BRITISH STANDARD
Safety of industrial
trucks Ð Self-propelled
trucks up to and
including 10 000 kg
capacity and industrial
tractors with a drawbar
pull up to and including
20 000 N Ð
Part 1: General requirements
The European Standard EN 1726-1:1998 has the status of a
British Standard
ICS 53.060
NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW
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BS EN 1726-1:1999
National foreword
This British Standard is the English language version of EN 1726-1:1998.
The UK participation in its preparation was entrusted to Technical Committee
MHE/7, Industrial trucks, which has the responsibility to:
Ð aid enquirers to understand the text;
Ð present to the responsible European committee any enquiries on the
interpretation, or proposals for change, and keep the UK interests informed;
Ð monitor related international and European developments and promulgate
them in the UK.
A list of organizations represented on this committee can be obtained on request to
its secretary.
Cross-references
The British Standards which implement international or European publications
referred to in this document may be found in the BSI Standards Catalogue under the
section entitled ªInternational Standards Correspondence Indexº, or by using the
ªFindº facility of the BSI Standards Electronic Catalogue.
A British Standard does not purport to include all the necessary provisions of a
contract. Users of British Standards are responsible for their correct application.
Compliance with a British Standard does not of itself confer immunity
from legal obligations.
Summary of pages
This document comprises a front cover, an inside front cover, the EN title page,
pages 2 to 68, an inside back cover and a back cover.
This British Standard, having
been prepared under the
direction of the Engineering
Sector Committee, was published
under the authority of the
Standards Committee and comes
into effect on 15 June 1999
 BSI 06-1999
ISBN 0 580 30961 4
Amendments issued since publication
Amd. No.
Date
Comments
EN 1726-1
EUROPEAN STANDARD
NORME EUROPEÂENNE
EUROPAÈISCHE NORM
November 1998
ICS 53.060
Descriptors: industrial trucks, self-propelled machines, safety of machines, accident prevention, definitions, hazards, specifications,
protection, safety devices, verification, tests, stability tests, information, utilization, technical notices, marking
English version
Safety of industrial trucks Ð Self-propelled trucks up to and
including 10 000 kg capacity and industrial tractors with a drawbar
pull up to and including 20 000 N Ð Part 1: General requirements
SeÂcurite des chariots de manutention Ð Chariots
automoteurs de capacite n'exceÁdant pas 10 000 kg
et tracteurs dont l'effort au crochet est infeÂrieur ou
eÂgal aÁ 20 000 N Ð Partie 1: Prescriptions geÂneÂrales
Sicherheit von FlufoÈderzeugen Ð
Motorkraftbetriebene FlurfoÈrderzeuge bis
einschlieûlich 10 000 kg TragfaÈhigkeit und Schlepper
bis einschlieûlich 20 000 N Zugkraft Ð
Teil 1: Allgemeine Anforderungen
This European Standard was approved by CEN on 30 October 1998.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations
which stipulate the conditions for giving this European Standard the status of a
national standard without any alteration. Up-to-date lists and bibliographical
references concerning such national standards may be obtained on application to
the Central Secretariat or to any CEN member.
This European Standard exists in three official versions (English, French, German).
A version in any other language made by translation under the responsibility of a
CEN member into its own language and notified to the Central Secretariat has the
same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Czech
Republic, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy,
Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and
United Kingdom.
CEN
European Committee for Standardization
Comite EuropeÂen de Normalisation
EuropaÈisches Komitee fuÈr Normung
Central Secretariat: rue de Stassart 36, B-1050 Brussels
 1998 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national
Members.
Ref. No. EN 1726-1:1998 E
Page 2
EN 1726-1:1998
Foreword
This European Standard has been prepared by
Technical Committee CEN/TC 150, Industrial Trucks Ð
Safety, the Secretariat of which is held by BSI.
This European Standard shall be given the status of a
national standard, either by publication of an identical
text or by endorsement, at the latest by May 1999, and
conflicting national standards shall be withdrawn at
the latest by May 1999.
