نقش ایمنی در صنعت

ASME B 56.1:2005
نویسنده : محمد میلاد ناظران - ساعت ٦:٤٩ ‎ب.ظ روز دوشنبه ۳ فروردین ۱۳٩٤
 

Safety Standard
for Low Lift and
High Lift Trucks
Powered and Nonpowered Industrial Trucks
AN AMERICAN NATIONAL STANDARD
INDUSTRIAL TRUCK STANDARDS DEVELOPMENT FOUNDATION
ANSI/ITSDF B56.1-2005
(Reaffirmation of ASME B56.1-2004)
Date of Issuance: November 22, 2004
The next edition of this Standard is scheduled for publication in 2007. There will be no addenda
issued to this edition.
ITSDF issues written replies to inquiries concerning interpretations of technical aspects of this
Standard. Interpretations are published on the ITSDF Web site at http://www.itsdf.org as they are issued,
and will also be published within the next edition of the Standard.
ITSDF is the registered trademark of Industrial Truck Standards Development Foundation.
This code or standard was developed under procedures accredited as meeting the criteria for American National
Standards. The Standards Committee that approved the code or standard was balanced to assure that individuals from
competent and concerned interests have had an opportunity to participate. The proposed code or standard was made
available for public reviewand comment that provides an opportunity for additional public input fromindustry, academia,
regulatory agencies, and the public-at-large.
ITSDF does not “approve,” “rate,” or “endorse” any item, construction, proprietary device, or activity.
ITSDF does not take any position with respect to the validity of any patent rights asserted in connection with any
items mentioned in this document, and does not undertake to insure anyone utilizing a standard against liability for
infringement of any applicable letters patent, nor assume any such liability. Users of a code or standard are expressly
advised that determination of the validity of any such patent rights, and the risk of infringement of such rights, is
entirely their own responsibility.
Participation by federal agency representative(s) or person(s) affiliated with industry is not to be interpreted as
government or industry endorsement of this code or standard.
ITSDF accepts responsibility for only those interpretations of this document issued in accordance with the established
ITSDF procedures and policies, which precludes the issuance of interpretations by individuals.
Industrial Truck Standards Development Foundation
1750 K Street NW, Suite 460, Washington DC 20009
202-478-7599 http:\\www.itsdf.org
Copyright © 2005 by
INDUSTRIAL TRUCK STANDARDS DEVELOPMENT FOUNDATION
All rights reserved
Printed in U.S.A.
CONTENTS
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v
Committee Roster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vi
B56 Series Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii
Summary of Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ix
Part I Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3 Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Part II For the User . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4 General Safety Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5 Operating Safety Rules and Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
6 Maintenance and Rebuild Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Part III For the Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
7 Design and Construction Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Part IV Glossary of Commonly Used Words and Phrases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Part V References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figures
1 Operator-Up Counterbalanced Front/Side Loader Lift Truck . . . . . . . . . . . . . . . . . . . 36
2 Service Brake Performance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3 Typical Fork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4 Overhead Guard Cube Drop Test Deformation Limit . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5 Overhead Guard Impact Test Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
6 Overhead Guard Impact Deformation Limit (Sit-Down) . . . . . . . . . . . . . . . . . . . . . . . . 45
7 Overhead Guard Impact Deformation Limit (Stand-Up) . . . . . . . . . . . . . . . . . . . . . . . 45
8 Fork Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
9 Motorized Hand/Rider Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
10 Counterbalanced Front/Side Loader Lift Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
11 Types of Trucks: High Lift Counterbalanced Truck, Cantilever Truck, Rider
Truck, Forklift Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
12 High Lift Rider Platform Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
13 Low Lift Truck, Low Lift Platform Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
14 High Lift Order Picker Rider Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
15 Low Lift Order Picker Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
16 Motorized Hand Truck, Pallet Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
17 High Lift Motorized Hand Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
18 Narrow Aisle Rider Truck, Straddle Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
19 Operator-Up Counterbalanced Front/Side Loader Truck . . . . . . . . . . . . . . . . . . . . . . . 56
20 Reach Rider Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
21 Single Side Loader Rider Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Tables
1(a) Counterbalanced Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1(b) Counterbalanced Truck Handling Freight Containers . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2 Narrow Aisle High Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3 Narrow Aisle High Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4 Narrow Aisle High Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5 High Lift Order Picker Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
iii
6 High Lift Order Picker Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
7 Counterbalanced Front/Side Loader Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
8 Counterbalanced Front/Side Loader Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
9 Counterbalanced Front/Side Loader Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
10 Operator-Up Counterbalanced Front/Side Loader Lift Trucks. . . . . . . . . . . . . . . . . . . 32
11 Operator-Up Counterbalanced Front/Side Loader Lift Trucks. . . . . . . . . . . . . . . . . . . 33
12 Operator-Up Counterbalanced Front/Side Loader Lift Trucks. . . . . . . . . . . . . . . . . . . 35
13 Single Side Loader Lift Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
14 Lever- or Handle-Type Controls: Sequence of Location and Direction
of Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
15 Overhead Guard Impact Test Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
iv
FOREWORD
In June 1946, The American Society of Mechanical Engineers adopted a resolution to develop
a Safety Code for Powered industrial Trucks. On August 7, 1947, the American Standards Association
(now called the American National Standards Institute, Inc.) approved ASME sponsorship of
such a standard. An organizational meeting was held on May 20, 1948.
Comments from a first draft, dated 1949, were incorporated in a final draft dated November,
1949, which was submitted to Sectional Committee Members for letter ballot vote and was
unanimously affirmed. In June, 1950, ASA (now called ANSI) approved the code as submitted, and
issued it as ASA B56.1-1950, Safety Code for Industrial Powered Trucks.
In accordance with procedures to review the Standard every 5 years, revisions were developed
under ASA and its successor organizations as follows:
Revision Started Printed Standards Body
B56.1-1955 May 1948 March 1955 American Standards Association
B56.1-1959 March 1955 August 1959 American Standards Association
B56.1-1969 August 1959 September 1969 USA Standards Institute
B56.1-1975 October 1969 September 1975 American National Standards Institute
B56.1-1983 October 1975 April 1984 American National Standards Institute
B56.1-1988 April 1987 June 1988 American National Standards Institute
B56.1-1993 February 1993 January 1994 American National Standards Institute
B56.1-2000 March 1995 May 2000 American National Standards Institute
B56.1-2004 December 2003 November 2004 American National Standards Institute
ASME issues written replies to inquires concerning interpretations of technical aspects of this
Standard. Beginning with the 1998 edition, interpretations were included with the addenda service.
Interpretations are not part of the addenda to the Standard.
The 1993 edition of B56.1 was approved by the American National Standards Institute on
November 12, 1993.
The 2000 edition of B56.1 was approved by the American National Standards Institute on
January 19, 2000.
The 2004 edition of B56.1 was approved by the American National Standards Institute on April
20, 2004.
On August 1, 2005, management of the B56 Standards Committee and its subcommittees was
transferred from ASME to the Industrial Truck Standards Development Foundation. This Standard
was reaffirmed by the B56 Standards Committee after references to ASME were changed to
ITSDF.
This Standard shall become effective 1 year after its respective Date of Issuance. Part III
applies only to trucks manufactured after the effective date.
Safety codes and standards are intended to enhance public health and safety. Revisions result
from committee consideration of factors such as technological advances, new data, and changing
environmental and industry needs. Revisions do not imply that previous editions were inadequate.
ITSDF B56 STANDARDS COMMITTEE
Powered and Nonpowered Industrial Trucks
(The following is the roster of the Committee at the time of reaffirmation of this Standard.)
OFFICERS
R. N. Rogers, Chair
S. J. Simpson, Vice Chair
C.F Merther, Secretary
COMMITTEE PERSONNEL
L. J. Churches, Churches & Associates, Inc. J. A. Lyle, NACCO Material Handling
J. N. Eavenson, Commercial Turf Products, Ltd.
D. M. Graham, Ford Motor Co. W. J. Montwieler, The Industrial Truck Association
C. F. Merther, Alternate, The Industrial Truck Association
M. G. Herrstromer, AGV Products, Inc.
E. J. Ramsey, Sweepster
R. L. Riley, U.S. Army Tacom
D. E. Hupp, Aluminum Co. of America R. N. Rogers, Consultant
J. E. Johnson, Johnson Engineering Services, Inc. K. S. Sanders, East Penn Manufacturing Co., Inc.
P. J Kapust, U.S. Department of Labor — OSHA S. J. Simpson, Kalmar RT Center LLC
K. M. Stevanus, Alternate,  U.S. Department of Labor — OSHA F. E. Steinberger, General Motors Corp.
D. T. Labelle, Consultant R. E. Ward, Material Handling Industry of America
SUBCOMMITTEE B56.1 — LOW LIFT AND HIGH LIFT TRUCKS
D. M. Graham, Chair,  Ford Motor Co. D. A. Greer, Verizon Communications
D. L. Dunlap, Vice Chair, Crown Equipment Corp. D. E. Hupp, Aluminum Co. of America
S. L. McDermitt, Alternate, Crown Equipment Corp. T. M. Jeruzal, Daimler Chrysler Corp.
R. Mohamed, Secretary,  The American Society of Mechanical P. J. Kapust, U.S. Department of Labor, OSHA
Engineers J. A. Lyle, NACCO Material Handling
I. Avitan, Avitan & Associates, Inc. C. F. Merther, The Industrial Truck Association
C. A. Barnes, Consulting Engineer L. Mills, Van Dorn Demag Corp.
B. W. Bennett, General Motors of Canada, Ltd.
D. Mueller, BPR/RICO Equipment, Inc.
J. F. Bennett, Bennett Associates
D. J. Muhlenkamp, Toyota Material Handling USA, Inc.
L. J. Bovenzi, Eastman Kodak Co. D. G. Norton, The Raymond Corp.
M. Boyles, Taylor Machine Works C. C. Ragland, Multiton MIC Corp.
J. A. Braun, Toyota Material Handling USA, Inc. R. L. Riley, U.S. Army Tacom
L. J. Churches, Churches & Associates, Inc. R. N. Rogers, Consultant
J. H. Dobson, Safety and Health Associates, Ltd. J. B. Sevart, Sevart JB Consulting Engineer
B. Y. Tommina, Alternate,  Safety and Health Associates, Ltd. R. K. Smith, R. K. Smith Engineering, Inc.
F. Entwisle, Consultant K. R. Van Hook, Mitsubishi Caterpillar America, Inc.
J. L. Franks, Consultant R. D. Vincent, 3M
vi
POWERED AND NONPOWERED INDUSTRIAL TRUCKS
B56 SERIES INTRODUCTION
GENERAL
This Standard is one of a series that has been formulated
with the Industrial Truck Standards Development
Foundation as Sponsor in accordance with the
Accredited Organization method, the procedures accredited
by the American National Standards Institute,
Inc., and the following scope:
Establishment of the safety requirements relating to the
elements of design, operation, and maintenance; standardization
relating to principal dimensions to facilitate
interchangeability, test methods, and test procedures of
powered and nonpowered industrial trucks (not including
vehicles intended primarily for earth moving or
over-the-road hauling); and maintenance of liaison with
the International Organization for Standardization (ISO)
in all matters pertaining to powered and nonpowered
industrial trucks.
One purpose of the Standard is to serve as a guide
to governmental authorities having jurisdiction over
subjects within the scope of the Standard. It is expected,
however, that the Standard will find a major application
in industry, serving as a guide to manufacturers, purchasers,
and users of the equipment.
For convenience, Standards for Powered and Nonpowered
Industrial Trucks have been divided into separate
volumes:
Safety Standards
B56.1 Low Lift and High Lift Trucks
B56.5 Guided Industrial Vehicles and Automated
Functions of Manned Industrial Vehicles
B56.6 Rough Terrain Forklift Trucks
B56.8 Personnel and Burden Carriers
B56.9 Operator Controlled Industrial Tow Tractors
B56.10 Manually Propelled High Lift Industrial
Trucks
Standardization Standards
B56.11.1 Double Race or Bi-Level Swivel and Rigid
Industrial Casters
B56.11.4 Hook-Type Forks and Fork Carriers for
Powered Industrial Forklift Trucks
B56.11.5 Measurement of Sound Emitted by Low
Lift, High Lift, and Rough Terrain Powered
Industrial Trucks
B56.11.6 Evaluation of Visibility From Powered
Industrial Trucks
B56.11.7 Liquefied Petroleum Gas (LPG) Fuel Cylinders
(Horizontal or Vertical) Mounting —
Liquid Withdrawal — for Powered Industrial
Trucks
Safety standards that were previously listed as B56
volumes but now have different identification due to a
change in standards development assignments are as
follows
:
NFPA 505 Fire Safety Standard for Powered Industrial
Trucks Type Designations, Areas of
Use, Maintenance and Operation (formerly
B56.2)
UL 583 Standard for Safety for Electric-Battery-
Powered Industrial Trucks (formerly
B56.3)
UL 558 Standard for Safety for Internal Combustion
Engine-Powered Industrial Trucks
(formerly B56.4)
B56 volumes that have been withdrawn:
B56.7 Industrial Crane Trucks
B56.11.3 Load Handling Symbols for Powered Industrial
Trucks
3287 Powered Industrial Trucks: Symbols for
Operator Controls and Others Displays
If adopted for governmental use, the references to
other national standards in the specific volumes may
be changed to refer to the corresponding governmental
regulations.
The use of powered and nonpowered industrial trucks
is subject to certain hazards that cannot be completely
eliminated by mechanical means, but the risks can be
minimized by the exercise of intelligence, care, and common
sense. It is therefore essential to have competent
and careful operators, physically and mentally fit, and
thoroughly trained in the safe operation of the equipment
and the handling of the loads. Serious hazards are
overloading, instability of the load, obstruction to the
vii
free passage of the load, collision with objects or pedes- (b) indicate suggested change (addition, deletion,
trians, poor maintenance, and use of equipment for a revision, etc.)
purpose for which it was not intended or designed. (c) briefly state reason and/or evidence for suggested
Suggestions for improvement of these Standards, change
especially those based on actual experience in their (d) submit suggested changes to more than one paraapplication,
shall be submitted to the Secretary of the B56 graph in the order in which they appear in the volume.
Committee, Industrial Truck Standards Development Fo- The appropriate B56 Subcommittee will consider each
undation (ITSDF), 1750 K Street NW, Suite 460, Washin- suggested revision at its first meeting after receipt of
gton DC 20006. Comments shall be written in accord- the suggested revision(s).
ance with the following format:
(a) specify paragraph designation of the pertinent
volume
viii
ITSDF B56.1-2005
SUMMARY OF CHANGES
Following reaffirmation by the ITSDF B56 Committee and after public review, ITSDF
B56.1 - 2005 was approved as a reaffirmation of ASME B56.1-2004 by the American
National Standards Institute on September 1, 2005.
SPECIAL NOTE:
The interpretations to ITSDF B56.1 are included in this edition as a separate section for the user’s
convenience. The interpretations are not part of this edition or of the Standard itself.
ix
x
ASME B56.1-2004
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Part I
Introduction
1 SCOPE
This Standard defines the safety requirements relating
to the elements of design, operation, and maintenance
of low lift and high lift powered industrial trucks controlled
by a riding or walking operator, and intended
for use on compacted, improved surfaces.
2 PURPOSE
The purpose of this Standard is to promote safety
through the design, construction, application, operation,
and maintenance of low lift and high lift powered industrial
trucks. This Standard may be used as a guide by
governmental authorities desiring to formulate safety
rules and regulations. This Standard is also intended for
voluntary use by others associated with the manufacture
or use of low lift and high lift powered industrial trucks.
3 INTERPRETATION
3.1 Mandatory and Advisory Rules
To carry out the provisions of this Standard, all items
in Parts II, III, IV, and V are mandatory except those
including the word should, which are recommendations.
3.2 Classification of Approved Trucks
The word approved means the classification or listing
of trucks as to fire, explosion, and/or electric shock
hazard by a nationally recognized testing laboratory,
i.e., a laboratory qualified and equipped to conduct
examinations and tests such as those prescribed by
Underwriters Laboratories, Incorporated.
3.3 Requests for Interpretation
The B56 Committee will render an interpretation of
any requirement of this Standard. Interpretations will
1
be rendered only in response to a written request sent to
the Secretary of the B56 Committee, ITSDF, 1750 K Street
NW, Suite 460, Wa s hington DC 20006. The request
for interpretation shall be in the following format.
Subject: Cite the applicable paragraph number(s)
and provide a concise description.
Edition: Cite the applicable edition of the pertinent
standard for which the interpretation is
being requested.
Question: Phrase the question as a request for an interpretation
of a specific requirement suitable
for general understanding and use, not as
a request for approval of a proprietary
design or situation. The inquirer may also
include any plans or drawings that are necessary
to explain the question; however,
they should not contain proprietary names
or information.
ITSDF procedures provide for reconsideration of any
interpretation when or if additional information that
might affect an interpretation is available. Further, persons
aggrieved by an interpretation may appeal to the
cognizant ITSDF Committee or Subcommittee. ITSDF
does not “approve,” “certify,” “rate,” or “endorse” any
item, construction, proprietary device or activity.
3.4 Metric Conversions
The values stated in metric units are to be regarded
as the standard. U.S. Customary units are maintained
in the User’s section (in parentheses) as information for
those not familiar with metric units. The conversion to
U.S. Customary units is a direct (soft) conversion from
SI units.
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Part II
For the User
4 GENERAL SAFETY PRACTICES
4.1 Introduction
4.1.1 Part II contains requirements for the users of
powered industrial trucks. Included are requirements
for operator qualifications and training, operating safety
rules, and maintenance practices.
4.1.2 Unusual operating conditions may require
additional safety precautions and special operating
instructions.
4.1.3 Supervision is an essential element in the safe
operation of powered industrial trucks.
4.2 Modifications, Nameplates, Markings, and
Capacity
4.2.1 Except as provided in para. 4.2.2, no modifications
or alterations to a powered industrial truck that
may affect the capacity, stability, or safe operation of the
truck shall be made without the prior written approval of
the original truck manufacturer or its successor thereof.
When the truck manufacturer or its successor approves
a modification or alteration, appropriate changes shall
be made to capacity plates, decals, tags, and operation
and maintenance manuals.
4.2.2 If the truck manufacturer is no longer in business
and there is no successor to the business, the user
may arrange for a modification or alteration to a powered
industrial truck, provided however, the user
(a) arranges for modification or alteration to be
designed, tested, and implemented by an engineer(s)
expert in industrial trucks and their safety
(b) maintains a permanent record of the design,
test(s), and implementation of the modification or alteration
(c) makes appropriate changes to the capacity
plate(s), decals, tags, and operation and maintenance
manuals
(d) affixes a permanent and readily visible label on
the truck stating the manner in which the truck has
been modified or altered together with the date of the
modification or alteration, and the name of the organization
that accomplished the tasks
4.2.3 If the truck is equipped with a front-end attachment(
s), including fork extensions, the user shall see
that the truck is marked to identify the attachment(s),
2
show the weight of the truck and attachment combination,
and show the capacity of the truck with attachment(
s) at maximum elevation with the load laterally
centered.1
4.2.4 The user shall see that all nameplates and caution
and instruction markings are in place and legible.
4.2.5 The user shall consider that changes in load
dimension may affect truck capacity.
4.2.6 Fork extensions shall be designed for the application.
4.2.7 When modifications involve rebuild and repair
of the basic unit, they shall be made in accordance with
the manufacturer’s established criteria and procedures
(see para. 6.2).
4.2.8 Where steering must be accomplished with
one hand using a steering handwheel, a steering knob(s)
or equivalent shall be used to promote safe and effective
operation. The steering handwheel and knob configuration
shall be of a design that will minimize the hazard
from a spinning handwheel due to a road reaction feedback,
or the steering mechanism shall be of a type that
prevents road reactions from causing the steering handwheel
to spin. The steering knob(s) shall be within the
periphery of the steering handwheel.
4.2.9 Where steering can be accomplished with
either hand, and the steering mechanism is of a type
that prevents road reactions fromcausing the handwheel
to spin (power steering or equivalent), steering knobs
may be used. When used, steering knobs shall be of a
type that can be engaged by the operator’s hand from
the top, and shall be within the periphery of the steering
handwheel.
4.2.10 Batteries used in electric trucks shall comply
with the minimum/maximum battery weight range
shown on the truck nameplate.
4.3 Stopping Distance (Descending Grades)
4.3.1 When descending a grade, stopping distance
will be greater than on-level operation. Methods shall
be provided to allow for this condition. Some methods
are: reduce speed, limit loads, allow adequate clear space
at the bottom of the grade, etc. (see para. 5.3.8).
1 Weight value to be accurate within ±5%.
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCK ITSDF B56.1-2005
4.3.2 Approximate theoretical stopping distance for
a dry clean asphalt, brushed concrete, or equivalent surface
may be determined from the following formula:
0.394v2
s p
D − G
or
3.34v1
2
s1 p
D − G
where
D p drawbar drag, as a percent, as determined from
Fig. 2 (e.g., 25 for 25%)
G p percent grade (e.g., 5 for 5%)
s p distance to stop, m
s1 p distance to stop, ft
v p velocity, km/h
v1 p velocity, mph
4.4 Stability
4.4.1 Experience has shown that high lift trucks that
comply with the stability requirements stated in para. 7.6
are stable when properly operated. However, improper
operation, faulty maintenance, or poor housekeeping
may contribute to a condition of instability and defeat
the purpose of the Standard.
4.4.2 Some of the conditions that may affect stability
are: ground and floor conditions, grade, speed, loading
(trucks equipped with attachments behave as partially
loaded trucks even when operated without a load on
the attachment), battery weight, dynamic and static
forces, and the judgment exercised by the operator.
4.4.3 On electric trucks, use only a battery or batteries
having a total service weight within the minimum/
maximum range specified on truck nameplate. See para.
7.5.8 for information on battery weight.
