ASTM D4169-23e1

Standard Practice for Performance Testing of Shipping Containers and Systems

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 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).6 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.
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.

General Information

• Status: Published
• Publication Date: 30-Nov-2023
• ICS: 55.040 - Packaging materials and accessories
• Technical Committee: D10 - Packaging
• Drafting Committee: D10.21 - Shipping Containers and Systems - Application of Performance Test Methods

Relations

• Replaces: ASTM D4169-23 - Standard Practice for Performance Testing of Shipping Containers and Systems
• Effective Date: 01-Dec-2023
• Referred By: ASTM D3951-18(2023) - Standard Practice for Commercial Packaging
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6573/D6573M-13(2020) - Standard Specification for General Purpose Wirebound Shipping Boxes
• Effective Date: 01-Dec-2023
• Referred By: ASTM D5277-22 - Standard Test Method for Performing Programmed Horizontal Impacts Using an Inclined Impact Tester
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6179-20 - Standard Test Methods for Rough Handling of Unitized Loads and Large Shipping Cases and Crates
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6344-04(2017) - Standard Test Method for Concentrated Impacts to Transport Packages
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6039/D6039M-18 - Standard Specification for Open and Covered Wood Crates
• Effective Date: 01-Dec-2023
• Referred By: ASTM D951-17 - Standard Test Method for Water Resistance of Shipping Containers by Spray Method
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6880/D6880M-19 - Standard Specification for Wood Boxes
• Effective Date: 01-Dec-2023
• Referred By: ASTM D5276-19(2023) - Standard Test Method for Drop Test of Loaded Containers by Free Fall
• Effective Date: 01-Dec-2023
• Referred By: ASTM D2063/D2063M-10(2018) - Standard Test Methods for Measurement of Torque Retention for Packages with Continuous Thread Closures Using Non-Automated (Manual) Torque Testing Equipment
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6653/D6653M-13(2021) - Standard Test Methods for Determining the Effects of High Altitude on Packaging Systems by Vacuum Method
• Effective Date: 01-Dec-2023
• Referred By: ASTM F2097-23 - Standard Guide for Design and Evaluation of Primary Flexible Packaging for Medical Products
• Effective Date: 01-Dec-2023
• Referred By: ASTM D5168-22 - Standard Practice for Fabrication and Closure of Triple-Wall Corrugated Fiberboard Containers
• Effective Date: 01-Dec-2023
• Referred By: ASTM D5414-95(2020) - Standard Test Method for Evaluation of Horizontal Impact Performance of Load Unitizing Stretch Wrap Films
• Effective Date: 01-Dec-2023

Overview

ASTM D4169-23e1, titled Standard Practice for Performance Testing of Shipping Containers and Systems, establishes a systematic approach for evaluating the ability of shipping units and packaging systems to withstand the rigors of distribution environments. Developed by ASTM International, this standard provides a uniform laboratory basis for subjecting shipping containers to a series of tests that replicate hazards encountered during storage, handling, and transit. By simulating real-world conditions, ASTM D4169 helps manufacturers, logistics professionals, and quality assurance teams assess packaging reliability, minimize product damage, and support compliance with industry and government practices.

Key Topics

• Performance Testing Protocols: Outlines a sequence of standardized test methods to determine resistance to compression, impact, vibration, stacking, environmental stress, and concentrated impacts.
• Distribution Cycles: Defines various distribution scenarios representative of actual shipping environments, including road, rail, air, and intermodal transport.
• Assurance Levels: Establishes test intensity levels (I, II, III) based on product fragility and anticipated exposure, aligning test rigor with field realities.
• Acceptance Criteria: Emphasizes the importance of pre-defined pass/fail conditions, focusing on the acceptable level of product and package integrity after testing.
• Sample Selection and Conditioning: Recommends appropriate sample types and pre-test atmospheric conditioning to ensure relevant results.
• Replicate Testing: Encourages multiple tests to enhance data reliability and confidence in performance validation.
• Test Plan Development: Guides users through the process of defining shipping units, selecting distribution cycles, and developing tailored test plans.

