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EVALUATION OF THE EFFECT OF LABEL PLACEMENT ON DROP
ORIENTATION IN THE SMALL PARCEL ENVIRONMENT

By

Doehan Sea

A THESIS

Submitted to
Michigan State University
In partial fulfillment of the requirements
For the degree of

MASTER OF SCIENCE

School of Packaging

1999

ABSTRACT

EVALUATION OF THE EFFECT OF LABEL PLACEMENT ON DROP
ORIENTATION IN THE SMALL PARCEL ENVIRONMENT

By

Dochan Seo

This study investigated the effect of label placement on drop orientation of the
overnight delivery system through UPS (United Parcel Services). The five data recorders
manufactured by Dallas Instruments (SAVER) were used per shipment. The forty
roundtrips were performed to measure drop heights and drop orientations for this study.

The average drop height of the forty roundtrips was 17.75 inches at the 95%
occurrence; 52% of the drops occurred on edge, 29% on corner, and 19% on the base.
The two different placements of “shipping label” didn’t make a significant difference on
drop orientation. "This Side Up" arrow markings caused some confusion to workers in
loading and sorting in the normal mode of "shipping label"; however, those pictorial

markings worked effectively in a non-conventional mode.

Dedicated to Jesus Christ and my parents

iii

ACKNOWLEDGEMENTS

I really thank my major professor, Dr. Paul Sigh, for his sincere guidance and
advice through this study. He helped me perform this research from the initial step to the
completion at a higher academic level.

I’d like to put special thanks on Dr. Gary Burges who helped me find critical
results in this study, and on Dr. Diane Twede for her worthy comments associated with
comparisons between past studies and the present in the small parcel distribution
environment. All these advice and comments were tremendous assets in my study.

This study was possible due to Eastman Kodak which provided the concern on
effect of label placement on drop orientation of package for expensive X-ray films and
Lansmont Corporate that rent us 5 environmental data recorders (SAVER).

I really express my deep gratitude to my father, mother, older brother and sister
for their spiritual, financial help while having studied in the United States of America.

I believe that Jesus Christ makes it happen to graduate from Michigan State

University with great honor from success of this study.

TABLE OF CONTENTS

PAGES

LIST OF TABLES ........................................................................ vi
LIST OF FIGURES ....................................................................... vii
1.0 INTRODUCTION ................................................................... 1
2.0 LITERATURE REVIEW ........................................................... 4
3.0 EXPERIMENTAL DESIGN

3.1 PACKAGE TYPES AND TEST INSTRUMENTATION ................. 13

3.2 SAVER OPERATION .......................................................... 20

3.3 ZERO-G DROP HEIGHT CALCULATION ................................. 25

3.4 INTERPRETATION OF DROP HEIGHT ZERO-G DATA ............... 26

3.5 CHANNEL AND AXIS IDENTIFICATION ................................ 27

3.6 DATA COLLECTION .......................................................... 27
4.0 DATA AND RESULTS .............................................................. 32
5.0 CONCLUSIONS ...................................................................... 55
REFERENCES .............................................................................. 58
APPENDIX A. SAVER SETUP SEPCIFICATION .................................. 61

APPENDIX B. RAW DATA OF DROP HEIGHTS AND ORIENTATION. 62

LIST OF TABLES

TABLE PAGES
1. Summary of drop heights by UPS (Lansing, MI ---- Monterey, CA) ............. 33
2. Summary of drop heights by UPS (Lansing, MI ---- Rochester, NY) ............ 35
3. Summary of drop heights by UPS (Both trips) ....................................... 37
4. Drop Orientation Distributions (Lansing, MI ---- Monterey, CA) ................ 40
5. Drop Orientation Distributions (Lansing, MI ---- Rochester, NY) ............... 42
6. Drop Orientation Distributions (Both tn'ps) .......................................... 44
7. Summary of drop occurrences per surface by UPS ................................. 47
(Lansing, MI ---- Monterey, CA)
8. Summary of drop occurrences per surface by UPS ................................. 49
(Lansing, MI ---- Rochester, NY)
9. Summary of drop occurrences per surface by UPS (Both trips) .................. 51
A1. Advanced Saver Setup .................................................................. 61
A2. Channel Map ............................................................................. 61
Bl. Trip #1 to Rochester, NY ............................................................... 62
82. Trip #2 to Rochester, NY ............................................................... 70
B3. Trip #3 to Rochester, NY ............................................................... 78
B4. Trip #4 to Rochester, NY ............................................................... 86
BS. Trip #1 to Monterey, CA ............................................................... 95
B6. Trip #2 to Monterey, CA ............................................................... 101
B7. Trip #3 to Monterey, CA ............................................................... 107
B8. Trip #4 to Monterey, CA ............................................................... 112

vi

LIST OF FIGURES

FIGURE PAGES
1. Configuration of Package A and B ................................................... 15
2. Configuration of Package C and D ................................................... l6
3. Configuration of Package E ............................................................ 17
4. Package Orientation ..................................................................... 18
5. Label placement on the packages for each trip ...................................... l9
6. SAVER Tri-axial Orientation ......................................................... 28
7. Trip destinations ......................................................................... 29
8. Flow path of UPS Package Delivery System ........................................ 30
9. Drop Height vs. Percentiles (Lansing, MI ---- Monterey, CA) .................... 34
10. Drop Height vs. Percentiles (Lansing, MI ---- Rochester, NY) ................... 36
11. Drop Height vs. Percentiles (Both trips) ............................................. 38
12. Frequency of Impacts as a Function of Package Orientation ..................... 41

(Lansing, MI ---- Monterey, CA)

13. Frequency of Impacts as a Function of Package Orientation ..................... 43
(Lansing, MI ---- Rochester, NY)

14. Frequency of Impacts as a Function of Package Orientation ..................... 45
(Both trips)
15. Frequency of Drops as a Function of Package Face Number ..................... 48

(Lansing, MI ---- Monterey, CA)

16. Frequency of Drops as a Function of Package Face Number ..................... 50
(Lansing, MI ---- Rochester, NY)

17. Frequency of Drops as a Function of Package Face Number ...................... 52
(Both trips)

vii

1.0 INTRODUCTION

Generally, all goods manufactured have to be packaged, shipped and delivered
through complex distribution networks. The packages suffer various hazards from shock
and vibration while moving through these distribution networks. The basic dynamic
forces which packages encounter are vibrations, drops, tosses, and kicks. In detail, these
kinds of dynamic forces happen during shipment, sorting, handling and storage. The
economic loss that occurs from these damages is tremendous and severe. Understanding
all distribution systems totally would help make the optimal package that can protect
products from these environmental factors economically.

The modes that are generally used to transport goods from one place to another
are truck, rail, air, and water. There are many delivery companies that ship packages
through their own distinct networks. Overnight delivery services are very customer-
oriented because overnight delivery services help businesses meet tight deadlines,
conduct business rapidly, and stay in touch over long distances. One of companies to
perform overnight delivery services is UPS (UPS, 1998).

In 1907, there was a great need in America for private messenger and delivery
services. Few private homes had telephones, so that personal messages had to be carried
by hand. Luggage and packages had to be delivered privately, too. The US Postal
Service would not begin the parcel post system for another six years. To help meet this
need, an enterprising 19-year-old, James E. (“Jim”) Casey, borrowed $ 100 from a friend

and established the American Messenger Company in Seattle, Washington. With a

handful of other teenagers, including his brother George Casey, Jim ran his service from
a humble office located under a sidewalk (UPS, 1998).

Growth, ingenuity, and change characterized the decades of the 19205 and 19305.
The company extended operations to Oakland, California, and later to Los Angeles. In
1929, the company opened United Air Express, offering package delivery via airplane to
major West Coast cities, and as far inland as El Paso, Texas. Due to the 1929 stock
market crash and a failing economy, the air service was discontinued after only eight
months. In 1953, UPS resumed air service, offering two-day service to major cities on
the east and west coasts. Called UPS Blue Label Air, the service grew, until by 1978 the
service was available in every state including Alaska and Hawaii. The demand for air
parcel delivery increased in the 19805, and federal deregulation of the airline industry
created new opportunities for UPS. But, deregulation caused change, and UPS
abandoned routes altogether. To ensure dependability, UPS began to assemble its own
jet cargo fleet. With growing demand for faster service, UPS entered the overnight air
delivery business and by 1985, UPS Next Day Air service was available in all-48 states
and Puerto Rico. Alaska and Hawaii were added later (UPS, 1998).

Along with shipments moved by ground, UPS handles an average 1.3 million air
packages each day, including Next Day and 2nd Day Air packages and documents. To
accommodate this volume, UPS uses a system of “air hubs” located around the world. At
the main UPS air hub in Louisville, Kentucky, over 60 airplanes land and take off each
night. Between 10 pm. and 2:20 am, hundreds of thousands of packages must be

unloaded from the aircraft, sorted, and then routed to the appropriate ground or air feeder.

By midnight, the process is well under way, and UPS aircraft begin taking off at the brisk
rate of one every two minutes (UPS, 1998).

Would goods that were picked up, sorted, delivered during transit be safe arriving
at destinations? How does a packaging engineer design the package that will protect a
product in transit? It is necessary that a packaging engineer asked with the above
questions turn to understand transportation environments that the products will
experience.

Handling of shipping containers, either manually or by mechanical means or
assistance, has always been considered to impose the severest loads on cargo. Such
operations occur at terminal or transfer points and are a result of physically removing or
loading a vehicle or moving it within a transfer or terminal facility. The main hazard
from these operations is the impact resulting from dropping, throwing or just plain rough
or accidental handling. Intuitively and from experience it is known that the severity of
these impacts are affected by such factors as size, weight, and the shape of the shipping
unit (Ostrem, 1980).

Currently, some end-user oriented data recorders are available to help measure the
actual transportation environment (drop height, impacts in all three axles, vehicle motion,
temperature and humidity). The environmental data recorder used for this study is the
SAVER manufactured by Lansmont, Monterey, MI. The SAVERs were placed inside
the boxes to measure the effect of mechanical and manual handling on boxes through the

UPS distribution systems.

2.0 LITERATURE REVIEW

Distribution Envirom

From the perspective of the packaging engineer, there are three crucial pieces of
information necessary for a good package design. These are knowledge of the
distribution environment, knowledge of basic product sensitivity to shock and vibration
inputs, and knowledge of the dynamic behavior of available cushion systems
(Schueneman, 1987).