4.4.4 Users shall give consideration to special
operating conditions. The amount of forward and rearward
tilt to be used is governed by the application. The
use of maximum rearward tilt is allowable under certain
conditions such as traveling with the load lowered. The
stability of a truck as determined by the tests outlined
in para. 7.6 does not encompass consideration for excessive
tilt at high elevations, or the operation of trucks
with excessive off-center loads.
4.4.5 Some users may decide to establish, for their
own use, stability requirements that will vary from those
in para. 7.6. However, the requirements in para. 7.6
should serve as a guide for the user, working with the
manufacturer, in establishing his own more stringent
requirements.
3
4.5 Safety Guards
4.5.1 Overhead Guards
4.5.1.1 High lift rider trucks, including order
picker trucks, shall be fitted with an overhead guard
manufactured in accordance with para. 7.29.
4.5.1.2 An overhead guard is intended to offer
protection to the operator from falling objects but cannot
protect against every possible impact. Therefore, it
should not be considered a substitute for good judgment
and care in loading, handling, storage, etc.
4.5.1.3 Under certain unusual operating conditions,
a stronger guard, or one having openings of
smaller size, may be specified by the user, working with
the truck manufacturer.
4.5.1.4 Exceptions
(a) Where overhead obstructions limit the overall
lowered height of the truck, normal overhead guard
height and the vertical clearance under the guard may
be reduced to permit operation with a guard.
(b) The user may operate the truck without the overhead
guard, provided all of the following conditions
are met:
(1) vertical movement of the lifting mechanism is
restricted to 1 825 mm (72 in.) or less from the ground
(2) the truck will operate only in an area where
(a) the bottom of the top tiered load is not higher
than 1 825 mm (72 in.) and the top is not more than
3 050 mm (120 in.) from the ground when tiered
(b) only stable (preferably interlocked, unitized,
or containerized) loads are handled
(c) there is protection against falling objects from
adjacent high stack areas
4.5.2 Load Backrest Extension. If the type of load
presents a hazard, the user shall equip forklift trucks
with a vertical load backrest extension manufactured in
accordance with para. 7.28.
4.5.3 Operator Compartment Guards. For stand up,
end controlled, narrow aisle trucks, more or less guarding
than specified by paras. 7.30 and 7.36 may be
required to enhance safe operation. Changes shall be
determined through cooperation between the user and
manufacturer.
4.6 Fuel Handling and Storage
4.6.1 The storage and handling of liquid fuels (such
as gasoline and diesel fuel) shall be in accordance with
ANSI/NFPA 505 and ANSI/NFPA 30.
4.6.2 The storage and handling of liquefied petroleum
gas fuel shall be in accordance with ANSI/NFPA
505 and ANSI/NFPA 58.
ITSDF B56.1-2005
4.7 Changing and Charging Storage Batteries for
Electric Trucks
4.7.1 Battery changing and charging facilities and
procedures shall be in accordance with ANSI/NFPA 505.
4.7.2 The charger connector shall not be plugged
into the truck connector under any circumstances.
4.7.3 To avoid damage to equipment or injury to
personnel, consult manufacturer’s procedures when
replacing contacts in any battery connector.
4.7.4 Failure to comply with specified nameplate
battery weight range could result in truck instability.
4.8 Hazardous Locations
4.8.1 It shall be the responsibility of the user to
determine the hazard classification of any particular
atmosphere or location according to ANSI/NFPA 505.
4.8.2 Powered industrial trucks operated in and batteries
used in hazardous areas shall be approved and
of the type required by ANSI/NFPA 505.
Dependent on the proposed type of truck and area,
approved trucks shall be built in compliance with one
of the following:
(a) UL 558
(b) UL 583
4.8.3 Trucks and areas of use shall be marked in
accordance with ANSI/NFPA 505.
4.9 Aisles and Obstructions
4.9.1 Permanent aisles, roadways or passageways,
floors, and ramps shall be defined in some fashion or
marked to conform with ANSI Z535.2.
4.9.2 Permanent or temporary protrusions of loads,
equipment, material, and construction facilities into the
usual operating area shall be guarded, clearly and distinctively
marked, or clearly visible.
4.10 Lighting for Operating Areas
4.10.1 Controlled lighting of adequate intensity
should be provided in operating areas in conformance
with ANSI/IES RP7.
4.10.2 Where operating conditions indicate, the user
shall be responsible for having the truck equipped with
lights.
4.11 Control of Noxious Gases and Fumes
4.11.1 Carbon monoxide is a colorless, odorless,
tasteless, poisonous gas. This gas is the product of
incomplete burning of any material containing carbon,
such as gasoline, LP and natural gas, and diesel fuel.
Internal combustion engines that use these fuels are
sources of exposure in the workplace. Control of carbon
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
monoxide levels in the workplace is dependent on ventilation
and proper maintenance of carbon monoxide producers
including internal combustion-powered
equipment.
Properly running internal combustion engines will
still produce carbon monoxide emissions and deplete
the oxygen supply sufficiently, affecting the ambient air
of the work environment if the ambient air exchange is
not adequate. Always use ventilation as the primary
means of control by providing necessary air exchange
capability.
4.11.2 Ventilation shall be provided in enclosed
areas where internal combustion-powered equipment is
used to maintain an atmosphere that shall not exceed
the contamination levels specified by the American Conference
of Governmental Industrial Hygienists, “Threshold
Limit Values of Airborne Contaminants.” (See 29
CFR 1910.1000 Table Z-1.) This includes the atmosphere
within the truck cab when a cab is provided.
4.11.3 Common symptoms of carbon monoxide
exposure may include headaches, dizziness, and nausea.
If employees exhibit these symptoms, move them into
fresh air, seek medical attention as required, and determine
the source of carbon monoxide by monitoring
“threshold limit values” in areas of exposure.
4.11.4 Questions concerning degree of concentration
and methods of sampling to ascertain the conditions
present should be referred to a qualified professional.
Users must follow applicable local, state, and federal
regulations that apply to their workplace.
4.12 Sound
Powered industrial trucks can contribute to the ambient
sound in the work area. Consideration should be
given to the sound exposure of personnel in the work
area.
4.13 Dockboards (Bridge Plates)2
4.13.1 Portable and powered dockboards shall be
marked conspicuously with their carrying capacity. The
carrying capacity indicated shall not be exceeded.
4.13.2 Portable dockboards shall be secured in position,
either by being anchored or by being equipped
with devices that will prevent their slipping.
4.13.3 Handholds or other effective means shall be
provided on portable dockboards to permit safe handling.
Where possible, fork loops or lugs shall be provided
for handling by fork trucks.
4.13.4 All types of dockboards shall have a high
friction surface designed to reduce the possibility of
employees or trucks slipping.
2 Dockboard recommendations also apply to bridge plates.
4
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
4.13.5 All types of dockboards shall be designed
and maintained so that one end will have a substantial
contact with the dock (or loading platform) and the other
end with the transport vehicle to prevent the dockboard
from rocking or sliding.
4.14 Trucks and Railroad Cars
4.14.1 When powered industrial trucks are driven
on and off highway trucks or trailers, the brakes on the
highway trucks or trailers shall be applied, and wheel
chocks or other positive mechanical means shall be used
to prevent unintentional movement of highway trucks
and trailers.
4.14.2 Provision shall be made to prevent railroad
cars from being moved during loading and unloading.
Wheel stops, hand brakes, or other recognized positive
means shall be used to prevent movement during loading
and unloading.
4.14.3 Whenever powered industrial trucks are
driven on and off semitrailers not coupled to a tractor,
supports may be needed to prevent upending or corner
dipping.
4.14.4 Maintain a safe distance from the edge of
ramps, platforms, or other similar working surfaces.
4.14.5 Do not move railroad cars or trailers with a
powered industrial truck unless the truck is properly
designed and equipped for that operation.
4.15 Warning Device
4.15.1 Every truck shall be equipped with an operator-
controlled horn, whistle, gong, or other sound-producing
device(s).
4.15.2 The user shall determine if operating conditions
require the truck to be equipped with additional
sound-producing or visual (such as lights or blinkers)
devices, and be responsible for providing and maintaining
such devices.
4.16 Relocating Powered Industrial Trucks
When utilizing lifting equipment such as elevators,
cranes, ship hoisting gear, etc., to relocate a powered
industrial truck, the user shall ensure that the capacity
of the hoisting equipment being used is not exceeded.
4.17 Elevating Personnel
4.17.1 Only operator-up high lift trucks have been
designed to lift personnel. If a work platform is used
on trucks designed and intended for handling materials,
the requirements of paras. 4.17.2 and 4.17.3 shall be met
for the protection of personnel.
4.17.2 Whenever a truck is used to elevate personnel,
the following precautions for the protection of personnel
shall be taken:
5
ITSDF B56.1-2005
(a) Comply with the design requirements in para. 7.36
of this Standard.
(b) Provide protection for personnel in their normal
working position on the platform from moving parts of
the truck that represent a hazard.
(c) Be certain that required restraining means such as
railings, chains, cable, body belt(s) with lanyard(s), or
deceleration devices, etc., are in place and properly used.
(d) Be certain that the lifting mechanism is operating
smoothly throughout its entire lift height, both empty
and loaded, and that all lift limiting devices and latches,
if provided, are functional.
(e) Provide overhead protection as indicated to be
necessary by the operating conditions.
(f) Replace any body belt, lanyard, or deceleration
device that has sustained permanent deformation or is
otherwise damaged.
4.17.3 Whenever a truck is equipped with a work
platform (does not include operator-up high lift trucks),
precautions specified in para. 4.17.2 shall be taken and
the following additional precautions shall be taken for
the protection of personnel:
(a) Provide a platform that complies with the design
requirements in para. 7.37.3.
(b) The platform attachment means are applied and
the platform is securely attached to the lifting carriage
or forks.
(c) When the lifting carriage and/or forks are supporting
the platform used to elevate personnel, the lifting
carriage and/or forks are secured to prevent them
from pivoting upward.
(d) The mast is vertical — do not operate on a side
slope.
(e) The platform is horizontal and centered and not
tilted forward or rearward when elevated.
(f) The truck has a firm and level footing.
(g) Place all travel controls in neutral and set parking
brake.
(h) Before elevating personnel, mark area with cones
or other devices to warn of work by elevated personnel.
(i) Lift and lower personnel smoothly, with caution,
and only at their request.
(j) Avoid overhead obstructions and electric wires.
(k) Keep hands and feet clear of controls other than
those in use.
(l) Move truck and/or platform slowly, only for minor
adjustments in horizontal positioning when personnel
are on the platform, and only at their request.
(m) On trucks equipped with rotators, mechanically
secure the rotator to prevent movement.
(n) Have a trained operator in position to control the
truck, or available to operate controls. When the operator
is not in the operating position, engage the parking
brake and block the wheels.
ITSDF B56.1-2005
(o) The combined weight of the platform, load, and
personnel is not to exceed one-half of the capacity as
indicated on the nameplate of the truck on which the
platform is used.
(p) Personnel are to remain on the platform floor. Use
of railings, planks, ladders, etc., on the platform for
purpose of achieving additional reach or height is prohibited.
(q) Personnel and equipment on the platform are not
to exceed the available space.
(r) Lower platform to floor level for personnel to enter
and exit. Do not climb on any part of the truck in
attempting to enter and exit.
4.18 Operator Qualifications
Only trained and authorized persons shall be permitted
to operate a powered industrial truck. Operators of
powered industrial trucks shall be qualified as to visual,
auditory, physical, and mental ability to operate the
equipment safely according to para. 4.19 and all other
applicable parts of para. 4.
4.19 Operator Training
4.19.1 Personnel who have not been trained to operate
powered industrial trucks may operate a truck for
the purposes of training only, and only under the direct
supervision of the trainer. This training should be conducted
in an area away from other trucks, obstacles, and
pedestrians.
4.19.2 The operator training program should
include the user’s policies for the site where the trainee
will operate the truck, the operating conditions for that
location, and the specific truck the trainee will operate.
The training program shall be presented to all new operators
regardless of previous experience.
4.19.3 The training program shall inform the trainee
of the following:
(a) The primary responsibility of the operator is to
use the powered industrial truck safely following the
instructions given in the training program.
(b) Unsafe or improper operation of a powered industrial
truck can result in
(1) death or serious injury to the operator or others
(2) damage to the powered industrial truck or other
property
4.19.4 The training program shall emphasize safe
and proper operation to avoid injury to the operator and
others and prevent property damage, and shall cover the
following areas:
(a) fundamentals of the powered industrial truck(s)
the trainee will operate, including
(1) characteristics of the powered industrial
truck(s), including variations between trucks in the
workplace
(2) similarities to and differences from automobiles
6
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
(3) significance of nameplate data, including rated
capacity, warnings, and instructions affixed to the truck
(4) operating instructions and warnings in the
operating manual for the truck, and instructions for
inspection and maintenance to be performed by the
operator
(5) type of motive power and its characteristics
(6) method of steering
(7) braking method and characteristics, with and
without load
(8) visibility, with and without load, forward and
reverse
(9) load handling capacity, weight and load center
(10) stability characteristics with and without load,
with and without attachments
(11) controls-location, function, method of operation,
identification of symbols
(12) load handling capabilities, forks, attachments
(13) hazards due to production of carbon monoxide
by internal combustion engines and common initial
symptoms of exposure
(14) fueling and battery charging
(15) guards and protective devices for the specific
type of truck
(16) other characteristics of the specific industrial
truck
(b) operating environment and its effect on truck
operation, including
(1) floor or ground conditions including temporary
conditions
(2) ramps and inclines, with and without load
(3) trailers, railcars, and dockboards (including the
use of wheel chocks, jacks, and other securing devices)
(4) fueling and battery charging facilities
(5) the use of “classified” trucks in areas classified
as hazardous due to risk of fire or explosion, as defined
in ANSI/NFPA 505
(6) narrow aisles, doorways, overhead wires and
piping, and other areas of limited clearance
(7) areas where the truck may be operated near
other powered industrial trucks, other vehicles, or
pedestrians
(8) use and capacity of elevators
(9) operation near edge of dock or edge of
improved surface
(10) other special operating conditions and hazards
that may be encountered
(c) operation of the powered industrial truck,
including:
(1) proper preshift inspection and approved
method for removing from service a truck that is in need
of repair
(2) load handling techniques: lifting, lowering,
picking up, placing, tilting
(3) traveling, with and without loads; turning
corners
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
(4) parking and shutdown procedures
(5) other special operating conditions for the specific
application
(d) operating safety rules and practices, including:
(1) provisions of this Standard in paras. 5.1 to 5.4
address operating safety rules and practices
(2) provisions of this Standard in para. 5.5 address
care of the truck
(3) other rules, regulations, or practices specified
by the employer at the location where the powered
industrial truck will be used
(e) Operational training practice, including:
(1) if feasible, practice in the operation of powered
industrial trucks shall be conducted in an area separate
from other workplace activities and personnel
(2) training practice shall be conducted under the
supervision of the trainer
(3) training practice shall include the actual operation
or simulated performance of all operating tasks
such as load handling, maneuvering, traveling, stopping,
starting, and other activities under the conditions
that will be encountered in the use of the truck
4.19.5 Testing, Retraining, and Enforcement
(a) During training, performance and oral and/or
written tests shall be given by the employer to measure
the skill and knowledge of the operator in meeting the
requirements of the Standard. Employers shall establish
a pass/fail requirement for such tests. Employers may
delegate such testing to others but shall remain responsible
for the testing. Appropriate records shall be kept.
(b) Operators shall be retrained when new equipment
is introduced, existing equipment is modified, operating
conditions are changed, or an operator’s performance
is unsatisfactory.
(c) The user shall be responsible for enforcing the safe
use of the powered industrial truck according to the
provisions of this Standard.
NOTE: Information on operator training is available from such
sources as powered industrial truck manufacturers, government
agencies dealing with employee safety, trade organizations of users
of powered industrial trucks, public and private organizations,
and safety consultants.
5 OPERATING SAFETY RULES AND PRACTICES
5.1 Operator Responsibility
5.1.1 Safe operation is the responsibility of the
operator.
5.1.2 The operator shall develop safe working habits
and also be aware of hazardous conditions in order to
protect himself, other personnel, the truck, and other
material.
5.1.3 The operator shall be familiar with the operation
and function of all controls and instruments before
undertaking to operate the truck.
7
5.1.4 Before operating any truck, truck operators
shall have read and be familiar with the operator’s manual
for the particular truck being operated and they shall
also abide by the safety rules and practices in paras. 5.2
through 5.5.
5.1.5 Before operating any truck, the operator shall
be familiar with unusual operating conditions that may
require additional safety precautions or special
operating instructions.
5.2 General
5.2.1 Before starting to operate the truck
(a) be in operating position
(b) place directional controls in neutral
(c) disengage clutch on manual transmissionequipped
trucks, or apply brake on power shift or automatic
transmission-equipped trucks and electric trucks
(d) start engine or turn switch of electric truck to
“ON” position
5.2.2 Do not start or operate the truck, any of its
functions or attachments, from any place other than
from the designated operator’s position.
5.2.3 Keep hands and feet inside the operator’s compartment.
Do not put any part of the body outside the
operator compartment of the truck.
5.2.4 Never put any part of the body into the mast
structure or between the mast and the truck.
5.2.5 Never put any part of the body within the
reach mechanism of the truck or other attachments.
5.2.6 Understand truck limitations and operate the
truck in a safe manner so as not to cause injury to personnel.
Safeguard pedestrians at all times.
(a) Do not drive a truck up to anyone standing in
front of an object.
(b) Ensure that personnel stand clear of the rear swing
area before conducting turning maneuvers.
(c) Exercise particular care at cross aisles, doorways,
and other locations where pedestrians may step into the
path of travel of the truck.
5.2.7 Do not allow anyone to stand or pass under
the elevated portion of any truck, whether empty or
loaded.
5.2.8 Do not permit passengers to ride on powered
industrial trucks unless a safe place to ride has been
provided by the manufacturer.
5.2.9 A powered industrial truck is attended when
the operator is less than 8 m (25 ft) from the stationary
truck, which remains in his view.
5.2.10 A powered industrial truck is unattended
when the operator is more than 8 m (25 ft) from the
truck, which remains in his view, or whenever the operator
leaves the truck and it is not in his view.
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
5.2.11
(a) Before leaving the operator’s position
(1) bring truck to a complete stop
(2) place directional controls in neutral
(3) apply the parking brake
(4) lower load-engaging means fully, unless supporting
an elevated platform
(b) When leaving the truck unattended
(1) stop the engine or turn off the controls
(2) if the truck must be left on an incline, block the
wheels
(3) fully lower the load-engaging means
5.2.12 Maintain a safe distance from the edge of
ramps, platforms, and other similar working surfaces.
Do not move railroad cars with a powered industrial
truck.
5.2.13 Do not use a truck for opening or closing
railroad car doors, unless the truck utilizes a device
specifically designed for opening and closing railroad
car doors and the operator is trained in its use.
The design of the door-opening device shall require
the truck to travel parallel to the railroad car, with the
force applied in a direction parallel with the door travel.
Care should be exercised when engaging the door opening
device with the railroad car door, in order to prevent
damage to the doors and/or fork truck by heavy impact
forces. The entire door opening operation shall be in
full view of the operator. The fork truck shall always
be positioned to safeguard the dock attendant while
removing the door lock pin. Whenever a railroad car
door requires an abnormal force to open, the truck operator
shall report the condition to his supervisor or as
instructed.
5.2.14 When powered industrial trucks are driven
on and off highway trucks or trailers, the brakes on the
highway trucks or trailers shall be applied and wheel
chocks or other positive mechanical means shall be used
to prevent unintentional movement of highway trucks
and trailers.
Whenever powered industrial trucks are driven on
and off semitrailers that are not coupled to a tractor,
supports may be needed to prevent upending or corner
dipping.
5.2.15 Provision shall be made to prevent railroad
cars from being moved during loading and unloading.
Wheel stops, hand brakes, or other recognized positive
means shall be used to prevent movement of railroad
cars during loading and unloading.
5.2.16 Care shall be taken not to contact overhead
installations such as lights, wiring, pipes, sprinkler systems,
etc.
5.2.17 An overhead guard shall be used on all high
lift rider trucks as protection against falling objects,
unless all of the following conditions are met:
(a) Vertical movement of the lifting mechanism is
restricted to 1 825 mm (72 in.) or less from the ground.
(b) The truck will be operated only in an area where
(1) the bottom of the top tiered load is not higher
than 1 825 mm (72 in.) and the top is not more than
3 050 mm (120 in.) from the ground when tiered.
(2) only stable, and preferably interlocked, unitized,
or containerized, loads are handled.
(3) there is protection against falling objects from
adjacent, high stack areas. An overhead guard is
intended to offer protection from falling objects but cannot
protect against every possible impact. It should not
be considered a substitute for good judgment and care
in load handling.
(c) The truck is marked to identify where it can be
operated.
5.2.18 A load backrest extension shall be used when
necessary to guard against a load, or part of it, from
falling toward the operator.
5.2.19 In areas classified as hazardous, use only
trucks approved for use in those areas.
5.2.20 Report all accidents involving personnel,
building structures, and equipment to the supervisor or
as directed.
5.2.21 Do not add to, or modify, the truck.
5.2.22 Do not block access to fire aisles, stairways,
or fire equipment.
5.2.23 Motorized hand trucks shall not be ridden
unless they are of the hand/rider design.
5.2.24 Whenever a truck without controls that are
elevatable with the lifting carriage or forks is used to
elevate personnel
(a) the platform attachment means are applied and
the platform is securely attached to the lifting carriage
or forks.
(b) be certain that the lifting mechanism is operating
smoothly throughout its entire lift height, both empty
and loaded, and that all lift limiting devices and latches,
if provided, are functional.
(c) the mast is vertical — do not operate on a side
slope.
(d) the platform is horizontal and centered and not
tilted forward or rearward when elevated.
(e) the truck has a firm and level footing.
(f) place all travel controls in neutral and set parking
brake.