Applications

ASTM D4169-23e1 is widely applied across industries that require robust packaging for shipping and storage. Its practical applications include:

• Package Design and Validation: Ensures new or revised shipping containers can endure distribution hazards, supporting efficient package development and redesign.
• Quality Control: Verifies ongoing compliance with shipping performance requirements, reducing damage claims and supporting brand reputation.
• Regulatory and Contractual Compliance: Frequently referenced in government contracts and by commercial entities to demonstrate conformance to recognized best practices.
• Risk Assessment: Assists in identifying potential failure points in packaging, guiding improvements before products reach the market.
• Process Optimization: Informs decision-making for logistics, warehousing, and shipment planning by providing data on optimal handling, stacking, and shipping practices.

Related Standards

Several ASTM and industry standards complement and support the implementation of ASTM D4169:

• ASTM D642 - Compressive Resistance of Shipping Containers
• ASTM D880 - Impact Testing for Shipping Containers
• ASTM D951 - Water Resistance by Spray Method
• ASTM D999 - Vibration Testing of Shipping Containers
• ASTM D5276 - Drop Test of Loaded Containers
• ASTM D4332 - Conditioning Containers for Testing
• ASTM D7386 - Performance Testing for Single Parcel Delivery Systems
• MIL-STD-2073-1 - U.S. Military Standard for Packaging
• Association of American Railroads Standards - Rail Transport Requirements

These related standards provide detailed methodologies and additional insights for specific testing scenarios, enabling organizations to tailor their shipping container evaluations to unique distribution environments.

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Keywords: ASTM D4169, shipping container testing, packaging performance standard, distribution cycles, vibration testing, impact resistance, warehouse stacking, transport hazards, package validation, performance testing protocol.

Standards Content (Sample)