This European Standard has been prepared under a
mandate given to CEN by the European Commission
and the European Free Trade Association, and
supports essential requirements of EU Directive(s).
For relationship with EU Directive(s), see informative
annex ZA, which is an integral part of this standard.
This European Standard is one of a series of European
Standards for the safety of industrial trucks.
EN 1175-1, Safety of industrial trucks Ð Electrical
requirements Ð Part 1: General requirements for
battery-powered trucks.
EN 1175-2, Safety of industrial trucks Ð Electrical
requirements Ð Part 2: General requirements for
internal combustion engine powered trucks.
EN 1175-3, Safety of industrial trucks Ð Electrical
requirements Ð Part 3: Specific requirements for
electrical power transmission systems of internal
combustion engine powered trucks.
EN 1459, Safety of industrial trucks Ð Self-propelled
variable reach trucks.
EN 1525, Safety of industrial trucks Ð Driverless
industrial trucks and their systems.
EN 1526, Safety of industrial trucks Ð Additional
requirements for automated functions on trucks.
EN 1551, Safety of industrial trucks Ð Self-propelled
trucks over 10 000 kg capacity.
EN 1726-1, Safety of industrial trucks Ð Self-propelled
trucks up to and including 10 000 kg capacity and
tractors with a drawbar pull including 20 000 N Ð
Part 1: General requirements.
EN 1726-2, Safety of industrial trucks Ð Self-propelled
trucks up to and including 10 000 kg capacity and
tractors with a drawbar pull including 20 000 N Ð
Part 2: Additional requirements for trucks with
elevating operator position and trucks specifically
designed to travel with elevated loads.
EN 1755, Safety of industrial trucks Ð Operation in
potentially explosive atmospheres: use in flammable
gas, vapour, mist and dust.
EN 1757-1, Safety of industrial trucks Ð Pedestrian
propelled trucks Ð Part 1: Stacker trucks.
EN 1757-2, Safety of industrial trucks Ð Pedestrian
propelled trucks Ð Part 2: Pallet trucks.
EN 1757-3, Safety of industrial trucks Ð Pedestrian
propelled trucks Ð Part 3: Platform trucks.
EN 1757-4, Safety of industrial trucks Ð Pedestrian
propelled trucks Ð Part 4: Scissor lift pallet trucks.
EN 12053, Safety of industrial trucks Ð Test methods
for measuring noise emissions.
EN ISO 13564, Safety of industrial trucks Ð Test
methods for measuring visibility from self-propelled
trucks.
EN 13059, Safety of industrial trucks Ð Test methods
for measuring vibration.
EN 12895, Safety of industrial trucks Ð
Electromagnetic compatibility.
According to the CEN/CENELEC Internal Regulations,
the national standards organizations of the following
countries are bound to implement this European
Standard: Austria, Belgium, Czech Republic, Denmark,
Finland, France, Germany, Greece, Iceland, Ireland,
Italy, Luxembourg, Netherlands, Norway, Portugal,
Spain, Sweden, Switzerland and the United Kingdom.