(g) before elevating personnel, mark area with cones
or other devices to warn of work by elevated personnel.
(h) lift and lower personnel smoothly, with caution,
and only at their request;
(i) avoid overhead obstructions and electric wires.
8
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
(j) keep hands and feet clear of controls other than
those in use.
(k) move truck and/or platform slowly, only for
minor adjustments in horizontal positioning when personnel
are on the platform, and only at their request.
(l) on trucks equipped with rotators, assure that the
rotator is mechanically secured to prevent movement.
(m) when not in the operating position, engage the
parking brake and block the wheels.
(n) the combined weight of the platform, load, and
personnel is not to exceed one-half of the capacity as
indicated on the nameplate of the truck on which the
platform is used.
(o) personnel are to remain on the platform floor. Use
of railings, planks, ladders, etc., on the platform for
the purpose of achieving additional reach or height is
prohibited.
(p) personnel and equipment on the platform are not
to exceed the available space.
(q) lower platform to floor level for personnel to enter
and exit. Do not climb on any part of the truck in
attempting to enter and exit.
(r) restraining means such as rails, chains, etc., should
be in place, or persons on the work platform shall wear
a body belt and lanyard or retractable safety device.
5.2.25 The exhaust from all internal combustion
engines contain carbon monoxide, a colorless, odorless,
tasteless, poisonous gas. Exposure to carbon monoxide
can cause serious injury or health problems, including
death.
(a) Carbon monoxide can become concentrated in
areas such as trailers, containers, coolers, freezers, and
poorly ventilated rooms or buildings. Therefore, limit
internal combustion engine usage in those areas.
(b) Common symptoms of carbon monoxide exposure
may include headache, dizziness, and nausea. The
smell of internal combustion engine exhaust means carbon
monoxide could be present.
(c) If an operator experiences these symptoms, move
him into fresh air, seek medical attention as required,
and contact your employer so he can monitor “threshold
limit values.” (Consideration should be given to shutting
off the operator’s internal combustion engine.)
5.3 Traveling
5.3.1 Observe all traffic regulations including
authorized plant speed limits. Under normal traffic conditions,
keep to the right. Maintain a safe distance, based
on speed of travel, from the truck ahead; and keep the
truck under control at all times.
5.3.2 Yield the right of way to pedestrians and emergency
vehicles such as ambulances and fire trucks.
5.3.3 Do not pass another truck traveling in the same
direction at intersections, blind spots, or at other dangerous
locations.
ITSDF B56.1-2005
5.3.4 Slow down and sound the audible warning
device(s) at cross aisles and other locations where vision
is obstructed.
5.3.5 Cross railroad tracks at an angle wherever possible.
Do not park closer than 2 m (6 ft) to the nearest
rail of a railroad track.
5.3.6 Keep a clear view of the path of travel and
observe for other traffic, personnel, and safe clearances.
5.3.7 If the load being carried obstructs forward
view, travel with the load trailing.
5.3.8 Ascend or descend grades slowly, and with
caution.3
(a) When ascending or descending grades in excess
of 5%, loading rider trucks shall be driven with the load
upgrade.
(b) Unloaded trucks should be operated on all grades
with the load-engaging means downgrade.3
(c) On all grades the load and load-engaging means
shall be tilted back, if applicable, and raised only as far
as necessary to clear the road surface.
(d) Avoid turning, if possible, and use extreme caution
on grades, ramps, or inclines; normally travel straight
up and down.
5.3.9 Under all travel conditions, operate the truck
at a speed that will permit it to be brought to a stop in
a safe manner.
5.3.10 Travel with load-engaging means or load low
and, where possible, tilted back. Do not elevate the load
except during stacking. This does not apply to trucks
that are intended normally to be operated with the load
or load-engaging means elevated.
5.3.11 Make starts, stops, turns, or direction reversals
in a smooth manner so as not to shift load and/or
overturn the truck.
5.3.12 Do not indulge in stunt driving or horseplay.
5.3.13 Slow down for wet and slippery floors.
5.3.14 Before driving over a dockboard or bridge
plate, be sure that it is properly secured. Drive carefully
and slowly across the dockboard or bridge plate, and
never exceed its rated capacity.
5.3.15 Do not drive trucks onto any elevator unless
specifically authorized to do so. Do not exceed the capacity
of the elevator. Approach elevators slowly, and then
enter squarely after the elevator car is properly leveled.
Once on the elevator, neutralize the controls, shut off
power, and set brakes. It is advisable that all other personnel
leave the elevator before truck is allowed to enter
or leave.
3 High lift order picker trucks are not normally intended for
operation on a grade. Consult manufacturer’s operating instructions
for recommended operating procedures.
9
ITSDF B56.1-2005
5.3.16 Avoid running over loose objects on the roadway
surface.
5.3.17 When negotiating turns, reduce speed to a
safe level consistent with the operating environment.
Make the turns smoothly. Except when maneuvering at
a very low speed, turn the steering control at a moderate,
even rate.
5.3.18 The operation of a counterbalanced, center
control, high lift truck with a sit-down, nonelevating
operator requires special safety considerations, as
follows:
(a) An industrial truck, loaded or unloaded, may tip
over if an operator fails to slow down to a safe speed
before making turns. Indications that a truck is being
driven at an excessive speed during turning maneuvers
include
(1) tire skidding
(2) truck side sway
(3) wheel lift
(4) the need to grip the steering wheel tightly to
keep from sliding out of the seat
(b) The likelihood of lateral tipover is increased under
any of the following conditions, or combinations of
them:
(1) overloading
(2) traveling with the load elevated
(3) braking or accelerating sharply while turning
(4) rearward tilt or off-center positioning of the load
(5) traveling on an uneven surface
(6) traveling at excessive speed
(c) Tipping forward can occur and its likelihood is
increased under the following conditions, or combination
of them:
(1) overloading
(2) traveling with the load tilted forward and/or
elevated
(3) hard braking while traveling forward
(4) suddenly accelerating while traveling in reverse
(d) The operator should stay with the truck if lateral
or longitudinal tipover occurs. The operator should hold
on firmly and lean away from the point of impact.
(e) The operator should stay with the truck if it falls
off a loading dock or ramp. The operator should hold
on firmly and lean away from the point of impact.
(f) Where the environment presents a severe hazard,
or there are other unusual operating conditions, the user
may need to establish different and/or additional safety
precautions and special operating instructions appropriate
for the conditions.
5.3.19 An active operator protection device or system,
when provided, shall be used. Operator protection
in the event of tipover is intended to reduce the risk of
entrapment of the head and torso between the truck and
the ground but may not protect the operator against all
10
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
possible injury (see para. 7.2.2). However, steps indicated
in paras. 5.3.18(d) and (e) should still be
adhered to.
5.3.20 Motorized hand truck operation requires special
safety considerations as follows:
(a) Never operate with greasy hands.
(b) Foot protection is recommended.
(c) Do not ride on the truck.
(d) Keep feet clear of truck frame while operating.
(e) Always keep hands and fingers inside the protected
area of the control handle.
(f) Be cautious when traveling in reverse (load end
leading) due to steering characteristics.
(g) Be careful of drive end swing when turning while
operating with load end leading.
(h) Use caution when turning into an aisle. The load
wheels tend to cut the corner.
(i) Never travel at a speed greater than normal walking
speed [approximately 5.6 km/h (3.5 mph)].
(j) Always place both hands on the control handle
when operating with the load end leading.
(k) Always operate with one hand on controls, and
when possible, walk ahead and to the side of the tongue
when traveling forward (load end trailing).
(l) Enter elevator or other confined areas with the
load end leading.
(m) Operate on grades with the load end down grade.
If the load restricts visibility, or requires the load back
rest to retain the load, travel down the grade with the
load end up grade, with the operator positioned off to
one side per para. 5.3.20(k).
5.3.21 When operating a low lift order picker truck
with a coasting system feature (see para. 7.23.5) engaged,
the operator shall take the following precautions.
(a) The coasting system shall be used only on a level
surface free of debris.
(b) The coasting system shall not be used to permit
the truck to coast into a cross aisle.
(c) The coasting system shall not be used in pedestrian
walkways.
(d) Care shall be taken to walk along the side of the
lift truck and not into the path of the coasting truck.
5.3.22 The operation of high lift, rear entry end control,
narrow aisle, and reach trucks either loaded or
unloaded with a standup, nonelevating operator
requires special safety considerations as follows:
(a) An industrial truck may tip over if an operator
fails to slow down to a safe speed before making turns.
Indications that a truck is being driven at an excessive
speed during maneuvers include
(1) tire skidding
(2) truck side sway
(3) wheel lift
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
(b) The likelihood of lateral tipover is increased under
any of the following conditions, or combinations of them
(1) overloading
(2) traveling with the load or load handling mechanism
elevated
(3) braking or accelerating sharply while turning
(4) excessive tilt or off-center positioning of the
load
(5) traveling on an uneven surface
(6) traveling at excessive speed
(7) turning on an incline or ramp
(c) Tipping forward can occur and its likelihood is
increased under the following conditions, or combination
of them
(1) overloading
(2) traveling with the load tilted or reached forward
and/or elevated
(3) hard braking while traveling forward
(4) sudden acceleration while traveling in reverse
(5) driving with the load down slope on a steep
incline or ramp
(6) hitting overhead obstacles or collisions with
other objects
(d) A dock type tipover can occur if a truck is steered
over the edge, or driven off a dock or ramp. They can
also occur if a highway truck or trailer rolls away from
the dock or is driven away during loading or unloading.
(e) These trucks are designed with open operator
compartments to permit easy ingress and egress.
Although there is no sure way in all circumstances to
avoid injury, where possible, in the event of an imminent
tipover or off the dock accident, the operator should
step off and away from the truck. These actions are
intended to reduce the risk of serious injury or death.
(f) For nontipover accidents such as an imminent collision
with other objects in the work environment, the
operator should utilize the protection provided by the
compartment by staying within its confines.
(g) Where the environment presents a severe hazard,
or there are unusual operating conditions, the user may
find it beneficial to establish different, or additional precautions
and special operating instructions appropriate
for those conditions.
5.4 Loading
5.4.1 Handle only stable or safely arranged loads.
(a) When handling off-center loads that cannot be
centered, operate with extra caution.
(b) Handle only loads within the capacity of the truck.
(c) Handle loads exceeding the dimensions used to
establish truck capacity with extra caution. Stability and
maneuverability may be adversely affected.
(d) Handle loads only with the load engaging means
and do not transport loads or miscellaneous items within
the operator’s compartment or other areas of the truck,
11
unless a secure area has been provided and designated
by the user.
5.4.2 When attachments are used, extra care shall
be taken in securing, manipulating, positioning, and
transporting the load. Operate trucks equipped with
attachments as partially loaded trucks when not handling
a load.
5.4.3 Completely engage the load with the loadengaging
means. Fork length should be at least twothirds
of load length. Where tilt is provided, carefully
tilt the load backward to stabilize the load. Caution
should be used in tilting backward with high or segmented
loads (see paras. 5.2.17 and 5.2.18).
5.4.4 Use extreme care when tilting load forward or
backward, particularly when high tiering. Do not tilt
forward with load-engaging means elevated except to
pick up or deposit a load over a rack or stack. When
stacking or tiering, use only enough backward tilt to
stabilize the load.
5.4.5 The handling of suspended loads by means of a
crane arm (boom) or other device can introduce dynamic
forces affecting the stability of a truck that are not considered
in the stability criteria of para. 7.6. Grades and
sudden starts, stops, and turns can cause the load to
swing and create a hazard.
When handling suspended loads:
(a) do not exceed the truck manufacturer’s capacity
of the trucks as equipped for handling suspended loads
(b) only lift the load vertically and never drag it horizontally
(c) transport the load with the bottom of the load and
the mast as low as possible
(d) with load elevated, maneuver the truck slowly and
cautiously, and only to the extent necessary to permit
lowering to the transport position
(e) use guy lines to restrain load swing whenever
possible
5.5 Operator Care of the Truck
5.5.1 At the beginning of each shift and before
operating the truck, check its condition, giving special
attention to the following:
(a) condition of tires
(b) if pneumatic tires, check inflation pressures
(c) warning and safety devices
(d) lights
(e) battery
(f) controls
(g) lift and tilt systems
(h) load-engaging means
(i) chains and cables
(j) limit switches
(k) brakes
(l) steering mechanism
ITSDF B56.1-2005
(m) fuel system(s)
(n) additional items or special equipment as specified
by the user and/or manufacturer
If the truck is found to be in need of repair or in any
way unsafe, or contributes to an unsafe condition, the
matter shall be reported immediately to the user’s designated
authority, and the truck shall not be operated until
it has been restored to safe operating condition.
5.5.2 If during operation the truck becomes unsafe
in any way, the matter shall be reported immediately to
the user’s designated authority, and the truck shall not
be operated until it has been restored to safe operating
condition.
5.5.3 Do not make repairs or adjustments unless
specifically authorized to do so.
5.5.4 The engine shall be stopped, and the operator
shall not be on the truck while refueling.
5.5.5 Spillage of oil or fuel shall be carefully and
completely absorbed or evaporated and fuel tank cap
replaced before restarting engine.
5.5.6 Do not use open flames when checking electrolyte
level in storage batteries, liquid level in fuel tanks,
or the condition of LPG fuel lines and connectors.
6 MAINTENANCE AND REBUILD PRACTICES
6.1 Operation
Operation of powered industrial trucks may be hazardous
if maintenance is neglected or repairs, rebuilds,
or adjustments are not performed in accordance with the
manufacturer’s design criteria. Therefore, maintenance
facilities (on or off premises), trained personnel, and
detailed procedures shall be provided.
6.1.1 Parts manuals and maintenance manuals may
be obtained from the truck manufacturer.
6.1.2 In unusual cases not covered by the manuals
referred to in para. 6.1.1, consult the truck manufacturer.
6.2 Maintenance and Inspection
Maintenance and inspection of all powered industrial
trucks shall be performed in conformance with the following
practices.
(a) A scheduled planned maintenance, lubrication,
and inspection system shall be followed; consult the
manufacturer’s recommendations.
(b) Only trained and authorized personnel shall be
permitted to maintain, repair, adjust, and inspect industrial
trucks, and in accordance with manufacturer’s specifications.
6.2.1 When lifting trucks for repair or inspection,
trucks shall be lifted in a safe, secure, stable manner.
Removal of components such as counterweights or
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
uprights will change the center of gravity and may create
an unstable condition.
6.2.2 Before starting inspection and repair of truck
(a) raise drive wheels free of floor or disconnect battery
and use chocks or other positive truck-positioning
devices.
(b) block load-engaging means, innermast(s), or chassis
before working on them.
(c) before disconnecting any part of the engine fuel
system of gasoline-powered trucks with gravity feed
fuel systems, take precaution to eliminate any possibility
of unintentional fuel escape.
(d) before disconnecting any part of the engine fuel
system of LP gas-powered trucks, close LP tank valve
and run engine until fuel in system is depleted and
engine stops. If the engine will not run, close LP tank
valve and vent fuel slowly in a nonhazardous area.
(e) disconnect battery before working on the electrical
system.
(f) the charger connector shall be plugged only into
the battery connector and never into the truck connector.
6.2.3 Operation of the truck to check performance
shall be conducted in an authorized area where safe
clearance exists.
(a) Before starting to operate the truck
(1) be in operating position
(2) disengage clutch on manual transmissionequipped
trucks, or apply brake on power shift or automatic
transmission-equipped trucks and electric trucks
(3) place directional controls in neutral
(4) start engine or turn switch of electric trucks to
“ON” position
(5) check functioning of lift and tilt systems, loadengaging
means, steering, warning devices, and brakes
(b) Before leaving the truck:
(1) stop truck
(2) fully lower the load-engaging means
(3) place directional controls in neutral
(4) apply the parking brake
(5) stop the engine or turn off power
(6) turn off the control or ignition circuit
(7) if the truck must be left on an incline, block the
wheels
6.2.4 Avoid fire hazards and have fire protection
equipment present in the work area. Do not use an open
flame to check the level or to check for leakage of any
fluid, especially fuel and battery electrolyte. Do not use
open pans of fuel or flammable cleaning fluids for cleaning
parts.
6.2.5 Properly ventilate work area and vent exhaust
fumes.
(a) The exhaust from all internal combustion power
lift truck engines contains carbon monoxide, a colorless,
odorless, tasteless, poisonous gas. Carbon monoxide can
12
SAFETY STANDARD FOR  LOW  LIFT AND HIGH  LIFT TRUCKS
become concentrated in poorly ventilated maintenance
areas. Exposure to carbon monoxide can result in serious
injuries or health hazards, including death.
(b) Common symptoms of carbon monoxide exposure
may include headaches, dizziness, and nausea. The
smell of internal combustion engine exhaust means carbon
monoxide could be present.
(c) If maintenance personnel experience these symptoms,
move them into fresh air, seek medical attention as
required, and contact your employer so he can monitor
“threshold limit values.” (Consideration should be given
to shutting off the internal combustion engine.)
(d) Maintenance levels affect carbon monoxide emissions.
Follow manufacturers’ maintenance and adjustment
procedures. (See para. 7.2.3.)
6.2.6 Handle LP gas cylinders with care. Physical
damage such as dents, scrapes, or gouges may dangerously
weaken the tank and make it unsafe for use.
6.2.7 Brakes, steering mechanisms, control mechanisms,
warning devices, lights, governors, lift overload
devices, guards and safety devices, lift and tilt mechanisms,
articulating axle stops, and frame members shall
be carefully and regularly inspected and maintained in
safe operating condition.
6.2.8 Inspection and Repair of Forks in Service on
Fork Lift Trucks
(a) Forks in use shall be inspected at intervals of not
more than 12 months (for single shift operations) or
whenever any defect or permanent deformation is
detected. Severe applications will require more frequent
inspection.
(b) Individual Load Rating of Forks. When forks are used
in pairs (the normal arrangement), the rated capacity of
each fork shall be at least half of the manufacturer’s
rated capacity of the truck, and at the rated load center
distance shown on the lift truck nameplate.
6.2.8.1 Inspection. Fork inspection shall be carried
out carefully by trained personnel with the aim of
detecting any damage, failure, deformation, etc., which
might impair safe use. Any fork that shows such a defect
shall be withdrawn from service, and shall not be
returned to service unless it has been satisfactorily
repaired in accordance with para. 6.2.8.2.
(a) Surface Cracks. The fork shall be thoroughly examined
visually for cracks and if considered necessary, subjected
to a nondestructive crack detection process,
special attention being paid to the heel and welds
attaching all mounting components to the fork blank.
This inspection for cracks must also include any special
mounting mechanisms of the fork blank to the fork carrier
including bolt-type mountings and forged upper
mounting arrangements for hook or shaft-type carriages.
The forks shall not be returned to service if surface cracks
are detected.
ITSDF B56.1-2005
(b) Straightness of Blade and Shank. The straightness of
the upper face of the blade and the front face of the
shank shall be checked. If the deviation from
straightness exceeds 0.5% of the length of the blade and/
or the height of the shank, respectively, the fork shall
not be returned to service until it has been repaired in
accordance with para. 6.2.8.2.
(c) Fork Angle (Upper Face of Blade to Load Face of the
Shank). Any fork that has a deviation of greater than 3
deg from the original specification shall not be returned
to service. The rejected fork shall be reset and tested in
accordance with para. 6.2.8.2.
(d) Difference in Height of Fork Tips. The difference in
height of one set of forks when mounted on the fork
carrier shall be checked. If the difference in tip heights
exceeds 3% of the length of the blade, the set of forks
shall not be returned to service until repaired in accordance
with para. 6.2.8.2.
(e) Positioning Lock (When Originally Provided). It shall
be confirmed that the positioning lock is in good repair
and correct working order. If any fault is found, the
fork shall be withdrawn from service until satisfactory
repairs have been effected.
(f) Wear
(1) Fork Blade and Shank. The fork blade and shank
shall be thoroughly checked for wear, special attention
being paid to the vicinity of the heel. If the thickness is
reduced to 90% of the original thickness, the fork shall
not be returned to service.
(2) Fork Hooks (When Originally Provided). The support
face of the top hook and the retaining faces of both
hooks shall be checked for wear, crushing, and other
local deformations. If these are apparent to such an
extent that the clearance between the fork and the fork
carrier becomes excessive, the fork shall not be returned
to service until repaired in accordance with para. 6.2.8.2.
(g) Legibility of Marking (When Originally Provided). If
the fork marking in accordance with para. 7.27.2 is not
clearly legible, it shall be renewed. Marking shall be
renewed per instructions from original supplier.
6.2.8.2 Repair and Testing
(a) Repair. Only the manufacturer of the fork or an
expert of equal competence shall decide if a fork may
be repaired for continued use, and the repairs shall only
be carried out by such parties.
It is not recommended that surface cracks or wear be
repaired by welding. When repairs necessitating resetting
are required, the fork shall subsequently be subjected
to an appropriate heat treatment, as necessary.
(b) Test Loading. A fork that has undergone repairs
other than repair or replacement of the positioning lock
and/or the marking, shall only be returned to service
after being submitted to, and passing, the tests described
in para. 7.27.3, except that the test load shall correspond
to 2.5 times the rated capacity marked on the fork.
13
ITSDF B56.1.-2005
6.2.9 Special trucks or devices designed and
approved for hazardous area operation shall receive special
attention to ensure that maintenance preserves the
original, approved safe operating features.
6.2.10 Fuel systems shall be checked for leaks and
condition of parts. Extra special consideration shall be
given in the case of a leak in the fuel system. Action
shall be taken to prevent the use of the truck until the
leak has been corrected.
6.2.11 All hydraulic systems shall be regularly
inspected and maintained in conformance with good
practice. Hydraulic cylinders, valves, hoses, fittings, and
other hydraulic components shall be checked to ensure
that drift or leakage has not developed to the extent that
it would create a hazard.
6.2.12 The truck manufacturer’s capacity, operation,
and maintenance instruction plates, tags, or decals shall
be maintained in legible condition.
