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.

Designation: D4003 − 98 (Reapproved 2015)

Standard Test Methods for

Programmable Horizontal Impact Test for Shipping
Containers and Systems1
This standard is issued under the fixed designation D4003; 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.

1. Scope responsibility of the user of this standard to establish appro-

1.1 These test methods are intended to determine the ability priate safety and health practices and determine the applica-
of a package or product to withstand laboratory simulated bility of regulatory limitations prior to use.
horizontal impact forces. 2. Referenced Documents
1.2 The horizontal impacts used in these test methods are 2.1 ASTM Standards:2
programmed shock inputs that represent the hazards as they D996 Terminology of Packaging and Distribution Environ-
occur in the shipping and handling environments. The envi- ments
ronmental hazards may include rail switching impacts, lift D4332 Practice for Conditioning Containers, Packages, or
truck marshalling impacts, and so forth. The following test Packaging Components for Testing
methods apply: D5277 Test Method for Performing Programmed Horizontal
1.2.1 Method A, Rail Car Switching Impact—This test Impacts Using an Inclined Impact Tester
method simulates the types of shock pulses experienced by E122 Practice for Calculating Sample Size to Estimate, With
lading in rail car switching, with the use of a rigid bulkhead on Specified Precision, the Average for a Characteristic of a
the leading edge of the test carriage, to simulate the end wall of Lot or Process
a railcar and shock programming devices to produce represen-
tative shock pulses. With the use of backloading, this test 3. Terminology
method may also be used to simulate compressive forces 3.1 Definitions—For definitions of terms used in this test
experienced by lading loads during rail car switching. It is method, see Terminology D996.
suitable for tests of individual containers or systems as they are
shipped in rail cars. It may also be used to evaluate the 3.2 Definitions of Terms Specific to This Standard:
effectiveness of pallet patterns to determine the effect of 3.2.1 acceleration—the rate of change of velocity of a body
interaction between containers during rail switching operation with respect to time measured in in./s2 (m/s 2).
impacts. 3.2.2 backload—a duplicate specimen similar to the test
1.2.2 Method B, Marshalling Impact Tests of Unit Loads— package or weights to simulate the other lading in the transport
This test method assesses the ability of unit loads to withstand vehicle.
the forces encountered during marshalling or loading opera- 3.2.3 shock pulse—a substantial disturbance characterized
tions. by a rise of acceleration from a constant value and decay of
1.3 The test levels may be varied to represent the mode on acceleration to the constant value in a short period of time.
shipping and handling used for the item under test. 3.2.4 shock pulse programmer—a device to control the
1.4 The values stated in inch-pound units are to be regarded parameters of the acceleration versus time-shock pulse gener-
as standard. The values given in parentheses are mathematical ated by a shock test impact machine.
conversions to SI units that are provided for information only 3.2.5 velocity change—the sum of the impact velocity and
and are not considered standard. rebound velocity (the area under the acceleration—time curve).
1.5 This standard does not purport to address all of the 4. Significance and Use
safety concerns, if any, associated with its use. It is the
4.1 These test methods provide a measure of a shipping
1
container’s ability to protect a product from failure due to
These test methods are under the jurisdiction of ASTM Committee D10 on
Packaging and are the direct responsibility of Subcommittee D10.21 on Shipping
2
Containers and Systems - Application of Performance Test Methods. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Current edition approved Oct. 1, 2015. Published October 2015. Originally contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
approved in 1981. Last previous edition approved in 2009 as D4003 – 98(2009). Standards volume information, refer to the standard’s Document Summary page on
DOI: 10.1520/D4003-98R15. the ASTM website.