Contents
Foreword
Introduction
1
Scope
2
Normative references
3
Definitions
3.1
operator
3.2
normal operating position
3.3
low-lift height
3.4
automatically acting brakes
3.5
normal operating conditions
3.6
rated capacity
3.7
actual capacity
3.8
standard lift height
3.9
standard load centre distance
3.10 rated drawbar pull of tractors
3.11 forward driving direction and front
end
4
List of hazards
5
Requirements
5.1
General
5.2
Starting/Moving
5.3
Brakes
5.4
Controls
5.5
Power systems and accessories
5.6
Systems for lifting and tilting
5.7
Operator position
5.8
Stability
Page
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5
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6
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 BSI 06-1999
Page 3
EN 1726-1:1998
5.9
5.10
5.11
6
Protective devices
Visibility/Lighting
Environmental conditions
Verification of safety requirements
and/or measures
6.1
General
6.2
Structural verification
6.3
Functional verification
7
Information for use
7.1
Residual hazards
7.2
Instruction handbook
7.3
Minimum marking
Annex A (normative) Verification of steering
wheel kickback
A.1
Scope
A.2
Test conditions
A.2.1 General
A.2.2 Area
A.2.3 Obstacle
A.2.4 Reaction measurement
A.3
Test procedure
A.4
Results
Annex B (normative) Counterbalanced trucks
with articulated steering Ð Verification of
stability
B.1
Scope
B.2
Conditions of validity
B.3
Test conditions
B.3.1 Test proceudre
B.3.2 Conditions for the truck
B.3.3 Effect of the operator's weight on
stability
B.3.4 Location of the truck on the test
platform
B.3.5 Test load
B.3.6 Safety precautions
B.4
Test procedure
B.5
Tests for trucks fitted with
attachments
Annex C (normative) Reach and straddle
trucks Ð Verification of stability
C.1
Conditions of validity
C.2
Test procedure
 BSI 06-1999
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Page
Annex D (normative) Pallet stackers and high
lift platform trucks Ð Verification of stability
D.1
Conditions of validity
D.2
Test procedure
Annex E (normative) Single side loading fork
lift trucks Ð Verification of stability
E.1
Scope
E.2
Conditions of validity
E.3
Test conditions
E.3.1 Test procedure
E.3.2 Conditions for the truck
E.3.3 Effect of the operator's weight on
stability
E.3.4 Location of the truck on the test
platform
E.3.5 Test load
E.3.6 Safety precautions
E.4
Test procedure
E.5
Tests for trucks fitted with
attachments
Annex F (normative) Bi-directional and
multi-directional trucks Ð Verification of
stability
F.1
Scope
F.2
Conditions of validity
F.3
Test conditions
F.3.1 Test procedure
F.3.2 Conditions for the truck
F.3.3 Effect of the operator's weight on
stability
F.3.4 Location of the truck on the test
platform
F.3.5 Test load
F.3.6 Safety precautions
F.4
Test procedure
F.5
Tests for trucks fitted with
attachments
Annex G (normative) Lateral and front
stacking trucks Ð Verification of stability
G.1
Scope
G.2
Conditions of validity
G.2.1 General
G.2.2 Normal operating conditions
38
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Page 4
EN 1726-1:1998
G.3
G.3.1
G.3.2
G.3.3
Test conditions
Test procedure
Conditions for the truck
Effect of the operator's weight on
stability
G.3.4 Location of the truck on the test
platform
G.3.5 Test load
G.3.6 Safety precautions
G.4
Test procedure
G.5
Tests for trucks fitted with
attachments
Annex H (normative) Rough terrain
trucks Ð Verification of stability
H.1
Scope
H.2
Conditions of validity
H.3
Test conditions
H.3.1 Test procedure
H.3.2 Conditions for the truck
H.3.3 Effect of the operator's weight on
stability
H.3.4 Location of the truck on the test
platform
H.3.5 Test load
H.3.6 Safety precautions
H.4
Test procedure
H.5
Tests for trucks fitted with
attachments
Annex J (normative) Industrial trucks
operating in special conditions of stacking
with load offset by powered devices Ð
Additional verification of the stability
Page
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Annex K (normative) Trucks operated with
masts tilted forward Ð Verification of stability
Annex L (normative) Trucks operating with
offset load Ð Offset determined by the
utilization
L.1
Scope
L.2
Conditions of validity
L.3
Test conditions
L.3.1 Test procedure
L.3.2 Conditions for the truck
L.3.3 Effect of the operator's weight on
stability
L.3.4 Location of the truck on the test
platform
L.3.5 Test load
L.3.6 Safety precautions
L.4
Test procedure
L.5
Tests for trucks fitted with
attachments
Annex M (normative) Verification of
overhead guard Ð Impact drop test
M.1 Scope
M.2 Test conditions
M.2.1 Test load
M.2.2 Test procedure
M.2.3 Requirements
Annex N (informative) Loading control
Annex ZA (informative) Clauses of this
European Standard addressing essential
requirements or other provisions of EU
Directives
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 BSI 06-1999
Page 5
EN 1726-1:1998
0 Introduction
This European Standard is a type C standard as stated
in EN 292-1:1991. This standard has been prepared to
be a harmonized standard to provide one means of
conforming with the essential safety requirements of
the Machinery Directive and associated EFTA
regulations.