6.2.13 Batteries, motors, controllers, limit switches,
protective devices, electrical conductors, and connections
shall be inspected and maintained in conformance
with good practice. Special attention shall be paid to
the condition of electrical insulation.
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
6.2.14 To avoid injury to personnel or damage to
equipment, follow the connector manufacturer’s procedures
when replacing the contacts in any battery connector.
6.2.15 Trucks shall be kept in a clean condition to
minimize fire hazards and facilitate detection of loose
or defective parts.
6.2.16 Modifications and additions that affect capacity
and safe truck operation shall not be performed without
manufacturer’s prior written approval. Capacity,
operation, and maintenance instruction plates, tags, or
decals shall be changed accordingly.
6.2.17 Care shall be taken to ensure that all replacement
parts, including tires, are interchangeable with the
original parts and of a quality at least equal to that
provided in the original equipment. Parts, including
tires, are to be installed per manufacturer’s procedures.
6.2.18 When removing tires, follow industry safety
practices. Most importantly, deflate pneumatic tires
completely prior to removal. Following assembly of tires
and rims, use a safety cage or restraining device while
inflating.
6.2.19 When changing batteries on battery-electric
trucks, replacement batteries shall be of the service
weight that falls within the minimum/maximum range
specified on the truck nameplate by the truck manufacturer.
14
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCK ITSDF B56.1-2005
Part III
For the Manufacturer
7 DESIGN AND CONSTRUCTION STANDARDS
7.1 Introduction
This Part sets forth safety standards for the design and
construction of low lift and high lift powered industrial
trucks at the time of manufacture.
7.2 Operating Instructions
7.2.1 The manufacturer shall provide instructions
covering the operation of the specific type of truck.
7.2.2 Manufacturers shall provide information with
the truck regarding various misuse of the truck that
could lead to tipovers and information regarding preferred
recommended actions to be taken in the event of
tipover or off-dock accidents.
7.2.3 Manufacturers of counterbalanced, center control,
high lift trucks that have a sit-down, nonelevating
operator shall identify means that the operator may use
to assist in keeping his head and torso substantially
within the confines of the truck frame and overhead
guard if a tipover should occur. Such means should not
unduly restrict the operator of the truck in, e.g., the
operator’s mounting, dismounting, movement and/or
visibility.
Operator protection in the event of tipover is intended
to reduce the risk of entrapment of the head and torso
between the truck and the ground, but may not protect
the operator against all possible injury.
7.2.4 Manufacturers shall provide information with
internal combustion engine lift trucks relative to the
potential hazard of carbon monoxide poisoning due to
lift truck exhaust, and the user’s responsibility to control
carbon monoxide in the workplace. (See paras. 4.11,
5.2.25, and 6.2.5.)
7.2.5 Manufacturers shall provide information in
internal combustion engine lift truck maintenance and
service manuals regarding recommended maintenance
schedules and how to control carbon monoxide emissions.
7.3 Capacity
7.3.1 Capacity shall be established with a load equivalent
to an unrestrained homogeneous cube, with overall
dimensions twice the specified load center distance.
7.3.2 Capacity shall be based on the strength of the
various components of the truck and on stability tests
15
specified in para. 7.6, and shall be expressed in kilograms1
at a specified load center distance in millimeters1
that a truck can transport and stack to a specified elevation
of the load-engaging means.
7.4 Rated Capacity
7.4.1 The rated capacity shall be established by the
manufacturer with a load equivalent to an unrestrained
homogeneous cube, with overall dimensions of twice
the required load center dimension.
7.4.2 The rated capacity shall be based on the
strength of the various components of the truck and on
stability tests specified in para. 7.6.
7.4.3 The rated capacity for counterbalanced and
noncounterbalanced lift trucks, reach trucks, and counterbalanced
front/side loader lift trucks is the maximum
weight, expressed in kilograms (pounds), at one of the
following standard load centers with the mast vertical,
that a truck can transport and stack to a height established
by the manufacturer:
(a) 600 mm
(b) 900 mm
(c) 1 200 mm
If any of the foregoing trucks are equipped with
attachments, the rated capacity with the attachment shall
be established by the truck manufacturer and expressed
in kilograms (pounds) at a specified load center and for
a specified load elevation.
7.4.4 The rated capacity for high lift platform trucks
and single front/side loader trucks is the maximum
weight, expressed in kilograms1 at a specified load center,
1 that a truck can transport and stack to a height1
established by the manufacturer.
7.4.5 The rated capacity for low lift platform and
pallet trucks is the maximum weight, expressed in kilograms,
1 that a truck can lift and transport.
7.5 Nameplates and Markings (See Paras. 7.3 and
7.4)
7.5.1 The manufacturer shall stamp or otherwise
permanently affix the serial number to the frame of the
truck.
7.5.2 On every truck, the manufacturer shall install
a durable, corrosion-resistant nameplate(s), legibly
1 Pound and/or inch units may be added.
ITSDF B56.1-2005
inscribed with the following information:
(a) truck model and truck serial number
(b) weight of truck with upper and lesser limits of
accuracy shown as a percentage2
(c) designation of compliance with the mandatory
requirements of this Standard, applicable to the manufacturer
(d) type designation to show conformance with the
requirements, such as those prescribed by Underwriters
Laboratories, Inc., and Factory Mutual Research Corporation.
7.5.3 Markings authorized by the appropriate
nationally recognized testing laboratory shall be
installed on approved trucks.
7.5.4 On High Lift Trucks
(a) If the truck is equipped with platform or load
carriage and forks, the nameplate shall also show the
capacity and load center at maximum elevation of the
truck load-engaging means. In addition, the rated capacity
and capacities at other load centers and load elevations
may be shown.
(b) If the truck is originally equipped with a frontend
attachment(s), the truck nameplate shall also be
marked to identify the attachment(s) and show the
weight of the truck and attachment combination and
capacity of the truck and attachment combination at
maximum elevation of the load-engaging means with
the load laterally centered.2 If the load can be offset more
than a substantial predetermined amount and is to be
used in that mode [see para. 7.6.4(i)], then the capacity
of the truck and attachment combination at maximum
elevation of the load-engaging means shall be given with
the load in the maximum offset condition.
7.5.5 On low lift trucks, the nameplate shall also
show rated capacity.
7.5.6 On electric trucks, the nameplate shall also
show:
(a) truck weight without battery or batteries2
(b) minimum and maximum service weights of battery
or batteries to be used
(c) nominal voltage for which truck is arranged
(d) when required, maximum rated ampere hour
capacity for which truck is equipped
(e) identification of battery or batteries. Identifying
letters of batteries are E, EE, EO, and EX, defined as
follows:
E p a battery assembled as a unit with a cover,
and in conformance with UL 583, for use in
type E or ES trucks that do not have a covered
battery compartment
EE p a battery assembled as a unit, and in conformance
with UL 583, with a cover that can be
2 Weight value to be accurate within ±5%.
16
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
locked for use in type EE trucks that do not
have an enclosed battery compartment with
locking means
EO p a battery assembled as a unit without a cover,
and in conformance with UL 583, for use in
type E trucks with a covered battery compartment,
in type ES trucks with an enclosed battery
compartment, or in type EE trucks with
an enclosed battery compartment with locking
means
EX p a battery assembled as a unit, and in conformance
with UL 583, with a cover that can be
locked for use in type EX trucks that do not
have a battery compartment with locking
means
7.5.7 For trucks designated type EX, the class and
group of hazardous locations in which they are intended
to be used shall be shown on the truck.
7.5.8 The nameplates for batteries installed in electric
trucks shall show
(a) manufacturer’s name
(b) model
(c) battery type identification (E, EO, EE, or EX)
(d) class and group identification of hazardous locations
in which a type EX battery can be used when EX
is specified in para. 7.5.8(c)
(e) nominal voltage
(f) ampere hour capacity
Batteries for use in electric trucks shall have the battery
weight legibly stamped on the battery tray near the
lifting means as follows: Service Weight kg.1
7.5.9 On every removable attachment (excluding
fork extensions), the attachment manufacturer shall
install a durable, corrosion-resistant nameplate, with the
following information legibly and permanently
inscribed:
(a) model number
(b) serial number on hydraulically actuated attachments
(c) maximum hydraulic pressure (on hydraulically
actuated attachments)
(d) weight2
(e) capacity
(f) the following instruction (or equivalent):
CAPACITY OF TRUCK AND ATTACHMENT
COMBINATION MAY BE LESS THAN CAPACITY
SHOWN ON ATTACHMENT.
CONSULT TRUCK NAMEPLATE.
7.5.10 On motorized hand trucks (not hand/rider
trucks), the manufacturer shall label in letters at least
40 mm high, “NO RIDING,” or an appropriate symbol
may be used in lieu thereof.
SAFETY STANDARD FOR  LOW  LIFT AND HIGH  LIFT TRUCKS
7.6 General Stability Criteria: Tilting Platform Tests
7.6.1 Powered industrial trucks shall meet the design
stability requirements set forth for the specific type
truck.
7.6.2 Design stability is the measure of a truck’s
resistance to overturning under rigidly controlled static
conditions that include consideration for dynamic factors
encountered in normal application and operation.
Factors that may influence stability include weight,
weight distribution, wheelbase, wheel tread, method of
suspension, truck speed, and tire and mast deflection
under load.
7.6.3 Stability shall be determined by one of the
following methods:
(a) Tilting Platform Tests. The tests described for the
specific truck type verify truck stability. They may be
used for confirming lift truck design and are intended
to be applied to prototype trucks, but may also be
applied to production trucks on a selective basis as
required by the user or manufacturer.
(b) Calculated Stability Values. Calculations based on
empirical data for similar trucks that include allowance
for manufacturing variations and tire, mast, carriage,
attachment, and other deflections, may be used to predict
stability with reasonable accuracy.
(c) When comparing calculated and test values, the
test values are considered the true measure of stability.
7.6.4 Guidelines for Conducting Tilting Platform Tests
(a) The tests shall be conducted on a completely operational
truck.
(b) The test platform shall have a rigid, flat surface;
otherwise, measurements or effect of slope may be
erratic.
(c) The truck being tested shall be placed on a platform
that is initially in a horizontal plane and in the
position specified for each of the required tests.
(d) The platform shall be tilted to the slope specified
for each of the required tests (see Tables 1–13).
(e) The truck is considered stable if it does not overturn
when the test platform is tilted to the specified
platform slope values. Overturn is defined as the point
at which the truck completely tips over, not the point
at which a wheel(s) leaves the platform or the truck
frame contacts the platform.
EXCEPTION: For counterbalanced trucks handling freight containers,
the overturning value for travel test C4 Table 1(b) is reached
when a wheel loses contact with, or any part of the truck makes
contact with, the test platform.
(f) When placed on the forks or engaged with an
attachment, the center of mass of the test weight shall
be located on the longitudinal centerline of the truck.
(g) The coefficient of friction of the platform surface
may be increased, if necessary, by an appropriate friction-
increasing material.
17
ITSDF B56.1-2005
(h) When attachments are supplied as original equipment,
the truck shall be equipped with the attachment,
and the test load shall be representative of the capacity
of the truck with attachment.
(i) When trucks are fitted with side shifting attachments
that may displace the center of gravity, a substantial
predetermined amount from the longitudinal center
plane of the truck and the truck is to be used in that
mode for depositing and retrieving a load with the mast
approximately vertical on substantially firm, smooth,
level, and prepared surfaces, and an additional lateral
stability test shall be conducted with the load fully
shifted to the least stable configuration.
(1) For trucks with a rated capacity up to and
including 6 300 kg, a substantial predetermined amount
shall mean more than 100 mm.
(2) For trucks with a rated capacity over 6 300 kg up
to and including 10 000 kg, a substantial predetermined
amount shall mean more than 150 mm.
(3) For trucks with a rated capacity over 10 000 kg
up to and including 20 000 kg, a substantial predetermined
amount shall mean more than 250 mm.
(4) For trucks with a rated capacity over 20 000 kg
up to and including 50 000 kg, a substantial predetermined
amount shall mean more than 350 mm.
7.6.5 Verification of the Vertical Position of the Mast.
Before proceeding with tests that specify a vertical mast,
the vertical position of the mast with the platform level
shall be verified.
(a) For trucks with tilting uprights and with the forks
approximately 300 mm above the platform, with the
stationary mast being vertical in relation to the level
test platform, establish a plumb line at the theoretical
intersection of the front and top surfaces of the forks to
provide a reference point. This point will be used to
indicate the maintaining of the original overhang when
the forks are elevated to maximum height.
(b) Variations shall be corrected by varying the tilt
(when provided) of the mast within the limits imposed
by the design of the truck. For trucks with fixed masts,
adjustments in the fork or carriage tilt (when provided)
shall be used to correct variations. For trucks with nontiltable
mast, carriage, and forks, no adjustments shall
be made.
(c) When attachments are supplied as original equipment,
the same stability tests shall apply, except the
plumb line shall be established from the underside of
the carriage, attachment, or load, whichever is lowest.
7.6.6 Test Procedure Considerations
(a) Special precautions should be taken to prevent
complete overturning of the truck or the displacement
of the test load during the course of the tests. Provisions
for preventing total overturning of the truck should
impose no measurable restriction on the truck until the
overturning moment occurs.
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
(b) Be certain of maintaining an accurate load center
when the platform is tilted.
(c) Although the test load shall not be restrained in
any manner that will affect the deflection of the forks
or mast or free movement of the truck as the platform
is tilted, the test load shall be secured against possible
sliding on the forks in order to sustain an accurate load
center and for safety reasons, in case the truck tips past
the balance point.
(d) For tests requiring an elevated load, it is permissible
to simulate a load by hanging the test load from a
framework supported by the forks in the manner
described in para. 7.6.6(c). This point of suspension shall
be on the centerline of the truck and at a height above
the forks and at a distance from the front face of the
forks equal to the rated load center dimension before
the weight of the test load has caused the forks to deflect.
The point of suspension shall be free to pivot in any
direction, such as by use of chain or cable.
(e) It is also permissible to use two test loads of equal
weight suspended from the ends of a transverse beam
fastened to a framework supported by the forks as
described in para. 7.6.6(c), provided the loads are suspended
from points equidistant from the center dimension
before the weight of the test load has caused the
forks to deflect. The points of suspension shall be free
to pivot in any direction, such as by use of chain or
cable. The transverse beam shall be strong enough to
prevent deflection that would shift the load center.
(f) If test load is to be supported on top of the forks,
care shall be taken to see that it contacts the front face
of the forks adjacent to the heel. For this purpose, the
edge of the test load shall be chamfered to clear the
radius at the heel of the fork.
(g) Upon completion of the tests, checks shall be made
to make sure the center of gravity of the load has not
changed from the original position. Forward drift may
be prevented during test by means of a positive shutoff
valve in the hydraulic tilt lines, or equivalent.
(h) On pneumatic tire trucks, inflation of all tires shall
be checked to make sure they are in accordance with
truck manufacturer’s recommendations. This is essential
to provide accurate and repeatable results.
7.6.7 Test Load. For all trucks, except those counterbalanced
trucks handling freight containers, the test load
shall be such that its action corresponds to that of a
homogeneous cube, the dimensions of which are twice
the designated load center distance D [see Table 1(a),
sketch (a) and paras. 7.3 and 7.4]. For counterbalanced
trucks handling freight containers, the test load shall
consist of a basic load corresponding to the mass of the
freight container and a load or force simulating the effect
of wind on the container.
7.7 Counterbalanced Lift Trucks: Tilting Platform
Tests
7.7.1 Scope. The tests established in Table 1(a) set
forth stability requirements to verify the rated capacity
and to determine capacity of counterbalanced lift trucks
having rated capacities up to, and including, 50 000 kg.
7.7.2 Test Conditions. Test conditions should be as
follows:
(a) The general criteria are contained in para. 7.6.
(b) The tests are conducted without the operator.
(c) Point N is the intersection of the centerline of the
load axle and the center of the outermost load tire projected
to the platform.
(d) Point M is defined as follows:
(1) for trucks having a steering axle, the projection
on the platform of the intersection of the longitudinal
axis of the truck (C-B) with centerline (E-F) of the axle
[see Table 1(a), sketch (g)]
(2) for trucks having steer wheels not connected by
a common steer axle, the projection on the platform of
the intersection of the longitudinal axis of the truck (CB)
with a line (E-F) connecting the vertical turning axes
of the steerable wheels [see Table 1(a), sketch (g)]
(3) for trucks steering by means of a single swivelling
wheel, the center of the steerable wheel on the
platform [see Table 1(a), sketch (h)]
(4) for trucks steering by means of twin swivelling
wheels, the center of the steerable wheel nearer the tilt
axis on the platform [see Table 1(a), sketch (i)]
(e) When these tests are used to verify rated capacity,
dimension D is the standard load center that applies to
the capacity of the truck, i.e., 600 mm, 900 mm, or 1 200
mm [see Table 1(a), sketch (a)].
(f) When these tests are used to determine capacity,
use appropriate load center(s) instead of that specified
in para. 7.7.2(e).
(g) When trucks are equipped with attachments, the
lift heights for Tests No. 2 and No. 4 shall be measured
between the level platform and the underside of the
load or the attachment, whichever is less.
(h) Blocks (chocks) having a maximum height not
exceeding the value indicated below may be used, if
necessary, to maintain the initial position of the truck
on the test platform. Blocks (chocks), if used, shall not
artificially improve stability.
Tire Outside
Diameter, d
Maximum Height
of Blocks (Chocks)
d < 250 mm
d > 250 mm
25 mm
0.1d
7.8 Counterbalanced Trucks Handling Freight
Containers of 6 m Length and Above: Additional
Stability Tests
7.8.1 Scope. The test established in Table 1(b) set
forth the additional stability requirements to verify the
18
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
Table 1(a) Counterbalanced Lift Trucks
Table Number 1 2 3 4
Test Longitudinal Longitudinal Lateral Lateral
Operation Stacking Traveling Stacking Traveling
Load Test load Test load Test load None
Mast Position Vertical Full rearward tilt (for Full rearward tilt (for trucks Full rearward tilt (for trucks
trucks with tiltable mast) with tiltable mast) with tiltable mast)
Lift Height Maximum 300 mm Maximum 300 mm
Rated Capacity,
Up to and Including 4
4 500 kg
Platform
Rated Capacity, 18 6 15 + 1.4V (max. 50) Slope, %
Over 4 500 kg
3.5
Up to and Including
50 000 kg
D
D
R
D
D
(a)
AA
(b)
AA
(c)
AA
(d)
AA
(e)
V p km/h
A-A p Tilt axis
C-B p Centerline of truck
Load
axle A
C B
A
Parallel
Tilting platform
(f)
Centerline of
steering wheel(s)
or steer axle
Load
axle
M
C
F
E
B
A
Parallel
A
Steering
wheels
N
(g)
Load
axle
M
C
B
A
Parallel
A
Steering
wheels
N
(h)
Load
axle
M
C
B
A
Parallel
A
Steering
wheels
N
(i)
19
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 1(b) Counterbalanced Truck Handling Freight Containers
Test for Longitudinal Stability Test for Lateral Stability
Test Number C1 C2 C3 C4
Test of Stability When Stacking Traveling Stacking Traveling
Test Load See para. 7.8.2 See para. 7.8.2 See para. 7.8.2 See para. 7.8.2
Load Center Distance See para. 7.8.3 See para. 7.8.3 See para. 7.8.3 See para. 7.8.3
Height of Center of Gravity As specified by the Bottom of container As specified by the Bottom of container
of Test Load manufacturer located per para. 7.8.1(b) manufacturer located per para. 7.8.1(b)
Tilt of Mast or Fork Arms Vertical Maximum backwards Maximum backwards Maximum backwards
Position on Test Slope Sketches (b) and (f) Sketches (c) and (f) Sketches (d) and (g) Sketches (e) and (g)
Test Slope 3.5% 18% 6% 5 + 1.1 V (max. 20%)
G
Q
h
W
(a)
W
2
h
2
(b)
AA
(c)
AA AA
(d)
AA
(e)
W p container width
h p container height
V p km/h
A-A p tilt axis
C-B p centerline of truck
B
A
A
N
Parallel
Parallel
Load
axle
Steer
axle
M
C
(f)
B
A A
E N
F
Parallel
Parallel
Load
axle
Steer
axle
M
C
(g)
F
W
L
20
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
rated capacity and to determine capacity of counterbalanced
lift trucks handling freight containers of 6 m
length and above. These tests are in addition to the tests
for counterbalanced lift trucks in para. 7.7.
Meeting these stability tests ensures that counterbalanced
trucks handling freight containers have satisfactory
stability when reasonably and appropriately used
under the following conditions:
(a) Wind speeds during operation do not exceed 12.2
m/s.
NOTE: Alternative ratings for higher wind speeds may be developed
by appropriate use of Eqs. (1) and (2) in paras. 7.8.2.2 and
7.8.2.3.
(b) When the truck is traveling forward with the container
leading, the container is elevated so that the bottom
is not higher than 1 m above the point of maximum
depression of the seat cushion under the operator and
the mast is fully tilted back. This may not apply where
it is not necessary to elevate the container to obtain
adequate visibility in the direction of travel (high-level
operator or driving in reverse).
7.8.2 Test Load. The test load shall consist of a basic
load corresponding to the mass of the freight container
and a load or force simulating the effect of wind on the
container.
7.8.2.1 Basic Load. The basic test load shall be
equivalent to a freight container of the size and mass as
determined by the truck capacity and specified by the
truck manufacturer, with its center of gravity, G, acting
at its centroid [see Table 1(b), sketch (a)].