Knowledge of the distribution environment is a key element in the overall process
of efficient package design. This knowledge has traditionally come from two sources:
literature research, and direct observation and measurement (Schueneman, 1987).

Transportation Environment Information Center at Sandia Laboratories,
Springfield, VA, tried to collect, analyze, store, and make available descriptions of the
environment of transportation expressed in engineering terms. They catalogued the data
under two major headings: Normal and Abnormal Environments. Normal environments
are those which will be encountered at some intensity during every shipment. They have
a high frequency of occurrence, but a relatively low intensity. The abnormal or accident
environments, on the other hand, are characterized by higher intensities but at a lower
frequency of occurrence. The very high intensities of environment occur very
infrequently. Twelve environment categories were reported according to this study

(Davidson, 1979).

1. Acceleration/Time* 7. Pressure“

2. Acoustic Noise 8. Radiation

3. Atmospheric Contents 9. Shock“

4. Fragmentation * 10. Temperature*
5. Humidity 11. Vibration

6. Precipitation 12. Wind“

(*2 Environments with both normal and abnormal aspects)

Many studies have been performed to evaluate the distribution environment and
to develop test protocol for simulation testing which will help the package and product
get over the hazards of the real distribution environment.

Ground Transportation

Ostrem (1980) assessed the common carrier shipping environment including the
mechanical shipping hazards of shock and vibration associated with the handling and
transportation of typical distribution cycles.

Caruso and Silver 11 (1976) studied the transportation of loose cargo in tractor-
trailers to determine how products are damaged in shipment and how they can be better
designed to resist this damage. The road test phase of these studies was performed with
the following factors: suspension system types, degree of load, rear wheel position, road
types, and different drivers. They concluded that certain suspension systems not only
prevent shipment damage, but also reduce trailer fatigue and tires wear, and improve road
handling. In addition, nearly all of the energy of the trailer bed vibrations concentrates
on two fundamental frequency modes and the lower of the two frequency peaks will be

influenced by loading on the trailers as long as the load stays in contact with the trailer

bed. The energy notch that occurs between 8 and 9 Hz will probably exist for all similar
trailers at all load conditions. The frequency regions above 20 Hz also occur for package
and product resonance. The random vibration shipping test specification developed for
loose cargo in tractor-trailers reflected the worst-case condition (the ride over the rear
axle of a lightly- loaded trailer with conventional steel leaf springs, travelling at high
speed over interstate highways).

Singh and Antle, et—al (1992) did another study on the shipment of tractorutrailers.
The purpose of the study was to compare the levels of lateral and longitudinal vibration
to vertical levels in the same truck trailer travelling over the average US highway. The
results showed that below 20Hz, lateral and longitudinal vibration levels were generally
much lower than vertical levels, but at frequencies above 20 Hz, all three were similar.
The more heavily loaded trucks showed higher lateral and longitudinal levels of vibration
than the lightly loaded ones. I

Besides these studies, many researchers have published some studies related to
shock and vibration levels in commercial truck shipments in many forms depending on
the end use of the data.
Ship Transportation

Another mode of transportation, such as ship was studied by Laboratoire National
d’Essais (LNE) to design a specific testing method to simulate the mechanical hazards
encountered in sea transport regardless of sea routes and sea conditions and to put it into
practice with specially designed devices. Eight sea routes of major commercial
importance had been chosen and among them five zones in which heavy swells are likely

to occur. The analysis of parameters that described the environment of the ship and

affected the packaging are, respectively, rolling, pitching and slamming. The forces
applied to packages at the bottom of a stack are a vertical compression force and a
horizontal force applied by the moving stacked packages (Andre and Veaux, 198 8).
Air Transportation

In recent years, air transport has become increasingly important to a growing
number of manufacturers. The time-factor has become more important, and faster
transport together with an efficient materials flow means that stocks are reduced along
with storage costs. Further, this development can be traced to the fact that the amount of
highly processed products has increased; e. g. sophisticated electronic products with a
high value per weight have to reach their customers fast.

Trost (1988) conducted a field study on board a Boeing 747 Combi (freight and
passenger) aircraft on the routes Stockholm (Arlanda) via Oslo (Garderrnoen) to New
York (John F. Kennedy Airport) and return to Stockholm (Arlanda). The study
encompassed all phases of the flight, including taxiing, climb, cruise during both calm
and turbulent conditions, descent and approach, landing including touchdown and taxiing
to apron. The field data were analyzed by conventional frequency analysis and modeling
techniques. Besides, he studied the mechanical stresses from the shocks and vibration to
which air cargo is exposed during transport and handling at airports. It was found that
when products are transported in the airport area, they are exposed to much higher
stresses than during actual flight.

Overnight Delivery Distribution Environment
What is there about the nature of the overnight delivery distribution process that

makes it distinctly different from common carrier shipment? The primary distinguishing

feature of this environment is the large number of manual handling operations as
compared to normal delivery or common carrier shipment. In addition to individual
packages being dropped, they’re also subjected to a higher than normal incidence of
impact from other packages flying onto them. Another significant difference in this
environment is the exposure to horizontal impacts which occur primarily in the sorting
devices built into the facility and the high speed impacts from other packages. Finally,
the potential for puncture type of damage appears to be higher in this environment due to
random nature of packages as they travel from van to truck to aircraft, through the sorting
facility, and back on the aircraft, truck, and van. In all cases, they’re handled with other
randomly sized packages and thus are rarely stacked in a uniform fashion. Because of the
rectangular nature of most packages, it is easy for a flat surface to impact a comer of
another package, resulting in puncture of one package or the other (Schuenman, 1987).
At the time when there had been little published about the nature of the overnight
delivery distribution environment, the article on overnight delivery was presented in the
1987 Annual Safe Transit Conference by Schuenman (1987). The data recorder used was
B&K Model 2503 Bump Recorder that was sent to various destinations randomly
selected in the United States (20 roundtrips). He explained that the overnight delivery
environment could be described by drop heights. The interesting thing in that study is
that trips which registered the fewest number of inputs also showed the highest overall
average drop height, and trips which registered a high number of inputs had a relatively
low average drop height. The study concluded:
1. Overall the summary of 2,500 inputs showed the average drops height to be

approximately 4 inches with 99% of all drops 23 inches or less.

2. The data for the sorting facility showed an average drop height of 3.9 inches, with
99% of all inputs below 15 inches.

3. Overall drop heights experienced in the overnight delivery distribution environment
tend to be less severe on average than that typical for common carriers shipments.
However, closer analysis of the data shows that because of the larger number of
inputs, the overall average of the data tends to be skewed to lower drop heights.

4. At the 99.7% level, the data shows that overnight distribution drop height levels can
be more severe than normal common carrier distribution.

In the 1991 Annual Safe Transit Conference, Schueneman (1991) presented the
paper- “Package Testing for the Overnight Delivery Distribution Environment”- to help
NSTA modify the test procedure. The recommended procedure differs from NSTA
Project 1A in that a larger number of impacts are called for, the drop height versus weight
ratio is different, a hazard drop is specified, and it allows forthe use of random vibration
testing in addition or in place of the fixed frequency repetitive bounce test described in
Project 1A. An optional compression test is also specified. He considered more testings
for other hazards which are known to exist in the overnight distribution environment that
might not be properly represented by the proposed Project 3-test procedure. The testings
mentioned in his paper were a puncture test, revolving drum test and SMITE test.

Voss (1991) studied the effect of weight and size on the drop height experienced by
package handled in the UPS ground transportation environment. DHR (Drop Height

Recorder) made by Dallas Instruments were used in different weight and size containers.

The study showed the following conclusions:

. The highest drop observed in the UPS environment for thirty-five roundtrips from

Lansing, M1 to Monterey, CA was 42.1 inches for the small size package.

The size of the package had no significant effect on the drop heights.

Lighter weight packages for the smaller size experienced higher drop heights.
Weight did not have a significant effect on the medium and larger size package drop
heights.

95% of the drops occurred at 30 inches for the small/light package, 24 inches for the
small/medium package, 18 inches for the medium/light package, 24 inches for the
medium/heavy package, and 18 inches for the large/medium and large/heavy
packages.

Cheema (1995) measured the dynamics of the overnight small parcel environment

for Federal Express and UPS in the US. and developed a test protocol to test packages

for the overnight air small parcel environment. Packages were also instrumented with

DHRs (Drop Height Recorder). A total of 100 trips were monitored and 2,394 impacts

events recorded. The data recorded showed the following results:

1.

A package encountered an average of 24 shock events throughout a one way trip
consisting of 31% drops, 43.6% kicks, and 25.4% tosses.

The highest free-fall drop height measured was 1.97 m (77.8 inches). The maximum
kick level was 5.91 m/s (233in./s), and the highest equivalent drop height in a toss
was 0.79 m (31.4 inches).

95% of all drops were from less than 0.40m (16 inches), 95% of all kicks were from
less than 0.26 m (10.5inches) and 95% of all tosses were from less than 0.26 m

(10.5inches) equivalent drop height.

10

4. The packages received 51.1% of total impacts on edges, 42% on comers, and only
6.9% on the six flat faces.

Based on the above results, the test protocol and sequence were determined using the

appropriate assurance levels.

Weigel (1996) measured the shock environment of overnight package delivery
services (Federal Express and US Postal Service) for corrugated and plywood containers
and studied if handling differences exist between corrugated and plywood containers
labeled with and without ‘Fragile Labels’ for overnight delivery shipments. The
recording module used was a Drop Height Recorder model DHR-1 made by Dallas
Instruments. He concluded:

1. The average shipment received approximately 38 shock events including 12 drops, 16
impacts, and 10 tosses. The drop heights, of the drops and tosses, ranged from 0.1
inches (threshold level of the recording device) to 83.1 inches. Of these 95%
occurred below 21.5 inches and 99.5% were below 48.3 inches. The velocity changes
of the impacts measured 95% occurred at less than 149 in/sec and 99.5% at less than
307 in/sec.

2. Corrugated containers averaged almost twice as many shock events, 50 events, as
plywood containers, 29 events. The shock events corrugated containers received were
also more severe than those of plywood containers.

3. Labeling with a fragile label used did not appear to affect the handling received by
the containers tested.

The label on the package is the essential information used to ship the package to

the exact destination or to track it through UPS distribution systems in view of efficient

package treatment and better customer service. The UPS workers pick up, sort, and
deliver the package while checking the label on the package.

