construction. See 3.2.73.2.8. Determine
whether the container will be manually or mechanically handled.
8.2 Establish Assurance Level—Specify a level of test intensity. The level should be one of three pre-established assurance levels.
This must be pre-established based on the product value, the desired level of anticipated damage that can be tolerated, the number
of units to be shipped, knowledge of the shipping environment, or other criteria. Assurance Level II is suggested unless conditions
dictate otherwise. Assurance Level I provides a more severe test than II. Assurance Level III provides a less severe test than II.
The assurance level may be varied between schedules (see Sections 10 – 15) if such variations are known to occur. The test levels
used should be reported. See Section 18.
8.3 Determine Acceptance Criteria—Acceptance criteria are related to the desired condition of the product and package at the end
of the distribution cycle. See Section 7.
8.4 Select Distribution Cycle—Select a Distribution Cycle from the available standard distribution cycles compiled in Table 1. Use
the DC that most closely correlates with the projected distribution. When the distribution is undefined, the general distribution
cycle DC-1 should be selected. When the anticipated distribution is well understood, a special distribution cycle DC-2 may be
specified. In using DC-2, the user selects test schedules from Section 9 and specifies the test sequence (see Appendix X2 for more
details). For purposes of DC-3 and DC-13, the bottom of a single package is the surface on which the package rests in its most
stable orientation. The identified bottom should be utilized for purposes of determining the starting orientation of each test schedule
within the above stated distribution cycles.
8.5 Write Test Plan—Prepare a test plan by using the sequence presented in Table 1 for the distribution cycle selected. Obtain the
test intensities from the referenced schedules. The test plan intensity details must take into account the assurance levels selected
as well as the physical description of the shipping unit. Table 1 thus leads to a detailed test plan consisting of the exact sequence
in which the shipping unit will be subjected to the test inputs. The test schedules associated with each element reference the
existing ASTM test methods for clarification of the equipment and techniques to be used to conduct the test.
8.5.1 Sample test plans are provided in Appendix X1.
8.6 Select Samples for Test—See Section 5.
8.7 Condition Samples—See Section 6.
8.8 Perform Tests—Perform tests as directed in reference ASTM standards and as further modified in the special instructions for
each test schedule.
8.9 Evaluate Results—Evaluate results to determine if the shipping units meet the acceptance criteria. See Section 7.
8.10 Document Test Results—Document test results by reporting each step. See Section 18.
8.11 Monitor Shipments—When possible, obtain feedback by monitoring shipments of the container that was tested to ensure that
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the type and quantity of damage obtained by the laboratory testing correlates with the damage that occurs in the distribution cycle.
This information is very useful for the planning of subsequent tests of similar shipping containers.
9. Hazard Elements and Test Schedules
9.1 Hazard Elements and Test Schedules are categorized as follows:
Schedule Hazard Element Test Section
A Handling—manual and mechanical drop, impact, stability 10
B Warehouse Stacking compression 11
C Vehicle Stacking compression 11
D Stacked Vibration vibration 12
E Vehicle Vibration vibration 12
F Loose Load Vibration repetitive shock 13
G Rail Switching longitudinal shock 14
H Environmental Hazard cyclic exposure 15
I Low Pressure Hazard vacuum 16
J Concentrated Impact impact 17
10. Schedule A—Handling—Manual and Mechanical
10.1 There are two types of handling hazard element, manual and mechanical. The manual handling test should be used for single
containers, smaller packages, and any shipping container that can be handled manually, up to a weight of 200 lb (90.7 kg). 200 lb
(90.7 kg). Mechanical handling should be used for unitized loads, large cases and crates, and any shipping container or system that
will be handled by mechanical means. Manual and mechanical handling are described further in 10.2 and 10.3.
10.2 Manual Handling—The test levels and the test method for this schedule of the distribution cycle are intended to determine
the ability of the shipping unit to withstand the hazards occurring during manual handlings, such as loading, unloading, stacking,
sorting, or palletizing. The main hazards from these operations are the impacts caused by dropping or throwing. Size, weight, and
shape of the shipping unit will affect the intensity of these hazards. Several test method options are permitted, including free fall
and simulated drop test using shock machines. While these test methods produce similar results, the shock machine method
produces more control of orientations of impact; see Test Method D5487 for limitations of the shock machine method.
10.2.1 For long narrow packages that are mechanically sorted, another hazard to be simulated is bridge impact (10.2.4).
10.2.2 Mechanical handling (10.3) may be used when it is anticipated that handling will be by mechanical means only.
10.2.3 For the free-fall and shock machine tests, recommended drop heights, the number of drops, the sequence of drops, and the
shipping unit orientation at impact are as follows:
Test Methods—D5276, D5487.
Conditioning—See Section 6.
Drop Height, in. (mm)
Assurance Level
Shipping Weight, lb (kg)
I II III
0 to 20 (0 to 9.1) 24 (610) 15 (381) 9 (229)
20 to 40 (9.1 to 18.1) 21 (533) 13 (330) 8 (203)
40 to 60 (18.1 to 27.2) 18 (457) 12 (305) 7 (178)
60 to 80 (27.2 to 36.3) 15 (381) 10 (254) 6 (152)
80 to 100 (36.3 to 45.4) 12 (305) 9 (229) 5 (127)
100 to 200 (45.4 to 90.7) 10 (254) 7 (178) 4 (102)
Number of Impacts at Impact Orientation
Specified Height First Sequence of Distribution Cycle
Box Bag or Sack Cylindrical Container
One top face top
Two adjacent bottom edges two sides two sides 90° apart
Two diagonally opposite bottom corners both ends bottom edges 90° apart
One bottom opposite face bottom
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Number of Impacts at Impact Orientation
Specified Height Second Sequence of Distribution Cycle
Box Bag or Sack Cylindrical Container
One vertical edge face top
Two adjacent side faces two sides two sides 90° apart
Two one top corner and one adjacent top edge both ends bottom edges 90° apart
One see Note 1 see Note 1 see Note 1
NOTE 1—On the last impact of the last manual handling sequence in a distribution cycle, the impact should be made at twice the specified height or
equivalent velocity change. (This is the final (sixth) drop in the sequence, not an additional drop.) The drop should be in the impact orientation most likely
for a drop to occur, usually the largest face or the bottom. For distribution cycles where any drop orientation is possible (that is, shipments by means of
carriers that mechanically sort packages), this drop should be in the most critical or damage-prone orientation, as defined in Test Method D5276.
NOTE 2—The equivalent velocity change corresponding to the specified drop height used for the shock machine method shall be calculated as specified
in Test Method D5487.
10.2.4 Bridge Impact Test:
Test Method—D5265.
Conditioning—See Section 6.
10.2.4.1 Conduct bridge impacts on long, narrow shipping units which have a length of at least 36 in. (915 mm) and each of the
other two dimensions are 20 % or less of the longest dimension.
10.2.4.2 These tests are required only once in any test schedule sequence.
10.3 Mechanical Handling—The test levels and the test method for this schedule of the distribution cycle are intended to
determine the ability of large and heavy shipping units, single packages with pallet or skid, and unitized loads to withstand the
mechanical handling hazards that occur during loading, unloading, sorting, or stacking. For large shipping cases and crates and any
single package with pallet or skid, different test methods are used versus unit loads. For various types of unit loads, test methods
also vary, depending on the method of truck handling: fork, clamp, spade, or pull/pack.
10.3.1 Large Shipping Cases and Crates and Single Packages with Pallet or Skid—Perform the following test sequences:
Test Methods—D6179, D880, D4003.
Conditioning—See Section 6.
10.3.1.1 Fork Lift Truck Handling—One rotational flat drop from each opposite base edge in accordance with Method C of Test
Methods D6179 and one rotational drop on each of two diagonally opposite base corners in accordance with Method B of Test
Methods D6179.
Drop Height, in. (mm)
Assurance Level
Gross Weight, lb (kg) I II III
0 to 500 (0 to 226.8) 12 (305) 9 (229) 6 (152)
Over 500 (226.8) 9 (229) 6 (152) 3 (076)
10.3.1.2 Crane Handling—(Conduct this test only if cranes are used for handling in the distribution process.) One drop flat on
bottom and one drop on base edge in accordance with Method D of Test Methods D6179. Use the same drop heights versus
shipping unit weight as in 10.3.1.1.
