ASTM D4003-98(2003)
(Test Method)Standard Test Methods for Programmable Horizontal Impact Test for Shipping Containers and Systems
Standard Test Methods for Programmable Horizontal Impact Test for Shipping Containers and Systems
SIGNIFICANCE AND USE
These test methods provide a measure of a shipping container’ability to protect a product from failure due to horizontal impacts. These measures are based on controlled levels of shock input and may be used for arriving at the optimum design of a container or system to protect a product against a specified level of shipping environment hazard.
These test methods provide a measure of a packaged product’ability to withstand the various levels of shipping environment hazards. These measures may be used to prescribe a mode of shipping and handling that will not induce damage to the packaged product or to define the required levels of protection that must be provided by its packaging.
Test Method A is intended to simulate the rail car coupling environment. Refer to Methods D 5277 for simulating the standard draft gear portion of that environment.
SCOPE
1.1 These test methods are intended to determine the ability of a package or product to withstand laboratory simulated horizontal impact forces.
1.2 The horizontal impacts used in these test methods are programmed shock inputs that represent the hazards as they occur in the shipping and handling environments. The environmental hazards may include rail switching impacts, pallet marshalling impacts, and so forth. The following test methods apply:
1.2.1 Method A, Rail Car Switching Impact -This test method simulates the types of shock pulses experienced by lading in rail car switching, with the use of a rigid bulkhead on the leading edge of the test carriage, to simulate the end wall of a railcar and shock programming devices to produce representative shock pulses. With the use of backloading, this test method may also be used to simulate compressive forces experienced by lading loads during rail car switching. It is suitable for tests of individual containers or systems as they are shipped in rail cars. It may also be used to evaluate the effectiveness of pallet patterns to determine the effect of interaction between containers during rail switching operation impacts.
1.2.2 Method B, Pallet Marshalling Impact Tests -This test method assess the ability of single containers, systems, and unit load quantities to withstand the forces encountered during pallet marshalling or airplane loading operations.
1.3 The test levels may be varied to represent the mode on shipping and handling used for the item under test.
1.4 The values stated in inch-pound units are to be regarded as the standard. The SI units given in parentheses are for information only.
1.5 This standard does not purport to address all of the safety problems, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements are given in Section 6.
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Standards Content (Sample)
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Designation:D4003–98 (Reapproved 2003)
Standard Test Methods for
Programmable Horizontal Impact Test for Shipping
Containers and Systems
This standard is issued under the fixed designation D 4003; 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 (e) indicates an editorial change since the last revision or reapproval.
1. Scope 2. Referenced Documents
1.1 These test methods are intended to determine the ability 2.1 ASTM Standards:
of a package or product to withstand laboratory simulated D 996 Terminology of Packaging and Distribution Environ-
horizontal impact forces. ments
1.2 The horizontal impacts used in these test methods are D 4332 Practice for Conditioning Containers, Package, or
programmed shock inputs that represent the hazards as they Packaging Components for Testing
occur in the shipping and handling environments. The envi- D 5277 Test Method for Performing Programmed Horizon-
ronmental hazards may include rail switching impacts, lift tal Impacts Using an Inclined Impact Tester
truck marshalling impacts, and so forth. The following test E 122 Practice for Choice of Sample Size to Estimate a
methods apply: Measure of Quality of a Lot or Process
1.2.1 Method A, Rail Car Switching Impact—This test
3. Terminology
method simulates the types of shock pulses experienced by
3.1 Definitions—For definitions of terms used in this test
lading in rail car switching, with the use of a rigid bulkhead on
theleadingedgeofthetestcarriage,tosimulatetheendwallof method, see Terminology D 996.
3.2 Definitions of Terms Specific to This Standard:
a railcar and shock programming devices to produce represen-
tative shock pulses. With the use of backloading, this test 3.2.1 acceleration—the rate of change of velocity of a body
2 2
with respect to time measured in in./s (m/s ).
method may also be used to simulate compressive forces
experienced by lading loads during rail car switching. It is 3.2.2 backload—a duplicate specimen similar to the test
package or weights to simulate the other lading in the transport
suitablefortestsofindividualcontainersorsystemsastheyare
shipped in rail cars. It may also be used to evaluate the vehicle.
3.2.3 shock pulse—a substantial disturbance characterized
effectiveness of pallet patterns to determine the effect of
by a rise of acceleration from a constant value and decay of
interaction between containers during rail switching operation
impacts. acceleration to the constant value in a short period of time.
3.2.4 shock pulse programmer—a device to control the
1.2.2 Method B, Marshalling Impact Tests of Unit Loads—
This test method assesses the ability of unit loads to withstand parameters of the acceleration versus time-shock pulse gener-
ated by a shock test impact machine.
the forces encountered during marshalling or loading opera-
tions. 3.2.5 velocity change—the sum of the impact velocity and
reboundvelocity(theareaundertheacceleration—timecurve).