7.8.2.2 Longitudinal Test Wind Loads. For the longitudinal
tests, the critical wind force acting on the freight
container is calculated by the following formula:
F p khlv2Cf1 (1)
where
Cf1 p shape of coefficient (p1.3)
F p wind force, N
h p freight container height, m
k p 0.613 N·s2/m4
l p freight container length, m
v p wind speed [p 12.2 m/s (Beaufort Scale 6)]
The effect of this force can be simulated in the tests
by one of the following methods:
(a) by applying this force in the direction of longitudinal
forward overturn acting horizontally through the
center of gravity of the test load
(b) by applying a vertical load, in addition to the test
load, giving an equivalent moment to the wind force
acting when the slope is at the required tilt angle as
specified in Table 1(b)
7.8.2.3 Lateral Test Wind Loads. The effect of wind
in lateral stability tests has been shown to be significant
ITSDF B56.1-2005
only when stacking empty containers. For the lateral
tests, the critical wind force, F, acting on container is
calculated by the following formula [see also Table 1(b),
sketch (g)]:
F p kv2Cf2h (1 sin  + w cos ) (2)
where
Cf2 p shape of coefficient p 0.8
F p wind force, N
h p freight container height, m
k p 0.613 N·s2/m4
l p freight container length, m
v p wind speed [p 12.2 m/s (Beaufort Scale 6)]
w p container width, m
 p angle of lateral tipping axis relative to the longitudinal
axis of the truck, deg
The effect of this force can be simulated in the tests
by one of the following methods:
(a) by applying this force in a direction normal to the
lateral tipping axis of the truck horizontally through the
center of gravity of the test load
(b) by applying a vertical load, in addition to the test
load giving an equivalent moment to the wind force
acting when the slope is at the required tilt angle as
specified in Table 1(b)
7.8.3 Test Conditions. Test conditions should be as
follows:
(a) The general criteria are specified in para. 7.6.
(b) The tests shall be conducted without an operator.
(c) Point N is the intersection of the centerline of the
load axle and the center of the outermost load tire projected
to the platform.
(d) Point M is defined as the projection on the platform
of the intersection of the longitudinal axis of the
truck (C-B) with the centerline (E-F) of the axle [see
Table 1(b), sketch (g)].
(e) When using forks, the container shall be positioned
with one side of the load touching the front face
of the fork shank.
(f) When using an attachment such as a top lift or
side lift spreader, the position of the center of gravity
shall be determined by the connecting points to the test
load [e.g., twist locks into the corner fittings (see Table
1(b), sketch (a)].
(g) When handling means can side shift the load laterally
to the centerline of the truck, the load shall be positioned
at the midpoint.
(h) When the handling means can adjust the load
center longitudinally to the centerline of the truck (i.e.,
reach), the load shall be placed at the load center specified
by the manufacturer for traveling for tests C2 and
C4 or stacking for tests C1 and C3 [see Table 1(b)].
(i) When handling empty refrigerated containers with
integral refrigeration units (reefers), the load shall be
21
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 2 Narrow Aisle High Lift Trucks
Test Number N1 N2
Test Forward longitudinal Forward longitudinal
Operation Stacking Traveling
Load Test load Test load
Load Center, D 600 mm 600 mm
Load Position Extended (if reach) and mast vertical Retracted (if reach) and mast tilted fully rearward
Lift Height Maximum 300 mm
Platform Slope, % 4 18
A-A p tilt axis
AA
(a)
AA
(b)
C-B p centerline of truck
(c)
Parallel
Tilting platform
C B
A
A
Load axle
22
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 2 Narrow Aisle High Lift Trucks
Test Number N1 N2
Test Forward longitudinal Forward longitudinal
Operation Stacking Traveling
Load Test load Test load
Load Center, D 600 mm 600 mm
Load Position Extended (if reach) and mast vertical Retracted (if reach) and mast tilted fully rearward
Lift Height Maximum 300 mm
Platform Slope, % 4 18
A-A p tilt axis
AA
(a)
AA
(b)
C-B p centerline of truck
(c)
Parallel
Tilting platform
C B
A
A
Load axle
22
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
side shifted to the location specified by the manufacturer
for travel or stacking and the lateral tests conducted
with the truck in the least stable direction.
(j) Blocks (chocks) having a maximum height not
exceeding 0.1d, where d is the tire outside diameter, may
be used, if necessary, to maintain the initial position of
the truck on the test platform. Blocks (chocks), if used,
shall not artificially improve stability.
7.8.4 Test Requirements. All tests shall be made
based on the standard wind speed as specified in para.
7.8.1(a) or at an alternative higher wind speed utilizing
forces calculated in paras. 7.8.2.2 and 7.8.2.3, as required.
7.8.4.1 Loaded Container Handling Trucks. All
loaded container handling trucks shall be tested in accordance
with test C1 in Table 1(b). Trucks that operate
under para. 7.8.1(b) shall be tested in accordance with
tests C2 and C4 in Table 1(b).
7.8.4.2 Empty Container Handling Trucks. All empty
container handling trucks shall be tested in accordance
with tests C1 and C3 in Table 1(b). Trucks that operate
under para. 7.8.1(b) shall be tested in accordance with
tests C2 and C4 in Table 1(b).
7.8.5 The manufacturer shall include container size
and the wind speed used for determining the truck’s
rated capacity and define the appropriate travel and
stacking positions in the operator’s instructions supplied
with the truck.
7.9 Narrow Aisle High Lift Trucks: Tilting Platform
Tests
7.9.1 Scope. The tests established in Tables 2, 3, and
4 set forth stability requirements to verify the rated
capacity and to determine the capacity of narrow aisle
high lift rider trucks and narrow aisle high lift motorized
hand trucks having rated capacities up to, and including,
4 500 kg at 600 mm load center.
7.9.2 Test Conditions. Test conditions should be as
follows:
(a) The general criteria are contained in para. 7.6.
(b) A weight simulating an operator shall be used
only when it will worsen the stability condition being
tested. This shall be a 90 kg weight located with its
center of gravity centered 150 mm above the Seat Index
Point or H-Point of the truck, as determined according
to ISO 5353 for sit-down trucks, and centered 1 000 mm
above the operator’s platform for stand-up trucks.
(c) Point N [see Table 3, sketches (d), (e), (f), and (g)]
is the projection to the platform of the intersection of
the lateral and longitudinal centerlines of the tire.
(d) Point M is defined as follows:
(1) for trucks steering by means of a single steerable
wheel off-center of C-B [see Table 3, sketch (d)], point
M is either the midpoint of the centerline of the wheel(s)
in the case of a swivel caster or the center of the steerable
23
ITSDF B56.1-2005
wheel, whichever indicates the lower stability value
(2) for trucks that steer by means of a single steerable
wheel on center with C-B [see Table 3, sketch (e)],
point M should be the center point of that wheel
(3) for trucks having a steering axle, the projection
on the platform of the intersection of the longitudinal
axis of the truck (C-B) with the axis of the axle [see Table
3, sketch (f)]
(4) for trucks with nonarticulated, nonsprung casters
or wheel(s), point M is the center of the caster or
wheel nearest the tilt axis A-A pivoted to the least stable
position [see Table 3, sketch (g)]
(e) When these tests are used to verify rated capacity,
dimension D shall be as listed in the table of tests.
(f) When these tests are used to determine capacity,
use appropriate load center(s) instead of that specified
in the table of tests.
EXCEPTION: Tests N3 and N6 shall always be conducted at the
least stable load center.
(g) When trucks are equipped with attachments, the
lift heights for all tests shall be measured between level
platform and the underside of the load or the attachment,
whichever is less.
(h) The truck shall be immobilized by the application
of brake(s) or by the use of 12 mm high chocks to maintain
truck position on the test platform.
7.10 High Lift Order Picker Trucks: Tilting Platform
Tests
7.10.1 Scope. The tests established in Tables 5 and
6 set forth stability requirements to verify rated capacity
and to determine capacity of high lift order picker trucks
with traction control on the lifting devices, steer wheel
brakes, and not restrained by external means, having
rated capacities up to and including 4 500 kg at 600 mm
load center.
7.10.2 Test Conditions. Test conditions should be as
follows:
(a) the general criteria contained in para. 7.6.
(b) a weight simulating an operator shall be used.
This shall be a 90 kg weight located with its center of
gravity 1 000 mm above the center of the operator’s
platform.
(c) Point N [see Table 6, sketches (b), (c), (d), and (e)]
is the projection to the platform of the intersection of
the lateral and longitudinal centerlines of the tire.
(d) Point M is defined as follows:
(1) for trucks having nonarticulated steer wheel(s),
sprung caster or wheels [see Table 6, sketch (b)], the
center of the steering wheel(s) on the platform
(2) for trucks having nonarticulated, nonsprung
caster or wheel(s) [see Table 6, sketches (c) and (d)],
the center of the nonarticulated nonsprung caster or
wheel(s)
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 3 Narrow Aisle High Lift Trucks
Test Number N3 N4 N5
Test Lateral Lateral Lateral
Operation Stacking Stacking Traveling
Load Test load None None
Load Center, D 400 mm or 600 mm [see para. 7.9.2(f)] None None
Load Position Retracted (if reach) and vertical, or tilted Retracted (if reach) and vertical, or tilted Retracted (if reach) and vertical, or tilted
fully rearward or upward to position of fully rearward or upward to position of fully rearward or upward to position of
least stability least stability least stability
Lift Height Maximum Maximum 300 mm
Platform Slope, %6 8 15 + 1.1V (max. 50)
V p km/h
A-A p tilt axis
C-B p centerline
AA
(a)
AA
(b)
AA
(c)
of truck
(d)
N
M
C A
B A
Parallel
90 deg
(e)
N
M
C A
B A
Parallel
90 deg
(f)
N
M
C A
B A
Parallel
90 deg
(g)
N
M
C A
B A
90 deg
Parallel
24
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCK ITSDF B56.1-2005
Table 4 Narrow Aisle High Lift Trucks
Test Number N6 N7 N8
Test Rearward longitudinal Rearward longitudinal Rearward longitudinal
Operation Stacking Stacking Traveling
Load Test load None None
Load Center, D 400 mm None None
Load Position Retracted (if reach) and vertical, or tilted Retracted (if reach) and vertical, or tilted Retracted (if reach) and vertical, or tilted
fully rearward or upward to position of fully rearward or upward to position of fully rearward or upward to position of
least stability least stability least stability
Lift Height Maximum Maximum 300 mm
Platform Slope, % 14 14 — Single rear wheel drive (or brake) 15 + 1.56V + 0.5G
18 — Dual rear wheel drive (or brake)
V p km/h
G p rated grade ability, %
A-A p tilt axis
AA
(a)
AA
(b)
AA
(c)
C-B p centerline of truck
(d)
Parallel
90 deg
Tilting platform
B C
A
A
Steering axle
25
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
(3) for trucks having single, double, or articulated
steer wheel(s) [see Table 6, sketch (e)], the projection on
the platform of the intersection of the longitudinal axis
of the truck (C-B) with a line (E-F)
(e) when these tests are used to verify rated capacity,
dimension D is 600 mm [see Table 1(a), sketch (a)].
(f) when these tests are used to determine capacity,
use appropriate load center(s) instead of that specified
in para. 7.10.2(e).
EXCEPTION: Tests OP2 and OP4 shall always be conducted at
least stable load center.
(g) when trucks are equipped with attachments, the
lift heights for all tests shall be measured between the
level platform and the underside of the load or the
attachment, whichever is less.
(h) the truck shall be immobilized by the application
of brake(s) or by the use of 12 mm high chocks to maintain
truck position on the test platform.
(i) for trucks with tilting masts, the mast shall be
vertical or at full rearward tilt, whichever is less stable.
For trucks with tilting forks, the forks shall be horizontal
or at full rearward tilt, whichever is less stable [see Table
5, sketches (a) through (d) and Table 6, sketches (a)
through (e)].
(j) any combination of fork height and travel speed(s)
attainable that produces the least platform slope value.
Travel speed V can be zero [see Table 5, sketches (a)
through (d)].
(k) unrestricted steering (see Table 6).
(l) slope value applies to trucks operated in a guided
aisle (guided for restricted steering purposes only) during
stacking operations, or where the steerable wheel(s)
can be positioned not more than 10 deg from the straight
forward or reverse travel direction (see Table 6).
7.11 Counterbalanced Front/Side Loader Lift Trucks:
Tilting Platform Tests
7.11.1 Scope. The tests established in Tables 7, 8,
and 9 set forth stability requirements to verify the rated
capacity and to determine the capacity of counterbalanced
front/side loader lift trucks with rated capacities
up to and including 13 600 kg at 600 mm load center.
7.11.2 Test Conditions. Test conditions should be as
follows:
(a) the general criteria contained in para. 7.6.
(b) the tests are to be conducted without the operator.
(c) Point N [see Table 8, sketches (e), (f), (g), and (h)
and Table 9, sketches (c) and (d)] is the projection to the
platform of the intersection of the lateral and longitudinal
centerlines of the tire.
(d) Point M [see Table 8, sketches (e), (f), (g), and (h)
and Table 9, sketches (c) and (d)] is defined as follows:
(1) for trucks having a steerable axle: the projection
on the platform of the intersection of the longitudinal
axis of the truck (C-B) with centerline (E-F) of the axle
26
(2) for trucks having steerable wheels not connected
by a common axle, see Table (8), sketch (f)
(e) when these tests are used to verify rated capacity,
dimension D is 600 mm [see Table 1(a), sketch (a)].
(f) when these tests are used to determine capacity,
use appropriate loads and load centers instead of that
specified in para. 7.11.2(e).
(g) the truck should be immobilized by application
of braking device(s) and/or by the use of 12 mm high
chocks to maintain truck position on the test platform.
(h) Tests FS1, FS2, FS3, and FS4 apply to counterbalanced
front/side loader lift trucks with fixed masts. Tests
FS1, FS2, FS3, FS4, FS5, and FS6 apply to counterbalanced
front/side loader lift trucks with tiltable masts
capable of pivoting and shifting. These trucks may have
an articulating steerable axle.
(i) unrestricted steering (see Tables 8 and 9).
(j) slope value applies to trucks operated in a guided
aisle (guided for restricted steering purposes only) during
stacking operations, or where the steerable wheel(s)
can be positioned not more than 10 deg from the straight
forward or reverse travel direction (see Tables 8 and 9).
7.12 Operator-Up Counterbalanced Front/Side Loader
Lift Trucks: Tilting Platform Tests
7.12.1 Scope. The tests established in Tables 10
through 12 and Fig. 1 set forth stability requirements to
verify the rated capacity and to determine the capacity
of operator-up front/side loader lift trucks.
7.12.2 Test Conditions. Test conditions should be as
follows:
(a) the general criteria contained in para. 7.6.
(b) a weight simulating an operator shall be used.
This shall be a 90 kg weight located with its center of
gravity centered 250 mm above the compressed operator’s
seat for sit-down trucks and centered 1 000 mm
above the operator’s platform for stand-up trucks.
(c) Point N or N1, [see Table 12, sketches (c) and (d),
and Fig. 1, sketches (e), (f), (g), and (h)] is the projection
to the platform of the intersection of the lateral and
longitudinal centerlines of the tire.
NOTES:
(1) For dual wheel assembly use centerlines of the outside tire.
(2) For nonarticulating tandem wheel assembly use centerlines
of the furthermost outside tire when projecting centerline MN.
(3) For articulating tandem wheel assembly use intersection of
articulating pivot axis and longitudinal centerline of the tires.
(d) point M or M1 is defined for the following suspension
types:
(1) three-wheel suspension on center [see Fig. 1,
sketch (a)]
(2) three-wheel suspension off center [see Fig. 1,
sketch (b)]
(3) four-wheel suspension, three solid and one
sprung [see Fig. 1, sketch (c)]
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCK ITSDF B56.1-2005
Table 5 High Lift Order Picker Trucks
Test Number OP 1 OP 2 OP 3 OP 3
Test Longitudinal Longitudinal Longitudinal Longitudinal
Load Test load Test load None None
Mast or Fork Tilt See para. 7.10.2(i) See para. 7.10.2(i) See para. 7.10.2(i) See para. 7.10.2(i)
Lift Height See para. 7.10.2(j) See para. 7.10.2(j) See para. 7.10.2(j) 300 mm
Platform Slope, % 4 + 1.24V + 1.24V 8 + 1.24V 8 + 1.24V 8 + 1.24V + G
V p km/h
G p rated grade ability, %
A-A p tilt axis
AA
(a)
AA
(b)
C-B p centerline of truck
A
(c)
Load axle
C B
A
Parallel
Tilting platform A
(d)
Centerline of steer
wheels or steer axle
C B
A
Parallel
Tilting platform
90 deg
27
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 6 High Lift Order Picker Trucks
Test Number OP-4 OP-5
Test Lateral Lateral
Load Test load None
Mast or Fork Tilt See para. 7.10.2(i) See para. 7.10.2(i)
Lift Height See para. 7.10.2(j) See para. 7.10.2(j)
Platform Slope, % See para. 7.10.2(k) 6 + 1.24V 6 + 2.48V
See para. 7.10.2(l) 6 6
V p km/h
A-A p tilt axis
C-B p centerline of truck
A
A
(a)
(b) Nonarticulated Steer
Wheel(s)
90 deg
A A
B
C
N M Parallel
(c) Nonarticulated Caster
or Wheel(s)
90 deg
A
C
N
B
A
M
Parallel
(d) Nonarticulated Nonsprung
Caster or Wheel(s)
90 deg
A A
C
M N
B
Parallel
(e) Single– or Dual–Articulated
Steer Wheel(s)
90 deg
A A
F
F
E
E
M
M
F
C
M E N
B
Parallel
28
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCK ITSDF B56.1-2005
Table 7 Counterbalanced Front/Side Loader Lift Trucks
Test Number FS1 FS1 FS2 FS2
Test Longitudinal Longitudinal Longitudinal Longitudinal
Operation Stacking Stacking Traveling Traveling
Load Test load Test load Test load Test load
Mast Position Vertical Not adjustable Full rearward tilt Not adjustable
Mast Mounting Pivoting Fixed Pivoting Fixed
Load Carrier Position Least stable condition Least stable condition Least stable condition Least stable condition
Lift Height Maximum Maximum 300 mm 300 mm
Rated Capacity
Up to and Including 4 4
4 500 kg
Platform
Rated Capacity 18 18 Slope, %
Over 4 500 kg
3.5 3.5
Up to and Including
13 600 kg
A-A p tilt axis (a)
AA AA
(b)
AA
(c)
AA
(d)
C-B p centerline of truck
Tilting Parallel
platform
C B
A
(e)
A
C
Tilting Parallel
platform
B
A
A
(f)
29
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 8 Counterbalanced Front/Side Loader Lift Trucks
Test Number FS3 FS3 FS4 FS4
Test Lateral Lateral Lateral Lateral
Operation Stacking Stacking Traveling Traveling
Load Test load Test load None None
Mast Position Vertical Not adjustable Full rearward tilt Not adjustable
Mast Mounting Pivoting Fixed Pivoting Fixed
Load Carrier Position Least stable condition Least stable condition Least stable condition Least stable condition
Lift Height Maximum Maximum 300 mm 300 mm
Platform Slope, % 6 [see para. 7.11.2(i)] or 6 [see para. 7.11.2(i)] or 15 + 1.4V 15 + 1.4V
4 [see para. 7.11.2(j)] 4 [see para. 7.11.2(j)]
V p km/h
A-A p tilt axis
AA
(a) (b)
AA
(c)
AA
(d)
AA
C-B p centerline of truck
E
Parallel
Tilting platform
C
A
A
F
M
N B
(e)
Parallel
Tilting platform
C
A
A
M
B
N
(f)
Parallel
Tilting
platform
F
E
C
A
A
M
B
N
(g)
Tilting
platform
C
A
A
M
B N
(h)
Parallel
30
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
Table 9 Counterbalanced Front/Side Loader Lift Trucks
Test Number FS5 FS6
Test Lateral Lateral
Operation Stacking Stacking
Load Test load None
Mast Position Full rearward tilt Full rearward tilt
Mast Mounting Pivoting Pivoting
Load Carrier Position Least stable condition Least stable condition
Lift Height Maximum Maximum
Platform Slope, % 6 [see para. 7.11.2(i)] or 4 [see para. 7.11.2(j)] 6 [see para. 7.11.2(i)] or 4 [see para. 7.11.2(j)]
A-A p tilt axis
AA
(a)
AA
(b)
C-B p centerline of truck
E
Parallel
Tilting platform
C
A
M F
B N
A
(c)
E
Parallel
Tilting platform
C
A
M F
B
N
A
(d)
31
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 10 Operator-Up Counterbalanced Front/Side Loader Lift Truck
Test Number OPFS-1 OPFS-2
Test Longitudinal forward Longitudinal forward
Load Test load Test load
Load Carrier Position Least stable side extended Least stable aisle transport
Lift Height(s) See para. 7.12.2(m) See para. 7.12.2(m)
Platform Slope, % 4 + 0.62V 4 + 1.24V
V p km/h
A-A p tilt axis
AA
(a)
C-B p centerline of truck
Tilting
platform
C B
A
A
Parallel
(b)
Tilting
platform
C B
A
A
Parallel
(c)
32
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
Table 11 Operator-Up Counterbalanced Front/Side Loader Lift Truck
Test Number  OPFS-3 OPFS-4
Test  Longitudinal rearward Longitudinal rearward
Load  Test load No load
Load Carrier Position  Least stable aisle transport Least stable aisle transport
Lift  height(s)  See para. 7.12.2(m) See para. 7.12.2(m) 300 mm
Platform  Slope, %  8 + 1.24V  8 + 1.24V  8 + 1.24V  + G
V p km/h
A-A p tilt axis
C-B p centerline of truck
G p rated grade ability, %
AA
(a)
Tilting platform
C B
A
A
Parallel
(b)
(4) four-wheel suspension, articulated on center
axle [see Fig. 1, sketch (d)]
(5) four-wheel suspension, articulated off center
axle [see Fig. 1, sketch (e)]
(6) four-wheel solid suspension [see Fig. 1, sketch
(f)]
(7) five-wheel suspension, three solid and two
sprung [see Fig. 1, sketch (g)]
(8) five wheel suspension, four solid and one articulated
[see Fig. 1, sketch (h)]
(9) five-wheel suspension, two solid and three
articulated [see Fig. 1, sketch (i)]
(e) point M or M1 is defined as follows:
(1) for sketches (a), (b), (c), (f), (g) and (h), of Fig.