10.3.1.3 Side Impact Test—Impact all four sides of the shipping unit in accordance with Test Method D880, Procedure B.
Alternately, use Test Method D4003 Method B using a short duration programmer, assuming the coefficient of restitution is 0.0
and the total velocity change is equivalent to the specified impact velocity.
Assurance Level Impact Velocity ft/s(m/s)
I 5.75(1.75)
II 4.0(1.22)
III 3.0(0.91)
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10.3.1.4 Tip Test—In accordance with Method F of Test Methods D6179.
10.3.1.5 Tipover Test—In accordance with Method G of Test Methods D6179 if shipping unit fails Tip Test above.
10.3.2 Unitized Loads—Perform the following tests sequences as appropriate for the method of truck handling:
Test Methods—D880, D4003, D6055, D6179.
Conditioning—See Section 6.
10.3.2.1 All Methods of Truck Handling—Pick up, transport around test course, and set down in accordance with Test Methods
D6055, Method A for fork lift, Method B for spade lift, Method C for clamp, and Method D for pull pack.
Assurance Level Cycles (Round Trips)
I 8
II 5
III 3
(1) For shipments by means of less-than-truckload (LTL), simulate transfer terminal handling by performing fork lift truck
transport over a floor hazard described as follows: a modified nominal 2 by 6 in. board with one edge beveled full height at 45°
(see Fig. 1) shall be placed on the course in a position where both lift truck wheels on one side must pass over it during each
handling sequence, and a second modified nominal 2 by 6 in. board shall be placed on the course after the 90° turn in such a
position that both lift truck wheels on the opposite side must pass over it during each handling sequence.
10.3.2.2 All Methods of Truck Handling—Impact all four sides of the shipping unit in accordance with Test Method D880
Procedure B. Alternately, use Test Method D4003, Method B using a short duration programmer, assuming the coefficient of
restitution is 0.0 and the total velocity change is equivalent to the specified impact velocity.
Assurance Level Impact Velocity ft/s(m/s)
I 5.75 (1.75)
II 4.0 (1.22)
III 3.0 (0.91)
10.3.2.3 Fork Lift Truck Handling—One rotational flat drop from each opposite base edge in accordance with Method C of Test
Methods D6179.
Drop Height, in. (mm)
Assurance Level
Gross Weight, lb (kg) I II III
0 to 500 (0 to 226.8) 12 (305) 9 (229) 6 (152)
Over 500 (226.8) 9 (229) 6 (152) 3 (76)
11. Schedule B—Warehouse Stacking and Schedule C—Vehicle Stacking
11.1 The test levels and the test methods for these schedules of a distribution cycle are intended to determine the ability of the
shipping unit to withstand the compressive loads that occur during warehouse storage or vehicle transport. The required loading
must consider the effects of length of time in storage, the alignment or stacking pattern of the container, variability in container
strength, moisture content, temperature, previous handling and transportation, method of load support, and vibration. The
minimum required loads for typical shipping units which include the combined effects of the above factors are recommended
FIG. 1 Floor Hazard
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below for Schedule B—Warehouse Stacking and Schedule C—Vehicle Stacking (select test levels for either warehouse or vehicle
stacking as defined in the distribution cycle):
Test Method—D642.
Conditioning—73.4 6 2°F (23 6 1°C), 50 6 2 % relative humidity in accordance with Practice D4332.
D4169 − 23
11.2 Use the following test levels:
F Factors Assurance Level
Schedule B—Warehouse Schedule C—Vehicle
Shipping Unit Construction I II III I II III
1. Corrugated, fiberboard, or plastic container that may or may not have 8.0 4.5 3.0 10.0 7.0 5.0
stress–bearing interior packaging using these materials, and where the product
does not support any of the load.
1. Corrugated, fiberboard, or plastic container that may or may not have 8.0 4.5 3.0 10.0 7.0 5.0
load–bearing interior packaging using these materials, and where the product
does not support any of the load.
2. Corrugated, fiberboard, or plastic container that has stress-bearing interior 4.5 3.0 2.0 6.0 4.5 3.0
packaging with rigid inserts such as wood.
2. Corrugated, fiberboard, or plastic container that has load-bearing interior 4.5 3.0 2.0 6.0 4.5 3.0
packaging with inserts that are not temperature or humidity sensitive.
3. Containers constructed of materials other than corrugated, fiberboard, or plastic 3.0 2.0 1.5 4.0 3.0 2.0
that are not temperature or humidity sensitive or where the product supports the
load directly, for example, compression package.
4.
If the product supports a known portion of the load, the F factor is calculated in the following manner:
Note — If shipping unit construction is unknown, default to the shipping unit construction Type 1 Factors.
F 5 P~F !1C F (1)
~ !
p c
where:
F = factor given above for compression package (construction Type 3),
p
P = fraction of load supported by product,
F = factor given above for appropriate container construction, and
c
C = fraction of load supported by container.
If a full pallet load is tested, F factors may be reduced by 30 %. If testing unit loads on a pallet F factor is reduced by 30 %.
11.3 For warehouse stacking and vehicle stacking made up of identical shipping units, load the shipping unit to the computed load
value, as calculated below. Remove the load within 3 s 3 s after reaching the specified value.
H 2 h
L 5 M ×J ×F (1)
h
where:
L = computed load, lbf or N,
M = mass of one shipping unit or individual container, lb or kg,
J = 1 lbf/lb or 9.8 N/kg,
H = maximum height of stack in storage or transit vehicle (if vehicle stack height is unknown, use 108 in. (2.7 m)), in. or m,
h = height of shipping unit or individual container, in. or m, and
F = a factor to account for the combined effect of the individual factors described above.
D4169 − 23
11.4 For vehicle stacking made up of mixed commodities and shipped in an LTL or small package delivery environment, load the
shipping unit to the computed load value, as calculated below. Remove the load within 3 s after reaching the specified value. If
3 3
the average shipping density factor (M ) for the specific distribution system is not known, use a value of 10 lb/ft (160 kg/m ).
f
l ×w ×h H 2 h
L 5 M ×J × ×F (2)
f
K h
where:
L = computed load, lbf or N,
M = shipping density factor, lb/ft or kg/m3,
f
3 3
M = shipping (freight) density factor, lb/ft or kg/m ,
f
J = 1 lbf/lb or 9.8 N/kg,
H = maximum height of stack in transit vehicle (if vehicle stack height is unknown, use 108 in.(2.7 m)), in. or m, see Note 3,
H = maximum height of stack in transit vehicle (if vehicle stack height is unknown, use 108 in.(2.7 m)), in. or m, see 11.4.2,
h = height of shipping unit or individual container, in. or m,
l = length of shipping unit or individual container, in. or m,
w = width of shipping unit or individual container, in. or m,
3 3 3 3
K = 1728 in. /ft or 1 m /m , and
F = a factor to account for the combined effect of the individual factors described above.
NOTE 3—The value for H, when unknown, is reduced to 54 in. (1.4 m) from 108 in. (2.7 m) 54 in. (1.4 m) from 108 in. (2.7 m) for packages under 30
3 3
lb (13.6 kg) and 2.0 ft30 lb (13.6 kg) and 2.0 ft (0.056 m (0.056 m ) or less in size when applied to a vehicle stacking hazard element in LTL shipments.
3 3
11.4.1 Typical shipping density (freight) factors for mixed load and LTL shipments are from 10 lb ⁄ft (160 kg ⁄m ), which
th 3 3 th
represents the 40 percentile to 30 lb ⁄ft (481 kg ⁄m , which represents the 95 percentile of measured top load packages. If the
3 3
average shipping (freight) density factor (M ) for the specific distribution system is not known, a value of 12.0 lb/ft (192.2 kg ⁄m )
f
is recommended. (14, 15)
11.4.2 The recommended maximum stack height (H) factor when unknown is defaulted to the maximum height of stack in transit
vehicle value of 108 in. (2.7 m). If the transit vehicle height throughout logistic system is known, use the interior height of the
transit vehicle in lieu of the maximum stack height of 108 in. (2.7 m).