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 D4003 − 98 (2015)
horizontal impacts. These measures are based on controlled products impacting against them. This will necessitate suffi-
levels of shock input and may be used for arriving at the cient carriage strength and platform space to provide a location
optimum design of a container or system to protect a product for the desired backload weights.
against a specified level of shipping environment hazard. 5.2.2 Specially adapted backloading fixtures may be used to
4.2 These test methods provide a measure of a packaged provide an even loading of the backload weight over the entire
product’s ability to withstand the various levels of shipping back surface area of the test specimen, or additional product
environment hazards. These measures may be used to prescribe samples may be used to create the desired backload.
a mode of shipping and handling that will not induce damage 5.2.3 The backload weight and frictional characteristics
to the packaged product or to define the required levels of must be specified for each test procedure and reported.
protection that must be provided by its packaging.
5.3 Instrumentation:
4.3 Test Method A is intended to simulate the rail car 5.3.1 An accelerometer, a signal conditioner, and a data
coupling environment. Refer to Methods D5277 for simulating display or storage apparatus are required to measure the
the standard draft gear portion of that environment. acceleration-time histories. The velocity change is obtained by
integrating the impact shock record measured on the carriage
5. Apparatus bulkhead.
5.1 Horizontal Impact Test Machine: 5.3.2 The instrumentation system shall be accurate to within
5.1.1 The impact test machine shall consist of a guided test 65 % of the actual value. The long pulse durations involved in
carriage with a flat test specimen mounting and an upright this test method require an instrumentation system with good
bulkhead that is at a 90° angle 630 min (1⁄2 °) to the specimen low-frequency response. As an alternative, instrumentation
mounting surface. The carriage should be of sufficient strength capable of recording direct current (dC) shall be acceptable.
and rigidity so that the test specimen mounting surface and For short pulse durations the high-end frequency response
bulkhead remain rigid under the stresses developed during the should be twenty times the frequency of the pulse being
test. recorded. For example, the 10-ms pulse has a full pulse
5.1.2 The impact test machine shall provide some means of duration of 20 ms and a frequency of 50 Hz. Therefore, the
moving the test carriage in a single guided horizontal direction instrumentation system should be capable of measuring 1000
of motion. The motion of the carriage shall be controlled in Hz. (20 × 50 Hz).
such a manner that its velocity change is known after the
moment of impact. NOTE 1—As a guide, the following equation may be used to determine
5.1.3 The machine shall be equipped with programmable the adequacy of instrumentation low-frequency response:
devices to produce shock pulses at the carriage bulkhead when low 2 frequency response point ~ LFRP! 5 7.95/pulse width ~ PW! ~ ms!
the carriage strikes the impact reaction mass. (1)
5.1.4 The machine shall have an impact reaction mass,
sufficient in size to react against the force of impact from the where LFRP is the low frequency 3-db attenuation roll-off
carriage. The prescribed shock pulse limits will provide the point, expressed in hertz (cycles per second), of an instrumen-
controlling factor as to the design or concept of the reaction tation system that will ensure no more than 5 % amplitude
mass required. error, and PW is the pulse width of the acceleration pulse to be
5.1.5 Means shall be provided to arrest the motion of the recorded, measured in milliseconds at the baseline. For
carriage after impact to prevent secondary shock. The design example, an intended shock acceleration signal with a duration
shall prevent excessive lateral or over turning motion that of 300 ms, the LFRP of the instrumentation would have to be
could result in an unsafe condition or invalidate the test. at least equal to or lower than 0.027 Hz.
5.1.6 Machine Setting—Since the desired shock pulses are 5.3.3 Optional instrumentation may include optical or me-
influenced by the response of the test specimen, pretest runs chanical timing devices for measuring the carriage image and
should be conducted with duplicate test specimens with rebound velocities for determining the total velocity change of
equivalent dynamic loading characteristics and backload, if the impact. This instrumentation system, if used, shall have a
required, prior to actual test to establish the approximate response accurate to within 62.5 % of the actual value. Total
machine equipment settings. velocity change must be measured to within 65.0 % of its total
5.1.6.1 The control parameters that must be specified in- value.
clude:
5.1.6.2 The desired velocity change (impact plus rebound 6. Precautions
velocity of the test carriage),
6.1 These test methods may produce severe mechanical
5.1.6.3 The desired pulse, shape, duration, and acceleration
responses in the test specimen. Therefore, operating personnel
levels, and
must remain alert to the potential hazards and take necessary
5.1.6.4 The desired backload weight/friction relationship. safety precautions. The test area should be cleared prior to each
5.2 Specimen Backload Equipment : impact. The testing of hazardous material or products may
5.2.1 During some horizontal impacts, the forces that test require special precautions that must be observed. Safety
units encounter include both the shock forces of the accelera- equipment may be required and its use must be understood
tion as well as compressive forces resulting from other before starting the test.