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.
´1
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.
ε NOTE—Editorial corrections made throughout in March 2024.
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
as standard. The values given in parentheses are mathematical
D4332 Practice for Conditioning Containers, Packages, or
conversions to SI units that are provided for information only
Packaging Components for Testing
and are not considered standard.
D4728 Test Method for Random Vibration Testing of Ship-
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
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
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 [e-mail]. 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/D4169-23E01. the ASTM website.
*A Summary of Changes section appears at the end of this standard
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
´1
D4169 − 23
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
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
5.1 Test specimens consist of representative samples of
over 60 in. (1.52 m) and a gross weight of 100 lb (45 kg) or
complete shipping units, including actual contents. Products
less.
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
3 documented in the report. Dummy test loads are acceptable if
The last approved version of this historical standard is referenced on
testing the actual product might be hazardous. If a dummy load
www.astm.org.
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.
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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
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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.
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 Practice
packaging material before testing.
F2825 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.
8.1 Define Shipping Unit—Describe shipping unit in terms
6.1.2 In some circumstances, it may be necessary to conduct
of size, weight, and form of construction. See 3.2.8. Determine
some or all of the tests at special climatic conditions, such as
whether the container will be manually or mechanically
those given in Practice D4332, F2825 or Test Method D951, or
handled.
others (salt, spray, water immersion, humidity, or temperature).
The same climatic condition should be used for any assurance 8.2 Establish Assurance Level—Specify a level of test
level. A conditioning period should be provided which will intensity. The level should be one of three pre-established
allow sufficient time to reach equilibrium of all parts of the assurance levels. This must be pre-established based on the
package and product. Tests should be conducted in the condi- product value, the desired level of anticipated damage that can
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D4169 − 23
be tolerated, the number of units to be shipped, knowledge of 9. Hazard Elements and Test Schedules
the shipping environment, or other criteria. Assurance Level II
9.1 Hazard Elements and Test Schedules are categorized as
is suggested unless conditions dictate otherwise. Assurance
follows:
Level I provides a more severe test than II. Assurance Level III
Schedule Hazard Element Test Section
provides a less severe test than II. The assurance level may be
A Handling—manual and drop, impact, 10
varied between schedules (see Sections 10 – 15) if such
mechanical stability
variations are known to occur. The test levels used should be
B Warehouse Stacking compression 11
reported. See Section 18.
C Vehicle Stacking compression 11
D Stacked Vibration vibration 12
8.3 Determine Acceptance Criteria—Acceptance criteria
E Vehicle Vibration vibration 12
F Loose Load Vibration repetitive shock 13
are related to the desired condition of the product and package
G Rail Switching longitudinal shock 14
at the end of the distribution cycle. See Section 7.
H Environmental Hazard cyclic exposure 15
I Low Pressure Hazard vacuum 16
8.4 Select Distribution Cycle—Select a Distribution Cycle
J Concentrated Impact impact 17
from the available standard distribution cycles compiled in
10. Schedule A—Handling—Manual and Mechanical
Table 1. Use the DC that most closely correlates with the
10.1 There are two types of handling hazard element,
projected distribution. When the distribution is undefined, the
manual and mechanical. The manual handling test should be
general distribution cycle DC-1 should be selected. When the
used for single containers, smaller packages, and any shipping
anticipated distribution is well understood, a special distribu-
container that can be handled manually, up to a weight of
tion cycle DC-2 may be specified. In using DC-2, the user
200 lb (90.7 kg). Mechanical handling should be used for
selects test schedules from Section 9 and specifies the test
unitized loads, large cases and crates, and any shipping
sequence (see Appendix X2 for more details). For purposes of
container or system that will be handled by mechanical means.
DC-3 and DC-13, the bottom of a single package is the surface