The extent to which hazards are covered is indicated
in the Scope of this standard. In addition, industrial
trucks shall comply as appropriate with EN 292-1:1991
for hazards which are not covered by this standard.
1 Scope
1.1 This European Standard applies to self-propelled
industrial trucks including masted rough terrain trucks
(see ISO 5053:1987, 3.1.3.1.8) with removable and
integrated attachments with a rated capacity up to and
including 10 000 kg and to tractors with a rated
drawbar pull up to and including 20 000 N.
This European Standard does not apply to:
Ð non-stacking low-lift straddle carriers
(ISO 5053:1987, 3.1.3.2.3);
Ð stacking high-lift straddle carriers
(ISO 5053:1987, 3.1.3.1.11);
Ð trucks powered by natural gas;
Ð single-axle industrial trucks.
1.2 A self-propelled industrial truck (hereinafter
generally referred to as a truck) is any wheeled
vehicle Ð except one running on rails Ð designed to
carry, tow, push, lift, stack or tier in racks any kind of
load and which is controlled by an operator who either
walks with the truck or rides on a seat or on a
specially arranged platform.
A pedestrian controlled industrial truck
(see ISO 5053:1987, 3.4.2) with a stand-on option is a
pedestrian controlled industrial truck for the purposes
of this standard.
A stand-on industrial truck (see ISO 5053:1987, 3.4.1.2)
with an auxiliary seat for the operator is considered to
be a stand-on industrial truck for the purposes of this
standard.
1.3 This European Standard covers the technical
requirements necessary to minimize the specific
hazards listed in clause 4 which could occur during
normal operation and maintenance (in accordance with
the data given by the manufacturer or their authorized
representative) of industrial trucks.
This European Standard does not cover those
requirements to minimize hazards which may occur:
Ð during construction;
Ð when handling suspended loads which may swing
freely;
Ð when using trucks on public roads;
Ð when using a work platform.
 BSI 06-1999
This European Standard does not repeat all the
technical rules which are state of the art and which
are applicable to the material used to construct the
industrial truck. Reference should be made to
EN 292-2:1995.
1.4 This European Standard applies to industrial
trucks equipped with load handling devices for normal
industrial duties, e.g. fork arms or platforms, or
attachments for specified applications. Fork arms, load
platforms and integrated attachments are considered to
be parts of the industrial truck.
Attachments mounted on the load carrier or on the
fork arms which are removable by the user are not
considered to be part of the industrial truck.
For attachments the appropriate clauses of this
standard are applicable.
1.5 Where industrial trucks are required to operate in
severe conditions (e.g. in extreme climates, in freezer
applications, strong magnetic fields) special
precautions may be necessary. These are not covered
by this standard.
1.6 For trucks with an elevating driver position of
more than 1 200 mm and/or trucks especially designed
to travel with an elevated load of more than 1 200 mm
the additional requirements of prEN 1726-2 apply.
2 Normative references
This European Standard incorporates, by dated or
undated reference, provisions from other publications.
These normative references are cited at appropriate
places in the text and the publications are listed
hereafter. For dated references, subsequent
amendments to, or revisions of any of these
publications apply to this European Standard only
when incorporated in it by amendment or revision. For
undated references the latest edition of the publication
referred to applies.
EN 281:1988, Construction and layout of pedals of
self-propelled industrial trucks; sit-down
rider-controls.
EN 292-1:1991, Safety of machinery Ð Basic
concepts Ð General principles for design Ð
Part 1: Basic terminology methodology.
EN 292-2:1995, Safety of machinery Ð Basic
concepts Ð General principles for design Ð
Part 2: Technical principles and specifications.
EN 954-1, Safety of machinery Ð Safety related parts
of control systems Ð Part 1: General principles for
design.