The objectives of this study were decided by the Consortium of Distribution
Packaging at School of Packaging, MSU as follows.

1. Measure the shock environment of overnight package delivery services (UPS) for
different size and weight of packages.

2. Evaluate the effect of label placement on drop orientation in the small parcel
environment.

This study was initiated by the Consortium of Distribution Packaging on the
recommendation from Eastman Kodak. The interest was to see if the position of a
shipping label and use of pictorial markings made a difference on how packages are
handled by UPS. This would be then used in modifying tests used to evaluate package

that are sensitive in certain orientation such as expensive x-ray films.

12

3.0 EXPERIMENTAL DESIGN

3.1 PACKAGE TYPES AND TEST INSTRUMENTATION

In this study, three different package weights and two different sizes of boxes
were used in combination. For convenience, the boxes used in the experiment were
denoted as light/medium (A and B), medium/medium(C and D), and heavy/large (E)
depending on weight/size. The detailed configuration is as follows.

Package A and B (light/medium): 18.25 x 12.25 x 10.5 inches (5 lbs)
Package C and D (medium/medium): 18.25 x 12.25 x 10.5 inches (25 lbs)
Package E (heavy/large): 22 x 20 x 20 inches (751bs)

The data recorders used for this study were SAVERs manufactured by Dallas
Instruments (Lansmont Coporate). The SAVER- Shock and Vibration Environment
Recorder- is a tool for measuring the transportation/distribution environment, or for any
other application which requires the remote and unattended recording of acceleration,
drop height, temperature and humidity, and voltages produced by virtually any
transducer/electronics system. Data is digitized and stored in memory for later uploading
and analysis by a host computer. The SAVER can Operate for up to twenty-eight days on
an internal set of disposable batteries.

Test packages were composed of four components: a SAVER, a static shielding
bag, Polyethylene cushions, and bricks. Cushion materials were used to protect the
SAVER. A low drop of the unprotected SAVER onto a hard surface can result in

accelerations of several thousand g’s, potentially causing inaccuracy, malfunction, or

13

damage. The static shielding bags were used to protect the SAVER from electrostatic
discharge during handling (Lansmont, 1995).

The SAVERs were placed into position using Polyethylene cushions in various
kinds of thickness on all sides. The units were placed in the geometric center of single
wall corrugated boxes. The cushion materials were used to provide a very snug fit for the
SAVER which was oriented in the same way for every shipment (Figurel , 2, and 3).

Additional weights were required to match the weight of a
container/cushion/SAVER combination with the desired level for Package C and D, and
Package E. In those cases, bricks were positioned on the bottom of containers in a
symmetric fashion (Figure 2 and 3).

The package orientations were determined by ASTM D-5276 (Figure 4). The
label was located at orientation 1 and 5 on the package (Figure 5). In addition, “This
Side Up” (arrows pointing along shipping label) on all four sides of the package were
used (Figure 5). The combination of label and “This Side up” on each trip was used in
the following way.

East Lansing — Monterey, Trip #1: Label on face 1
East Lansing — Monterey, Trip #2: Label on face 1, Arrow Labels on 2, 4, 5 and 6
East Lansing - Monterey, Trip #3: Label on face 5
East Lansing — Monterey, Trip #4: Label on face 5, Arrow Labels on 1, 2, 3 and 4
East Lansing — Rochester, Trip #1: Label on face 1
East Lansing — Rochester, Trip #2: Label on face 1, Arrow Labels on 2, 4, 5 and 6
East Lansing — Rochester, Trip #3: Label on face 5

East Lansing — Rochester, Trip #4: Label on face 5, Arrow Labels on 1, 2, 3 and 4

l4

 

Figure 1. Configuration of Package A and B

 

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Figure 2. Configuration of Package C and D

 

Figure 3. Configuration of Package E

 

 

 

 

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Figure 4. Package Orientations
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S upping label Shipping label

 

 

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Pictorial markings
on all four Sides

 

 

 

 

 

 

 

 

 

 

 

 

Trip 1 Trip2
Shipping label Shipping label
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Trip 3 WM

Figure 5. Label Placement on Packages for each trip

 

3.2 SAVER OPERATION

In one compact unit, SAVER incorporates a triaxial accelerometer, four
programmable-gain charge amplifiers, four programmable low-pass filters, two
multiplexers, an analog-to-digital converter, a temperature/humidity probe, general-
purpose voltage channels, external batteries for longer recording times, and various
mounting accessories (Lansmont, 1995).

Instrument setup, communication, and data analysis are accomplished from a host
computer, running a WindowsTM-based program called “SaverWare”. This software is
used to set up the instrument, retrieve the data, and produce analyzed results. Saver-
Ware introduces the concept of software Gateways — application-specific dialogs that
automate instrument set-up, and which are linked to appropriate analysis. Gateways
permit a casual or infrequent user to successfully take measurements, perform data
reduction, and make decisions or design tests based on the results. For advanced users,
detailed software controls provide complete freedom and capability to configure the
instrument as desired (Lansmont, 1995).

In order to fully understand the operation and application of SAVER, it is helpful
to know the basics of system architecture and functions, both hardware and
firmware/software (Lansmont, 1995).

Hardware

SAVER contains a signal analog-to-digital (A/D) converter, and its input is
connected to two 8-channel multiplexers (MUX’s). One multiplexer is assigned to the 8
“dynamic” waveform (rapidly changing signals) channels, and the other is assigned to the

8 “static (slowly-changing signals) channels. Dynamic (waveform) channels 1-4 have

20

built-in charge amplifiers, gain stages, and filters, which allow piezoelectric (charge-
type) accelerometers to be connected directly. The standard SAVER incorporates an
internal triaxial accelerometer which is connected internally to channels 1 — 3. That
leaves channel 4 available for an external accelerometer. The unit may be ordered
without the internal accelerometer, in which case all 4 channels (1—4) are available for the
direct connection of external piezoelectric accelerometers. Optional dynamic channels 5-
8 are straight connections to the multiplexer, and from the output of the multiplexer to the
A/D converter. A choice, which must be made at time of order, is that they can either be
configured for the direct (D.C.) 0-5 volt input of the A/D, or a de-coupling capacitor and
resistor can be installed to change the input to i2.5 volts A.C. These channels may be
configured to measure acceleration or nearly any other parameter, since the transducers
and signal conditioning are all external to the SAVER.

Optional accelerometer/cable setups are available for channels 1-4, and optional
accelerometer/coupler/cable setups are available for channels 5-8. The latter have
battery-powered couples with a 6-day battery life. Other configurations are possible.

Two of the static channels are assigned to the internal temperature/humidity
sensor, and two more are assigned to the optional external temperature/humidity sensor.
There are a pair of static channels needed for internal circuit voltage measurements,
optionally available for any type of measurement; they are the same multiplexer-to-A/D
connection as described above. As such, they can be either 0 —5 volts D.C coupled, or
+2.5 volts A.C coupled (chosen at time of order).

The microcontroller unit (MCU) is the heart of the SAVER. It controls the basic

configuration of the instrument, the A/D and Mux’s, the communications port, the real-

21

time clock (for the time- and date-starnping of data, and other timekeeping functions), the
internal and external triggering operations, the indicator LED, and the static RAM
memory array.

SAVER is powered from four C-size alkaline cells. These are connected in a
series-parallel arrangement such that the nominal output voltage from the battery pack is
3 volt D.C. SAVER’s LED flashes on initial system power-up to indicate main battery
condition. There is also a separate memory back-up battery. The backup battery retains
data in memory for typically one year after the main batteries are removed or exhausted.
Firmware/Software

Dynamic (Waveform) and Static Channels

 

SAVER is a “sampled” data system. That is, it takes periodic readings from its
input signals, digitizes the data, and stores it in electronic memory. Readings may be
taken as fast as thousands of time per second, or as slowly as only once every 12 hours.
Data is taken whenever pre-programmed “trigger” conditions are met — trigger condition
may be based on signal levels, combinations of signals, elapsed time intervals, or external
events.

SAVER defines two basic types of data, which it treats differently. “Dynamic”
data is that which changes rapidly with time; an example would be accelerations due to
shock and vibration. In order to characterize dynamic data, many samples must be taken
at a rapid rate - so that a waveform, or time signature, of the data may be determined.
“Static” data, on the other hand, is ascertained by only one sample per channel (examples
would be temperature and humidity, where single readings are sufficient to determine the

present values).

22

When the pre-programmed trigger conditions are met, SAVER typically takes a
large number of high-speed samples of the active waveform channels, but only samples
each of the active static channels.

Memory Partitioning

SAVER divides its memory into two partitions, and data is stored according to the
trigger conditions which caused them to be taken. There is a “Time Triggered” partition
and a “Signal Triggered” partition.

The amount of Time Triggered data is easily determined from the total trip length,
the programmed time interval, and the number of active channels. Signal Triggered data,
however, is not easily controlled. If a threshold is set too low, for example, a large
amount of Signal Triggered data may be created very quickly. Without memory
partitioning, this data would overrun the Time Triggered data, and the entire
measurement project might be degraded or ruined. Memory partitioning eliminated this
potential problem; each type of data is confined to its own partition, and cannot corrupt
the other partition.

Nearly all of the SAVER’s setup parameters — active channels, sampling rate,
number of samples, memory mode, etc. may be set differently in the two different
memory partitions. This provides enormous flexibility for setting up special
measurements and meeting special requirements. The amount of total memory assigned
to each partition may be determined by the user.

Memory Modes
The objective of a measurement program is generally to obtain data from the

entire trip. Because the amount of data cannot be precisely controlled, however, some

allowance must be made for exceeding the capacity of available instrumented memory.
SAVER has three different, selectable ways of treating data when the memory partition
becomes full. The first, called “Stop when Full”, simply ignores any additional data
taken. “Wrap & Overwrite when Full” replaces the oldest event with the most recently —
taken event. “Max Overwrite Min when Full” replaces an event already in memory with
just-taken data, provided the just-taken event is larger. Individual channels may be
included or excluded from the “Max” mode calculations, and memory modes may be set
differently in the two partitions.
Tri erin

SAVER takes data whenever “trigger” conditions are met. Often, this is as simple
as when a certain threshold level is exceeded or a certain time interval has elapsed. But,
SAVER has the capability of triggering from more complex conditions: individual
channels may be included or excluded from the triggering equation; asymmetrical
thresholds (different for + and — signals) may be set for each channel; triggering may be
set to occur if the data is outside the thresholds or between the thresholds; and single
channels or groups of channels may be combined with boolean operations (AND, OR,
NOT) for triggering purposes.
Ranges and Filters

Dynamic channels 1- 4 are designed for the measurement of acceleration and as
such have charge amplifiers with programmable ranges and filters. Acceleration levels
may be selected from 5g full-scale to 200g full-scale, and may be different for different
channels. Low-pass filters may be set from 20Hz to 2800Hz, and may be different for

different channels. This programmability of ranges and filters means that SAVER can be

24

set to measure a wide variety of signals — shock, vibration, and other dynamic events —

without any changes of hardware or basic configuration.