The H factor may be reduced to 54 in. (1.4 m) if the package is considered to be small and light (refer to Section 3). In these
instances, it is assumed that the package will be placed in the upper half of the stack. This assumption should be carefully
considered. This does not apply to unit loads of small and light packages.
D4169 − 23
See Maximum Stack Height (H) Decision Matrix below (Fig. 2):
FIG. 2 Maximum Stack Height (H) Decision Matrix
12. Schedule D—Stacked Vibration and Schedule E—Vehicle Vibration
12.1 The test levels and test methods for these distribution cycles are intended to determine the shipping units ability to withstand
the vertical vibration environment during transport and the dynamic compression forces resulting from vehicle stacking. The test
levels and methods account for the magnitude, frequency range, duration and direction of vibration. Select the Schedule
D—Stacked Vibration or Schedule E—Vehicle Vibration (no stacking) test as defined by the distribution cycle. Test methods for
sine and random vibration are permitted testing options. The two methods are not equivalent and will not necessarily produce the
same results. The random test method results inis a better simulation of actual transport vibration environments, and is the preferred
method for qualification. The sine test method is often used as a means of determining and observing system resonances and can
be used in conjunction with the random method.
12.2 Schedule D—Stacked Vibration—Perform the test along the vertical axis with the load in the normal shipping orientation or
with the predetermined bottom orientation (as specified in DC-3) facing down. It is permissible to use a concentratedcompressive
dead load to simulate an upper unit load or mixed commodities. The concentrated load may be calculated from the formulas in
11.3 and 11.4, with the F factor set equal to 1. Recommended intensities and durations for the random tests are given in 12.4, and
those for sine tests are given in 12.5.
12.2.1 The compressive load may be calculated from the formulas in 11.3 and 11.4, with the F factor set equal to 1 for both 11.3
3 3
and 11.4. The M factor for 11.4 is set equal to 12 lb ⁄ft (192.2 kg ⁄m ). Recommended intensities and durations for the random
f
tests are given in 12.4, and those for sine tests are given in 12.5.
12.2.1.1 If user has knowledge of the specific shipping (freight) density factor (M ) utilized for a known distribution system, use
f
3 3
this value instead of default of 12.0 lb/ft (192.2 kg ⁄m ) to derive appropriate shipping (freight) density factor (M ).
f
12.3 Schedule E—Vehicle Vibration—Perform the test for each possible shipping orientation (up to three axes). Recommended
intensities and durations for the random tests are given in 12.4, and those for sine tests are given in 12.5.
12.4 Random Test Option:
Test Method—D4728.
D4169 − 23
Conditioning—See Section 6.
12.4.1 The power spectral densities in Tables 2-4, as defined by their mode of transport, frequency and amplitude breakpoints, and
test durations are recommended.
12.4.1.1 Conducting the Truck Profile test is recommended for Distribution Cycles 1, 3, 4, 5 and 6.
12.4.1.2 Conducting the Rail Profile test is recommended for Distribution Cycles 7, 8 and 11.
12.4.1.3 A 60 min test using the Truck Profile followed by a 120 min test using the Rail Profile is recommended for Distribution
Cycles 9 and 10.
12.4.1.4 A 60 min test using the Truck Profile followed by a 120 min test using the Air Profile is recommended for Distribution
Cycles 12 and 13.
12.4.2 If more detailed information is available on the transport vibration environment or the shipping unit damage history, it is
recommended that the procedure be modified to use such information. The test time required to reproduce shipping damage is
dependent on the mode of failure, as well as the vibration level. Test durations ranging from 30 min to 6 h have been used
successfully for different product or package types. A 3 h (180 min) duration is reasonable to use in the absence of specific shipping
or testing experience.
12.4.2.1 For the Truck Profile test, it is recommended to use a combination of all three Test Levels (low, medium, and high) for
a better simulation of actual truck vibration environments. The Truck test should be performed in a 1 h (60 min) loop that can be
repeated for longer duration simulations. The recommended test durations for the random vibration truck profile are as follows:
Low Level for 40 minutes.
Medium Level for 15 minutes.
TABLE 2 TRUCK—Power Spectral Density Levels
Power Spectral Density Level, G /Hz
Frequency
High Level Medium Level Low Level
1 0.00072 0.00072 0.0004
3 0.030 0.018 0.010
4 0.030 0.018 0.010
6 0.0012 0.00072 0.00040
12 0.0012 0.00072 0.00040
16 0.0060 0.0036 0.0020
25 0.0060 0.0036 0.0020
30 0.0012 0.00072 0.00040
40 0.0060 0.0036 0.0020
80 0.0060 0.0036 0.0020
100 0.00060 0.00036 0.00020
200 0.000030 0.000018 0.000010
Overall G 0.70 0.54 0.40
rms
D4169 − 23
TABLE 3 RAIL—Power Spectral Density Levels
Power Spectral Density Level G /Hz
Frequency Assurance Level
I II III
1 0.00002 0.00001 0.000005
2 0.002 0.001 0.0005
50 0.002 0.001 0.0005
90 0.0008 0.0004 0.0002
200 0.00002 0.00001 0.000005
Overall G 0.41 0.29 0.2
rms
High Level for 5 minutes.
12.4.2.2 For the Air Profile test, it is recommended to use a combination of all three Test Levels (low, medium, and high) for a
better simulation of actual air vibration environments. The air test should be performed in a 2 h (120 min) duration, in three 40
minute 40-minute loops that can be adjusted for other time duration simulations. The recommended test durations for the random
air profile are as follows:
Low Level for 27 minutes.
Medium Level for 10 minutes.
High Level for 3 minutes.
(1) If duration varies from 120 minutes use the following formula to calculate duration loop:
Example—Calculating Vibration duration loop for 3 hour duration (180 minutes):
Low Level Time = 0.67 × 60 = 40 minutes
Medium Level Time = 0.25 × 60 = 15 minutes
High Level Time = 0.08 × 60 = 5 minutes
(2) Rounding rule will be in effect. Any duration value equal to or less than 0.5 round down; equal to or greater than 0.6 round
up.
(3) For a 3 hour (180 minutes) duration, a total of 120 minutes of Low Level, 45 minutes of Medium Level, and 15 minutes
of High Level vibration will be required in one orientation. These duration values are not direct correlations to the flight time of
the aircraft.
(4) The air vibration profile is not compressed and uses actual active vibration data using constructed probability based on CL
of 99, 95, and 90 % respectively.
12.4.2.3 For vibration tests when more than one shipping orientation is possible, the total duration should be distributed evenly
between the orientations tested.
NOTE 4—When conducting the Truck and Air Profiles, Assurance Levels I, II, and III are not used.
12.5 Sine Test Option:
Test Method—D999, Method B or C.
Conditioning—See Section 6.
D4169 − 23
TABLE 4 AIR—Power Spectral Density Levels
Power Spectral Density Level (G /Hz)
Frequency (Hz)
High Level Medium Level Low Level
1 0.001 0.0006 0.0003
2 0.01 0.006 0.003
42 0.0001 0.00006 0.00003
42 0.0001 6E-05 3E-05
50 0.0005 0.0003 0.00015
120 0.0005 0.0003 0.00015
200 0.000025 0.000015 0.0000075
200 2.5E-05 1.5E-05 7.5E-06
Overall G 0.29 0.22 0.16
rms
Special Instructions—Dwell time is for each noted product or package resonance up to four discrete resonances. If more than
four resonances are noted, test at the four frequencies where the greatest response is noted. In frequency sweeps it is advisable to
consider the frequency ranges normally encountered in the type of transportation being considered. The resonant frequency(ies)
may shift during test due to changing characteristics of the container system. It is suggested that the dwell frequency be varied
slightly during the test to detect any shift and to continue testing at the frequency of maximum response. Use the following test
levels:
Amplitude
Dwell
Assurance (O-Pea
...

NOTICE: This standard has either been superseded and replaced by a new version or withdrawn.
Contact ASTM International (www.astm.org) for the latest information
Designation: D4169 − 23
Standard Practice for
Performance Testing of Shipping Containers and Systems
This standard is issued under the fixed designation D4169; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.