1.3 The test levels may be varied to represent the mode on
shipping and handling used for the item under test.
4. Significance and Use
1.4 The values stated in inch-pound units are to be regarded
4.1 These test methods provide a measure of a shipping
as the standard. The SI units given in parentheses are for
container’s ability to protect a product from failure due to
information only.
horizontal impacts. These measures are based on controlled
1.5 This standard does not purport to address all of the
levels of shock input and may be used for arriving at the
safety concerns, if any, associated with its use. It is the
optimum design of a container or system to protect a product
responsibility of the user of this standard to establish appro-
against a specified level of shipping environment hazard.
priate safety and health practices and determine the applica-
4.2 These test methods provide a measure of a packaged
bility of regulatory limitations prior to use.
product’s ability to withstand the various levels of shipping
These test methods are under the jurisdiction of ASTM Committee D10 on
Packaging and are the direct responsibility of Subcommittee D10.22 on Handling For referenced ASTM standards, visit the ASTM website, www.astm.org, or
and Transportation. contactASTM Customer Service at service@astm.org. ForAnnual Book ofASTM
Current edition approved April 10, 1998. Published October 1998. Originally Standards volume information, refer to the standard’s Document Summary page on
published as D 4003–81. Last previous edition D 4003–92. the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
D4003–98 (2003)
environmenthazards.Thesemeasuresmaybeusedtoprescribe 5.2.3 The backload weight and frictional characteristics
a mode of shipping and handling that will not induce damage must be specified for each test procedure and reported.
to the packaged product or to define the required levels of 5.3 Instrumentation:
protection that must be provided by its packaging. 5.3.1 An accelerometer, a signal conditioner, and a data
display or storage apparatus are required to measure the
4.3 Test Method A is intended to simulate the rail car
couplingenvironment.RefertoMethodsD 5277forsimulating acceleration-time histories. The velocity change is obtained by
integrating the impact shock record measured on the carriage
the standard draft gear portion of that environment.
bulkhead.
5.3.2 Theinstrumentationsystemshallbeaccuratetowithin
5. Apparatus
65 % of the actual value.The long pulse durations involved in
5.1 Horizontal Impact Test Machine:
this test method require an instrumentation system with good
5.1.1 The impact test machine shall consist of a guided test
low-frequency response. As an alternative, instrumentation
carriage with a flat test specimen mounting and an upright
capable of recording direct current (dC) shall be acceptable.
bulkhead that is at a 90° angle 630 min ( ⁄2 °) to the specimen
For short pulse durations the high-end frequency response
mounting surface. The carriage should be of sufficient strength
should be twenty times the frequency of the pulse being
and rigidity so that the test specimen mounting surface and
recorded. For example, the 10-ms pulse has a full pulse
bulkhead remain rigid under the stresses developed during the
duration of 20 ms and a frequency of 50 Hz. Therefore, the
test.
instrumentation system should be capable of measuring 1000
5.1.2 The impact test machine shall provide some means of
Hz. (20 3 50 Hz).
moving the test carriage in a single guided horizontal direction
of motion. The motion of the carriage shall be controlled in NOTE 1—As a guide, the following equation may be used to determine
the adequacy of instrumentation low-frequency response:
such a manner that its velocity change is known after the
moment of impact. low2frequency response point ~LFRP!5 7.95/pulse width ~PW!~ms!
(1)
5.1.3 The machine shall be equipped with programmable
devices to produce shock pulses at the carriage bulkhead when
where LFRP is the low frequency 3-db attenuation roll-off
the carriage strikes the impact reaction mass.
point, expressed in hertz (cycles per second), of an instrumen-
5.1.4 The machine shall have an impact reaction mass,
tation system that will ensure no more than 5 % amplitude
sufficient in size to react against the force of impact from the error, and PW is the pulse width of the acceleration pulse to be
carriage. The prescribed shock pulse limits will provide the
recorded, measured in milliseconds at the baseline. For ex-
controlling factor as to the design or concept of the reaction
ample, an intended shock acceleration signal with a duration of
mass required.
300 ms, the LFRP of the instrumentation would have to be at
5.1.5 Means shall be provided to arrest the motion of the least equal to or lower than 0.027 Hz.
carriage after impact to prevent secondary shock. The design
5.3.3 Optional instrumentation may include optical or me-
shall prevent excessive lateral or over turning motion that chanical timing devices for measuring the carriage image and
could result in an unsafe condition or invalidate the test. rebound velocities for determining the total velocity change of
5.1.6 Machine Setting—Since the desired shock pulses are the impact. This instrumentation system, if used, shall have a
response accurate to within 62.5 % of the actual value. Total
influenced by the response of the test specimen, pretest runs
should be conducted with duplicate test specimens with velocitychangemustbemeasuredtowithin 65.0 %ofitstotal
value.
equivalent dynamic loading characteristics and backload, if
required, prior to actual test to establish the approximate
6. Precautions
machine equipment settings.