EN 1175-1, Safety of industrial trucks Ð Electrical
requirements Ð Part 1: General requirements for
battery-powered trucks.
EN 1175-2, Safety of industrial trucks Ð Electrical
requirements Ð Part 2: General requirements for
internal combustion engine powered trucks.
Page 6
EN 1726-1:1998
EN 1175-3, Safety of industrial trucks Ð Electrical
requirements Ð Part 3: Specific requirements for
electrical power transmission systems of internal
combustion engine powered trucks.
EN 1526, Safety of industrial trucks Ð Additional
requirements for automated functions on trucks.
prEN 1726-2, Safety of industrial trucks Ð
Self-propelled trucks up to and including 10 000 kg
capacity and tractors with a drawbar pull
including 20 000 N Ð Part 2: Additional requirements
for trucks with elevating operator position and trucks
specifically designed to travel with elevated loads.
prEN 1755, Safety of industrial trucks Ð Operation in
potentially explosive atmospheres: use in flammable
gas vapour mist and dust.
prEN 1757-1, Safety of industrial trucks Ð Pedestrian
propelled trucks Ð Part 1: Stacker trucks.
prEN 12053, Safety of industrial trucks Ð Test
methods for measuring noise emissions.
prEN ISO 13564, Safety of industrial trucks Ð Test
methods for measuring visibility from self-propelled
trucks.
prEN 13059, Safety of industrial trucks Ð Test
methods for measuring vibration.
ISO 1074:1991, Counterbalanced fork lift trucks Ð
Stability tests.
ISO 2330:1995, Fork-lift trucks Ð Fork arms Ð
Technical characteristics and testing.
ISO 2867:1994, Earth-moving machinery Ð Safety
requirements Ð Access systems.
ISO/DIS 3184.2, Reach and straddle fork-lift trucks Ð
Stability tests.
ISO/DIS 3287, Powered industrial trucks Ð Control
symbols.
ISO 3795:1989, Road vehicles and tractors and
machinery for agriculture and forestry Ð
Determination of burning behaviour of interior
materials.
ISO 5053:1987, Powered industrial trucks Ð
Terminology, Bilingual edition.
ISO 5766:1990, Pallet stackers and high-lift platform
trucks Ð Stability tests.
ISO 5767:1992, Industrial trucks operating in special
conditions of stacking with mast tilted forward Ð
Additional stability tests.
ISO 6055, High-lift rider trucks Ð Overhead guards Ð
Specification and testing.
ISO 6292:1996, Powered industrial trucks Ð Brake
performance and component strength.
ISO 10525, Counterbalanced trucks handling freight
containers of 6 m (20 ft) length and above Ð
Additional stability tests.
ISO 10658:1996, Industrial trucks operating in special
conditions of stacking with load offset by powered
devices Ð Additional stability tests.
3 Definitions
For the purposes of this standard the definitions of the
industrial trucks and their components given in
ISO 5053:1987 apply, together with the following.
3.1
operator
any trained person who is responsible for the
movement and load handling of the industrial truck
The operator may be transported by the industrial
truck, or may be on foot accompanying the truck or
may be remote from the truck (cables, radio etc.).
3.2
normal operating position
position in which the operator shall be able to control
all functions for driving and load handling
3.3
low lift height
lifting height providing sufficient ground clearance for
horizontal transport of loads up to and
including 500 mm
NOTE Non-stacking.
3.4
automatically acting brakes
brakes which are applied in non-operated conditions
by stored energy e.g. spring force, until released by
sustained force under the control of the operator
The brake is automatically applied in the event of
failure of energy supply to the brake system.
3.5
normal operating conditions
normal operating conditions are those described in the
stability documents as shown in 5.8
The following applies to trucks for which stability tests
are not specified:
a) driving (travelling and lifting) on substantially
firm, smooth, level and prepared surfaces;
b) driving with the load centre of gravity
approximately on the longitudinal centre plane of
the truck;
c) travelling with the mast or fork arms tilted
backwards, where applicable, and the load in the
lowered (travelling) position.