6

‘Gateways”

SaveWare introduces the concept of software “Gateways” — application-specific
dialogs which automate instrument setup, and which are linked to appropriate analyses.
By entering one of the Gateways (shock, vibration, drop height, etc), a user can
configure the instrument by simply answering three or four questions. Once data is taken
and uploaded to a host computer, the Gateway directs a number of automatic analyses
specifically tailored to the data type.

A “User Defined” Gateway allows complete access to all of SAVER’s setup
capabilities, for special measurement situations and advanced or extended applications.
3.3 ZERO-G DROP HEIGHT CALCULATION

SaverWare uses a proprietary algorithm to determine Drop Height and Drop
Type. It analyzes the zero-G time to make these determinations. For the zero-G drop
height calculation, the free fall time is measured by sensing the change in the recorder
from a motionless state (zero-G), into a free fall (1G), and a shock state (several G).
Since the time from the onset of the zero-G state of the recorder to the moment of impact

is known, the free fall drop height is calculated by following relationship:

h, =—gz2 ..................... (3—1)

25

Where, g = Acceleration due to Gravity = 386.4 in./sec2
h2 = Free fall drop height in inches

t = Free fall time in seconds

3.4 INTERPRETATION OF DROP HEIGHT ZERO-G DATA

The computer calculation of drop height is not infallible, however, and sometimes
the user may wish to override the automatic analysis. To do so requires a general
understanding of what the Event Analysis data means and the principles involved.

The Event Analysis data for a Free-fall drop appears as a relatively flat, straight
line before the release. When the package (with SAVER inside) begins to fall, the data
rises by at least several tenths of a g. The steepness of this rise depends upon the
quickness of the release. The data remains essentially at this new level (sloping
downward slightly) until impact. The drop time is taken from release to impact, and drop
height is calculated from this time.

The Event Analysis data from an Impact — Not a Drop appears as a relatively flat,
straight line all the way until impact. There was no release and no drop (the package was
stationary and something hit it), so the pre-impact data remains flat.

Event Analysis data for tosses is the most difficult to assess. Tosses may involve
both horizontal and vertical motion, tumbling of the package, etc. The data appears as an
initial rise during the toss, peaking at the moment the package is released. The package
continues to travel upward for some period of time to its maximum height, during which
the data resembles that due to a free-fall dr0p. The time period of the toss and the
continued upward motion is subtracted from the apparent fall time to get the actual free-

fall time. Drop height is then calculated from this time.

26

3.5 CHANNEL AND AXIS IDENTIFICATION

The standard SAVER incorporates an internal triaxial accelerometer connected to
dynamic (waveform) channels 1, 2, and 3. These channels are also identified as X, Y and
Z respectively, with their orientations indicated on the case of the unit (Figure 6).

For shock and drop height analysis, the direction of impact is referenced to
“front”, “back”, etc. of the SAVER. This is based on identifying “front” as the surface
with the Host Communication connector, and “top” as the cover with the SAVER logo.
3.6 DATA COLLECTION

The five instrumented packages were shipped between School of packaging, E.
Lansing, MI and Eastman Kodak, Rochester, NY, and Lansmont Test Lab., Monterey,
CA (Figure 7). The forty roundtrips with different combinations of shipping label and
“This Side Up” were done by an UPS overnight delivery system to achieve the objectives
of this study discussed before. I

The packages with the intended combination of shipping label and “This Side Up”
were picked up by an UPS courier from School of Packaging, Michigan State University
in East Lansing, MI and loaded in a small delivery vehicle referred to as a “Package Car”.
The packages were taken to respective operating centers of UPS in the Lansing area
where they were consolidated with all the other packages also meant for next day
delivery. The consignment of packages was put into air transport containers which were
then transported by truck to the regional air facility. The air transport containers were
then loaded into the cargo aircraft which serves as the “Feeder”. The aircraft then flew to
the national Air-Hub with packages and documents headed for various US locations.

These air hubs serve as the central sorting facilities for packages from all over the US.

27

 

 

 

Figure 6. SAVER Tri-axial Orientation

28

East Lansing, MI

   
   
   

Monterey, CA

Louisville, KY

Figure 7. Trip Destinations

29

 

 

 

Originating Address (East Lansing, MI)

 

Package Car

 

 

 

Sorting ’ Local Operating Center

 

 

 

Air Transport Containers

 

 

Regional Air Facility

 

 

 

Feeder Aircraft

 

 

 

 

 

 

 

 

 

 

 

 

M ' . .
S a"? National Air Hub(Lou15vrlle, KY)
ortmg ,
§ % Feeder Aircraft
Destination Air Facility
Air Transport Containers
Sorting ’ Operating Center

 

 

 

Package Car

 

 

Destination Address
(Monterey, CA and Rochester, NY)

 

 

 

Figure 8. Flow Path of UPS Package Delivery System

30

The UPS air-hub is located in Louisville, KY, where the arriving aircraft are
unloaded. The air containers are unloaded and transferred on rollers to the central sort
area. Here, the employees remove the packages from the containers, scan them, and send
them on belts to a central sort area, where sophisticated scanners track and check the
package destination and size. Packages speed through the hub on a several mile long
network of belts and chutes. Diverters, activated by information in the bar code labels
activate to kick packages down chutes and onto proper sort belts. The packages are then
collected by their destination and any special handling that may be required.

After sorting, the packages are consolidated together with all the other packages
bound for the same destination or service area. These are then loaded into containers and
onto another “Feeder” aircraft to be delivered to the destination-operating center. The
packages, after sorting at the local operating facility, are loaded into “Package Cars” to be
delivered to the final destination.

The test packages were then return-shipped to Lansing, the next day, going
through the same process. The entire round-trip duration was approximately four days.
The data from each SAVER for each round-trip shipment was downloaded into a

personal computer for analysis.

31

4. DATA AND RESULTS

The types of impacts which small parcel packages experience through UPS can be
classified as free-fall drops, tosses, and kicks (Voss, 1991). As described in the section
of objective, this study was intended to examine dynamic environments of UPS
distribution systems in terms of the effect of label placement on drop orientation to
package. One type of dynamic impacts, “Kicks” was excluded in this evaluation. The
reason is that during kicks the packages are travelling on conveyors with shipping labels
facing up for scanners, and all “kicks” are on side faces. Further, only drop heights that
are higher than 1 inch were taken into consideration to avoid the effect of bouncing
impacts from vibrations on trucks, aircraft, or conveyer belts. In this chapter, drop
heights of each different size/weight category are shown. Drop orientations were
determined by flat, edge, and comer drops as well as face numbers of a package (1, 2, 3,
4, 5, and 6) shown in Figure 4.

From Table l, the summary of drop heights in the twenty roundtrips from
Lansing, M1 to Monterey CA is shown in categories of size and weight of package. Each
trip has a different label placement as described in Chapter 3. The drop height at the 95%
level of drops is generally used to simulated laboratory testing in industry (Cheema,
1995). Therefore, the drop heights were compared at 95% level. The mean dr0p heights
at the 95% level are 17.8 inches. In the middle size-category, the drop height of
middle/medium packages, 16.6 inches, were slightly higher than the middle/light

packages, 14.6 inches. The Large/heavy packages were dropped at 22.1 inches while

32

Table 1. Summary of drop heights by UPS (Roundtrip)
(Lansing, MI ---- Monterey, CA)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Size Weight Box Trip No.of Drop Height Percentiles
Category Category No. Drops H50 H75 H90 H95 H100
1 45 3.03 5.76 10.34 18.5 29.61
A 2 32 3.37 5.92 10.89 14.37 18.75
3 30 2.34 3.83 12.12 14.20 17.27
Middle Light 4 36 2.3 3.84 8.04 9.35 12.91
1 37 1.98 3.49 10.71 11.41 19.35
B 2 44 2.95 5.82 9.23 14.77 26.24
3 31 3.54 9.30 17.50 22.02 45.73
4 35 3.66 5.14 9.00 12.02 16.08
Sub-Sum 290 23.17 43.10 87.83 116.6 185.9
Sub-Means 36.25 2.90 5.39 10.98 14.58 23.24
1 30 2.38 5.66 7.61 13.57 18.75
C 2 21 3.56 5.65 10.4 11.93 32.08
3 20 3.42 7.54 10.4 13.82 19.35
. . 4 28 3.22 6.76 11.2 24.82 40.00
M‘ddle Med‘m“ 1 28 3.76 7.31 12.79 16.61 25.81
D 2 26 3.17 6.47 14.42 19.15 22.23
3 25 3.24 11.1 18.78 19.39 23.06
4 38 4.32 7.24 12.12 13.47 18.99
Sub-Sum 216 27.07 57.73 97.72 132.8 200.3
Sub-Means 27 3.38 7.2 12.22 16.60 25.03
1 13 7.18 16.15 27.68 37.29 49.08
Large Heavy E 2 9 3 .36 5.26 18.05 23 .42 28.79
3 15 7.78 10.57 13.44 16.14 21.55
4 22 3.63 7.01 7.98 11.41 13.41
Sub-Sum 59 21.95 38.99 67.15 88.26 112.8
Sub-Means 14.75 5.49 9.75 16.79 22.06 28.20
Total Sum 565 24.06 46.60 84.23 112.3 166.3
Total Means 26 3.92 7.45 13.33 17.75 25.49

 

 

 

 

 

33

 

Drop height(inches)

 

11.0

25,0.