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 D4003 − 98 (2015)
7. Sampling use as similar a specimen as possible. Weights equivalent to the
7.1 The number of test specimens depends on the desired weight of the product to be tested are not recommended unless
degree of precision and the availability of specimens. Practice they can simulate the reactive or compliant nature of the test
E122 provides guidance on the choice of sample size. It is specimen.
recommended that at least three representative test specimens 10.1.3 Then backload the duplicate test specimen with
be used. additional product samples or the specially adapted backload-
ing fixture that provides an even loading of the backload
8. Test Specimen weight over the entire back surface area of the test specimen as
specified in the test plan. Impact the test carriage with various
8.1 The package and product as shipped or intended for
test machine setups into the programmers to produce the
shipment constitutes the test specimen. Apply sensing devices
desired pulse durations.
to the package, product, or some component of the product to
measure the response levels during impact. Test loads of equal NOTE 4—Continue the pretesting until the desired range of velocity
configuration, size, and weight distribution and packaging are changes is obtained. This pretesting is not necessary if the levels of the
major test parameters are known from previous experience.
acceptable if testing the actual product might be hazardous or NOTE 5—The type of programmers used shall be selected on the basis
impractical. Care must be taken to duplicate the load charac- of the shock pulse, waveform, and duration desired.
teristics of the product.
10.1.4 Replace the duplicate specimen with the actual test
9. Conditioning specimen and place it at the center position of the specimen
mounting surface with the face or edge that is to receive the
9.1 It is recommended that atmospheres for conditioning be impact firmly positioned against the bulkhead. Backload the
selected from those shown in Practice D4332. Unless other- test specimen with additional product or specially adapted
wise specified, precondition and condition fiberboard and other backloading fixture used in 10.1.2 and set the test machine to
paperboard containers in accordance with the standard atmo- achieve the desired velocity change.
sphere specified in Practice D4332. 10.1.5 Release the carriage to impact against the program-
mer for a single impact. Record the acceleration time profile of
10. Procedure the carriage bulkhead and determine the velocity change
10.1 Test Method A—Rail Car Switching Impact Test: (impact plus rebound velocity) of the test carriage.
10.1.1 Prior to initiating the test, write the test plan includ- 10.1.6 Inspection of the packaged product may be con-
ing the following information: ducted between each test impact to examine the effect of the
10.1.1.1 The number of impacts the unit will receive, impact on the product and package.
10.1.1.2 The velocity change for each of the desired 10.1.7 The test container should be subjected to the desired
impacts, numbers of impacts at various velocity changes and number of
10.1.1.3 The pulse duration of the impact shock, and impacts specified in the test plan. Each axis of concern of the
10.1.1.4 The weight and configuration of the backload used. test package can be evaluated in a similar manner as described
NOTE 2—The number of impacts to which a product will be subjected
in 10.1.2 – 10.1.7.
in transit may range from 2 to 15. The velocity changes range between 1 10.2 Test Method B—Marshalling Impact Test:
and 10 mph (1.6 and 16 kmph) with an average velocity change of 10.2.1 Unit loads may be subjected to impacts when
approximately 5 mph (8 kmph). The duration of the impact shocks is
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 trucks (pallet jacks), forklift trucks, straddle carriers, or other
excess of 300 ms for long travel draft gear of cushioned underframes. The heavy materials handling equipment. These impacts may cause
acceleration levels observed are normally a function of the velocity damage to the product or package. The impact test conditions
change and pulse duration rather than a controlling input parameter. The to simulate marshalling hazards can be determined by knowing
accelerations corresponding to the above durations are about 15 g and less
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 impact conditions.3 Knowing these variables, a shock pulse can
increasing impact magnitude rather than a single large magnitude impact. be determined and programmed into the Impact Test Machine.
This type of testing also provides better information by bracketing the
To determine the impact level to simulate marshalling, use the
failure between two impacts levels.
NOTE 3—The backload weight/friction requirement is not well-defined following equation:
due to lack of environmental measurements of lading force levels.
Through preliminary testing, backload pressures ranging from 0.3 to 1.0
psi (2 to 7 kPa) on the container impacting surface have created damage
Gp 3 T 5 K S D
11e
V
11R t
(2)

levels normally observed in distribution. These pressures are based on a where:

coefficient of friction of 0.5 on a horizontal surface. See Appendix X1 for
further discussions. Gp = shock pulse peak acceleration for a half-sine in G’s,
T = shock pulse duration in ms,
10.1.2 After the test parameters have been established, place
a duplicate test specimen on the test carriage, positioned at the
center of the specimen mounting surface with the face or edge 3
Rodriquez, Singh, and Burgess, “Study of Lateral Shocks Observed During
that is to receive the impact firmly positioned against the Fork Truck and Pallet Jack Operations for the Handling of Palletized Loads,”
upright bulkhead. If duplicate test specimens are not available, Packaging Technology and Science, Vol 7 , 1994, pp. 205-211.

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 D4003 − 98 (2015)

e = coefficient of restitution, 11.1.5 Method and orientation of test item (s) as it is