NOTE to a) The precise floor conditions differ with the type
of truck, e.g. a reach truck with small solid tyres requires a
smoother and more level floor than a counterbalanced truck
with larger pneumatic tyres. The floor conditions on which the
type of truck is designed to operate shall be specified in the
instruction manual (see 7.2.2).
 BSI 06-1999
Page 7
EN 1726-1:1998
3.6 Rated capacity
3.6.1
rated capacity of high lift trucks
load in kilograms, given by the manufacturer, that the
truck type is capable of transporting or lifting under
the following specific conditions
For the load Q the following conditions apply:
Ð load centre of gravity G (see Figure 1) position in
the standard load centre distance D (3.9);
Ð load Q vertical stacked to the standard lift
height (3.8);
Ð trucks equipped with a double mast where the
maximum lift height is equal to the standard lift
height. When the truck does not utilize a double
mast it shall be given a rated capacity on the
standard lift height as if the mast were available.
3.7
actual capacity
the maximum load in kilograms depending on lift
height, load centre and attachments, permitted by the
manufacturer that the subject truck is capable of
transporting or lifting in normal use (the use for which
a truck is designed according to the manufacturer or
his authorized representative)
Actual capacity may vary with the different types and
heights of mast fitted, and the different standard load
centre distances (3.9) used in rating.
Additional actual capacity ratings with removable
attachments may also be established where permitted
by the appropriate stability tests.
3.8
standard lift height
height H in millimetres measured from the ground to
the upper face of the fork blades or lifting platform
These heights are standardized as follows:
H
H
D
= standard load centre distance
G
= load centre of gravity, positioned in the
longitudinal plane of symmetry between the mast
uprights
H
= standard lift height
Q
= rated load
Figure 1
= 2 500 mm for pallet stackers and high-lift
platform trucks having a width across fork arms
or platform up to and including 690 mm;
= 3 300 mm for all other types of truck.
3.9
standard load centre distance
distance D in millimetres measured horizontally and
vertically between the centre of gravity of the load G
and the front face of the fork shank and the upper face
of the fork blade (Figure 1)
The standard load centre distances are:
Ð for counterbalanced trucks, as specified in
Table 1:
Table 1
3.6.2
rated capacity of trucks with low lift height
the rated capacity is the maximum load in kilograms
permitted by the manufacturer and uniformly
distributed over the load carrying platform or device,
that the truck is capable of transporting and lifting
under normal use
The rated capacity is equal to the actual capacity.
NOTE This also applies to trucks with fixed platforms.
3.6.3
rated capacity of removable attachments
the maximum load in kilograms and load centre
distance, where appropriate, that the attachment is
capable of handling in normal operation under
conditions specified by the attachment manufacturer
 BSI 06-1999
Rated load Q in kg
from
0
1 000
5 000
Standard load centre distance D
in mm
up to and
not
including
1 000
5 000
10 001
400
500
600
X
X
X
Ð for single side-loading trucks and lateral and front
stacking trucks, as specified by the manufacturer;
Ð for trucks for special applications, in relation to
the application;
Ð for all other trucks 600 mm.
Page 8
EN 1726-1:1998
3.10
rated drawbar pull of tractors
the horizontal drawbar pull at the coupling, in newtons, given by the manufacturer, that the industrial tractor can
develop at a specified coupling height whilst travelling on a smooth, dry and horizontal concrete surface:
Ð for tractors powered by an internal combustion engine, whilst moving at a uniform speed of not less
than 10 % of the rated no-load speed; and
Ð for battery powered tractors, which can be sustained continuously for a period of 1 h.
For stand-on or sit-on tractors the rated drawbar pull shall be established using an operator's mass of 90 kg
(ballasted accordingly).
NOTE The requirements for the quality of the floor may differ for the floor used indoors and outdoors. This floor quality depends on
the operating conditions of the tractor. These conditions shall be specified in the instruction handbook (see 7.2.2).
3.11
forward driving direction and front end
the arrow shows the forward direction of the truck (priority travel)
The front end of the truck is the end nearest to the arrow.