,8
c

 

.8
pi
e

10.0*siv~e~»fie -- ._.__ -fi___,.--z,-,_

 

 

so— ~ ww-A 4* e~~+eeeeee~~~ee ~

 

 

0.0

WW/a)

 

;llllidugt+MdidNbdun-« -LagarI-I;ryl

 

Figure 9. Drop Height vs. Percentiles
(Lansing, MI ---- Monterey, CA)

34

H11!)

 

Table 2. Summary of drop heights by UPS (Roundtrip)

(Lansing, MI ---- Rochester, NY)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Size Weight Box Trip No. of DroLHeight Percentiles
Category Category No. Drops H50 H75 H90 H95 H100
1 45 2.40 4.28 10.74 14.53 34.73
A 2 39 2.19 3.56 7.16 14.29 19.48
3 68 2.64 4.43 10.00 13.43 28.56
Middle Light 4 53 3.08 5.26 14.42 16.37 24.28
1 37 2.28 4.15 5.39 5.45 8.08
B 2 46 2.78 5.12 6.82 14.51 19.78
3 40 2.62 5.36 8.20 9.87 37.92
4 56 2.53 4.38 7.67 8.97 24.01
Sub-Sum 384 20.52 36.54 70.4 97.42 196.84
Sub-Means 48 2.56 4.57 8.08 12.18 24.60
1 51 2.98 4.67 10.35 17.82 41.95
C 2 48 2.74 4.95 9.82 17.58 39.38
3 41 2.99 4.52 16.87 24.83 39.56
. . 4 56 3.29 5.16 10.02 11.64 38.00
M‘ddle Med‘”‘“ 1 59 2.62 4.92 9.82 15.53 23.06
D 2 59 3.10 5.04 9.91 18.21 65.33
3 46 2.92 5.44 12.00 15.43 26.88
4 45 2.34 4.41 16.48 25.16 29.16
Sub-Sum 405 22.98 39.11 97.27 146.2 303.32
Sub-Means 50.62 2.87 4.89 11.91 18.28 37.92
1 26 4.38 10.58 18.82 23.99 37.83
Large Heavy E 2 30 3.24 5.36 8.16 15.36 25.11
3 32 4.01 9.87 17.33 21.64 23.46
4 31 4.60 8.90 21.10 25.51 29.61
Sub-Sum 119 16.23 34.71 65.50 86.50 116.01
Sub-Means 29.75 4.06 8.68 16.38 21.62 29.00
Total Sum 302.66 19.11 36.79 77.72 110.0 205.39
Total Means 42.79 3.16 6.05 12.12 17.36 30.51

 

 

 

 

 

 

 

35

 

Drop height(inches)

 

 

 

 

 

 

Figure 10. Drop Heights vs. Percentiles
(Lansing, MI ---- Rochester, NY)

36

Table 3. Summary of drop heights by UPS (Roundtrip)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Both trips)

Size Weight Box Trip No. of Dr0p Height Percentiles
Category Category No. Drops H50 H75 H90 H95 H100
1 45 2.72 5.02 10.54 16.52 32.17
A 2 35.5 2.78 4.74 9.02 14.33 19.12
3 49 2.49 4.13 11.06 13.82 22.92
Middle Light 4 44.5 2.69 4.55 11.23 12.94 18.60
1 37 2.13 3.82 8.05 8.43 13.72
B 2 45 2.86 5.47 8.02 14.64 23.01
3 35.5 3.08 7.33 12.85 15.94 41.82
4 45.5 3.10 4.76 8.34 10.50 20.04
Sub-Sum 337 21.84 39.82 79.12 107.03 191.4
Sub-Means 42.12 2.73 4.98 9.89 13.38 23.92
1 40.5 2.68 5.16 8.72 15.70 30.35
C 2 34.5 3.15 5.3 10.11 14.76 35.73
3 30.5 3.20 6.03 13.64 19.32 29.46
. . 4 42 3.26 5.96 10.61 18.23 39.00
M‘dd'e mm“ 1 43.5 3.19 6.12 11.30 16.07 24.44
D 2 42.5 3.14 5.76 12.16 18.68 43.78
3 35.5 3.08 8.27 15.39 19.41 24.97
4 41.5 3.33 5.80 14.30 19.32 24.08
Sub-Sum 310.5 25.02 48.42 96.50 139.48 251.8
Sub-Means 3 8.81 3.88 6.04 12.06 17.44 31.48
1 19.5 5.78 13.36 23.25 30.64 43.46
Large Heavy E 2 19.5 3.30 5.31 13.10 19.39 26.95
3 23.5 5.90 10.22 15.38 18.89 22.50
4 26.5 4.12 7.96 14.54 18.46 21.51
Sub-Sum 75.5 19.09 36.85 66.32 87.38 114.4
Sub-Means 18.88 4.78 9.22 16.58 21.84 28.60
Total Sum 241 21.98 41.70 80.65 127.14 185.9
Total Means 33.27 3.80 6.75 12.84 17.55 28.00

 

 

 

 

 

 

 

37

 

Drop height(inches)

3110. - ~~~~~w~4~ww,

50. . . . . . - - - , ,..-I1r2w..--2__3._ !__.__‘ 1-..-2..- 2., .‘

 

ffiiéff.@&?@m

Figure 11. Drop Height vs. Percentiles
(Both trips)

38

middle/light and middle/medium packages being at 14.6 inches and 16.6 inches,
respectively.

Generally in most package drop and impact tests such as ASTM D 4169 and
ISTA Project 1A, the drop and impact levels go down as package weight goes up.
However, the data from this study shows the contrary.

The reason for this is that as packages become large and heavy they are often
lifted to waist height and often dropped from this level, as compared to smaller and
lighter packages that are placed on tOp of other packages.

The mean number of drops per shipment for all categories was 26. The
middle/light packages hit the ground 36 times in average per shipment, the
middle/medium packages, 27 times, and the large/heavy, 15 times. Figure 9 displays
drop height distributions in different size and weight categories at the 50%, 75%, 90%,
95%, and 100% levels.

Table 2 contains the summary of drop heights for the twenty roundtrips from
Lansing, M1 to Rochester, NY. The mean drop height of the twenty roundtrips was 17.4
inches at the 95% level. The mean drop heights of middle/light, middle/medium, and
large/heavy were at the 95% level 12.2 inches, 18.3inches, and 21.6 inches, respectively.
The mean number of drops per shipment was 43. The middle/light packages hit the
ground 48 times in average per shipment, the middle/medium packages, 51 times, and the
large/heavy, 30 times. Figure 10 visualizes mean drop height distributions as Figure 9
does.

Drop heights of all roundtrips were put together in Table 3. The mean drop height

of all forty roundtrips at the 95% level was 17.6 inches. The mean drop heights of

39

Table 4. Drop Orientation Distributions

(Lansing, MI —-- Monterey, CA)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

. . . Orientation
Trip 8126 Welght Box Totals
No. Category Category Base Edge Comer
. . A 13 24 8 45
Middle Light B 8 22 7 37
1 . . C 4 16 10 30
Middle Med1um D 3 17 8 28
Large Heavy E 1 7 5 13
Sub-Totals 29 86 38 153
% Sub-Totals 19 56 25 100
. . A 6 l9 7 32
2 Middle Light B 14 22 8 44
. . C 6 6 10 22
Middle Med1um D 5 5 1 6 2 6
Large Heavy E 1 1 5 7
Sub-Totals 32 53 46 1 3 1
% Sub-Totals 24 41 35 100
. . A 9 18 3 30
3 Middle Light B 9 14 8 31
. . C l 12 7 20
Middle Med1um D 5 1 3 7 2 5
Large Heavy E 3 10 2 15
Sub-Totals 27 67 27 121
% Sub-Totals 22 56 22 100
. . A 14 14 8 36
4 Mlddle Light B 13 13 9 3 5
. . C 8 13 7 28
Mlddle Med1um D 1 1 1 8 9 3 8
Large Heavy E 8 1 1 3 22
Sub-Totals 54 69 36 159
% Sub-Totals 34 43 23 100
Totals 142 275 147 564
% Total 25 49 26 100

 

 

 

 

 

40

 

,3,

 

8.

 

Frequency of impacts (°/o)
8

103 3 ~ * ~ + a a 3
0L. , 2 LM L_._-._zr__-rz -r_,_
Trip‘l Tnp2 Trip3 Tnp4 All T1133
TIipMnmr
* 4;; “ 2.?“ :fm‘“

Figure 12. Frequency of Impacts as a Function of Package Orientation
(Lansing, MI ---- Monterey, CA)

41

Table 5. Drop Orientation Distributions
(Lansing, MI -- Rochester, NY)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Trip Size Weight Box Orientation Totals
No. Category Category Base Edge Comer

. . A 9 22 14 45

Mlddle L1ght B 3 23 1 1 37

1 . . C 6 22 23 51
Middle Med1um D 4 36 19 59

Large Heavy E 6 1 1 9 26
Sub-Totals 28 1 14 76 218
% Sub-Totals 13 52 35 100

. . A 6 13 20 39

2 Middle L1ght B 7 26 13 46
. . C 7 29 12 48

M1ddle Med1um D 9 31 19 59

Lagge Heavy E 4 16 10 30
Sub-Totals 33 l 15 74 222
% Sub-Totals 15 52 33 100

. . A 7 37 24 68

3 Middle L1ght B 9 14 17 40

. . C 4 19 18 41

Middle Med1um D 7 26 l 3 46

Large Heavy E 6 20 6 32
Sub-Totals 33 l 16 78 227
% Sub-Totals 15 51 34 100

. . A 10 29 14 53

4 Mlddle L1ght B 4 3 5 17 5 6
. . C 16 26 14 56

Mlddle Med1um D 8 20 17 45

Large Heavy E 8 14 9 31
Sub-Totals 46 124 71 241
% Sub-Totals 19 51 30 100

Totals 140 469 299 908
% Totals 15 52 33 100

 

 

 

 

 

42

 

Frequency of Impacts (°/o)
8

B

 

 

 

_ _'_-_zzz,__, H - zl—iz,,_
\#

 

 

 

 

1024—4—4» —A~i 444+ ~44-44444444
0. 7 D. -.7##_ #dngs7#_-
Trip 1 Trip 2 Trip 3 Trip 4 All Trips
Trilerber
if-rglasff _:Edg_3___-:99r3 - ‘

Figure 13. Frequency of Impacts as a Function of Package Orientation
(Lansing, MI ---- Rochester, NY)