Manual and mechanical handling are described further in 10.2
on which the package rests in its most stable orientation. The
and 10.3.
identified bottom should be utilized for purposes of determin-
ing the starting orientation of each test schedule within the
10.2 Manual Handling—The test levels and the test method
above stated distribution cycles. for this schedule of the distribution cycle are intended to
determine the ability of the shipping unit to withstand the
8.5 Write Test Plan—Prepare a test plan by using the
hazards occurring during manual handlings, such as loading,
sequence presented in Table 1 for the distribution cycle
unloading, stacking, sorting, or palletizing. The main hazards
selected. Obtain the test intensities from the referenced sched-
from these operations are the impacts caused by dropping or
ules. The test plan intensity details must take into account the
throwing. Size, weight, and shape of the shipping unit will
assurance levels selected as well as the physical description of
affect the intensity of these hazards. Several test method
the shipping unit. Table 1 thus leads to a detailed test plan
options are permitted, including free fall and simulated drop
consisting of the exact sequence in which the shipping unit will
test using shock machines. While these test methods produce
be subjected to the test inputs. The test schedules associated
similar results, the shock machine method produces more
with each element reference the existing ASTM test methods
control of orientations of impact; see Test Method D5487 for
for clarification of the equipment and techniques to be used to
limitations of the shock machine method.
conduct the test.
10.2.1 For long narrow packages that are mechanically
8.5.1 Sample test plans are provided in Appendix X1.
sorted, another hazard to be simulated is bridge impact
(10.2.4).
8.6 Select Samples for Test—See Section 5.
10.2.2 Mechanical handling (10.3) may be used when it is
8.7 Condition Samples—See Section 6.
anticipated that handling will be by mechanical means only.
10.2.3 For the free-fall and shock machine tests, recom-
8.8 Perform Tests—Perform tests as directed in reference
mended drop heights, the number of drops, the sequence of
ASTM standards and as further modified in the special
drops, and the shipping unit orientation at impact are as
instructions for each test schedule.
follows:
8.9 Evaluate Results—Evaluate results to determine if the
Test Methods—D5276, D5487.
shipping units meet the acceptance criteria. See Section 7.
Conditioning—See Section 6.
Drop Height, in. (mm)
8.10 Document Test Results—Document test results by re-
Shipping Weight, lb (kg) Assurance Level
porting each step. See Section 18.
I II III
8.11 Monitor Shipments—When possible, obtain feedback
0 to 20 (0 to 9.1) 24 (610) 15 (381) 9 (229)
by monitoring shipments of the container that was tested to 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)
ensure that the type and quantity of damage obtained by the
60 to 80 (27.2 to 36.3) 15 (381) 10 (254) 6 (152)
laboratory testing correlates with the damage that occurs in the
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)
distribution cycle. This information is very useful for the
planning of subsequent tests of similar shipping containers.
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D4169 − 23
Number of Drop Height, in. (mm)
Impacts at Impact Orientation Assurance Level
Specified First Sequence of Distribution Cycle Gross Weight, lb (kg) I II III
Height
Box Bag or Sack Cylindrical Container 0 to 500 (0 to 226.8) 12 (305) 9 (229) 6 (152)
Over 500 (226.8) 9 (229) 6 (152) 3 (076)
One top face top
10.3.1.2 Crane Handling—(Conduct this test only if cranes
Two adjacent bottom edges two sides two sides 90° apart
are used for handling in the distribution process.) One drop flat
Two diagonally opposite both ends bottom edges 90°
bottom corners apart
on bottom and one drop on base edge in accordance with
One bottom opposite face bottom
Method D of Test Methods D6179. Use the same drop heights
versus shipping unit weight as in 10.3.1.1.
Number of
10.3.1.3 Side Impact Test—Impact all four sides of the
Impacts at Impact Orientation
shipping unit in accordance with Test Method D880, Procedure
Specified Second Sequence of Distribution Cycle
Height B. Alternately, use Test Method D4003 Method B using a short
Box Bag or Sack Cylindrical Container
duration programmer, assuming the coefficient of restitution is
0.0 and the total velocity change is equivalent to the specified
One vertical edge face top
Two adjacent side faces two sides two sides 90° apart
impact velocity.
Two one top corner and one both ends bottom edges 90°
Assurance Level Impact Velocity ft/s (m/s)
adjacent top edge apart
One see Note 1 see Note 1 see Note 1
I 5.75 (1.75)
II 4.0 (1.22)
NOTE 1—On the last impact of the last manual handling sequence in a
III 3.0 (0.91)
distribution cycle, the impact should be made at twice the specified height
or equivalent velocity change. (This is the final (sixth) drop in the
10.3.1.4 Tip Test—In accordance with Method F of Test
sequence, not an additional drop.) The drop should be in the impact