1, the projection to the platform of the intersection of
the lateral and longitudinal centerlines
(2) for sketches (d) and (e) of Fig. 1, the projection
to the platform of the intersection of the pivot axis of
the axle and the centerline between the tires
(3) for sketch (i) of Fig. 1, the projection to the
platform of the intersection of the pivot axis of the threewheel
articulated frame and the centerline between
the tires
NOTE: Center point of a dual wheel assembly is the midpoint
between the intersection of the lateral and longitudinal centerlines
of each tire.
(f) casters and tires that pivot and are located nearest
the tilting axis of the tilt table are to be positioned for
least stability. Their lateral axis is to be parallel to the
table tilt axis.
(g) lateral tests are to be conducted about the truck
axis M-N or M1-N1 that provides the least stability. Axis
M-N or M1-N1 on the down side of tilt table to be parallel
to axis A-A.
(h) when these tests are used to verify rated capacity,
dimension D is 600 mm [see Table 1(a), sketch (a)].
33
ITSDF B56.1-2005
(i) when these tests are used to determine capacity,
use appropriate loads and load center(s) instead of that
specified in para. 7.12.2(e).
(j) the truck should be immobilized by application of
braking device(s) and/or by the use of chocks approximately
10% of the diameter of the wheel, but not less
then 25 mm nor more than 50 mm high.
(k) when trucks are equipped with attachments, the
lift heights for Test OPFS-4 should be measured between
the level platform and the load support surface of the
load or of the underside of the attachment, whichever
is less.
(l) unrestricted steering (see Tables 11 and 12).
(m) slope value applies to trucks where travel is
reduced to zero speed when the steerable wheel(s) is
positioned more than 10 deg from the straight forward
or reverse travel direction or operated in a guided aisle
(guided for restricted steering purposes only).
(n) Maximum fork height for an established travel
speed(s), including zero travel speed.
7.13 Single Sided Loader Lift Trucks: Tilting
Platform Tests
7.13.1 Scope. The tests established in Table 13 set
forth stability requirements to verify the rated capacity
and to determine the capacity of single side loader lift
trucks having rated capacity up to and including
13 600 kg.
7.13.2 Test Conditions. Test conditions should be as
follows:
(a) the general criteria contained in para. 7.6.
(b) the tests are conducted without the operator.
(c) all wheels to be in straight-ahead position as
shown in Table 13, sketches (b) through (h).
(d) the vertical load dimension is 1 200 mm. Dimension
D is the horizontal rated load center distance as
specified by the manufacturer [see Table 13, sketch (a)].
(e) the truck shall be immobilized by the application
of a brake(s) or by the use of 12 mm high chocks to
maintain truck position on the test platform.
7.14 Steering Arrangements: Rider Trucks
7.14.1 Stand-up rider trucks employing a horizontal
lever (vertical motion) or pump handle steering control
shall steer as follows: The handle shall be mounted in
such manner that the operator will steer with his left
hand when facing the load end of the truck. An upward
movement of the handle from the horizontal position
shall steer the truck to the operator’s right when moving
with load end leading.
7.14.2 Stand-up rider trucks employing a horizontal
lever (horizontal motion) or tiller bar steering control
shall steer as follows: The handle shall be mounted in
such a manner that the operator will steer with his left
hand when facing the load end of the truck. Movement
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
of the handle clockwise shall steer the truck to the operator’s
right when moving with the load end leading.
7.14.3 Trucks employing a handwheel with the operator
facing the load end shall steer such that clockwise
rotation of the handwheel will steer the truck to the
operator’s right when the truck is moving with load end
leading.
7.14.4 Trucks employing a handwheel with the operator
facing the load end (where steering must be accomplished
with one hand) shall steer such that when the
truck is traveling with load end leading, clockwise rotation
of the handwheel shall steer the truck to the operator’s
right. (This is termed directional forward steering.)
EXCEPTION: For consistency of truck steering on standup end
control rider trucks used in a plant where all directional reverse
steering (see para. 7.14.5) is employed on these types of trucks,
directional reverse steering may be used.
7.14.5 Trucks employing a handwheel with the operator
facing at a right angle to the normal line of travel
shall steer such that when the truck is traveling with
load end trailing, clockwise rotation of the handwheel
shall steer the truck clockwise.
7.14.6 Side loader trucks employing a handwheel
with the operator facing at a right angle to the normal
line of travel shall steer such that when the truck is
traveling in a direction to the operator’s right, a clockwise
rotation of the handwheel shall steer the truck
clockwise.
7.14.7 Motorized hand and hand/rider trucks
employing a steering tongue control that extends
beyond the confines of the truck shall steer such that
with the operator facing in the direction of travel, with
the load end trailing, clockwise movement of the steering
tongue shall steer the truck clockwise.
7.14.8 Order picker high lift trucks employing a
handwheel with the operator facing the direction of normal
forward travel (with load end trailing) shall steer
such that clockwise rotation of the handwheel shall steer
the truck to the operator’s right when the truck ismoving
forward. The handwheel shall be located to permit convenient
operation by the left hand.
7.15 Steering Requirements
7.15.1 All steering controls, except for motorized
hand and hand/rider trucks employing a steering
tongue, shall be confined within the plan view outline
of the truck or guarded against injury to the operator
during movement of the controls when passing obstacles
such as walls, columns, and racks.
7.15.2 Steering handles on motorized hand and
motorized hand/rider trucks employing a steering
tongue shall have means to provide protection for the
34
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
Table 12 Operator-Up Counterbalanced Front/Side Loader Lift Truck
Test Number  OPFS-5 OPFS-6 OPFS-7
Test  Lateral Lateral Lateral
Load  Test load Test load None
Load Carrier Position  Least stable side extended Least stable aisle transport Least stable aisle transport
Lift  Height(s)  Maximum See para. 7.12.2(m) See para. 7.12.2(m)
Platform  Slope, %  Type
6 6 + 1.24V  6 + 2.48V
4 6 6
V p km/h
A-A p tilt Axis
C-B p centerline of
truck
G p rated grade
ability, %
(a) (b)
M
M1
A
Tilting platform
(c)
N1
N
A
Parallel
M
M1
A
Tilting platform
N1
N
A
Parallel
(d)
operator’s hands against injury from items such as
doors, walls, columns, and racks.
7.15.3 Where steering must be accomplished with
one hand and a steering handwheel is used, a steering
knob(s) or equivalent shall be used to promote safe and
effective operation. The steering handwheel and knob
configuration shall be a design that will minimize the
hazard from a spinning handwheel due to a road reaction
feedback, or the steering mechanism shall be of a
type that prevents road reactions from causing the steering
handwheel to spin.Asteering knob(s) shall be within
the periphery of the steering handwheel.
7.15.4 Where steering can be accomplished with
either hand, and the steering mechanism is of a type
that prevents road reactions fromcausing the handwheel
to spin (power steering or equivalent), steering knobs
may be used. When used, a steering knob shall be of a
type that is engaged by the operator’s hand from the
top, and shall be within the periphery of the steering
handwheel.
7.16 Service Brake System Performance for Trucks
Up to and Including 50 000 kg Capacity
7.16.1 A service brake system that meets the performance
requirements of this section shall be provided.
35
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
N1
M1
N
M
(a)
Points N–N1
Points M–M1
N1
M1
N
M
(d)
Points M–M1
N1
M1
N
M
(b)
Points M–M1
N1
M1
N
M
(c)
Points M–M1
N1
M1
M1
N
M
M
Points M–M1
Points M–M1
N N1
N1
M1
N
M
(e) (f)
Points M–M1
N1
M1
N
M
Points M–M1
M M1
Points M–M1
N N1
Points N–N1 Points N–N1
Points N–N1 Points N–N1 Points N–N1
Points N–N1 Points N–N1 Points N–N1
(g) (h) (i)
Fig. 1 Operator-Up Counterbalanced Front/Side Loader Lift Truck
36
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
Table 13 Single Side Loader Lift Trucks
Test Number S1 S2 S3 S4
Load Test load Test load None None
Load Carrier Position Elevated, extended Elevated, retracted Elevated, retracted Lowered, retracted, least stable
condition
Full rearward tilt [sketch (d)]
Mast Position Vertical Full rearward tilt Full rearward tilt
Vertical [sketch (h)]
Platform Slope, % 4 8 + 0.62V (max. 14) 8 + 0.62V (max. 14) 18 + 0.62V (max. 40)
(a)
D D
R
48 in.
A
A
(b)
A
A
B
B
(c)
AA
(d)
V p km/h
A-A p tilt axis, sketches
(d), (e), (f), and
(g)
B-B p tilt axis, sketch (h)
AA
(e)
AA
(f)
AA
(g)
BB
(h)
37
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Drawbar Drag, D, %
7.16.2 The service brake system performance shall
be measured by one of two tests, the Drawbar Drag Test
[see para. 7.16.5(a)] or the Stopping Distance Test [see
para. 7.16.5(b)].
7.16.3 Brake Control Force Limits
(a) For pedals having a downward movement to
apply the brakes, the required brake performance shall
be attained with a pedal force of not more than 670 N.
(b) For brake pedals having an upward movement to
apply brakes, the required brake performance shall be
attained with the pedal fully released; however, the
brake linkage shall be such that the pedal will be fully
depressed and the brakes released by a force of not more
than 290 N.
(c) For handgrip (squeeze) operated brakes, the
required brake performance shall be attained with an
operating force of not more than 225 N.
(d) Other types of brake actuation, including those
applied to position of the steering tongue, may be used.
7.16.4 Test Conditions. Test conditions should be as
follows:
(a) Road surface shall be level clean asphalt, brushed
concrete, or equivalent, and of adequate length to permit
safe conduct of the test. When using the stopping distance
test procedure, it shall also be of sufficient length
to permit stabilized travel speed of the truck before
application of the brakes.
(b) Truck shall be loaded to the maximum permitted
by the manufacturer. Power boost system, if supplied,
shall be operating. Travel controls, including the transmission,
shall be in neutral and all brake systems disengaged.
(c) Burnishing of brakes prior to test is optional. The
following is a suggested procedure:
(1) load: 50% of truck rated capacity.
(2) initial road speed: maximum or 24 km/h,
whichever is less.
(3) final road speed: zero (stop).
(4) deceleration rate: maximum without sliding
tires or lifting steer tires.
(5) alternate: forward stop then reverse stop.
(6) rest: 30 min after each 50 stops. This is to be
used as a guide; if smoke is evident, the rest time may
be increased and the number of stops between rests
decreased.
7.16.5 Test Methods
(a) Drawbar Drag Method
(1) Measure drawbar drag in both forward and
reverse direction while pulling at no more than 1.6 km/h
in both directions.
(2) The drawbar shall be horizontal and attached
at the standard coupler height but not more than 900
mm above the road surface.
(3) The service brake system shall enable the truck
to develop a drawbar drag at least equal to a percent
50
25 D = 1.86V (km/h)
D = 1.49V (km/h)
D = 1.24V (km/h)
0 1.6 10 16
km/h
Max. Truck Speed, V
Fig. 2 Service Brake Performance Requirements
of the loaded truck weight as follows (see Fig. 2):
(a) for low lift and high lift trucks, except high
lift order picker trucks
(1) capacities of 16 000 kg and less
D p 1.86V (km/h)
but not required to exceed 25%.
(2) capacities greater than 16 000 kg, up to and
including 50 000 kg
D p 1.49V (km/h)
but not required to exceed 20%.
(b) for high lift order picker trucks
D p 1.24V (km/h)
but not required to exceed 15%.
D p drawbar drag, as determined from Fig. 2, as a
percent (e.g., 25 for 25%)
V p travel speed of the loaded truck, km/h
(b) Stopping Distance Method. Determine that the
brakes will stop the loaded truck within the required
distance, measured from the point of brake application,
calculated from the following formulas:
0.394v2
s p
D
where
D p drawbar drag, as determined from Fig. 2, as a
percent (e.g., 25 for 25%)
s p approximate theoretical stopping distance, m
v p speed, km/h
7.16.6 Strength
(a) For trucks having a downward movement of brake
pedal to apply the service brake(s), the system shall be
38
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
capable of withstanding a brake pedal force of 1 335 N
without failure of any component.
(b) For trucks having an upward movement of the
brake pedal to apply the service brake(s), a force of 200%
of the maximum possible setting of the spring shall not
cause failure of any component.
(c) For trucks having hand grip (squeeze) operated
brake(s), the system shall be capable of withstanding a
force of 715 N at the midpoint of the brake handle.
7.17 Parking Brake System Performance for Trucks
Up to and Including 50 000 kg Capacity
7.17.1 A parking brake (or mechanism) that may be
a part of, or include the service brake shall be provided
and be capable of holding the truck on the maximum
grade that the truck can climb with rated capacity load,
or on the following grade, whichever is the lesser:
(a) order picker, high lift: 5%
(b) order picker, low lift: 10%
(c) motorized hand and hand/rider: 10%
(d) sit-down rider, electric or combustion powered:
15%
(e) stand-up rider, electric or combustion powered:
15%
7.17.2 The parking brake system shall be capable
of maintaining the specified performance requirement
despite any contraction of the brake parts, exhaustion
of the source of energy, or leakage of any kind.
7.17.3 The parking brake system shall be manually
operable by hand or foot from the normal operating
position or automatically applied by leaving the normal
operating position. Trucks with only nonautomatically
applied brakes shall have a warning to the operator to
apply brakes before leaving truck.
7.17.4 Brakes may be burnished prior to test.
7.18 Travel Direction Control(s) Marking
Forward and reverse direction control(s) shall be
clearly and durably identified on the control or in close
proximity.
7.19 Travel Controls: Electric Trucks, Sit-Down Rider
7.19.1 Means shall be provided so that the travel
circuit can be activated only by resetting the speed and
directional control(s) when the operator assumes the
operating position. A positive neutral position or control
shall be provided.
(a) Directional Control — Hand Operated
(1) Motion of control away from the operator shall
move the truck with load end leading.3
3 On trucks with “turn-around operator stations,” the controls
for the normal operator position (facing load end) shall conform
to this Standard. For hand-operated directional controls, motion
of the control shall be in the same direction as truck travel.
ITSDF B56.1-2005
(2) Motion of control toward the operator shall
move the truck with load end trailing.3
(b) Travel Speed Selector. Travel speed selector shall be
conveniently located. The speed selection pattern shall
be durably and clearly identified.
(c) Combination — Travel Speed and Direction Controls
With One Pedal or Two Pedals Side by Side
(1) Forward or downward motion on left or forward
portion shall move truck with load end leading.3
(2) Forward or downward motion on right or rear
portion shall move truck with load end trailing.3
(3) Forward and/or downward motion of either
portion shall increase speed.
(4) Pedals for side-seated operators shall be directional.
4
(d) Combination — Travel Speed and Direction Controls
With Two Pedals, Separated by the Service Brake Pedal
(1) Right pedal shall move truck with load end
leading.3
(2) Left pedal shall move truck with load end
trailing.3
(3) Depressing either pedal shall increase speed.
(4) Pedals for side-seated operators shall be directional.
4
7.19.2 Means shall be provided to disconnect the
travel circuit automatically when the operator leaves the
operating position.
7.19.3 A manually operated switch (may be key
type) to disconnect all control circuits shall be provided.
7.19.4 Service brakes shall be operable with the right
foot and be depressed to apply.
7.19.5 Motor speed control shall be either right-hand
or right-foot operated. If control is hand operated,
motion shall be forward or up to increase speed. If control
is foot operated, depress to increase speed.
7.19.6 If a single pedal controls both acceleration and
braking, downward motion of the pedal shall increase
speed, releasing the pedal shall apply brakes, and the
pedal shall be located for right-foot operation.
7.19.7 Means readily accessible to the operator in
the normal operating position shall be provided to shut
off all power to the truck.
7.20 Travel Controls: Electric Trucks, Stand-Up Rider
7.20.1 Means shall be provided so that the travel
circuit can be activated only by resetting the speed and/
or directional control(s) when the operator assumes the
operating position.
4 For side-seated operators, the pedal or portion of the pedal
toward the load end of the truck shall move truck with load end
leading and the pedal portion or portion of the pedal away from
the load end shall move truck with load end trailing.
39
ITSDF B56.1-2005
7.20.2 Means shall be provided to disconnect the
travel circuit automatically when the operator leaves the
operating position.
7.20.3 A manually operated switch (may be key
type) to disconnect all control circuits shall be provided.
7.20.4 Service brakes may be actuated by either an
upward or downward motion.
7.20.5 Means readily accessible to the operator in
the normal operating position shall be provided to shut
off all power to the truck.
7.20.6 Powered travel movement of the truck shall
be possible only if the operator is in the normal operating
position.
7.20.7 Powered travel movement shall not occur
automatically when the operator returns to the normal
operating position without additional operation(s) (e.g.,
resetting the direction control, reactivating speed control,
etc.).
7.21 Travel Controls: Internal Combustion-Powered
Industrial Trucks, Sit-Down Rider
7.21.1 Travel controls shall be so arranged that
power will be applied to the wheels only when the
transmission or direction control has been actuated. A
positive neutral position or control shall be provided.
(a) Directional Control — Hand Operated
(1) Motion of control away from the operator shall
move truck with load end leading.3
(2) Motion of control toward operator shall move
truck with load end trailing.3
EXCEPTION: An acceptable alternative is a properly labeled “H”
pattern.
(b) Travel Speed Selector. Travel speed selector shall be
conveniently located. The speed selection pattern shall
be durably and clearly identified.
(c) Combination — Travel Speed and Direction Controls
With One Pedal or Two Pedals Side by Side
(1) Forward or downward motion on left or forward
position shall move truck with load end leading.3
(2) Forward or downward motion on right or rear
portion shall move truck with load end trailing.3
(3) Forward and/or downward motion of either
portion shall increase speed.
(4) Pedals for side-seated operators shall be directional.
4
(d) Combination — Travel Speed and Direction Controls
With Two Pedals, Separated by the Service Brake Pedal
(1) Right pedal shall move truck with load end
leading.3
(2) Left pedal shall move truck with load end
trailing.3
(3) Depressing either pedal shall increase speed.
40
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
(4) Pedals for side-seated operators shall be directional.
4
7.21.2 Engine speed should be no greater than low
idle unless the acceleration control has been intentionally
actuated.
7.21.3 A manually operated engine shut-off device
(may be key type) shall be provided.
7.21.4 Service brake shall be operable with the right
foot and be depressed to apply.
7.21.5 Clutch pedal, if used, shall disengage the
clutch by downward motion, and shall be located for
left-foot operation.
7.21.6 If a combination clutch and service brake
pedal is used, the initial downward movement shall
disengage the clutch and the final downward movement
shall apply the service brakes. The pedal shall be located
for left-foot operation.
7.21.7 Engine speed control shall be either righthand
or right-foot operated. If control is hand operated,
motion shall be forward or up to increase speed. If control
is foot operated, depress to increase speed.
7.21.8 If a combination pedal controls both acceleration
and service brakes, downward motion of the brake
portion shall apply the service brakes. The combination
pedal shall be located for right-foot operation.
7.21.9 The normal engine starting system shall not
be operable if the operation will produce rotation of the
drive wheels.
7.21.10 Powered travel movement of the truck shall
be possible only if the operator is in the normal operating
position.
7.21.11 Powered travel movement shall not occur
automatically when the operator returns to the normal
operating position without additional operation(s) (e.g.,
resetting the directional control, reactivating speed control,
etc.).
7.22 Travel Controls: Internal Combustion-Powered
Industrial Trucks, Stand-Up Rider
7.22.1 Travel controls shall be so arranged that
power will be applied to the wheels only when the
transmission or direction control has been actuated.
7.22.2 Accelerator, if foot operated, shall increase
speed by downward motion of a pedal located for rightfoot
operation.
7.22.3 A manually operated engine shutoff device
(may be key type) shall be provided.
7.22.4 Service brakes may be actuated by either an
upward or downward motion.
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
7.22.5 The normal engine starting system shall not
be operable if the operation will produce rotation of the
drive wheels.
7.23 Travel Controls: Electric Motorized Hand, Hand/
Rider, and Low Lift Order Picker Trucks
7.23.1 The travel circuit shall automatically return
to a neutral position when released by the operator, or
the travel circuit shall be interrupted when released by
the operator and can be reactivated only by resetting
the speed and direction control(s) when the operator
assumes the operating position.
7.23.2 Forward and reverse motion of the truck shall
be controlled or selected by means of a control device
readily accessible when grasping the handle grip on
the steering tongue. This control device shall operate
directionally in one of the following manners:
(a) the control shall have a forward motion for forward
travel and a rearward motion for reverse travel;
(b) the control shall consist of two buttons located at
the top of the control handle when the steering tongue
is approximately vertical, arranged so that the forward
one is for forward travel and the rearward one is for
reverse travel;
(c) the control shall have rotary motion, the rotation
being in the same direction as the drive wheel rotation.
7.23.3 The control system shall provide the capability
for the truck to travel at, or less than, walking speed
(approximately 5.6 km/h).
7.23.4 Travel control for high-speed operation shall
be designed to avoid inadvertent operation by the walking
operator.
7.23.5 The brake shall be applied, and current to
the drive motor shall be cut off, whenever the steering
tongue is in approximately a vertical position, and the
same conditions shall exist whenever the steering
tongue is in approximately a horizontal position, or the
brake shall be applied, and current to the drive motor
cut off, by release of the device normally used to control
travel motion of the truck.
EXCEPTION: Low lift order picker trucks may be provided with
a coasting system which cuts off current to the drive motor but
does not apply the brake when the travel control device is released.