1. Scope 2. Referenced Documents
1.1 This practice provides a uniform basis of evaluating, in 2.1 ASTM Standards:
a laboratory, the ability of shipping units to withstand the D642 Test Method for Determining Compressive Resistance
distribution environment. This is accomplished by subjecting of Shipping Containers, Components, and Unit Loads
them to a test plan consisting of a sequence of anticipated D880 Test Method for Impact Testing for Shipping Contain-
hazard elements encountered in various distribution cycles. ers and Systems
This practice is not intended to supplant material specifications D951 Test Method for Water Resistance of Shipping Con-
or existing preshipment test procedures. tainers by Spray Method
D996 Terminology of Packaging and Distribution Environ-
1.2 Consider the use of Practice D7386 for testing of
ments
packages for single parcel shipments.
D999 Test Methods for Vibration Testing of Shipping Con-
1.3 The suitability of this practice for use with hazardous
tainers
materials has not been determined.
D4003 Test Methods for Programmable Horizontal Impact
1.4 The values stated in inch-pound units are to be regarded Test for Shipping Containers and Systems
D4332 Practice for Conditioning Containers, Packages, or
as standard. The values given in parentheses are mathematical
conversions to SI units that are provided for information only Packaging Components for Testing
D4728 Test Method for Random Vibration Testing of Ship-
and are not considered standard.
ping Containers
1.5 This standard does not purport to address all of the
D5265 Test Method for Bridge Impact Testing
safety concerns, if any, associated with its use. It is the
D5276 Test Method for Drop Test of Loaded Containers by
responsibility of the user of this standard to establish appro-
Free Fall
priate safety, health, and environmental practices and deter-
D5277 Test Method for Performing Programmed Horizontal
mine the applicability of regulatory limitations prior to use.
Impacts Using an Inclined Impact Tester
1.6 This international standard was developed in accor-
D5487 Test Method for Simulated Drop of Loaded Contain-
dance with internationally recognized principles on standard-
ers by Shock Machines
ization established in the Decision on Principles for the
D6055 Test Methods for Mechanical Handling of Unitized
Development of International Standards, Guides and Recom-
Loads and Large Shipping Cases and Crates
mendations issued by the World Trade Organization Technical
D6179 Test Methods for Rough Handling of Unitized Loads
Barriers to Trade (TBT) Committee.
and Large Shipping Cases and Crates
D6344 Test Method for Concentrated Impacts to Transport
Packages
This practice is under the jurisdiction of ASTM Committee D10 on Packaging
and is the direct responsibility of Subcommittee D10.21 on Shipping Containers and
Systems - Application of Performance Test Methods. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Current edition approved Dec. 1, 2023. Published January 2024. Originally contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
approved in 2004. Last previous edition approved in 2022 as D4169 – 22. DOI: Standards volume information, refer to the standard’s Document Summary page on
10.1520/D4169-23. the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D4169 − 23
D6653 Test Methods for Determining the Effects of High 3.2.8.1 small shipping unit, n—for DC-18, a small shipping
Altitude on Packaging Systems by Vacuum Method unit is defined as one having no edge dimension or diameter
D7386 Practice for Performance Testing of Packages for over 60 in. (1.52 m) and a gross weight of 100 lb (45 kg) or
Single Parcel Delivery Systems less.
F1327 Terminology Relating to Barrier Materials for Medi-
3.2.8.2 large shipping unit, n—for DC-18, a large shipping
cal Packaging (Withdrawn 2007)
unit is defined as one having at least one edge dimension or
F2825 Practice for Climatic Stressing of Packaging Systems
diameter over 60 in. (1.52 m) or a gross weight in excess of
for Single Parcel Delivery
100 lb (45 kg), or it is one that has a gross weight exceeding
2.2 Military Standards:
100 lb (45 kg) and is secured to a base or to the base of a
MIL-STD-810F Environmental Test Methods
shipping unit.
MIL-STD-2073–1 DOD Standard Practice for Military
3.2.9 test plan, n—a specific listing of the test sequence to
Packaging
be followed to simulate the hazards anticipated during the
2.3 Association of American Railroads Standards:
distribution cycle of a shipping unit. Included will be the test
General Information Bulletin No. 2 Rules and Procedures
intensity and number of sequential tests to be conducted. See
for Testing of New Loading and Bracing Methods or
8.5.
Materials
3.2.10 test schedule, n—the specific procedure to be used,
including the three assurance level intensities, and a reference
3. Terminology
to the test method that is the basis of the schedule.
3.1 Definitions—General definitions for the packaging and
3.2.10.1 Discussion—The purpose of the schedule is to
distribution environments are found in Terminology D996.
simulate the forces occurring during any hazard element of the
3.2 Definitions of Terms Specific to This Standard:
distribution cycle. See Section 9.
3.2.1 acceptance criteria, n—the acceptable quality level
3.2.11 total velocity change, (ΔV), n—the sum of the impact
that must be met after the shipping unit has been subjected to
and rebound velocities.
the test plan. See Section 7.
3.3 Abbreviations:
3.2.2 assurance level, n—the level of test intensity based on
3.3.1 TOFC—trailer on flatcar.
its probability of occurring in a typical distribution cycle.
3.3.2 COFC—container on flatcar.
3.2.2.1 Discussion—Level I is a high level of test intensity
and has a low probability of occurrence. Level III is a low level
3.3.3 TL—truckload.
of test intensity, but has a correspondingly high probability of
3.3.4 CL—carload.
occurrence. Level II is between these extremes. For Distribu-
3.3.5 LTL—less than truckload.
tion Cycle 18 (DC–18), see MIL-STD-2073–1 for definitions
of military levels of protection.
4. Significance and Use
3.2.3 coeffıcient of restitution, n—the ratio of the rebound
4.1 This practice provides a guide for the evaluation of
velocity to the impact velocity.
shipping units in accordance with a uniform system, using
3.2.4 distribution cycle (DC), n—the sequential listing of
established test methods at levels representative of those
the test schedules employed to simulate the hazard elements
occurring in actual distribution. The recommended test levels
expected to occur for a specific routing of a shipping unit from
are based on available information on the shipping and
production to consumption. See Table 1.
handling environment, and current industry/government prac-
tice and experience (1-13). The tests should be performed
3.2.5 feeder aircraft, n—small, potentially non-pressurized
sequentially on the same containers in the order given. For use
aircraft used to transport express packages.
as a performance test, this practice requires that the shipping
3.2.6 hazard element, n—a specific event that occurs in a
unit tested remain unopened until the sequence of tests are
distribution cycle that may pose a hazard to a shipping unit.
completed. If used for other purposes, such as package
The element will usually be simulated by a single test schedule.
development, it may be useful to open and inspect shipping
See Section 9.
units at various times throughout the sequence. This may,
3.2.7 small and lightweight package: for DC’s 2,3,4,6,9,13,
however, prohibit evaluating the influence of the container
14,15,16,17; packages weighing under 10.00 lb (4.53 kg) and
closure on container performance.
3 3
volume below 2.000 ft (0.056 m ).
4.2 For Distribution Cycle 18, as referred to in MIL-STD-
3.2.8 shipping unit, n—the smallest complete unit that will
2073–1, the use of this practice is defined in subsequent
be subjected to the distribution environment, for example, a
sections identified as DC-18.
shipping container and its contents.
5. Test Specimen
5.1 Test specimens consist of representative samples of
The last approved version of this historical standard is referenced on
www.astm.org.
complete shipping units, including actual contents. Products
Available from DLA Document Services, Building 4/D, 700 Robbins Ave.,
Philadelphia, PA 19111-5094, http://quicksearch.dla.mil.
5 6
Available from Association of American Railroads (AAR), 425 Third St., SW, The boldface numbers in parentheses refer to a list of references at the end of
Washington, DC 20024, http://www.aar.org. this standard.