43

Table 6. Drop Orientation Distributions

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Both trips)
Trip Size Weight Box Orientation Totals
No. Category Category Base Edge Comer
. . A 11 23 11 45
MM” L1ght B 5.5 22.5 9 37
1 . . C 5 19 16.5 40.5
M‘ddle Med1um D 3.5 26.5 13.5 43.5
Large Heavy E 3 .5 9 7 19.5
Sub-Totals 28.5 100 57 185.5
% Sub-Totals 15 54 31 100
. . A 6 16 13.5 35.5
2 MM” L‘gh‘ B 10.5 24 10.5 45
. . C 6.5 19.5 8.5 34.5
Middle Med1um D 7 23 . 5 13 43 . 5
Large Heavy E 2.5 10.5 6.5 19.5
Sub-Totals 32.5 93.5 52 178
% Sub-Totals 18 53 29 100
. . A 8 27.5 13.5 49
3 MM?“ L1ght B 9 14 12.5 35.5
. . C 2.5 15.5 12.5 30.5
Middle Med1um D 6 19.5 10 3 55
Large Heavy E 4.5 1 5 4 23 .5
Sub-Totals 30 91.5 52.5 174
% Sub-Totals 17 53 30 100
. . A 12 21.5 11 44.5
4 MM" L1ght B 8.5 24 13 45.5
. . C 12 19.5 10.5 42
Middle Med1um D 95 19 13 415
Large Heavy E 8 12.5 6 26.5
Sub—Totals 50 96.5 53.5 200
% Sub-Totals 25 48 27 100
Totals 141 381.5 215 737.5
% Totals 19 52 29 100

 

 

 

 

 

44

 

 

 

 

Frequency of Impacts (%)
8

3 -

-5:

 

 

 

 

Trip1 Tnp2 Trip3 Tnp4 All Trim
Trip Mrrber
[T 19:33:”- +Edge -::.m—*'

Figure 14. Frequency of Impacts as a Function of Package Orientation
(Both trips)

45

middle/light, middle/medium and large/heavy packages were at the 95% level 13.4
inches, 17.4 inches and 21.8 inches, respectively. The mean number of drops per
shipment was 33. The middle/light packages hit the ground 42 times in average per
shipment, the middle/medium packages, 39 times, and the large/heavy, 19 times. Figure
3 presents mean drop height distributions of all the forty roundtrips as a function of
percentage of drop occurrences.

Table 4, 5 and 6 present data regarding drop orientation during shipment through
UPS. 49% of the total drops happened on edges, 26% on corners, and 25% on bases in
the twenty roundtrips from Lansing, M1 to Monterey, CA. However, trip # 4 had a
different outcome that the highest number of drops took place on Edge, second on Base,
and third on Corner.

52% of the total drops in the twenty roundtrips from Lansing, M1 to Rochester,
NY happened on edges, 33% on comers, and then 15% on bases. Each roundtrip had the
similar results regarding the percentage of drops.

52% of the total drops in the forty roundtrips from Lansing, M1 to Monterey, CA
and Rochester, NY occurred on edges, 29% on comers, and 19% on bases. Figure 3, 4
and 5 show how often drops happened on Edge, Corner, and Base by percentage of the
total drops in the forty round trips.
Tables 7 and 8 further analyze the data and show the number of times a given face on a
package experienced drops. All base, edge, and corner drops were analyzed to find
which surface number (s) of a package is (are) engaged in the dynamic event. As the way

of putting number on package surface is shown at Figure 4, top of package is number 1:

46

Table 7. Summary of drop occurrences per surface by UPS (Roundtrip)
(Lansing, MI --- Monterey, CA)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Trip Size Weight Box Number of Occurrences Der Surface
No. Category Category 1 2 3 4 5 6
. . A 5 9 27 20 13 11
M1ddle L1ght B 7 8 23 12 1 6 7
1 . . C 2 ll 20 11 14 8
Mlddle Med1um D 1 1 1 19 8 13 9
Large Heavy E 0 3 12 5 6 4
Means 3 8.4 20.2 11.2 12.4 7.8
Percentiles 4.8 13.3 32.1 17.8 19.7 12.4
. . A 5 11 6 13 3 27
M‘ddle L1ght B 13 13 13 12 8 23
2 . . C 2 6 8 8 7 10
Middle Med1um D 3 8 6 1 1 7 17
Large Heavy E 0 2 5 4 3 6
Means 4.6 8 7.6 9.6 5.6 16.6
Percentiles 9.2 16 15.2 19.2 11.2 33.2
. . A 2 8 20 9 5 10
M1ddle L1ght B 8 6 19 1 0 1 0 8
3 . . C 2 2 17 8 8 9
Middle Med1um D 2 9 14 7 12 8
Large Heavy E l 4 9 6 3 6
Means 3 5.8 15.8 8 7.6 8.2
Percentiles 6.2 12.0 32.6 16.5 15.7 16.9
. . A 5 5 9 19 2 26
Mlddle L1ght B 1 1 12 6 6 4 27
4 . . C 2 7 15 11 5 15
MM” Med1um D 6 10 12 16 15 15
Large Heavy E 1 13 7 0 3 15
Means 5 9.4 9.8 10.4 5.8 19.6
Percentiles 8.3 15.7 16.3 17.3 9.7 32.7

 

 

 

 

 

 

 

47

 

Drop Occurrences (%)

El

 

 

 

 

Figure 15. Frequency of Drops as a Function of Package Face Number
(Lansing, MI ---- Monterey, CA)

48

(Lansing, MI ---- Rochester, NY)

Table 8. Summary of drop occurrences per surface by UPS (Roundtrip)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Trip Size Weight Box Number of Occurrences oer Surface
No. Category Category 1 2 3 4 5 6
. . A 7 15 31 16 10 16
MM" L1ght B 7 14 25 1 1 16 9
1 . . C 0 17 43 22 20 17
Middle Med1um D 3 26 43 22 24 15
Large Heavy E 4 8 15 10 13 5
Means 4.2 16 31.4 16.2 16.6 12.4
Percentiles 4.3 16.5 32.4 16.7 17.1 12.8
. . A 10 13 19 16 13 21
MM” L‘ght B 18 13 12 19 16 23
2 . . C 4 16 28 16 12 25
M1ddle Med1um D 1 14 42 25 23 23
Large Heavy E 1 14 18 5 9 19
Means 6.8 14 23.8 16.2 14.6 22.2
Percentiles 7.0 14.3 24.4 16.6 15 .0 22.7
. . A 19 24 37 25 12 36
MM” L‘ght B 7 17 26 12 18 8
3 . . C 0 11 35 21 16 13
Mlddle Med1um D 1 1 1 3 3 22 18 13
Large Heavy E 2 13 15 11 10 13
Means 5.8 15.2 29.2 18.2 14.8 16.6
Percentiles 5.8 15.2 29.3 18.2 14.8 16.6
. . A 22 10 12 24 5 37
M‘ddle L‘gh‘ B 26 21 15 17 14 32
4 . . C 6 26 27 13 12 26
Middle Med1um D 2 1 6 28 16 13 24
Large Heavy E 4 6 12 13 9 19
Means 12 15.8 18.8 16.6 10.6 27.6
Percentiles 11.8 15.6 18.5 16.4 10.5 27.2

 

 

 

 

 

 

 

49

 

Drop Occurrences (%)

_ 13

13
5°

2
l

 

no - a- -- -—-—»~— —- ,. 4e- —- —

Fanm

_ S—rfipi _ #4571162"— llruiia W Far-Tr'p4 '

Figure 16. Frequency of Drops as a Function of Package Face Number
(Lansing, MI --- Monterey, CA)

50

Table 9. Summary of drop occurrences per surface by UPS (Roundtrip)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(Both trips)
Trip Size Weight Box Number of Occurrences per Surface
No. Category Category 1 2 3 4 5 6
1 Middle Light A 6 12 29 18 1 1.5 13.5
B 7 11 24 11.5 16 8
Middle Medium C 1 14 31.5 16.5 17 12.5
D 2 18.5 31 15 18.5 12
Large Heavy E 2 5.5 13.5 7.5 9.5 4.5
Means 3.6 12.2 25.8 13.7 14.5 10.1
Percentiles 4.5 15.3 32.3 17.1 18.1 12.6
2 Middle Light A 7.5 12 12.5 14.5 8 24
B 15.5 13 12.5 15.5 12 23
Middle Medium C 3 12 18 12 9.5 17.5
D 2 12 24 18 15 20
Large Heavy E 0.5 8 11.5 4.5 6 12.5
Means 5.7 11.4 15.7 12.9 10.1 19.4
Percentiles 7.6 14.7 21.0 17.2 13.5 25.9
3 Middle Light A 10.5 16 28.5 17 8.5 23
B 7.5 11.5 22.5 11 14 8
Middle Medium C 1 6.5 26 14.5 12 1 1
D 1.5 10 23.5 14.5 15 10.5
Large Heavy E 1.5 8.5 12 8.5 6.5 9.5
Means 4.4 10.5 22.5 13.1 11.2 12.4
Percentiles 5.9 14.2 30.4 17.7 15.1 16.7
4 Middle Light A 13.5 7.5 10.5 21.5 3.5 31.5
B 18.5 16.5 10.5 11.5 9 29.5
Middle Medium C 4 16.5 21 12 8.5 20.5
D 4 13 20 16 14 19.5
Large Heavy E 2.5 9.5 9.5 6.5 6 17
Means 8.5 12.6 14.2 13.5 8.2 23.6
Percentiles 10.5 15.6 17.6 16.7 10.2 29.3

 

 

 

 

 

 

 

51

 

350- - , M4 m

3110+ - 1 ~

 

£0: 3
E
m
a: 1
e 1
5 .
3 1
0150+. — - ~— —4— ,3
a.
2
o
100» — — — —
50¢ - v — , , ~ ,- 7* ,3 f i ,L__., 44* 3,
not. 3 ————.—444. — ——
1 2 3 4 5 6
Famhlnber
4:16.51 7 +7an ‘7 11182.3 1.3.1.34‘ 1

Figure 17. Frequency of Drops as a Function of Package Face Number
(Both Trips)

52

“:11

EC:

right, number 2: bottom, number 3: left, number 4: front, number 5: back, number 6.