Means to apply the brake, and activate the vehicle’s warning device
shall be readily operable while walking alongside of truck. Speed
with this system shall not exceed normal walking speed (approximately
5.6 km/h) whenever the coasting system is activated. Additionally,
a label or symbol shall be affixed to the truck, indicating
the truck is equipped with a coasting system.
7.23.6 On trucks equipped with a steering tongue
which can be moved up or down for brake application,
means shall be provided to
(a) reverse automatically the truck’s travel direction
if the steering tongue is in the operating range and its
control end contacts the walking operator
ITSDF B56.1-2005
(b) apply the brake in the steering tongue operating
range when the control is released and allowed to return
to the neutral position
7.23.7 Means readily accessible to the operator shall
be provided to shut off all power to the truck.
7.24 Controls: High Lift Operator-Up Trucks
7.24.1 To minimize free-fall of the platform supporting
the operator, automatic means shall be provided to
prevent lowering of the elevating mechanism should the
lift chains become slack. Such means shall
(a) not interfere with the normal operation unless
actuated
(b) stop downward motion of the elevating mechanism
supporting the operator platform
(c) permit the load lifting device/operator station to
be raised to free the hang up
7.24.2 Travel control(s) shall be so arranged that the
truck will not move unless controls have been actuated
for both direction and speed.
7.24.3 Automatic means shall be provided to restrict
the travel speed in accordance with good operating practices
when the operator platform is occupied and elevated
above 600 mm.
7.24.4 Means shall be provided to disconnect the
travel circuit automatically when the operator leaves the
operating position.
7.24.5 A manually operated switch (may be key
type) to disconnect all control circuits shall be provided.
7.24.6 When more than one set of control stations
exists, means shall be provided to render inoperative
all operating controls other than those on the elevating
platform when the controls on the elevating platform
have been selected for use. Only one location of controls
shall be capable of being operated at one time.
7.24.7 Means readily accessible to the operator in
the normal operating position shall be provided to shut
off all power to the truck.
7.25 Load-Handling Controls
7.25.1 Load-Handling Controls
(a) should preferably be located for right-hand operation
(b) shall be self-centering
(c) shall be clearly and durably identified on the control
or in close proximity to indicate function(s) and
direction of motion of load or equipment
7.25.2 A single lever may be used to perform more
than one function.
7.25.3 The upper surface of a rotary control device
should move in the same sense of direction as a lever.
41
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Table 14 Lever- or Handle-Type Controls: Sequence of Location and Direction of Motion
Function
Direction  of Motion
Of Load or Equipment
Predominant Motion of  the Operator’s Hand
When Actuating  the Control Handle While  Facing
Listed  in Sequence of Location  the Load  [Note  (1)]
Hoist Up
Down
Rearward or up
Forward or down
Reach Retract
Extend
Rearward [Note (2)]
Forward
Tilt Rearward
Forward
Rearward or up [Note (2)]
Forward or down
Side shift Right
Left
Rearward or up
Forward or down
Push-pull Rearward
Forward
Rearward [Note (2)]
Forward
Rotate laterally Clockwise
Counterclockwise
Rearward or up
Forward or down
Rotate longitudinally Rearward
Forward
Rearward or up
Forward or down
Load stabilizer Down
Up
Rearward or up
Forward or down
Swing Right
Left
Rearward or up
Forward or down
Slope Clockwise
Counterclockwise
Rearward or up
Forward or down
Fork position Together
Apart
Rearward or up
Forward or down
Trip Engage
Release
Rearward or up
Forward or down
Grip Engage
Release
Rearward or up
Forward or down
Truck stabilizer Raise
Lower
Rearward or up
Forward or down
Clamp Clamp
Release
Rearward or up
Forward or down
NOTES:
(1) EXCEPTION: For high lift order picker trucks and center control pallet trucks, predominant motion of operator’s hand
when actuating the control handle while facing away from the load.
(2) The sense of rotation of the control handle is intended to be in the same direction as the desired motion of the mast
or load.
7.25.4 Special controls (such as for preselective or
automatic devices) should preferably be identified and
preferably be in accordance with the above recommendations.
7.25.5 For load-handling symbols, see ISO 3287.
7.25.6 Lever-or handle-type controls (including toggle
switches) should preferably be arranged in sequence
of location and direction of motion according to Table 14.
7.25.7 Where the operation of lifting, lowering, tilting,
and/or auxiliary device is controlled by a pair of
push buttons, they shall operate in the same sense as
described in para. 7.25.6. For example, actuation of the
button that is located to the rear (relative to the operator’s
position) should serve the same function as motion
of a control lever to the rear.
7.25.8 Vertical masts shall be provided with a means
to prevent the load from lowering at a rate in excess of 0.6
m/s in case of a failure in the load supporting hydraulic
control circuits.
7.26 Tilt Mechanism
Tilting mechanism for high lift trucks, if provided,
shall be capable of smooth, controlled operation.
42
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
F
D
Fig. 3 Typical Fork
7.27 Forks
7.27.1 Forks shall be designed to avoid unintentional
unhooking and/or excessive lateral movement.
7.27.2 Each fork shall be clearly stamped with its
individual load rating in an area readily visible and not
subject to wear; e.g., 2 000  600, meaning 2 000 kg load
rating at 600 mm load center.
7.27.3 Fork strength shall permit the following loading
and method of test.
(a) The test load F shall correspond to three times the
load rating of the fork arm and shall be applied to it at
the applicable distance D from the front face of the fork
arm shank (see Fig. 3).
(b) The fork arm shall be restrained in a manner identical
to that used on the forklift truck.
(c) The test load shall be applied twice, gradually and
without shock, and maintained for 30 sec each time.
(d) The fork arm shall be checked before and after
the second application of the test load. It shall not show
any permanent deformation.
7.27.4 These tests are intended to be applied to prototype
forks but may also be applied to production forks
on a selective basis as required by the user or manufacturer.
7.28 Load Backrest Extension
7.28.1 The load backrest extension, if provided,
should have height, width, and size of openings sufficient
to minimize the possibility of the load falling
toward the mast when the mast is in a position of maximum
rearward tilt.
7.28.2 The load backrest extension, if provided, shall
be constructed in a manner that does not interfere with
good visibility, and size of openings should not exceed
150 mm in one of the two dimensions.
43
ITSDF B56.1-2005
Table 15 Overhead Guard Impact Test Loads
Impact Test  Minimum
Truck Rated Capacity  at  a  Energy,  J  Weight  of
600 mm Load Center  [Note  (1)]  Test Load, kg
1 360 kg and under 5 400 340
1 361 kg to 2 270 kg 10 800 680
2 271 kg to 3 630 kg 21 760 1 360
3 631 kg to 6 350 kg 32 640 1 360
6 351 kg to 11 300 kg 43 520 1 360
11 301 kg and over 48 960 1 360
NOTE:
energy in joules
(1) Drop distance in m p
9.8  actual weight of test load in kg
7.29 Overhead Guard for High Lift Rider Powered
Industrial Trucks
7.29.1 Design Requirements
(a) The overhead guard and its mounting shall be
capable of withstanding the impact of a 45 kg hardwood
covered cube (or equivalent) under the conditions specified
in para. 7.29.2(b).
(b) The overhead guard and its mounting shall be
capable of withstanding an impact test as specified in
Table 15. Details of conducting the test and measuring
the deformation are covered in para. 7.29.2(c).
(c) Openings in the top of the overhead guard shall
not exceed 150 mm in one of the two dimensions, width
or length.
(d) The overhead guard shall extend over the operator
under all normal operating circumstances of truck operation
except as provided for below. For overhead guards
fixed to the mast, this also applies to all positions of the
mast. The overhead guard shall not extend beyond the
plan view outline of the truck.
The control levers in their neutral position, unprotected
pedals, and the steering wheel may extend in the
direction of the mast outside of the plan view of the
overhead guard up to a distance of 150 mm. Control
levers may extend to either side of the truck outside the
plan view of the overhead guard, up to a maximum of
150 mm providing they do not extend outside the plan
view of the truck at any point of their range of operation.
Such coverage is not required of the parking brake
control.
Feet and legs extending beyond the overhead guard
will be considered protected if under cover of a cowl.
Any portion of them without such cover shall be limited
to a maximum exposure of 150 mm measured in the
plan view.
(e) For sit-down rider trucks a vertical clearance of at
least 890 mm should be maintained from the Seat Index
Point or H-Point of the truck, as determined according
to ISO 5353, to the underside of the section of the guard
under which the operator’s head is located in his normal
position during truck operation.
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
x
x − 19 mm
Fig. 4 Overhead Guard Cube Drop Test
Deformation Limit
(f) For stand-up trucks, a vertical clearance of at least
1 880 mm should be maintained from the platform
where the operator stands to the underside of the section
of the guard under which the operator’s head is located
in his normal position during truck operation.
(g) High lift motorized hand trucks do not require
overhead guards.
(h) When requested by the user, the manufacturers
may reduce the normal overhead guard height and the
vertical clearance for the operator’s head under the
guard to permit truck operation by the user with a guard
in areas where overhead obstructions limit the overall
lowered height of the truck.
7.29.2 Test Procedures
(a) General
(1) Tests shall be conducted with the overhead
guard in place on a truck for which it is designed, or a
simulated mounting may be used.
(2) If the 45 kg hardwood covered cube (or equivalent)
drop test is conducted first, the same overhead
guard and mounting can be used to conduct the impact
drop test.
(b) Cube Drop Test — 45 kg
(1) The 45 kg test cube shall be covered with hardwood
(or equivalent) and measure approximately 300
mm on a side.
(2) The test cube shall be dropped in free-fall vertically
at random on the overhead guard and the center
of the cube shall strike within a 600 mm diameter circle
centered above the operator’s seat or operator’s standing
position.
(3) The test cube shall be positioned to drop in freefall
with a flat surface approximately parallel to the top
of the overhead guard, and not strike on a corner or
edge of the cube.
Fig. 5 Overhead Guard Impact Test Method
(4) The test cube shall be dropped as described, a
distance of 1 525 mm ten times, without fracture (no
parts separation; however, evidence of minor cracks is
permissible) and without permanent deformation
exceeding 19 mm based on the original head clearance
provided by the guard (see Fig. 4).
(c) Impact Drop Test
(1) The test load shall be composed of construction
grade two-by-four lumber, approximately 40 mm  90
mm in cross section and 3 600 mm to 3 700 mm long
and not to exceed 1 000 mm in width. Individual pieces
should be placed with the 90 mm dimension flat. The
lumber shall be bound together with at least three metal
bands, one approximately in the center, and the others
not further than 900 mm from each end (see Fig. 5). A
test load of different dimensions and/or materials may
be used, provided it results in a test not less severe than
that described.
(2) The test load shall be dropped in free-fall from
an approximate horizontal position and from a height
to develop the required impact in joules specified in
Table 15.
(3) The test load shall be centered above the overhead
guard with the 3 600 mm to 3 700 mm length at
right angles to the longitudinal centerline of the truck,
the 1 000 mm dimension flat and shall strike the guard
in this position (see Fig. 5).
(4) For sit-down rider trucks, the permanent deformation
of the overhead guard and its mounting after
impact shall be measured between a horizontal plane
44
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
254 mm min.
Fig. 6 Overhead Guard Impact Deformation Limit
(Sit-Down)
tangent to the underside of the guard at the operator’s
position and a horizontal plane tangent to the upper
surface of the steering wheel. There shall be not less
than 254 mm between the planes (see Fig. 6).
(5) For stand-up rider trucks, the permanent deformation
of the overhead guard and its mounting after
impact shall leave a distance of not less than 1 625 mm
between the surface on which the operator stands during
truck operation and a horizontal plane tangent to the
underside of the overhead guard (see Fig. 7).
7.30 Operator Protection for Stand-Up, End
Controlled, Narrow Aisle and Counterbalanced
Trucks
7.30.1 Guards or other means may be provided as
part of the truck to limit intrusions into the operator’s
area of horizontal members (e.g., rack beams), oriented
generally transverse to the direction of travel.
7.30.1.1 The means and its mounting shall be
strong enough to withstand the impact of a load simulating
the collision between a truck carrying a full rated
load and traveling at 1.6 km/h and a horizontal rigid
barrier simulating a rack beam with a 75 mm vertical
dimension.
7.30.1.2 The direction and point of impact should
be selected to produce the greatest intrusion into the
operator’s area.
7.30.1.3 After impact, there shall be no separation
of parts or permanent deflection in excess of 100 mm
in the horizontal plane.
7.30.2 These means are intended to offer protection
to the operator from horizontal members substantially
crosswise to the direction of travel, but cannot protect
1625 mm min.
Fig. 7 Overhead Guard Impact Deformation Limit
(Stand-Up)
against intrusion by all possible objects, particularly
those of small cross-section (e.g., rods or pipes) lying
parallel with the travel direction.
7.30.3 Operator protection means shall be designed
so as not to interfere with the normal operation of the
controls, to allow getting on and off the truck easily, and
to permit rapid exit in an emergency.
7.31 Guards for Wheels
Guards or other means shall be provided to protect
the operator, in the normal operating position, from
particles thrown by the tires or wheels.
7.32 Guards for Moving Parts
The operator, in the normal operating position, shall
be protected from moving parts that represent a hazard.
7.33 Overtravel Limits
Provision shall be made to prevent travel of mechanical
systems such as hoists, tilt, etc., beyond that intended
by design.
7.34 Warning Device
7.34.1 Every truck shall be equipped with an operator
controlled horn, whistle, gong, or other sound-producing
device(s).
7.34.2 In addition, other devices (visible or audible)
suitable for the intended area of use may be installed
when requested by the user.
7.35 Pedal and Platform Surfaces
Control pedals and control platforms stood on, or
engaged, by the operator’s feet shall have slip resistant
surfaces.
7.36 Operator Platforms: Nonelevating
End control, reach, narrow aisle, single side loader,
and motorized hand/rider trucks shall be equipped with
45
ITSDF B56.1-2005
the platform extending beyond the operator’s position,
strong enough to withstand a compression load equal
to 2.5 times the weight of the loaded truck applied along
the longitudinal axis of the truck with the outermost
projection of the platform against a flat vertical surface.
The operator’s area shall be constructed to provide space
for the operator’s lower extremities, including the operation
of foot-operated controls, within the plan view outline
of the truck when being operated as recommended
by the manufacturer.
(a) End Control Trucks
(1) Operator enclosures may be provided in conjunction
with the platform. If provided, they shall permit
easy ingress and egress from the platform.
(2) On double end control baggage-type trucks or
trucks that may be transported on short elevators, means
shall be provided to prevent unintentional folding of
the operator’s folding platform.
(b) Reach, Narrow Aisle, and Single Side Loader Trucks.
Operator enclosures may be provided in conjunction
with the platform. If provided, they shall permit easy
ingress and egress from the platform.
(c) Motorized Hand/Rider Trucks. Operator enclosures
in conjunction with the platform are not recommended
because of interference with the steering handle, and
with rapid and unobstructed egress for the operator.
(d) Under certain operating conditions, either more
or less guarding may be required for safe operation.
These operating conditions, as identified by the user,
shall be addressed in cooperation with the manufacturer.
7.37 Platforms: Elevating
7.37.1 Platforms used for elevating personnel
shall have
(a) a slip resistant floor surface.
(b) a minimum floor space of 450 mm  450 mm for
each platform occupant.
(c) protection for personnel in their normal working
position on the platform from moving parts of the truck
that represent a hazard.
(d) restraining means such as a guard rail or a means
for securing personnel such as a body belt or lanyard,
whenever the platform can be elevated to a height
greater than 1 200 mm.
(1) A guard rail shall have a height above the platform
floor of not less than 915 mm or more than 1 065
mm around its upper periphery and include a midrail.
To provide an access opening, the guard rail may be
hinged or removable, or chains may be used if proper
positioning is easily accomplished and a secured condition
is discernible. Guard rails and access opening
guards shall be capable of withstanding a concentrated
horizontal force of 890 N applied at the point of least
resistance without permanent deformation.
(2) Means for securing an operator are as follows:
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
(a) Lanyards shall be nylon rope (or equivalent
stretch material). The length shall be such that the operator(
s) has freedom of movement in his working area but
shall be limited to a maximum free-fall of 1 525 mm
measured from the point of attachment to the operator.
(b) Lanyards shall be so arranged as not to cause
a condition where the operator(s) could trip on the
lanyard.
(c) Lanyards shall be attached to an overhead
member of the platform at a point located above and
near the center of the platform.
(d) Deceleration devices shall incorporate an
integral lanyard or lifeline that automatically limits
free-fall.
(e) Body belts shall have a width of at least 44
mm.
(f) Testing
(1) Body Belts and Lanyards. The complete
means for securing an operator shall be capable of withstanding
three consecutive drop tests of 113 kg falling
a distance of 1 825 mm without allowing the test weight
to fall free to the ground. In testing, the waistband of
the belt shall support the test weight in the same manner
as it would support the worker.
(2) Deceleration Devices. When testing deceleration
devices, the 136 kg load is supported directly below
the deceleration device. The support is removed and the
falling load shall come to a complete stop in no more
than 1 220 mm.
(3) When a supplementary platform is utilized, it
shall be provided with rails or other restraining means.
The work area may be provided with a body belt and
lanyard in lieu of, or in addition to, rails.
(4) When the supplementary platform is not utilized,
a restraining means such as railings, chains, cable,
or body belt(s) and lanyard(s) shall be provided on the
open (load) side of the operator’s platform.
(e) when controls are supplied for use on the elevating
platform, they shall be readily accessible to the operator
and protected from damage and inadvertent actuation.
Provision to shut off power to the truck shall be provided.
An emergency lowering means operable from the
ground shall be provided for overriding the controls on
the platform.
(f) hydraulic or pneumatic hoisting systems shall
include means to prevent unintended descent in excess
of 0.6 m/s in event of a hose failure.
(g) a structural safety factor of not less than 3 to 1
based on the minimum yield strength of the materials
used for all load supporting structural elements and
platform attachment means.
7.37.2 Operator platforms for operator-up, high lift
trucks shall comply with para. 7.37.1 and shall have
(a) sufficient strength to withstand a compression
load equal to 2.5 times the weight of the loaded truck
applied along the longitudinal axis of the truck with
46
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
the outermost projection of the platform against a flat
vertical surface
(b) an overhead guard manufactured in accordance
with para. 7.29
7.37.3 Work platforms (does not include operator
platforms) shall comply with para. 7.37.1 and shall have
(a) a 100 mm minimum height toe plate and
restraining means per para. 7.37.1(d)(1).
(b) the floor of the platform located not more than
200 mm above the upper face of the supporting truck
fork blade.
(c) means to securely attach the platform to the lifting
carriage or forks, and to prevent the lifting carriage or
forks from pivoting upward.
(d) means to correctly locate the platform centered
laterally on the truck.
(e) floor dimensions that neither exceed two times
the load center distance listed on the truck nameplate,
measured parallel to the longitudinal center plane of the
truck, nor have a width greater than the overall width
of the truck (measured across the load bearing tires)
plus 250 mm on either side.
(f) when controls for lift and lower are provided,
means to render inoperative all operating controls other
than those on the work platform when the controls on
the elevating platform have been selected for use. Only
one location of controls shall be capable of being operated
at one time [with the exception of lowering means
noted in para. 7.37.1(e)].
(g) an overhead guard manufactured in accordance
with para. 7.29, when requested by the user.
(h) the combined weight of the platform, load, and
personnel not to exceed one-half of the capacity as indicated
on the nameplate of the truck on which the platform
is used.
(i) the following information prominently indicated
on the platform:
(1) maximum load including personnel and
equipment
(2) weight of empty platform
(3) minimum capacity of truck on which the platform
can be used
7.37.4 Trucks used for elevating personnel shall have
(a) When controls are supplied for use on the elevating
platform, they shall be readily accessible to the operator
and protected from damage and inadvertent
actuation. Provision to shut off power to the truck shall
be provided. An emergency lowering means operable
from the ground shall be provided for overriding the
controls on the platform.
(b) Hydraulic or pneumatic hoisting systems shall
include means to prevent unintended descent in excess
of 0.6 m/s in event of a hose failure.
47
ITSDF B56.1-2005
150%
100%
Fig. 8 Fork Extension
7.38 Radiator Caps
All pressurized, liquid-cooled, internal combustion
engine-powered trucks shall have safety-type radiator
caps such that a pressure relief step precedes the complete
removal step.
7.39 Fork Extensions
7.39.1 Fork extensions should not be longer than
150% of the supporting fork’s length (see Fig. 8).
7.39.2 Each fork extension shall be capable of supporting
a uniformly distributed, or equivalent load of
three times its rated capacity when mounted on a fork
of the specified size.
No permanent deformation shall be produced by the
application of this test load after having removed the
effects of any local manufacturing irregularities by up
to three preliminary applications of the test load.
7.39.3 For purpose of rating, the rated load center
of the fork extension should be at 50% of the fork extension
load supporting length.
7.39.4 Each fork extension shall be clearly stamped
with its individual load rating and supporting fork size
in an area readily visible and not subject to wear. For
example, 2 000  600 − 80  180  800 means a 2 000
kg load at a 600 mm load center with a recommended
supporting fork size of 80 mm  180 mm and not less
than 800 mm long.
7.39.5 Fork extensions shall be designed to avoid
unintentional disengagement from the forks. Lateral
clearance shall not exceed 12 mm between fork and
extension.
ITSDF B56.1-2005
7.40 Battery Restraint for High Lift Rider Electric
Trucks Up to and Including 5 500 kg Rated
Capacity (Excluding High Lift Man-Up Trucks
and High Lift Order Picker Trucks)
7.40.1 Means shall be provided, as part of the truck,
to restrain the battery in a vertical and longitudinal
direction so that if truck tipping should occur, the battery
will not move more than 100 mm into the space normally
occupied by the operator or move more than 100 mm
in a lateral direction beyond the plan view outline of
the truck.