Methods D6179.
orientation most likely for a drop to occur, usually the largest face or the
10.3.1.5 Tipover Test—In accordance with Method G of Test
bottom. For distribution cycles where any drop orientation is possible (that
Methods D6179 if shipping unit fails Tip Test above.
is, shipments by means of carriers that mechanically sort packages), this
drop should be in the most critical or damage-prone orientation, as defined 10.3.2 Unitized Loads—Perform the following tests se-
in Test Method D5276.
quences as appropriate for the method of truck handling:
NOTE 2—The equivalent velocity change corresponding to the specified
Test Methods—D880, D4003, D6055, D6179.
drop height used for the shock machine method shall be calculated as
Conditioning—See Section 6.
specified in Test Method D5487.
10.3.2.1 All Methods of Truck Handling—Pick up, transport
10.2.4 Bridge Impact Test:
around test course, and set down in accordance with Test
Test Method—D5265.
Methods D6055, Method A for fork lift, Method B for spade
Conditioning—See Section 6.
lift, Method C for clamp, and Method D for pull pack.
10.2.4.1 Conduct bridge impacts on long, narrow shipping
Assurance Level Cycles (Round Trips)
units which have a length of at least 36 in. (915 mm) and each
I 8
of the other two dimensions are 20 % or less of the longest
II 5
dimension.
III 3
10.2.4.2 These tests are required only once in any test
(1) For shipments by means of less-than-truckload (LTL),
schedule sequence.
simulate transfer terminal handling by performing fork lift
10.3 Mechanical Handling—The test levels and the test
truck transport over a floor hazard described as follows: a
method for this schedule of the distribution cycle are intended
modified nominal 2 by 6 in. board with one edge beveled full
to determine the ability of large and heavy shipping units,
height at 45° (see Fig. 1) shall be placed on the course in a
single packages with pallet or skid, and unitized loads to
position where both lift truck wheels on one side must pass
withstand the mechanical handling hazards that occur during
over it during each handling sequence, and a second modified
loading, unloading, sorting, or stacking. For large shipping
nominal 2 by 6 in. board shall be placed on the course after the
cases and crates and any single package with pallet or skid,
90° turn in such a position that both lift truck wheels on the
different test methods are used versus unit loads. For various
opposite side must pass over it during each handling sequence.
types of unit loads, test methods also vary, depending on the
10.3.2.2 All Methods of Truck Handling—Impact all four
method of truck handling: fork, clamp, spade, or pull/pack.
sides of the shipping unit in accordance with Test Method
10.3.1 Large Shipping Cases and Crates and Single Pack-
ages with Pallet or Skid—Perform the following test se-
quences:
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. FIG. 1 Floor Hazard
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D4169 − 23
D880 Procedure B. Alternately, use Test Method D4003, 11.2 Use the following test levels:
Method B using a short duration programmer, assuming the
F Factors Assurance Level
Schedule Schedule
coefficient of restitution is 0.0 and the total velocity change is
B—Warehouse C—Vehicle
equivalent to the specified impact velocity.
Shipping Unit Construction I II III I II III
Assurance Level Impact Velocity ft/s (m/s)
1. Corrugated, fiberboard, or plastic 8.0 4.5 3.0 10.0 7.0 5.0
container that may or may not
I 5.75 (1.75)
have load–bearing interior
II 4.0 (1.22)
packaging using these materials,
III 3.0 (0.91)
and where the product does not
support any of the load.
10.3.2.3 Fork Lift Truck Handling—One rotational flat drop
from each opposite base edge in accordance with Method C of
2. Corrugated, fiberboard, or plastic 4.5 3.0 2.0 6.0 4.5 3.0
Test Methods D6179.
container that has load-bearing
interior packaging with inserts
Drop Height, in. (mm)
that are not temperature or
Assurance Level
humidity sensitive.
Gross Weight, lb (kg) I II III
3. Containers constructed of materials 3.0 2.0 1.5 4.0 3.0 2.0
0 to 500 (0 to 226.8) 12 (305) 9 (229) 6 (152)
other than corrugated, fiberboard,
Over 500 (226.8) 9 (229) 6 (152) 3 (76)
or plastic that are not
temperature or humidity sensitive
or where the product supports
11. Schedule B—Warehouse Stacking and Schedule
the load directly, for example,
C—Vehicle Stacking
compression package.
NOTE 3—If shipping unit construction is unknown, default to the
11.1 The test levels and the test methods for these schedules
shipping unit construction Type 1 Factors.
of a distribution cycle are intended to determine the ability of
If a full pallet load is tested, F factors may be reduced by
the shipping unit to withstand the compressive loads that occur
30 %. If testing unit loads on a pallet F factor is reduced by
during warehouse storage or vehicle transport. The required
30 %.
loading must consider the effects of length of time in storage,
11.3 For warehouse stacking and vehicle stacking made up
the alignment or stacking pattern of the container, variability in