An edge drop would be represented to occur on the two faces adjoining that edge.
Similarly a comer impact (right-bottom-front) would be represented on three faces (2-3-
5). This data was used to evaluate the effect of shipping label placement on the
orientation of impacts. Table 9 provides a summary of drop occurrences per surface for
both shipments. Based on this study, for the first shipment (Label on face 1), face 1 is the
“top” of the package. Therefore, face 3 (bottom) would be the most likely face to have
drops and impacts occur on. This is evident from Table 9, where face 3 has the most
number of drop occurrences (25.8 occurrences). However in the small parcel-shipping
environment there are also additional impacts on the side faces (2, 4, 5 and 6) during
package conveying and sortation at various hubs. This can be seen by the presence of
impacts on other surfaces. The top surface (face 1) had the least number of impacts as is
observed from Table 9 (3.6 occurrences), and the other side faces (2, 4, 5 and 6) had
intermediate number of impact occurrences. For trip # 2, with the use of additional
pictorial markings (This Side Up arrow markings), this did not result in more impacts on
face 3 as would have been expected. In fact, face 6 had the highest number of impact
occurrences, followed by face 3 (bottom), and other side faces. After reviewing this data
with representatives of UPS and FedEx, it is evident that some of the pictorial markings
can lead to additional confusion for the employees involved with package loading and
sorting.

For trip # 3, the shipping label was placed on the front face (5) of the package.
This should generate most of the impacts on face 6. This did not occur based on the data

in Table 9. Most of the impacts still occurred on face 3 (the expected bottom of a regular

53

slotted container (RSC) style package). This however did improve for package
shipments in trip # 4 where additional pictorial markings were used to emphasize the

shipping orientation.

5. CONCLUSIONS

The following conclusions were made from this study:

. The mean drop height of the forty roundtrips was 17.6 inches at the 95% level. For
each size and weight category, the mean drop heights of middle/light, middle/medium
and large/heavy packages were 13.9 inches, 17.4 inches and 21.8 inches at the 95 %
level, respectively. The mean number of drops in the forty roundtrips was 33 per
shipment. The middle/light, middle/medium and large/heavy packages experienced
42, 39, and 19 drops per shipment, respectively. Therefore, the larger and heavier
packages experienced the higher mean drop height, but less number of drops. The
reason is attributed to the fact that large and heavy packages are lifted waist high and
then often dropped, as compared to small packages that are placed over other
packages.

. In orientation standpoint, 52% of the drOps were on Edge, 29% on Corner, and 19%
on Base. A box has 6 faces, 8 comers, and 12 edges or 26 possibilities. Therefore, it
is expected to get 12/26 (46%) edge drops, 8/26 (31%) comer drops, and 6/26 (23%)
face drops. This is similar to data observed in this thesis.

. Generally RSC shippers are positioned in their expected top orientation by loading
and sortation employees.

. In most cases the package is positioned with the shipping label in the top orientation
during loading or sortation. However to optimize the cube efficiency in a trailer

packages may be positioned sideways.

55

5. Pictorial markings will help if the package shape and shipping label positioning is in a

non-conventional mode as was observed in trip # 4.

56

REFERENCES

57

REFERENCES

Andre’, Patrick and Veaux, Michel. 1988. Design of a Test Method to Simulate the

Stresses Encountered by Packaging During Sea Transport. Packaging Technology And
Science, Vol 1: 211-214

Caruso, Henry and Silver 11, William. 1976. Advances in shipping damage prevention.
Shock and Vibration Bulletin, 46, part 4: 41-47

Cheema, Amritpal Singh. 1995. A study of package dynamics in small parcel
environment of united parcel service and federal express. MS. Thesis. Michigan State

University

Davidson, Clarence A. 1979. Transportation Technical Environment Information Center.
Dept. of Energy, Sandia Laboratories, Springfield, VA.

Ostrem, Fred B. 1980. An assessment of the common carrier shipping environment.
Bulletin 50. Part 2/4283-90

Lansmont Company, Dallas instruments. 1995. Instruction manual for the SAVER: 1-10,
54-55

Singh, S.P., Antle, J .R., and Burges, G.J. 1992. Comparison Between Lateral,
Longitudinal, and Vertical Vibration Levels in Commercial Truck Shipments, Packaging

Technology And Science, Vol. 5: 71-75

Schueneman, Herbert H. 1987. A critical look at the overnight delivery distribution
environment. Annual Safe Transit Conference Proceedings: 107-116

Schueneman, Herbert H. 1991. Package testing for the overnight delivery distribution
environment. Annual Safe Transit Conference Proceedings: 117-128

Trost, Thomas. 1988. Mechanical Stresses on Products During Air Cargo Transportation.
Packaging Technology And Science, Vol. 1: 137-155

Trost, Thomas. 1988. Mechanical Stresses on Cargo During Ground Operations in Air
Transport. Packaging Technology And Science, Vol. 2: 85-108

UPS. 1998. Background of United Parcel Services. Homepages: www.ups.com

Voss, Thomas Martin. 1991. Drop heights encountered in the united parcel service small
parcel environment in the United States. MS. Thesis. Michigan State University

58

Weigel, Timonthy Grant. 1996. Handling difference between plywood and corrugated
containers with and without fragile labels in overnight shipments. MS Thesis Michigan
State University

59

 

APPENDIX

60

APPENDIX A.

SAVER SETUP SPECIFICATION

Memory Modes: “Max. Overwrite Min. when Full”

Ranges and Files:

Acceleration => 5g - 2008 (1008)

Low-pass filter => 20Hz — 2800Hz (780Hz)

Drop Height Recorder:
Maxium Drop Height: 48 inches
Estimated Trip Length: 4 days

Table A1. Advanced Saver Setup:

 

Signal Triggered Data

Time Triggered data

 

Record time

Record time (No waveform)

 

Samples/sec: 2,000 I Sample size:2,420

Sample/sec: 2,000 I Sample size: 50

 

Signal pretrigger %: 92

Wakeup Internal: 4 minutes

 

Signaljretrigger compression: 1 to 1

Time to fill: 4.5 days

 

Record waveform

Record T/H and Static channels

 

Data Analysis Type: Drop height

Data Retention Mode: Temp. and RH

 

Data Retention Mode:
Max Overwrite when full

Data Retention Mode:
Stop when full

 

 

Memory Allocation: 99%, 284 events

 

Memory Allocation: 1%, 1611 events

 

Table A2. Channel Map:

 

Channel to sample

1 through 3 (X, Y and Z)

 

 

 

 

Sample/sec for each channel 2,000
Full scale 100 g’s
Filter frequency 780 Hz
Trigger options Primary Trigger Group

 

 

 

Outside level: above 5 g’s or below —5g’s

 

61

 

 

Appendix B.

Table B1a. Trip #1 to Rochester, NY - Box A.

Orientation

><><><><><><>< XX XX X ><><><>< ><><><><><>< >< ><oo

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
3O
31
32
33
34
35
36

 

Table B1a. (con'd)

Orientation
2

OD

 

X
X
X
X
X
X
X

63

Table B1b. Trip #1 to Rochester, NY - Box 8.

Orientation
2

X

X ><><><><><><>< ><><oo

 

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37

><><><><>< >< ><><>< X

64

Table B1c. Trip #1 to Rochester, NY - Box C.

Orientation
2

><><><><><><><

A—t—t—‘A-A—L-A—K—L
EgomummAwNAoomNO’mem"

><><><><>< ><

><><><><><>< ><><><><><

 

3
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X

65

Table B1c. (Con'd)

Orientation
2

X
X

3
X
X
X
X
X
X
X
X

 

66

Table B1d. Trip #1 to Rochester, NY - Box D.

Orientation
# .
11.08
2.27
7.38
1.09
1.09
5.78
1.87
2.95
1.64
2.69
1.25
2.01
3.37
2.92
7.81
3.57
2.36
1.38
4.29
2.85
2.99
19.48
9.61
1.58
2.45
2.67
1.13
1.97
1.55
9.52
23.06
4.92
1.31
4.01
7.81
15.53
2.38
1.35
2.01
1.71

><><><><><><><><

><><><><><><><><><>< XX

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
3O
31
32
33
34
35
36

 

67

Table B1d. (Con'd)

Orientation
2

0)

><><><><><A

X
X
X
X
X
X
X
X
X

><><><><><><>< ><

 

68

Table B1e. Trip #1 to Rochester, NY - Box E.

Orientation
2

X ><><><><>< XX

1
2
3
4
5
6
7
8
9
1O
11
12
13
14
15
16
17
18
19
2O
21
22
23
24
25

 

69

Table 82a. Trip #2 to Rochester, NY - Box A.

Orientation
2

X X ><><><>< X X

><><><><>< XX X

1
2
3
4
5
‘6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39

70

><><><>< XX XX ><><><><O>

 

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

NNNN
AQNA

(JONNNNN
OCDCDVODU'I

wwwwwwmww
(DmVODUI-wa—k

A
C

Table 32b. Trip #2 to Rochester, NY - Box B.

Orientation
2
X

><><><><><><><><

>< ><><><><><><OD

 

fir

Table 82b. (Con'd)

Orientation
2

 

72

agagjaomwmmrsz—a

Table 820. Trip #2 to Rochester, NY - Box C.

Orientation
2

X
X

73

3

X ><><><><><>< ><

><><><>< >< ><><><

X
X
X
X
X
X
X
X
X

 

F7 .—.__ .f
1 . 49.- _

Table B2c. (Con'd)

Orientation
2

 

74

Table 82d. Trip #2 to Rochester, NY - Box D.

Orientation
2
X

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
4O

75

3

><><><><><><

><><><><><><><><><><><>< ><><>< ><><><><><

XX X XX xxx

xx ><><><><><>< X X

><><><><><>< ><

 

“I

an.

.1. K. '-
- “a...“

Table 32d. (Con'd)

Orientation
2

00

X
X
X
X
X
X
X
X
X
X
X
X
X

 

76

.amj
_ ‘6

Fl...’ a;
’ .1- ..
. ab

Table B2e. Trip #2 to Rochester, NY - Box E.

Orientation
2

XXX ><><><><><O)

><><><>< ><><>< ><><><><><><><

><><><><><><

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28

 

77

1
2
3
4
5
6
7
8
9
1O
11
12
13
14
15
16
17
18
19

20

21

22

23

24

25

26

27

28

29

30
31
32
33

Table 833. Trip #3 to Rochester, NY - Box A.