D4169 − 23
TABLE 1 Distribution Cycles
Performance Test Schedule Sequence
(see Section 9 for Test Schedule definition)
DC Distribution Cycle
First Second Third Fourth Fifth Sixth Seventh
1 General Cycle—undefined distribution system Schedule Schedule D Stacked Schedule F Schedule G Schedule J Schedule A
A Vibration Loose-Load Rail Concentrated Handling
Handling Vibration Switching Impact
2 Specially defined distribution system, user select from Schedules A through I
specified (see Appendix X2)
3 Single package without pallet or skid, LTL Schedule Schedule D Stacked Schedule F Schedule J Schedule A . . .
motor freight A Vibration OR Loose-Load Concentrated Handling—
Handling Schedule C Vehicle Vibration Impact Manual
—Manual Stacking plus
Schedule E Vehicle
Vibration
4 Single package with pallet or skid, LTL motor Schedule Schedule D Stacked Schedule F Schedule J Schedule A . . .
freight A Vibration OR Loose-Load Concentrated Handling—
Handling Schedule C Vehicle Vibration Impact Mechanical
—Mechanical Stacking plus
Schedule E Vehicle
Vibration
5 Motor freight, TL, not unitized Schedule Schedule D Stacked Schedule E Schedule J Schedule A . . .
A Vibration Vehicle Concentrated Handling
Handling Vibration Impact
6 Motor freight, TL, or LTL—unitized Schedule Schedule D Stacked Schedule J Schedule A Schedule B . . .
A Vibration OR Concentrated Handling Warehouse
Handling Schedule C Vehicle Impact Stacking
Stacking plus
Schedule E Vehicle
Vibration
7 Rail only, bulk loaded Schedule Schedule D Stacked Schedule G Schedule A . . . . . .
A Vibration Rail Handling
Handling Switching
8 Rail only, unitized Schedule Schedule D Stacked Schedule G Schedule A Schedule B . . .
A Vibration Rail Handling Warehouse
Handling Switching Stacking
9 Rail and motor freight, not unitized Schedule Schedule C Vehicle Schedule E Schedule G Schedule F Schedule J Schedule A
A Stacking Vehicle Rail Loose-Load Concentrated Handling
Handling Vibration Switching Vibration Impact
10 Rail and motor freight, unitized Schedule Schedule D Stacked Schedule G Schedule J Schedule A Schedule B
A Vibration Rail Concentrated Handling Warehouse
Handling Switching Impact Stacking
11 Rail, TOFC and COFC Schedule Schedule G Rail Schedule D Schedule F Schedule A . . .
A Switching Stacked Loose-Load Handling
Handling Vibration Vibration
12 Air (intercity) and motor freight (local), over 150 Schedule Schedule D Stacked Schedule I Schedule E Schedule J Schedule A
lb (68.1 kg), or unitized A Vibration Low Vehicle Concentrated Handling
A
Handling Pressure Vibration Impact
13 Air (intercity) and motor freight (local), single Schedule Schedule C Vehicle Schedule F Schedule I Schedule E Schedule J Schedule A
package up to 150 lb (68.1 kg)†. Consider A Han- Stacking Loose-Load Low Pres- Vehicle Vi- Concen- Handling
A
using Practice D7386 for single parcel carrier dling Vibration sure bration trated Impact
shipments.
14 Warehousing (partial cycle to be added to Schedule Schedule B Ware- . . . . . . . . . . . .
other cycles as needed) A Han- house Stacking
dling
15 Export/Import shipment for intermodal con- Schedule Schedule C Vehicle Schedule A . . . . . . . . .
tainer or roll on/roll off trailer (partial cycle to A Han- Stacking Handling
be added to other cycles as needed) dling
16 Export/Import shipment for palletized cargo Schedule Schedule C Vehicle Schedule A . . . . . . . . .
ship (partial cycle to be added to other A Han- Stacking Handling
cycles as needed) dling
D4169 − 23
TABLE 1 Continued
Performance Test Schedule Sequence
(see Section 9 for Test Schedule definition)
DC Distribution Cycle
First Second Third Fourth Fifth Sixth Seventh
17 Export/Import shipment for break bulk cargo Schedule Schedule C Vehicle Schedule A . . . . . . . . .
ship (partial cycle to be added to other A Stacking Handling
cycles as needed) Handling
Non-Commercial Government shipments in
18 Refer to Annex A1 for Test Schedules applying to DC-18.
accordance with MIL-STD-2073–1
† Editorially corrected.
A
This high altitude, non-pressurized transport simulation test may be deleted from this distribution cycle when testing shipping units that contain primary packages that
have a porous material.
with blemishes or minor defects may be used if the defective The same climatic condition should be used for any assurance
component is not to be studied by the test and if the defect is level. A conditioning period should be provided which will
documented in the report. Dummy test loads are acceptable if allow sufficient time to reach equilibrium of all parts of the
testing the actual product might be hazardous. If a dummy load package and product. Tests should be conducted in the condi-
is used, it should be instrumented to determine if the fragility tioned atmosphere whenever possible. If not possible, conduct
level of the actual product has been exceeded. Take care to the tests as soon after removal from the conditioning atmo-
duplicate the load characteristics of the actual product, and sphere as practicable. Recondition the shipping units as nec-
avoid unnecessary prehandling. essary during the test plan. For atmospheres other than the
standard conditioning atmosphere, the user must determine the
5.2 Care must be taken to ensure that no degradation has
appropriate compressive load factor for warehouse and vehicle
occurred to either the product or the package if the test
stacking, as the factors given in 11.2 are based on testing under
packages have been shipped to the test site. If any doubt exists
the standard test atmosphere.
as to the condition of the package, repack the product in new
6.1.3 When conducting testing using DC-13; the F2825
packaging material before testing.
environmental conditioning may be applicable.
5.3 The number of test replications depends on the desired
objectives of the testing and the availability of duplicate
7. Acceptance Criteria
products and shipping containers. Replicate testing is recom-
7.1 Acceptance criteria must be established prior to testing
mended to improve the reliability of the test results.
and should consider the required condition of the product at
receipt. The organizations conducting the test may choose any
6. Conditioning
acceptance criteria suitable for their purpose. It is advisable to
6.1 If the distribution cycle contains climatic conditions that
compare the type and quantity of damage that occurred to the
have an effect on the performance characteristics of the
test specimens with the damage that occurs during actual
product, shipping container, or components such as cushioning,
distribution and handling or with test results of similar con-
use one of the following procedures. (It should be noted that
tainers whose shipping history is known.
different atmospheric conditions are likely to exist between the
7.2 In many cases, the acceptance criteria can be the
origin and destination points of a distribution cycle, particu-
following:
larly for export/import cycles.)
Criterion 1—Product is damage-free.
6.1.1 Conduct the test at standard conditions and compen-
Criterion 2—Package is intact.
sate for the effects of any climatic condition. Condition the
Criterion 3—Both criteria 1 and 2.
shipping units to a standard atmosphere of 73.4 °F 6 2 °F
Often, this means that the shipping container and its contents
(23 °C 6 1 °C) and 50 % 6 2 % relative humidity. Condition
are suitable for normal sale and use at the completion of the test
fiberboard containers in accordance with Practice D4332. The
cycle. Detailed acceptance criteria may allow for accepting
same atmospheric condition should be used for any assurance
specified damage to a product or its package. The form and
level. A conditioning period of 72 h, or sufficient time to reach
content of acceptance criteria may vary widely, in accordance
equilibrium of all parts of the package and product is recom-
with the particular situation. Methods may range from simple
mended. Tests should be conducted in the conditioned atmo-
pass-fail judgments to highly quantitative scoring or analysis
sphere whenever possible. If not possible, conduct the tests as
systems.
soon after removal from the conditioning atmosphere as
practicable. Recondition the shipping units to the standard
8. Procedure
atmosphere as necessary during the test plan.
6.1.2 In some circumstances, it may be necessary to conduct 8.1 Define Shipping Unit—Describe shipping unit in terms
some or all of the tests at special climatic conditions, such as of size, weight, and form of construction. See 3.2.8. Determine
those given in Practice D4332, F2825 or Test Method D951, or whether the container will be manually or mechanically
others (salt, spray, water immersion, humidity, or temperature). handled.
D4169 − 23
8.2 Establish Assurance Level—Specify a level of test 8.11 Monitor Shipments—When possible, obtain feedback
intensity. The level should be one of three pre-established by monitoring shipments of the container that was tested to
assurance levels. This must be pre-established based on the ensure that the type and quantity of damage obtained by the
product value, the desired level of anticipated damage that can laboratory testing correlates with the damage that occurs in the
be tolerated, the number of units to be shipped, knowledge of distribution cycle. This information is very useful for the
the shipping environment, or other criteria. Assurance Level II planning of subsequent tests of similar shipping containers.
is suggested unless conditions dictate otherwise. Assurance
9. Hazard Elements and Test Schedules
Level I provides a more severe test than II. Assurance Level III
9.1 Hazard Elements and Test Schedules are categorized as
provides a less severe test than II. The assurance level may be
varied between schedules (see Sections 10 – 15) if such follows:
variations are known to occur. The test levels used should be
Schedule Hazard Element Test Section
reported. See Section 18.