of identical shipping units, load the shipping unit to the
container strength, moisture content, temperature, previous
computed load value, as calculated below. Remove the load
handling and transportation, method of load support, and
within 3 s after reaching the specified value.
vibration. The minimum required loads for typical shipping
units which include the combined effects of the above factors
H 2 h
L 5 M × J × F (1)
are recommended below for Schedule B—Warehouse Stacking h
and Schedule C—Vehicle Stacking (select test levels for either
where:
warehouse or vehicle stacking as defined in the distribution
L = computed load, lbf or N,
cycle):
M = mass of one shipping unit or individual container, lb or
Test Method—D642.
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.
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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.
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
FIG. 2 Maximum Stack Height (H) Decision Matrix
the average shipping (freight) density factor (M ) for the
f
specific distribution system is not known, a value of 12.0 lb/ft
(192.2 kg ⁄m ) 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
12. Schedule D—Stacked Vibration and Schedule
transit vehicle value of 108 in. (2.7 m). If the transit vehicle
E—Vehicle Vibration
height throughout logistic system is known, use the interior
12.1 The test levels and test methods for these distribution
height of the transit vehicle in lieu of the maximum stack
cycles are intended to determine the shipping unit’s ability to
height of 108 in. (2.7 m).
withstand the vertical vibration environment during transport
and the dynamic compression forces resulting from vehicle
The H factor may be reduced to 54 in. (1.4 m) if the package
stacking. The test levels and methods account for the
is considered to be small and lightweight (refer to Section 3).
magnitude, frequency range, duration and direction of vibra-
In these instances, it is assumed that the package will be placed
tion. Select the Schedule D—Stacked Vibration or Schedule
in the upper half of the stack. This assumption should be
E—Vehicle Vibration (no stacking) test as defined by the
carefully considered. This does not apply to unit loads of small
distribution cycle. Test methods for sine and random vibration
and light packages.
are permitted testing options. The two methods are not equiva-
lent and will not necessarily produce the same results. The
random test method results is 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
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
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D4169 − 23
3 3
12 lb ⁄ft (192.2 kg ⁄m ). Recommended intensities and dura- Conditioning—See Section 6.
tions for the random tests are given in 12.4, and those for sine
12.4.1 The power spectral densities in Tables 2-4, as defined
tests are given in 12.5.
by their mode of transport, frequency and amplitude
12.2.1.1 If user has knowledge of the specific shipping
breakpoints, and test durations are recommended.
(freight) density factor (M ) utilized for a known distribution
f
12.4.1.1 Conducting the Truck Profile test is recommended
system, use this value instead of default of 12.0 lb/ft
for Distribution Cycles 1, 3, 4, 5 and 6.
(192.2 kg ⁄m ) to derive appropriate shipping (freight) density
12.4.1.2 Conducting the Rail Profile test is recommended
factor (M ).
f
for Distribution Cycles 7, 8 and 11.
12.3 Schedule E—Vehicle Vibration—Perform the test for
12.4.1.3 A 60 min test using the Truck Profile followed by
each possible shipping orientation (up to three axes). Recom-
a 120 min test using the Rail Profile is recommended for
mended intensities and durations for the random tests are given
Distribution Cycles 9 and 10.
in 12.4, and those for sine tests are given in 12.5.
12.4.1.4 A 60 min test using the Truck Profile followed by
12.4 Random Test Option: a 120 min test using the Air Profile is recommended for
Test Method—D4728. Distribution Cycles 12 and 13.
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
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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
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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
50 0.0005 0.0003 0.00015
120 0.0005 0.0003 0.00015
200 0.000025 0.000015 0.0000075
Overall G 0.29 0.22 0.16
rms
12.4.2 If more detailed information is available on the The air test should be performed in a 2 h (120 min) duration,
transport vibration environment or the shipping unit damage in three 40 minute loops that can be adjusted for other time
history, it is recommended that the procedure be modified to duration simulations. The recommended test durations for the
use such information. The test time required to reproduce random air profile are as follows:
shipping damage is dependent on the mode of failure, as well Low Level for 27 minutes.
as the vibration level. Test durations ranging from 30 min to 6 Medium Level for 10 minutes.
h have been used successfully for different product or package High Level for 3 minutes.