Orientation
2

xx ><><><><oo

><><><><><>< X XX ><><><><

 

78

“nu-“I1
”fl.— “ A

Table B3a. (Con'd)

Orientation
2

X

79

X
X
X
X
X
X
X
X
X
X
X

 

Table B3b. Trip #3 to Rochester, NY - Box B.

Orientation
. 1 2
5.26 X
6.33
9.87
1.74
1.65
1.41
1.13
1.41
1.65
1.89
1.24
6.36
1.93
2.78
3.65
6.76
13.36
8.2
3.22
37.92
1.67
8.36
5.36
3.98
2.4
1.09
1.6
3.27
4.55
2.62
1.19
2.47
1.1
4.7
2.25
5.36
1.25
5.72
3.47
1.71

00

XX ><><><><><><

X X ><><><><>< XX
X X ><><><><><>< ><><>< XX X

><><><>< X X X X X

 

1
2
3
4
5
6
7
8
9

10
11
12
13
14
15

16

17
18
19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

80

u--' ,
. anhz; .‘j'

Table 83c. Trip #3 to Rochester, NY - Box C.

Orientation
2
X

><><><><><><><><><><oo
X XX X X ><><><>< X

XX X ><><><>< ><

><><><><><>< ><

 

1
2
3
4
5
6
7
8
9
1O
11
12

13

14

15
16
17
18
19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37
38
39

40

XX ><><><><><><><><><><><>< ><><><><><><>< ><><><><

81

 

Table 330. (Con'd)

 

Orientation

 

Impact #

Height(in.)

2

3

 

41

 

24.83

 

 

 

 

 

><01

 

82

 

 

fl.
1.36
4.61
7.09
3.79
4.38
1.03
3.34
1.69
1.27
4.55
2.25
1.45
2.11
3.22
2.11
2.6
2.92
1.76
5.29
2.21
5.62
3.57
26.88
14.35
2.76
2.4
6.86
13.41
2.6
5.58
1.45
1.76
1.28
2.09
1.07
1.13
5.1
2.15
3.44
2.88

1
2
3
4
5
6
7
8
9
1O
11
12
13
14
15
16
17
18
19
20
21
22

Table B3d. Trip #3 to Rochester, NY - Box D.

Orientation
2

83

XXX >< ><><><><><><><><><><><><><><><>< ><><><>< >< ><><><><><

XX X X XX XXX ><><><><

XX xxx XX X

 

Table B3d. (Con'd)

Orientation

 

84

4.1.x.
.4 I.

Table B3e. Trip #3 to Rochester, NY - Box E.

Orientation
n. 2
17.74 X
4.01
1.78
2.83
1.28
2.23
5.29
9.06
1.78
16.53
1.15
7.57
3.14
7.96
3.81
2.21
2.15
21.62
23.46
2.34
21.68
4.2
1.15
5.82
4.35
10.09
3.65
14.24
1.51
11.83
2.17
9.87

X XX XX XXX X

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30

 

><><><><><><>< X

85

. mean-1

Table 843. Trip #4 to Rochester, NY - Box A.

Orientation
2

X
X
X

 

><><><><><
><><><><><>< ><><><><><><><><><>< XX X xxx x

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37

 

86

Table 84a. (Con'd)

Orientation
2

87

6
X
X
X
X
X
X
X
X
X
X

 

E“ ' ‘9'

Table B4b. Trip #4 to Rochester, NY - Box 8.

Orientation
n. 2 3
3.37
2.07
7.61
2.34
1.07
1.45
1.65
1.8
2.53
11.08
5.92
4.46
1.58
4.38
3.55
1.46
2.05
2.17
1.22
3.04
24.01
3.07
2.6
3.34
2.81
5.85
8.97
7.73
4.2
6.76
1.46
6.19
2.97
1.12
1.91
11.64
1.95
4.12
2.05
1.51

><><><><><><>< ><><-‘~

><><><><><>< X

1
2
3
4
5
6
7
8
9
1O
11
12
13
14
15
16
17
18
19

 

Table B4b. (Con'd)

Orientation
2

1
X
X
X
X
X
X
X
X
X
X

 

><><>< >< ><><><><>< XX
X ><><>< ><><><><><><

89

Table B4c. Trip #4 to Rochester, NY - Box C.

Orientation
2 3
X
X

><><><><><><O)

XX XXX >< ><><>< ><><><><><><>< ><

><><><><><>< XX

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
3O
31
32
33
34
35
36
37
38
39
40

 

90

Table B4c. (Con'd)

Orientation

 

91

Table B4d. Trip #4 to Rochester, NY - Box D.

Orientation
2

><><><><><><

aagangQmwmmAwN-s

X
X
X
X
X
X
X
X
X
X
X
X
X

><><><><>< ><><><

><><><><><>< ><

 

92

Table B4d. Trip #4 to Rochester, NY - Box D.

Orientation
2

X

X

 

93

Table B4e. Trip #4 to Rochester, NY - Box E.

Orientation
# . 2 3
7.05
11.27 X
1.41
1.43
3.52
2.53
8.85
29.61
2.38
7.42
3.12
6.22
3.32
9.01
23.53
1.27
8.56
2.19
1.95
7.31
1.99
1.12
1.67
6.51
5.58
29.46
3.63
3.07
21.1
16.87
10.9

><><><><><an

fiafijaomwmmbN—s
><><><><><><

><><><><><><

 

94

Table B5a. Trip #1 to Monterey, CA - Box A.

Orientation
2

><><><><><

XX xxx XX X

 

1
2
3
4
5
6
7
8
9
1O
1 1
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
4O

95

Table 35a. (Con'd)

Orientation
2

 

96

Table 356 Trip #1 to Monterey, CA - Box B.

Orientation

2 4
X
X

COCDNODU'I-th-s
>< XXX XXX ><01

X
X
X
X
X
X
X
X
X
X

 

97

Table B5c. Trip #1 to Monterey, CA - Box C.

Orientation
2

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
3O

><><><><><>< >< ><><>< X X X X X

 

98

Table 85d. Trip #1 to Monterey, CA - Box D.

Orientation
2

X XX XX XXX ><><><><><><><oo

1
2
3
4
5
6
7
8
9

1O

11

12
13
14
15
16
17
18
19

20

21

22

23

><><><><><><
><><><><>< XX X X

 

99

Table BSe. Trip #1 to Monterey, CA - Box E.

Orientation
. 2
2.74 X
5.26
1.33
18.03
4.49
9.87
10.53
4.88
3.84
49.08
30.22
1.22
21.33

 

3
X
X
X
X
X
X
X
X
X
X
X
X

afijaomummrsz-s

100

Table 86a. Trip #2 to Monterey, CA - Box A.

Orientation
2

O)

5.85
4.29
18.09
18.75
3.55
1.28
1.21
6.19
1.02
1.48
2.32
1.38
1.58
11.6
2.03
12.51
1.19
3.37
2.42
9.48
4.15
3.47
5.62
2.53
4.79
3.04
5.92
1.16
1.19
9.39
1.21
8.81

XX X ><><><><><-h

><><><><><><><>< >< ><><>< ><><><><><><><><><><><><>< XX

1
2
3
4
5
6
7
8
9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

 

101

Table B6b. Trip #2 to Monterey, CA - Box B.

Orientation
n.
4.38
3.52
1.03
3.34
1.62
1.22
3.73
1.97
1.21
1.69
1.06
1.74
1.84
1.21
3.47
1.46
1.07
7.96
2.21
5.82
1.04
26.24
4.55
14.77
6.65
1.62
1.38
8.72
2.53
4.03
1.84
1.12
6.12
1.15
9.74
3.63
1.09
11.88
8.16
7.01

><><><><>< X X X

1
2
3
4
5
6
7
8
9

1O

11

12

13

14

15
16

17

18

19

20

21

22

23

24

25

26

27

28

29

3O

31

32

33

34

35

36

 

102

Table B6b. (Con'd)

Orientation
2 3
X

X

 

103

Table B60. Trip #2 to Monterey, CA - Box C.

Orientation
2
X

1
2
3
4
5
6
7
8
9
10
11
12

 

104

Table 86d. Trip #2 to Monterey, CA - Box D.

Orientation
2

X
X

><><>< ><><><><><><

><><><>< ><><><

 

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26

105

Table 86e. Trip #2 to Monterey, CA - Box E.

Orientation

n. 2 3
2.88
5.45
16.98
1.91
4.76
28.79
3.71
3.02
2.62

 

1
2
3
4
5
6
7
8
9

106

Table B7a. Trip #3 to Monterey, CA - Box A.

Orientation
2
X

X ><><><><><><><><><><><><

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

><><><><><><><

 

107

Table B7b. Trip #3 to Monterey, CA - Box 8.

Orientation
2

><><><><><><><><><><><><>< ><oo

><><><><><><

1
2
3
4
5
6
7
8
9

10
11
12
13
14
15
16
17
18
19

20

21

22

23

24

25

26

27

28

29

3O

 

108

Table B7c. Trip #3 to Monterey, CA - Box C.

Orientation
2

X

COCD‘IOIUI-fiwN—l

.‘JA~‘B
-E.‘ ~’ .1.‘ .

><><><><><><

3
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X

 

109

 

Table B7d. Trip #3 to Monterey, CA - Box D.

Orientation
2
X

XX ><><><><><

><><><><><><

 

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25

110

Table B7e. Trip #3 to Monterey, CA - Box E.

Orientation
n. 2

12.91
11.13

2.81
10.35

7.09

8.48

2.45

4.64

9.39

2.9

3.04
10.04
13.98
21.55

1.84

1
2
3
4
5
6
7
8
9
1O
11
12
13
14

 

><><><>< ><><><

111

Table 883. Trip #4 to Monterey, CA - Box A.

Orientation
2 3
X

33:):SCOGJVODUI-th-A

6
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X

 

112

Table 88b. Trip #4 to Monterey, CA - Box B.

Orientation
2 3

xx ><><><><><><><><><OD

><><><>< ><>< ><><><><><>< ><><><><

1
2
3
4
5
6
7
8
9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

 

113

Table B80. Trip #4 to Monterey, CA - Box C.

Orientation
2

X

><><><>< ><ch
><><><><><><><><>< ><

><><><><><><

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26

 

114

Table 88d. Trip #4 to Monterey, CA - Box D.

Orientation
2

(OWNOJU'l-wa—ib

X
X
X
X
X
X
X
X
X
X

 

115