A Handling—manual and drop, impact, 10
mechanical stability
8.3 Determine Acceptance Criteria—Acceptance criteria
B Warehouse Stacking compression 11
are related to the desired condition of the product and package
C Vehicle Stacking compression 11
at the end of the distribution cycle. See Section 7.
D Stacked Vibration vibration 12
E Vehicle Vibration vibration 12
8.4 Select Distribution Cycle—Select a Distribution Cycle
F Loose Load Vibration repetitive shock 13
G Rail Switching longitudinal shock 14
from the available standard distribution cycles compiled in
H Environmental Hazard cyclic exposure 15
Table 1. Use the DC that most closely correlates with the
I Low Pressure Hazard vacuum 16
projected distribution. When the distribution is undefined, the
J Concentrated Impact impact 17
general distribution cycle DC-1 should be selected. When the
10. Schedule A—Handling—Manual and Mechanical
anticipated distribution is well understood, a special distribu-
10.1 There are two types of handling hazard element,
tion cycle DC-2 may be specified. In using DC-2, the user
manual and mechanical. The manual handling test should be
selects test schedules from Section 9 and specifies the test
used for single containers, smaller packages, and any shipping
sequence (see Appendix X2 for more details). For purposes of
container that can be handled manually, up to a weight of
DC-3 and DC-13, the bottom of a single package is the surface
200 lb (90.7 kg). Mechanical handling should be used for
on which the package rests in its most stable orientation. The
unitized loads, large cases and crates, and any shipping
identified bottom should be utilized for purposes of determin-
container or system that will be handled by mechanical means.
ing the starting orientation of each test schedule within the
Manual and mechanical handling are described further in 10.2
above stated distribution cycles.
and 10.3.
8.5 Write Test Plan—Prepare a test plan by using the
10.2 Manual Handling—The test levels and the test method
sequence presented in Table 1 for the distribution cycle
for this schedule of the distribution cycle are intended to
selected. Obtain the test intensities from the referenced sched-
determine the ability of the shipping unit to withstand the
ules. The test plan intensity details must take into account the
hazards occurring during manual handlings, such as loading,
assurance levels selected as well as the physical description of
unloading, stacking, sorting, or palletizing. The main hazards
the shipping unit. Table 1 thus leads to a detailed test plan
from these operations are the impacts caused by dropping or
consisting of the exact sequence in which the shipping unit will
throwing. Size, weight, and shape of the shipping unit will
be subjected to the test inputs. The test schedules associated
affect the intensity of these hazards. Several test method
with each element reference the existing ASTM test methods
options are permitted, including free fall and simulated drop
for clarification of the equipment and techniques to be used to
test using shock machines. While these test methods produce
conduct the test.
similar results, the shock machine method produces more
8.5.1 Sample test plans are provided in Appendix X1.
control of orientations of impact; see Test Method D5487 for
8.6 Select Samples for Test—See Section 5. limitations of the shock machine method.
10.2.1 For long narrow packages that are mechanically
8.7 Condition Samples—See Section 6.
sorted, another hazard to be simulated is bridge impact
8.8 Perform Tests—Perform tests as directed in reference
(10.2.4).
ASTM standards and as further modified in the special 10.2.2 Mechanical handling (10.3) may be used when it is
instructions for each test schedule.
anticipated that handling will be by mechanical means only.
10.2.3 For the free-fall and shock machine tests, recom-
8.9 Evaluate Results—Evaluate results to determine if the
mended drop heights, the number of drops, the sequence of
shipping units meet the acceptance criteria. See Section 7.
drops, and the shipping unit orientation at impact are as
8.10 Document Test Results—Document test results by re- follows:
porting each step. See Section 18. Test Methods—D5276, D5487.
D4169 − 23
Conditioning—See Section 6. 10.3.1 Large Shipping Cases and Crates and Single Pack-
ages with Pallet or Skid—Perform the following test se-
Drop Height, in. (mm)
Shipping Weight, lb (kg) Assurance Level
quences:
I II III
Test Methods—D6179, D880, D4003.
0 to 20 (0 to 9.1) 24 (610) 15 (381) 9 (229) Conditioning—See Section 6.
20 to 40 (9.1 to 18.1) 21 (533) 13 (330) 8 (203)
10.3.1.1 Fork Lift Truck Handling—One rotational flat drop
40 to 60 (18.1 to 27.2) 18 (457) 12 (305) 7 (178)
from each opposite base edge in accordance with Method C of
60 to 80 (27.2 to 36.3) 15 (381) 10 (254) 6 (152)
80 to 100 (36.3 to 45.4) 12 (305) 9 (229) 5 (127)
Test Methods D6179 and one rotational drop on each of two
100 to 200 (45.4 to 90.7) 10 (254) 7 (178) 4 (102)
diagonally opposite base corners in accordance with Method B
Number of
of Test Methods D6179.
Impacts at Impact Orientation
Specified First Sequence of Distribution Cycle
Drop Height, in. (mm)
Height
Assurance Level
Box Bag or Sack Cylindrical Container
Gross Weight, lb (kg) I II III
One top face top
0 to 500 (0 to 226.8) 12 (305) 9 (229) 6 (152)
Two adjacent bottom edges two sides two sides 90° apart
Over 500 (226.8) 9 (229) 6 (152) 3 (076)
Two diagonally opposite both ends bottom edges 90°
bottom corners apart 10.3.1.2 Crane Handling—(Conduct this test only if cranes
One bottom opposite face bottom
are used for handling in the distribution process.) One drop flat
on bottom and one drop on base edge in accordance with
Number of
Method D of Test Methods D6179. Use the same drop heights
Impacts at Impact Orientation
versus shipping unit weight as in 10.3.1.1.
Specified Second Sequence of Distribution Cycle
Height
10.3.1.3 Side Impact Test—Impact all four sides of the
Box Bag or Sack Cylindrical Container
shipping unit in accordance with Test Method D880, Procedure
B. Alternately, use Test Method D4003 Method B using a short
One vertical edge face top
Two adjacent side faces two sides two sides 90° apart
duration programmer, assuming the coefficient of restitution is
Two one top corner and one both ends bottom edges 90°
0.0 and the total velocity change is equivalent to the specified
adjacent top edge apart
One see Note 1 see Note 1 see Note 1 impact velocity.
Assurance Level Impact Velocity ft/s(m/s)
NOTE 1—On the last impact of the last manual handling sequence in a
distribution cycle, the impact should be made at twice the specified height
I 5.75(1.75)
or equivalent velocity change. (This is the final (sixth) drop in the
II 4.0(1.22)
sequence, not an additional drop.) The drop should be in the impact III 3.0(0.91)
orientation most likely for a drop to occur, usually the largest face or the
10.3.1.4 Tip Test—In accordance with Method F of Test
bottom. For distribution cycles where any drop orientation is possible (that
Methods D6179.
is, shipments by means of carriers that mechanically sort packages), this
drop should be in the most critical or damage-prone orientation, as defined
10.3.1.5 Tipover Test—In accordance with Method G of Test
in Test Method D5276.
Methods D6179 if shipping unit fails Tip Test above.
NOTE 2—The equivalent velocity change corresponding to the specified
10.3.2 Unitized Loads—Perform the following tests se-
drop height used for the shock machine method shall be calculated as
quences as appropriate for the method of truck handling:
specified in Test Method D5487.
Test Methods—D880, D4003, D6055, D6179.
10.2.4 Bridge Impact Test:
Conditioning—See Section 6.
Test Method—D5265.
10.3.2.1 All Methods of Truck Handling—Pick up, transport
Conditioning—See Section 6.
around test course, and set down in accordance with Test
10.2.4.1 Conduct bridge impacts on long, narrow shipping
Methods D6055, Method A for fork lift, Method B for spade
units which have a length of at least 36 in. (915 mm) and each
lift, Method C for clamp, and Method D for pull pack.
of the other two dimensions are 20 % or less of the longest
Assurance Level Cycles (Round Trips)
dimension.