K = a proportionality constant whose value depends on the positioned on the test carriage,
units used for impact velocity. K will be 48.7 for 11.1.6 Conditioning methodology and levels,
velocity in ft/s and 14.8 for velocity in m/s, 11.1.7 Identification of apparatus and instrumentation used,
R = Ratio of the weight of the test specimen, to the weight including date of last calibration, manufacturers’ names, model
of the fork truck, and numbers, and serial numbers. Details of any known modifica-
Vt = Impact velocity of the fork truck in ft/s (m/s). tions thereto shall be included, and
NOTE 6—The coefficient of restitution lies between 0.0 and 1.0. A 11.1.8 Detailed description of type of damage resulting
study3 measuring impact conditions found durations on various combina- from the test. The criteria for damage to the package, product,
tions of unit loads and pallet types in two clusters, one varied between or pallet load may be based on the obvious failure as cracking
1-ms and 5-ms and the second from 8-ms to 13-ms dependent on the
various factors described by the Eq 1. The results of the study were based or breaking of some structural part of the product or package or
on impact data collected on: corrugated boxes on wooden pallets, rigid dislodging of packages from a pallet. The damage criteria also
plastic bulk bins, and plastic drums on wooden pallets. The impact may be based on the physical dimensions or displacement of
velocity Vt was found to range from 1 ft/s (.3 m) for average impact the product or package, or the relationship of the various
conditions to 4 ft/s (1.2 m/s) for severe conditions. Impact velocity varies
with the type of material handling equipment under investigation from
packages in a multiple package test,
walking hand trucks to seated drive fork trucks. 12. Precision and Bias4
NOTE 7—If the impact conditions are not known use a 15 g. 10-ms half
sine shock pulse calculated using an e of 0.5, an impact velocity of 2.5 ft/s 12.1 Precision:
(0.76 m/s), and a R of 1⁄5 in Eq 1. 12.1.1 This precision is usually conducted to determine if a
10.2.2 A test specimen as is intended for shipment, should container or shipping system completes the prescribed test
be used for the test. without specified damage. With this situation, no statement can
10.2.3 Place the test specimen on the test carriage at the be made about the precision because the results merely state
center position of the specimen mounting surface with the face whether there is conformance to the criteria for success.
or edge that is to receive the impact firmly positioned against 12.1.2 When the test is conducted to determine the input
the bulkhead. The test carriage should be impacted at the stress required to cause a specified type of damage, the
predetermined acceleration and duration test levels chosen. precision depends largely upon the item being tested. The
Each axis of concern can be evaluated in a similar manner. equipment, instrumentation, fixturing, methodology, and per-
sonnel also play important roles in precision. A research report
11. Report indicates that there can be considerable variability between
replicate tests for vertical impacts; it is believed that similar
11.1 Report the following information: conclusions are true for horizontal impacts.
11.1.1 Reference to this test method, noting any deviations
12.2 Bias—This test method has no bias because the results
from the test method,
are defined only in terms of this test method.
11.1.2 Complete identification of the product and package
being tested or pallet load and configuration in sufficient detail 13. Keywords
for proper identification, 13.1 controlled; horizontal impact; pallet marshalling; rail
11.1.3 Definition of the purpose of the test, car switching
11.1.4 Descriptions of the test sequence, the acceleration
level (s), time duration (s), and velocity change (s) where 4
Supporting data are available from ASTM Headquarters, Request RR:D10-
appropriate, 1004.

APPENDIX

(Nonmandatory Information)

X1. GUIDE TO DETERMINATION OF A BACKLOAD

X1.1 For the loading of uniform packages, the primary where:

determinant of backload able to create the type of crushing P = backload pressure,
damage seen in rail distribution is package density. The force d = density, and
produced by decelerating a particular volume of lading would F = a constant.
be proportional to the weight or mass of that volume. Thus the
backload pressure can be determined, using the following This interaction factor F has been empirically determined to
relationship: be 35 in., 88.9 cm, or 0.889 m for standard draft gear. This
factor is effectively a measure of the depth of the load that
P 5 d 3F (X1.1)

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 D4003 − 98 (2015)
exerts a force on an adjacent package under typical longitudi- where:
nal impacts that occur when railroad cars are connected Bt = backload weight or mass,
together. This factor is dependent on the rail car draft gear, M = weight or mass of the package, and
pulse duration, and the coefficient of friction between the rail L = length of package (measured in direction parallel to
car floor surface and the lading. impact direction).

X1.2 The total backload weight (mass) is determined by If M is weight in pounds, F and L are distances in inches, and
multiplying the backload pressure by the area over which it is Bt is in pounds:
applied. This relationship can be expressed as: B t ~ lb! 5 M ~ lb! /L ~ in.! 3 35 in. (X1.4)
Bt 5 P 3 A (X1.2)
If M is mass in grams, F and L are distances in centimetres,
and Bt is in grams:
where B t ~ g ! 5 M ~ g ! /L ~ cm! 3 88.9 cm (X1.5)
Bt = backload weight or mass, If M is mass in kilograms, F and L are distances in metres,
P = backload pressure, and and Bt is in kilograms:
A = cross-sectional area of the test specimen (W (width) × H
(height)). B t ~ kg! 5 M ~ kg! /L ~ m ! 3 0.889 m (X1.6)

X1.4 This test method of computing the backload provides

X1.3 The two expressions can be combined and expressed
a consistent method that has been shown to satisfactorily
as follows:
duplicate typical rail car switching impact damage. Other
B t 5 M/L 3 F (X1.3) values for F may be used as dictated by user experience.

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