6.1 These test methods may produce severe mechanical
5.1.6.1 The control parameters that must be specified in-
responses in the test specimen. Therefore, operating personnel
clude:
must remain alert to the potential hazards and take necessary
5.1.6.2 The desired velocity change (impact plus rebound
safetyprecautions.Thetestareashouldbeclearedpriortoeach
velocity of the test carriage),
impact. The testing of hazardous material or products may
5.1.6.3 The desired pulse, shape, duration, and acceleration
require special precautions that must be observed. Safety
levels, and
equipment may be required and its use must be understood
5.1.6.4 The desired backload weight/friction relationship.
before starting the test.
5.2 Specimen Backload Equipment:
5.2.1 During some horizontal impacts, the forces that test
7. Sampling
units encounter include both the shock forces of the accelera-
7.1 The number of test specimens depends on the desired
tion as well as compressive forces resulting from other
degree of precision and the availability of specimens. Practice
products impacting against them. This will necessitate suffi-
E 122 provides guidance on the choice of sample size. It is
cient carriage strength and platform space to provide a location
recommended that at least three representative test specimens
for the desired backload weights.
be used.
5.2.2 Specially adapted backloading fixtures may be used to
8. Test Specimen
provide an even loading of the backload weight over the entire
back surface area of the test specimen, or additional product 8.1 The package and product as shipped or intended for
samples may be used to create the desired backload. shipment constitutes the test specimen. Apply sensing devices
D4003–98 (2003)
to the package, product, or some component of the product to test machine setups into the programmers to produce the
measure the response levels during impact. Test loads of equal desired pulse durations.
configuration, size, and weight distribution and packaging are
NOTE 4—Continue the pretesting until the desired range of velocity
acceptable if testing the actual product might be hazardous or
changes is obtained. This pretesting is not necessary if the levels of the
impractical. Care must be taken to duplicate the load charac-
major test parameters are known from previous experience.
teristics of the product. NOTE 5—The type of programmers used shall be selected on the basis
of the shock pulse, waveform, and duration desired.
9. Conditioning
10.1.4 Replace the duplicate specimen with the actual test
specimen and place it at the center position of the specimen
9.1 It is recommended that atmospheres for conditioning be
mounting surface with the face or edge that is to receive the
selected from those shown in Practice D 4332. Unless other-
impact firmly positioned against the bulkhead. Backload the
wise specified, precondition and condition fiberboard and other
test specimen with additional product or specially adapted
paperboard containers in accordance with the standard atmo-
backloading fixture used in 10.1.2 and set the test machine to
sphere specified in Practice D 4332.
achieve the desired velocity change.
10.1.5 Release the carriage to impact against the program-
10. Procedure
mer for a single impact. Record the acceleration time profile of
10.1 Test Method A—Rail Car Switching Impact Test:
the carriage bulkhead and determine the velocity change
10.1.1 Prior to initiating the test, write the test plan includ-
(impact plus rebound velocity) of the test carriage.
ing the following information:
10.1.6 Inspection of the packaged product may be con-
10.1.1.1 The number of impacts the unit will receive,
ducted between each test impact to examine the effect of the
10.1.1.2 The velocity change for each of the desired im-
impact on the product and package.
pacts,
10.1.7 The test container should be subjected to the desired
10.1.1.3 The pulse duration of the impact shock, and
numbers of impacts at various velocity changes and number of
10.1.1.4 The weight and configuration of the backload used.
impacts specified in the test plan. Each axis of concern of the
NOTE 2—The number of impacts to which a product will be subjected
test package can be evaluated in a similar manner as described
in transit may range from 2 to 15. The velocity changes range between 1
in 10.1.2-10.1.7.
and 10 mph (1.6 and 16 kmph) with an average velocity change of
10.2 Test Method B—Marshalling Impact Test:
approximately 5 mph (8 kmph). The duration of the impact shocks is
10.2.1 Unit loads may be subjected to impacts when
dependent on the draft gear of the rail cars used to transport the products.
handled with mechanical equipment such as powered pallet
The duration normally ranges from 30 ms for standard draft gear to in
excess of 300 ms for long travel draft gear of cushioned underframes.The trucks (pallet jacks), forklift trucks, straddle carriers, or other
acceleration levels observed are normally a function of the velocity
heavy materials handling equipment.These impacts may cause
change and pulse duration rather than a controlling input parameter. The
damage to the product or package. The impact test conditions
accelerations corresponding to the above durations are about 15 g and less
to simulate marshalling hazards can be determined by knowing
than 1 g, respectively. It must be realized that rail car switching impacts
the fork truck weight and the test specimen (unit load) weight
normally occur many times during shipment. It is recommended that a test
and selecting an impact velocity, a pulse duration and other
consist of a number of lower level impacts or an incremental series of
impactconditions. Knowingthesevariables,ashockpulsecan
increasing impact magnitude rather than a single large magnitude impact.
This type of testing also provides bett
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