I 8
10.2.4.2 These tests are required only once in any test
II 5
schedule sequence.
III 3
10.3 Mechanical Handling—The test levels and the test
(1) For shipments by means of less-than-truckload (LTL),
method for this schedule of the distribution cycle are intended
simulate transfer terminal handling by performing fork lift
to determine the ability of large and heavy shipping units,
truck transport over a floor hazard described as follows: a
single packages with pallet or skid, and unitized loads to
modified nominal 2 by 6 in. board with one edge beveled full
withstand the mechanical handling hazards that occur during
height at 45° (see Fig. 1) shall be placed on the course in a
loading, unloading, sorting, or stacking. For large shipping
position where both lift truck wheels on one side must pass
cases and crates and any single package with pallet or skid,
over it during each handling sequence, and a second modified
different test methods are used versus unit loads. For various nominal 2 by 6 in. board shall be placed on the course after the
types of unit loads, test methods also vary, depending on the 90° turn in such a position that both lift truck wheels on the
method of truck handling: fork, clamp, spade, or pull/pack. opposite side must pass over it during each handling sequence.
D4169 − 23
11.2 Use the following test levels:
F Factors Assurance Level
Schedule Schedule
B—Warehouse C—Vehicle
Shipping Unit Construction I II III I II III
1. Corrugated, fiberboard, or plastic 8.0 4.5 3.0 10.0 7.0 5.0
container that may or may not
have load–bearing interior
packaging using these materials,
FIG. 1 Floor Hazard
and where the product does not
support any of the load.
10.3.2.2 All Methods of Truck Handling—Impact all four
2. Corrugated, fiberboard, or plastic 4.5 3.0 2.0 6.0 4.5 3.0
sides of the shipping unit in accordance with Test Method container that has load-bearing
interior packaging with inserts
D880 Procedure B. Alternately, use Test Method D4003,
that are not temperature or
Method B using a short duration programmer, assuming the
humidity sensitive.
coefficient of restitution is 0.0 and the total velocity change is
3. Containers constructed of materials 3.0 2.0 1.5 4.0 3.0 2.0
equivalent to the specified impact velocity.
other than corrugated, fiberboard,
Assurance Level Impact Velocity ft/s(m/s) or plastic that are not
temperature or humidity sensitive
I 5.75 (1.75) or where the product supports
II 4.0 (1.22) the load directly, for example,
compression package.
III 3.0 (0.91)
Note — If shipping unit construction is unknown, default to the shipping unit
10.3.2.3 Fork Lift Truck Handling—One rotational flat drop
construction Type 1 Factors.
from each opposite base edge in accordance with Method C of
If a full pallet load is tested, F factors may be reduced by
Test Methods D6179.
30 %. If testing unit loads on a pallet F factor is reduced by
Drop Height, in. (mm)
30 %.
Assurance Level
Gross Weight, lb (kg) I II III
11.3 For warehouse stacking and vehicle stacking made up
0 to 500 (0 to 226.8) 12 (305) 9 (229) 6 (152)
of identical shipping units, load the shipping unit to the
Over 500 (226.8) 9 (229) 6 (152) 3 (76)
computed load value, as calculated below. Remove the load
11. Schedule B—Warehouse Stacking and Schedule within 3 s after reaching the specified value.
C—Vehicle Stacking
H 2 h
L 5 M ×J ×F (1)
11.1 The test levels and the test methods for these schedules h
of a distribution cycle are intended to determine the ability of
where:
the shipping unit to withstand the compressive loads that occur
L = computed load, lbf or N,
during warehouse storage or vehicle transport. The required
M = mass of one shipping unit or individual container, lb or
loading must consider the effects of length of time in storage,
kg,
the alignment or stacking pattern of the container, variability in
J = 1 lbf/lb or 9.8 N/kg,
container strength, moisture content, temperature, previous
H = maximum height of stack in storage or transit vehicle (if
handling and transportation, method of load support, and
vehicle stack height is unknown, use 108 in. (2.7 m)),
vibration. The minimum required loads for typical shipping
in. or m,
units which include the combined effects of the above factors
h = height of shipping unit or individual container, in. or m,
are recommended below for Schedule B—Warehouse Stacking
and
and Schedule C—Vehicle Stacking (select test levels for either
F = a factor to account for the combined effect of the
warehouse or vehicle stacking as defined in the distribution
individual factors described above.
cycle):
Test Method—D642.
D4169 − 23
11.4 For vehicle stacking made up of mixed commodities See Maximum Stack Height (H) Decision Matrix below
and shipped in an LTL or small package delivery environment, (Fig. 2):
load the shipping unit to the computed load value, as calculated
below. Remove the load within 3 s after reaching the specified
value.
l ×w ×h H 2 h
L 5 M ×J × ×F (2)
f
K h
where:
L = computed load, lbf or N,
3 3
M = shipping (freight) density factor, lb/ft or kg/m ,
f
J = 1 lbf/lb or 9.8 N/kg,
H = maximum height of stack in transit vehicle (if vehicle
stack height is unknown, use 108 in.(2.7 m)), in. or m,
see 11.4.2,
h = height of shipping unit or individual container, in. or
m,
l = length of shipping unit or individual container, in. or
m,
w = width of shipping unit or individual container, in. or m,
3 3 3 3
K = 1728 in. /ft or 1 m /m , and
F = a factor to account for the combined effect of the
individual factors described above.
NOTE 3—The value for H, when unknown, is reduced to 54 in. (1.4 m)
from 108 in. (2.7 m) for packages under 30 lb (13.6 kg) and
3 3
2.0 ft (0.056 m ) or less in size when applied to a vehicle stacking hazard
element in LTL shipments.
FIG. 2 Maximum Stack Height (H) Decision Matrix
11.4.1 Typical shipping density (freight) factors for mixed
3 3
load and LTL shipments are from 10 lb ⁄ft (160 kg ⁄m ), which
th 3 3
represents the 40 percentile to 30 lb ⁄ft (481 kg ⁄m , which
th
represents the 95 percentile of measured top load packages. If
the average shipping (freight) density factor (M ) for the
f
specific distribution system is not known, a value of 12.0 lb/ft 12. Schedule D—Stacked Vibration and Schedule
(192.2 kg ⁄m ) is recommended. (14, 15) E—Vehicle Vibration
11.4.2 The recommended maximum stack height (H) factor
12.1 The test levels and test methods for these distribution
when unknown is defaulted to the maximum height of stack in
cycles are intended to determine the shipping units ability to
transit vehicle value of 108 in. (2.7 m). If the transit vehicle
withstand the vertical vibration environment during transport
height throughout logistic system is known, use the interior
and the dynamic compression forces resulting from vehicle
height of the transit vehicle in lieu of the maximum stack
stacking. The test levels and methods account for the
height of 108 in. (2.7 m).
magnitude, frequency range, duration and direction of vibra-
tion. Select the Schedule D—Stacked Vibration or Schedule
The H factor may be reduced to 54 in. (1.4 m) if the package
E—Vehicle Vibration (no stacking) test as defined by the
is considered to be small and light (refer to Section 3). In these
distribution cycle. Test methods for sine and random vibration
instances, it is assumed that the package will be placed in the
are permitted testing options. The two methods are not equiva-
upper half of the stack. This assumption should be carefully
lent and will not necessarily produce the same results. The
considered. This does not apply to unit loads of small and light
random test method results is a better simulation of actual
packages.
transport vibration environments, and is the preferred method
for qualification. The sine test method is often used as a means
of determining and observing system resonances and can be
used in conjunction with the random method.
12.2 Schedule D—Stacked Vibration—Perform the test
along the vertical axis with the load in the normal shipping
orientation or with the predetermined bottom orientation (as
specified in DC-3) facing down. It is permissible to use a
compressive dead load to simulate an upper unit load or mixed
commodities.
12.2.1 The compressive load may be calculated from the
formulas in 11.3 and 11.4, with the F factor set equal to 1 for
both 11.3 and 11.4. The M factor for 11.4 is set equal to
f
D4169 − 23
3 3
12 lb ⁄ft (192.2 kg ⁄m ). Recommended intensities and dura- 12.4.1.4 A 60 min test using the Truck Profile followed by
tions for the random tests are given in 12.4, and those for sine a 120 min test using the Air Profile is recommended for
tests are given in 12.5. Distribution Cycles 12 and 13.