7.40.2 The restraining means shall restrict the battery
displacement within the required limits when up
to a maximum 90 deg overturn is simulated by allowing
a static truck to fall free from its critical balance point
impacting on a horizontal plane. The movement of the
battery shall not interfere with the operator’s egress from
the truck.
7.41 Operator Restraint Systems
Counterbalanced, center control, high lift trucks that
have a sit-down, nonelevating operator position shall
have a restraint device, system, or enclosure that is
intended to assist the operator in reducing the risk of
entrapment of the operator’s head and/or torso between
the truck and ground in the event of a tip-over. Such
means shall not unduly restrict the operation of the
truck, e.g., the operator’s mounting, dismounting,movement,
and/or visibility.
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Warnings and instructions on the purpose and use of
the operator protection provided shall be displayed in
clear view on the truck and included in the operator’s
manual.
NOTE: Stand-ups, rear entry end control, narrow aisle, and reach
trucks shall be designed with open operator compartments to permit
easy ingress and egress. This allows the operator, where possible,
a free and easy egress fromthe truck in the event of an imminent
tipover or off-the-dock accident.
7.42 Visibility
The visibility of internal combustion engine powered
and electric high lift, counterbalanced, sit-down rider
industrial trucks with capacities up to and including
10 000 kg shall meet the acceptable visibility criteria of
ITSDF B56.11.6 (in process.)
EXCEPTION: When the design requirements for a specific truck
application preclude meeting the visibility criteria of ITSDF
B56.11.6, the manufacturer and user, in consultation with each
other, shall determine the ancillary devices or alternate operating
procedures that are necessary to assist the operator or alert personnel
in the vicinity; however, this volume is not an endorsement of
any ancillary device. These may include, but are not limited to,
the use of audible and visible alarms, visual aids, restriction of
pedestrians from the operating area, or additional personnel to
assist the operator.
7.43 Sound
Sound testing, when conducted, shall be in accordance
with the test procedures of ITSDF B56.11.5 (in process.)
48
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUC ITSDF B56.1-2005
Part IV
Glossary of Commonly Used Words and Phrases
approved: the classification or listing as to fire, explosion,
and/or electric shock hazard by a nationally recognized
testing laboratory, i.e., a laboratory qualified and
equipped to conduct examinations and tests such as
those prescribed by Underwriters Laboratories, Inc.
attachment: a device other than conventional forks or
load backrest extension, mounted permanently or
removably on the elevating mechanism of a truck for
handling the load. Popular types are fork extensions,
clamps, rotating devices, side shifters, load stabilizers,
rams, and booms.
attachment, removable: an attachment that can be mounted
on the forks, or in place of the forks on the carriage, by
means of such conventional fasteners as bolts, pins, etc.,
and that does not require the disassembly of any other
portion of the lifting system to install or remove.
authorized personnel: persons designated by the user to
operate or maintain the equipment.
battery-electric truck: see truck, battery-electric.
belt, body: a simple or compound strap with means for
securing it about the waist and for securing a lanyard
to it.
body belt: see belt, body.
brake system, parking: a means to prevent inadvertent
movement of a stationary truck.
brake system, service: the primary means of any type used
for stopping and holding the truck.
bridge plate: a portable device for spanning the gap
between two rail cars.
cantilever truck: see truck, cantilever.
capacity: the capacity of a truck equipped with load carriage
and forks, or with attachments, is the weight at a
specified load center that a given truck can transport in
a carry position and stack to the specified elevation of
the load-engaging means.
NOTE: Capacity is used to designate the weight handling ability
of a particular truck as equipped.
carriage: a support structure for forks or attachments,
generally roller mounted, traveling vertically within the
mast of a cantilever truck.
center control: the operator control position located near
the center of the truck.
center of gravity (of load): that point at which the load
mass is concentrated. It is located horizontally by its
distance from the vertical fork face and vertically by its
distance above the load bearing surface of the forks,
or equivalents for other load-engaging means. Except
where otherwise indicated, this point is located in the
vertical plane of the truck’s longitudinal centerline.
counterbalanced front/side loader lift truck: see truck.
counterbalanced truck: see truck, counterbalanced.
deceleration device: any mechanism that serves to reduce
the falling speed and provide a complete stop in falling
without interference and manipulation of the device.
diesel-electric truck: see truck, diesel-electric.
dockboard: a portable or fixed device for spanning the
gap or compensating for difference in level between
loading platforms and carriers.
electric truck: see truck, electric.
enclosure, operator: fixed vertical structure(s) added to
the operator platform, generally to the sides or to the
rear of that platform.
end control: the operator control position located at the
end opposite the load end of the truck.
fork extension: a lift truck attachment that is added to
the truck fork to increase the fork’s effective length for
handling oversized uniformly distributed loads.
fork height: the vertical distance from the floor to the
horizontal load-carrying surface of the forks, measured
adjacent to the heel of the forks, and in the case of reach
trucks, with the forks extended.
forklift truck: see truck, forklift.
forks: horizontal tine-like projections, normally suspended
from the carriage, for engaging and supporting
loads.
gas-electric truck: see truck, gas-electric.
high lift platform truck: see truck, high lift platform.
high lift truck: see truck, high lift.
industrial tow tractor: see tow tractor, industrial.
internal combustion-engine truck: see truck, internal combustion-
engine.
lanyard: a rope suitable for supporting one person. One
end is fastened to a body belt or harness and the other
end is secured to a substantial object or a lifeline.
49
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Fig. 9 Motorized Hand/Rider Truck
lifeline: a rope, suitable for supporting one person, to
which a lanyard, deceleration device, or body belt (or
harness) is attached.
lift truck: see truck, forklift.
load backrest: that portion of the carriage and forks serving
to restrain the load when the load is tilted rearward
or upward.
load backrest extension: a removable device that increases
the load restraining area beyond that provided by the
load backrest.
load center: the horizontal longitudinal distance from the
intersection of the horizontal load carrying surfaces and
vertical load-engaging faces of the forks (or equivalent
load-positioning structure) to the center of gravity of
the load.
low lift platform truck: see truck, low lift platform.
low lift truck: see truck, low lift.
maintenance platform: see platform, work.
manufacturer: individual(s) or organization(s) that develop(
s) raw material(s) and (sub)assemblies into the end
product(s).
mast: the support member providing the guideways permitting
vertical movement of the carriage. It is usually
constructed in the form of channels or similar sections
providing the supporting pathway for the carriage
rollers.
maximum fork height: the fork height attainable in fully
raised position when loaded.
motorized hand/rider truck: see truck, motorized hand/rider.
See Fig. 9.
motorized hand truck: see truck, motorized hand.
motorized walkie/rider truck: see truck, motorized hand/rider.
motorized walkie truck: see truck, motorized hand.
narrow aisle truck: see truck, narrow aisle.
normal operating position: that typical, correct, proper
place, and body position from which a truck can be
made to function safely when operated according to the
truck manufacturer’s recommendations.
operator: a trained and authorized person who controls
any function(s) of a powered industrial truck.
operator enclosure: see enclosure, operator.
operator platform: see platform, operator.
order picker truck, high lift: see truck, high lift order picker.
order picker truck, low lift: see truck, low lift order picker.
overhead guard: a framework fitted to a truck over the
head of a riding operator for the purpose of providing
protection for the operator from falling objects.
pallet truck: see truck, pallet.
parking brake system: see brake system, parking.
platform, maintenance: see platform, work.
platform, operator: a platform or area from which a standing
person controls the functions of a lift truck or other
material-handling device.
platform, safety: see platform, work.
platform, supplementary: any platform which can be
mounted on a high lift fork truck or other elevating
device and does not require disassembly of any portion
of the lifting system to install or remove, but not
intended to elevate personnel.
platform, work: a platform intended to provide safe working
conditions and designed to be mounted on a high
lift fork truck or other elevating device, providing an
area for person(s) elevated by and working from the
platform safety work surface.
powered industrial truck: see truck, powered industrial.
50
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRU ITSDF B56.1-2005
rated capacity: for a truck equipped with load carriage
and forks or attachments it is the weight established by
the manufacturer at a required load center that a given
truck can transport and stack to a height established by
the manufacturer.
NOTE: Rated capacity is used as a means for comparing the
weight-handling ability of trucks.
reach truck: see truck, reach.
removable attachment: see attachment, removable.
rider truck: see truck, rider.
safety platform: see platform, work.
safety work surface: a surface intended to reduce the possibility
of foot slippage.
service brake system: see brake system, service.
side loader: see truck, side loader.
straddle truck: see truck, straddle.
supplementary platform: see platform, supplementary.
tiering: the process of placing one load on or above
another. Fig. 10 Counterbalanced Front/Side Loader Lift
Truck
tow tractor, industrial: a powered industrial truck
designed primarily to draw one or more nonpowered
trucks, trailers, or other mobile loads.
transport vehicle: a cargo-carrying vehicle (e.g., truck,
semitrailer, trailer, or railcar) that may be entered by a
powered or nonpowered industrial truck to load or truck, forklift: a self-loading truck, equipped with load
unload material. carriage and forks for transporting and tiering loads.
truck: see truck, powered industrial. truck, gas-electric: an electric truck in which the power
truck, battery-electric: an electric truck in which the power
source is a gasoline or LP gas engine-driven generator.
source is a storage battery. truck, high lift: a self-loading truck equipped with an
truck, cantilever: a self-loading counterbalanced or non- elevating mechanism designed to permit tiering. Popucounterbalanced
truck, equipped with cantilever load- lar types are high lift fork truck, high lift ram truck,
engaging means such as forks. high lift boom truck, high lift clamp truck, and high lift
platform truck. See Fig. 11.
truck, counterbalanced: a truck equipped with load-engaging
means wherein all the load during normal trans- truck, high lift order picker: a high lift truck controllable
porting is external to the polygon formed by the wheel by the operator stationed on a platform movable with the
contacts. load-engaging means and intended for (manual) stock
selection. The truck may be capable of self-loading and/
truck, counterbalanced front/side loader lift: a self-loading or tiering.
high lift counterbalanced truck (equipped with a fixed
or tiltable elevating mechanism) capable of transporting truck, high lift platform: a self-loading truck equipped
and tiering a load in both the counterbalanced forward with a load platform, intended primarily for transposition
and any location up to and including 90 deg porting and tiering loaded skid platforms. See Fig. 12.
from the longitudinal centerline of the truck, while pos- truck, internal combustion-engine: a truck in which the
sessing the capability of transversing the load laterally. power source is a gasoline, LP gas, or diesel engine.
See Fig. 10. truck, lift: see truck, forklift.
truck, diesel-electric: an electric truck in which the power truck, low lift: a self-loading truck equipped with an
source is a diesel engine-driven generator. elevating mechanism designed to raise the load only
truck, electric: a truck in which the principal energy is sufficiently to permit horizontal movement. Popular
transmitted from power sources to motor(s) in the form types are low lift platform truck and pallet truck. See
of electricity. Fig. 13.
51
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
(a) Sit-Down Rider — Three-Wheel (b) Sit-Down Rider — Four Wheel
(c) Stand-Up Rider
GENERAL NOTE: The following illustrations are intended to represent basic truck configurations and not to define truck
design.
Fig. 11 Types of Trucks: High Lift Counterbalanced Truck, Cantilever Truck, Rider Truck, Forklift Truck
52
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS ITSDF B56.1-2005
Fig. 12 High Lift Rider Platform Truck
Fig. 14 High Lift Order Picker Rider Truck
Fig. 13 Low Lift Truck, Low Lift Platform Truck
truck, low lift order picker: a low lift truck controllable by
the operator when stationed on, or walking adjacent to,
the truck, and intended for (manual) stock selection. The
truck may be capable of self-loading, and neither the
load-carrying surface nor the operators platform shall
elevate higher than 1 200 mm (47.25 in.). See Figs. 14
and 15.
truck, low lift platform: a self-loading truck equipped with
a load platform intended primarily for transporting
loaded skid platforms.
truck, motorized hand: a truck that is designed to be controlled
by a walking operator. See Figs. 16 and 17.
truck, motorized hand/rider: a dual purpose truck that is
designed to be controlled by a walking or by a riding
operator.
truck, narrow aisle: a self-loading truck primarily
intended for right angle stacking in aisles narrower than
53
Fig. 15 Low Lift Order Picker Truck
those normally required by counterbalanced trucks of
the same capacity. See Fig. 18.
truck, operator-up, high lift: a high lift truck controllable
by an operator stationed on a platform that is elevatable.
Some popular types are: high lift order picker trucks
and operator-up counterbalanced front side loader
trucks. See Fig. 19.
truck, pallet: a self-loading, low lift truck equipped with
wheeled forks of dimensions to go between the top and
bottom boards of a double-faced pallet and having
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
wheels capable of lowering into spaces between the bottom
boards so as to raise the pallet off the floor for
transporting.
truck, powered industrial: a mobile power propelled truck
used to carry, push, pull, lift, stack, or tier material.
truck, reach: a self-loading truck, generally high lift, having
load-engaging means mounted so it can be extended
forwardly under control to permit a load to be picked
up and deposited in the extended position and transported
in the retracted position. See Fig. 20.
truck, rider: a truck that is designed to be controlled by
a riding operator.
truck, side loader: a self-loading truck, generally high lift,
having load-engaging means mounted in such a manner
that it can be extended laterally under control to permit
a load to be picked up and deposited in the extended
position and transported in the retracted position. See
Fig. 21.
truck, straddle: a general class of cantilever truck with
horizontal, structural wheel-supported members
extending forward from the main body of the truck,
Fig. 16 Motorized Hand Truck, Pallet Truck
generally high lift, for picking up and hauling loads
between its outrigger arms.
user: a person or organization responsible for employing
powered industrial trucks.
work platform: see platform, work.
54
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRU ITSDF B56.1-2005
(a) Pallet Truck (b) Platform Truck
(c) Reach Truck (d) Straddle Truck
Fig. 17 High Lift Motorized Hand Trucks
55
ITSDF B56.1-2005 SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCKS
Fig. 18 Narrow Aisle Rider Truck, Straddle Truck Fig. 20 Reach Rider Truck
Fig. 21 Single Side Loader Rider Truck
Fig. 19 Operator-Up Counterbalanced Front/Side
Loader Truck
56
SAFETY STANDARD FOR LOW LIFT AND HIGH LIFT TRUCK ITSDF B56.1-2005
Part V
References
The following are safety standards and codes (unless
otherwise noted) referenced within this Standard. It is
the intent of this Standard to refer to the standards and
codes listed below in their latest edition when they are
referenced within the Standard. It is anticipated that the
standards herein will be reaffirmed as ITSDF Standards by
August 1, 2005.
ANSI/NFPA 30-1996, Flammable and Combustible Liquids
Code
ANSI/NFPA 58-1995, Storage and Handling of Liquefied
Petroleum Gases
ANSI/NFPA 505-1996, Fire Safety Standard for Powered
Industrial Trucks Including Type Designations, Areas
of Use, Maintenance, and Operation
Publisher: National Fire Protection Association (NFPA),
1 Batterymarch Park, Quincy, MA 02269-9101
ANSI/UL 558-1991 Standard for Safety for Internal
Combustion-Engine-Powered Industrial Trucks
ANSI/UL 583-1991 Standard for Safety for Electric-Battery-
Powered Industrial Trucks
Publisher: Underwriters Laboratories, Inc. (UL), 333
Pfingsten Road, Northbrook, IL 60062-2096
ASME B56.11.3-1992, Load Handling Symbols for Powered
Industrial Trucks (not a safety standard)
ASME B56.11.5-1992, Measurement of Sound Emitted
by Low Lift, High Lift, and Rough Terrain Powered
Industrial Trucks (not a safety standard)
Publisher: The American Society of Mechanical Engineers
(ASME International), Three Park Avenue, New
York, NY 10016-5990; Order Department: 22 Law
Drive, Box 2300, Fairfield, NJ 07007-2300
ANSI/IES RP7-1990, Practice for Industrial Lighting (not
a safety standard)
ANSI Z535.2-1991, Environmental and Facility Safety
Signs
ISO 5353-1978, Earth-Moving Machinery — Seat Index
Point (International Standard)
Publisher: American National Standards Institute, Inc.
(ANSI), 25 West 43rd Street, New York, NY 10036
The following are related documents:
ASME B20.1-1996, Safety Standard for Conveyors and
Related Equipment
ASME B30.9-1996, Slings
ASME B56.11.4-1992, Hook-Type Forks and Fork Carriers
for Powered Industrial Forklift Trucks (not a safety
standard)
Publisher: The American Society of Mechanical Engineers
(ASME International), Three Park Avenue, New
York, NY 10016-5990
57
58
ASME B56.1-2004 INTERPRETATIONS
Replies to Technical Inquires
May 2003 through January 2004
FOREWARD
This publication includes all of the written replies issued between the indicated dates by the
Secretary, speaking for the ASME B56 Committee of Powered and Nonpowered industrial Trucks, to
inquiries concerning interpretations of technical aspects of ASME B56.1, Safety Standard for Low Lift
and High Lift Trucks.
These replies are taken verbatim from the original letters except for a few typographical
corrections and some minor editorial corrections made for the purpose of improved clarity. In some
few instances, a review of the interpretation revealed a need for corrections of technical nature; in
these cases a corrected interpretation follows immediately after the original reply.
These interpretations were prepared in accordance with the accredited ASME procedures.
ASME procedures provide for reconsideration of these interpretations when and if additional
information is available which the inquirer believes might affect the interpretation. Further, persons
aggrieved by this interpretation may appeal to the cognizant ASME Committee or Subcommittee.
ASME does not “approve,” “certify,” “rate,” or “endorse” any item, construction, proprietary device, or
activity.
ITSDF will issue interpretations after August 1, 2005 following identical procedures to those
utilized by ASME. Copies of the procedures are available at www.itsdf.org
ITSDF B56.1-2005 1-75
Interpretation: 1-75
Subject: ASME B56.1-2000, Para. 7.5.2, Nameplates and Markings
Date Issued: May 9, 2003
Question (1): Is it permissible that two nameplates are provided with a product, one of which
describes item (a) truck model designation and serial number, (b) truck weight, and (d) type
designation, and the other nameplate shows item (c) designation of compliance with ASME?
Reply (1): Yes, para. 7.5.2 allows for “nameplate(s)” meaning more than one is permissible.
Question (2): In the case of multiple nameplates, is it necessary to show the company name
to the above nameplate (c)?
Reply (2): No, manufacturers name is not required, but if not, the two plates should appear
in close proximity to each other.
Question (3): Is it permissible to use nonmetallic durable plate for the nameplates?
Reply (3): Yes, provided it is durable and corrosive resistant.
I-2
1-76 ISDF B56.1-2005
Interpretation: 1-76
Subject: ASME B56.1-2000, Paras. 7.5.4(b) and 7.6.4(i), Sideshifting
Date Issued: May 16, 2003
Question (1): Paragraph 7.6.4(i) indicates how to test a truck equipped with a “sideshifting”
attachment that displaces the center of gravity a predetermined amount. Would the requirements
of this section apply to attachments, which allow two loads to be picked side-by-side, if the
operator picks a load on one side only? Doing so would offset the load center well beyond the
limits listed in para. 7.6.4(i). One could argue the attachment is not being used as intended by
the attachment and/or truck manufacturer.
Reply (1): Side-by-side load capability is not a sideshift operation. Rating depends on what
the attachment manufacturer and the truck manufacturer say. If the users expect to be picking
up on one side, then that should be rated. Most attachment manufacturers expect an evenly
distributed load. Some have a label that says, “must have an evenly distributed load.” Also,
many of these types of attachments are single double load pick-ups meaning they can collapse
the forks down so that they pick up only one load.
Question (2): Similar to Question (1), how would one rate attachments such as a paper roll
clamp with one fixed arm and one moving arm, or a clamp with a swinging frame? Both
attachments offset the load center to one side, but do so by a means other than “sideshifting.”
Reply (2): The truck should be rated for the attachment and the expected use. If it is intended
on carrying and stacking off set then it need to be rated. The manufacturer will rate for the
expected/intended use of the truck.
Question (3): How would one mark the capacity plate on the truck to indicate the capacity of
the truck equipped with a swinging-frame paper roll clamp or multiload handler?
Reply (3): Dual rate may be needed if there are two distinct load positions/types. Or, it may
have one rating based on the worst-case scenario.
Question (4): If a manufacturer ships a truck from the factory with an attachment on the truck,
they must list the truck capacity with the attachment, according to para. 7.5.4(b). Must they also
stamp the plate to indicate the capacity with forks only? After reading para. 7.5.4(a) the impression
is that it may be required to list the capacity with forks only on trucks equipped with an attachment.
The confusion is created by the use of the word “also” in the first sentence of para. 7.5.4(b). There
are occasions when it is beneficial to list both capacities, but not every time.
Reply (4): The user needs to rate for the intended use. If the attachment is most likely to stay
on for the life of the truck then a single rating is adequate. If the attachment is to be permanently
removed, then there will have to be a new plate for forks only usage. If it will be going from
forks to attachment use on a regular basis then a dual rating for two different set ups should be
considered.
Question (5): When the load exceeds the predetermined amount, the capacity derived from
testing the truck with the load shifted has to be listed. Can a list be created with what the rating
would be if the attachment is still on the truck but the operator centers the load?
Reply (5): Yes, there can be dual ratings.
I-3
ITSDF B56.1-2005 1-77
Interpretation: 1-77
Subject: ASME B56.1b-2003, Para. 7.5.2(b), Nameplates and Markings
Date Issued: January 6, 2004
Question (1): If a manufacturer weighs a truck and places that exact weight on the nameplate,
would the nameplate still require a tolerance?
Reply (1): No. If the actual weight is measured and recorded on the serial number plate, there
would be no need to record a tolerance.
I-4


 
 
استاندارد جراثقال
نویسنده : محمد میلاد ناظران - ساعت ٦:۳٩ ‎ب.ظ روز چهارشنبه ٢٧ اسفند ۱۳٩۳
 

استاندارد جرثقیل


 
 
← صفحه بعد