types. A 3 h (180 min) duration is reasonable to use in the (1) If duration varies from 120 minutes use the following
absence of specific shipping or testing experience. formula to calculate duration loop:
12.4.2.1 For the Truck Profile test, it is recommended to use Example—Calculating Vibration duration loop for 3 hour
a combination of all three Test Levels (low, medium, and high) duration (180 minutes):
for a better simulation of actual truck vibration environments. Low Level Time = 0.67 × 60 = 40 minutes
The Truck test should be performed in a 1 h (60 min) loop that Medium Level Time = 0.25 × 60 = 15 minutes
can be repeated for longer duration simulations. The recom- High Level Time = 0.08 × 60 = 5 minutes
mended test durations for the random vibration truck profile are (2) Rounding rule will be in effect. Any duration value
as follows: equal to or less than 0.5 round down; equal to or greater than
Low Level for 40 minutes. 0.6 round up.
Medium Level for 15 minutes. (3) For a 3 hour (180 minutes) duration, a total of 120
High Level for 5 minutes. minutes of Low Level, 45 minutes of Medium Level, and 15
12.4.2.2 For the Air Profile test, it is recommended to use minutes of High Level vibration will be required in one
a combination of all three Test Levels (low, medium, and high) orientation. These duration values are not direct correlations to
for a better simulation of actual air vibration environments. the flight time of the aircraft.
´1
D4169 − 23
(4) The air vibration profile is not compressed and uses 10 ms shall be used, as measured on the floor of the carriage.
actual active vibration data using constructed probability based For railcars with long–travel draft gear, shock durations of 300
on CL of 99, 95, and 90 % respectively. 6 50 ms shall be used. Reference Association of American
12.4.2.3 For vibration tests when more than one shipping Railroads, General Information Bulletin No. 2.
orientation is possible, the total duration should be distributed Note that Test Method D5277 is used for standard draft
evenly between the orientations tested. gear only.
Refer to Test Methods D4003 or D5277 for specific
NOTE 4—When conducting the Truck and Air Profiles, Assurance
instructions on how to instrument and conduct the test.
Levels I, II, and III are not used.
14.2 Procedure—Load shipping unit on carriage against
12.5 Sine Test Option:
bulkhead. Use a backload equivalent to a minimum of 3 ft
Test Method—D999, Method B or C.
lineal (0.9 m) of cargo. The package used as backload in
Conditioning—See Section 6.
contact with the test package must be identical to the test
Special Instructions—Dwell time is for each noted product
package.
or package resonance up to four discrete resonances. If more
than four resonances are noted, test at the four frequencies
14.3 Test Levels—Allow the carriage to impact a cushioned
where the greatest response is noted. In frequency sweeps it is
barrier in accordance with the following table. Assurance Level
advisable to consider the frequency ranges normally encoun-
I shall be used for open-top rail car load tests. Assurance Level
tered in the type of transportation being considered. The
II shall be used for boxcar load tests for non-hazardous
resonant frequency(ies) may shift during test due to changing
materials and for TOFC/COFC load tests for non-hazardous
characteristics of the container system. It is suggested that the
materials. There is no Assurance Level III for this Test
dwell frequency be varied slightly during the test to detect any
Schedule.
shift and to continue testing at the frequency of maximum
14.3.1 If known, container impact surfaces should be the
response. Use the following test levels:
same as occur in actual shipment. If the shipping orientation is
Amplitude not known, or if more than one orientation is possible, the first
Dwell
Assurance Frequency Range, (O-Peak), g
three impacts should be on that test specimen surface which is
Time,
Level Hz
min
deemed to be most sensitive to damage. For the fourth impact,
Rail Truck
rotate the specimen 180° on the carriage.
I 3 to 100 0.25 0.5 15
Assurance Impact Velocity
II 3 to 100 0.25 0.5 10
Level Number mph (m/s)
III 3 to 100 0.25 0.5 5
I 1 4 (± 0.5) 1.79 (± 0.22)
13. Schedule F—Loose Load Vibration
2 6 (± 0.5) 2.68 (± 0.22)
3 8 (± 0.5) 3.58 (± 0.22)
13.1 The test levels and the test method for this schedule of
4 (rotate 180°) 8 (± 0.5) 3.58 (± 0.22)
the distribution cycle are intended to determine the ability of
the shipping unit to withstand the repetitive shocks occurring
II 1 4 (± 0.5) 1.79 (± 0.22)
during transportation of bulk or loose loads. The test levels and 2 6 (± 0.5) 2.68 (± 0.22)
3 6 (± 0.5) 2.68 (± 0.22)
test method account for amplitude, direction, and duration of
4 (rotate 180°) 6 (± 0.5) 2.68 (± 0.22)
the repetitive shocks.
14.4 Procedure Modification—If more detailed information
13.2 Use the following test levels:
is available on backload or shock characteristics it is recom-
Test Method—D999, Method A1 or A2.
mended that the above procedure be modified to use such
Conditioning—
...