12.2.1.1 If user has knowledge of the specific shipping
12.4.2 If more detailed information is available on the
(freight) density factor (M ) utilized for a known distribution
f transport vibration environment or the shipping unit damage
system, use this value instead of default of 12.0 lb/ft
history, it is recommended that the procedure be modified to
(192.2 kg ⁄m ) to derive appropriate shipping (freight) density
use such information. The test time required to reproduce
factor (M ).
f
shipping damage is dependent on the mode of failure, as well
as the vibration level. Test durations ranging from 30 min to 6
12.3 Schedule E—Vehicle Vibration—Perform the test for
h have been used successfully for different product or package
each possible shipping orientation (up to three axes). Recom-
types. A 3 h (180 min) duration is reasonable to use in the
mended intensities and durations for the random tests are given
absence of specific shipping or testing experience.
in 12.4, and those for sine tests are given in 12.5.
12.4.2.1 For the Truck Profile test, it is recommended to use
12.4 Random Test Option:
a combination of all three Test Levels (low, medium, and high)
Test Method—D4728.
for a better simulation of actual truck vibration environments.
Conditioning—See Section 6.
The Truck test should be performed in a 1 h (60 min) loop that
12.4.1 The power spectral densities in Tables 2-4, as defined
can be repeated for longer duration simulations. The recom-
by their mode of transport, frequency and amplitude
mended test durations for the random vibration truck profile are
breakpoints, and test durations are recommended.
as follows:
12.4.1.1 Conducting the Truck Profile test is recommended
Low Level for 40 minutes.
for Distribution Cycles 1, 3, 4, 5 and 6.
Medium Level for 15 minutes.
12.4.1.2 Conducting the Rail Profile test is recommended
High Level for 5 minutes.
for Distribution Cycles 7, 8 and 11.
12.4.1.3 A 60 min test using the Truck Profile followed by 12.4.2.2 For the Air Profile test, it is recommended to use
a 120 min test using the Rail Profile is recommended for a combination of all three Test Levels (low, medium, and high)
Distribution Cycles 9 and 10. for a better simulation of actual air vibration environments.
TABLE 2 TRUCK—Power Spectral Density Levels
Power Spectral Density Level, G /Hz
Frequency
High Level Medium Level Low Level
1 0.00072 0.00072 0.0004
3 0.030 0.018 0.010
4 0.030 0.018 0.010
6 0.0012 0.00072 0.00040
12 0.0012 0.00072 0.00040
16 0.0060 0.0036 0.0020
25 0.0060 0.0036 0.0020
30 0.0012 0.00072 0.00040
40 0.0060 0.0036 0.0020
80 0.0060 0.0036 0.0020
100 0.00060 0.00036 0.00020
200 0.000030 0.000018 0.000010
Overall G 0.70 0.54 0.40
rms
D4169 − 23
TABLE 3 RAIL—Power Spectral Density Levels
Power Spectral Density Level G /Hz
Frequency Assurance Level
I II III
1 0.00002 0.00001 0.000005
2 0.002 0.001 0.0005
50 0.002 0.001 0.0005
90 0.0008 0.0004 0.0002
200 0.00002 0.00001 0.000005
Overall G 0.41 0.29 0.2
rms
The air test should be performed in a 2 h (120 min) in three Test Method—D999, Method B or C.
40-minute loops that can be adjusted for other time duration Conditioning—See Section 6.
simulations. The recommended test durations for the random
Special Instructions—Dwell time is for each noted product
air profile are as follows: or package resonance up to four discrete resonances. If more
Low Level for 27 minutes.
than four resonances are noted, test at the four frequencies
Medium Level for 10 minutes. where the greatest response is noted. In frequency sweeps it is
High Level for 3 minutes.
advisable to consider the frequency ranges normally encoun-
(1) If duration varies from 120 minutes use the following tered in the type of transportation being considered. The
formula to calculate duration loop:
resonant frequency(ies) may shift during test due to changing
Example—Calculating Vibration duration loop for 3 hour
characteristics of the container system. It is suggested that the
duration (180 minutes):
dwell frequency be varied slightly during the test to detect any
Low Level Time = 0.67 × 60 = 40 minutes
shift and to continue testing at the frequency of maximum
Medium Level Time = 0.25 × 60 = 15 minutes
response. Use the following test levels:
High Level Time = 0.08 × 60 = 5 minutes
Amplitude
Dwell
(2) Rounding rule will be in effect. Any duration value Assurance Frequency Range, (O-Peak), g
Time,
Level Hz
equal to or less than 0.5 round down; equal to or greater than
min
Rail Truck
0.6 round up.
(3) For a 3 hour (180 minutes) duration, a total of 120
I 3 to 100 0.25 0.5 15
II 3 to 100 0.25 0.5 10
minutes of Low Level, 45 minutes of Medium Level, and 15
III 3 to 100 0.25 0.5 5
minutes of High Level vibration will be required in one
orientation. These duration values are not direct correlations to
13. Schedule F—Loose Load Vibration
the flight time of the aircraft.
13.1 The test levels and the test method for this schedule of
(4) The air vibration profile is not compressed and uses
actual active vibration data using constructed probability based the distribution cycle are intended to determine the ability of
the shipping unit to withstand the repetitive shocks occurring
on CL of 99, 95, and 90 % respectively.
12.4.2.3 For vibration tests when more than one shipping during transportation of bulk or loose loads. The test levels and
test method account for amplitude, direction, and duration of
orientation is possible, the total duration should be distributed
evenly between the orientations tested. the repetitive shocks.
NOTE 4—When conducting the Truck and Air Profiles, Assurance 13.2 Use the following test levels:
Levels I, II, and III are not used.
Test Method—D999, Method A1 or A2.
12.5 Sine Test Option: Conditioning—See Section 6.
D4169 − 23
TABLE 4 AIR—Power Spectral Density Levels
Power Spectral Density Level (G /Hz)
Frequency (Hz)
High Level Medium Level Low Level
1 0.001 0.0006 0.0003
2 0.01 0.006 0.003
42 0.0001 6E-05 3E-05
50 0.0005 0.0003 0.00015
120 0.0005 0.0003 0.00015
200 2.5E-05 1.5E-05 7.5E-06
Overall G 0.29 0.22 0.16
rms
Special Instructions—Dwell time distributed 50 % along Note that Test Method D5277 is used for standard draft
normal vertical shipping axis or with the predetermined bottom gear only.
orientation (as specified in DC-3 and DC-13) facing down and Refer to Test Methods D4003 or D5277 for specific
remaining 50 % evenly along all other possible shipping instructions on how to instrument and conduct the test.
orientations:
14.2 Procedure—Load shipping unit on carriage against
Assurance Level Dwell Time, min
bulkhead. Use a backload equivalent to a minimum of 3 ft
lineal (0.9 m) of cargo. The package used as backload in
I 60
II 40
contact with the test package must be identical to the test
III 30
package.
14. Schedule G—Simulated Rail Switching
14.3 Test Levels—Allow the carriage to impact a cushioned
barrier in accordance with the following table. Assurance Level
14.1 The test levels and test methods for this schedule are
I shall be used for open-top rail car load tests. Assurance Level
intended to determine the ability of the shipping unit to
II shall be used for boxcar load tests for non-hazardous
withstand the acceleration levels and compressive forces that
materials and for TOFC/COFC load tests for non-hazardous
might occur during rail switching operations.
materials. There is no Assurance Level III for this Test
Test Methods—D4003, Test Method A; or D5277.
Schedule.
Conditioning—See Section 6.
Special Instructions—Four impacts shall be performed. 14.3.1 If known, container impact surfaces should be the
For railcars with standard draft gear, shock durations of 40 6 same as occur in actual shipment. If the shipping orientation is
10 ms shall be used, as measured on the floor of the carriage. not known, or if more than one orientation is possible, the first
For railcars with long–travel draft gear, shock durations of 300 three impacts should be on that test specimen surface which is
6 50 ms shall be used. Reference Ass
...