3.11.1
sit-on trucks
a) Counterbalanced lift truck
Figure 2
c) Straddle or reach truck (with retractable mast or
fork) with the operator is facing at right angles to
the normal line of travel
Figure 4
e) Towing tractor Ð Rear-end control
Figure 6
g) Counterbalanced lift truck with the operator
facing at right angles to the normal line of travel
Figure 8
b) Straddle or reach truck (with retractable mast or fork)
Figure 3
d) Towing tractor Ð Front-end control
Figure 5
f) Fixed-platform truck
Figure 7
h) Lateral stacking truck with the operator facing at right
angles to the normal line of travel
Figure 9
 BSI 06-1999
Page 9
EN 1726-1:1998
i) Lateral stacking trucks with the operator seated
forward
Figure 10
k) Side-loading truck with the operator facing at the
right angles to the normal line of travel
Figure 12
m) Multi-directional reach truck with the operator
seated forward
Figure 14
 BSI 06-1999
j) Side loading truck
Figure 11
l) Multi-directional reach trucks with the operator facing
at right angles to the normal line of travel
Figure 13
n) Pushing tractor
Figure 15
Page 10
EN 1726-1:1998
3.11.2
stand-on trucks
a) Counterbalanced lift truck with
steering wheel
Figure 16
c) Straddle or reach truck (with
retractable mast or fork)
Figure 18
e) Straddle or reach truck (with
retractable mast or fork) with operator
facing approximately at right angles to
the normal line of travel
b) Counterbalanced lift truck with tiller
control, operator facing away from load
Figure 17
d) Towing tractor with tiller
Figure 19
f) High-lift or low-lift platform truck or
powered pallet truck or pallet stacker
Figure 20
Figure 21
g) Powered pallet truck with tiller and
platform and operator facing
substantially away from the direction of
forward travel
NOTE The platform may be a fold away
type Ð the truck will then change to
pedestrian operation (see Figure 29).
h) High-lift platform or fixed platform truck,
powered pallet truck or pallet stacker with
operator facing approximately at right angles
to the normal line of travel
Figure 23
Figure 22
i) Order picker truck with tiller control
(elevating operator position possible)
Figure 24
j) Order picker truck with steering wheel
(elevating operator position possible)
Figure 25
k) Order picker truck with steering
wheel (elevating operator position
possible)
Figure 26
 BSI 06-1999
Page 11
EN 1726-1:1998
3.11.3
pedestrian-controlled trucks with tiller
a) Pallet truck or high-lift pallet truck
b) High-lift or fixed platform truck
Figure 27
c) Counterbalanced lift truck
Figure 29
e) Straddle truck or reach truck
Figure 31
 BSI 06-1999
Figure 28
d) Tractor
Figure 30
Page 12
EN 1726-1:1998
4 List of hazards
The following hazards from EN 414:1992, annex A, are applicable in the situations described and could involve
risks to persons if not reduced or eliminated. The corresponding requirements are designed to limit the risk or
reduce these hazards in each situation.
Hazard
Corresponding requirement
4.1
Mechanical hazards
4.1.1
Crushing hazard
5.3
5.4
5.5.3
5.7
5.7.3
5.7.5
5.7.7
5.9.1
5.9.3
5.9.5
5.10.1
5.11.1.1
5.11.5
7.2.2
7.3.3.4
Brakes
Controls
Engine access
Operator position
Platform
Protection from road wheels
Protection against crushing, shearing and trapping points
Operator's overhead guard
Warning device
Towing devices
Visibility
Cab headroom
Transport
Operation of the truck
Warning symbols
4.1.2
Shearing hazard
5.3
5.4
5.5.3
5.7
5.7.3
5.7.5
5.7.7
5.9.3
5.9.4
5.10.1
7.2.2
7.3.3.4
Brakes
Controls
Engine access
Operator position
Platform
Protection from road wheels
Protection against crushing, shearing and trapping points
Warning device
Wheels with split wheel rims
Visibility
Operation of the truck
Warning symbols
4.1.3
Cutting or severing hazard
5.1.3
5.5.3
5.7.7
Edges or angles
Engine access
Protection against crushing, shearing and trapping points
4.1.4
Entanglement hazard
5.5.3
Engine access
4.1.5
Drawing-in or trapping hazard
5.5.3
5.7.5
5.7.7
5.11.1.6
Engine access
Protection from road wheels
Protection against crushing, shearing and trapping points
Cab
Ð Cab
 BSI 06-1999
Page 13
EN 1726-1:1998
Hazard
4.1.6
Impact hazard
Ð from mechanical failure
Ð from unstable loads
Corresponding requirement
5.1.2
5.6.1
5.6.2
5.6.3
5.6.5
6.2
7.2.2
5.6.2
5.6.3
5.6.5.2
5.6.6
5.6.7
5.9.1
5.9.2
5.11.1.1
5.7.5.1
Ð from road debris
Ð from lifting or transporting
a truck
5.11.5
Calculation
Lift chains and wire ropes
Mechanical lifting system
Hydraulic lifting and tilting system
Fork arms
Structural verification
Operation of the truck
Mechanical lifting system
Hydraulic lifting and tilting system
Fork arms
Fork carriers
Attachments
Operator's overhead guard
Load backrest
Cab headroom
Protection from road wheels
Transport
4.1.7
Stabbing or puncture hazard
5.1.3
7.2.5
Edges or angles
Service and maintenance of the truck
4.1.8
Friction or abrasion hazard
Ð
Not applicable
4.1.9
High pressure fluid ejection
5.1.4
5.6.4.1
5.6.4.2
5.6.7.3
5.6.7.4
7.2.2
Stored energy components
Hydraulic circuit
Pressure control
Hydraulic system: attachments
Hydraulic systems: combined
Operation of the truck
4.1.10
Ejection of parts
4.1.11
Loss of stability
5.2.3
5.6.3.4
5.8
7.2.2
7.3
Driving speed
Hydraulic tilting systems
Stability
Operation of the truck
Minimum marking
4.1.12
Slip, trip and fall hazards
5.7.2
5.7.3
7.2.2
Operator access and egress
Platform
Operation of the truck
 BSI 06-1999
see 4.10.2
Page 14
EN 1726-1:1998
Hazard
Corresponding requirement
4.2
Electrical hazards
4.2.1
Electrical contact
5.1.1
Electrical requirements
4.2.2
Electrostatic phenomena
Ð
Not covered by this standard
4.2.3
Thermal radiation
Ð
Not applicable
4.2.4
External influences
Ð
Not covered by this standard
4.3
Thermal hazards
4.3.1
Burns and scalds
5.5.1
5.7.6
Exhaust system
Protection from burning
4.3.2
Severe climatic conditions
5.11.1
Cab
4.4
Hazards generated by noise
4.4.1
Hearing loss
5.11.2
7.2.1
7.2.2
Noise emission
Concerning the truck/attachment
Operation of the truck
4.4.2
Interference with speech
5.11.2
7.2.1
7.2.2
Noise emission
Concerning the truck/attachment
Operation of the truck
4.5
Hazards generated by vibration 5.11.3
7.2
Vibration
Instruction handbook
4.6
Hazards generated by radiation Ð
Not covered by this standard
4.7
Hazards generated by materials
4.7.1
Contact or inhalation
5.5.1
5.11.1.3
7.2.4
Exhaust systems
Totally enclosed cab
Details for internal combustion engine powered trucks
4.7.2
Fire or explosion
5.1.1
5.5.2
5.5.4
5.11.1.2
7.2.1
Electrical requirements
Fuel tanks
LPG requirements
Fire resistance material
Concerning the truck/attachment
4.7.3
Biological and microbiological
hazards
Ð
Not applicable
 BSI 06-1999
Page 15
EN 1726-1:1998
Hazard
4.8
Hazards due to neglect of
ergonomics
4.8.1
Unhealthy postures or excess
effort
Corresponding requirement
5.7.1
5.7.2
5.7.4
5.9.1.1
5.11.1.1
7.2.2
Operator's position: dimensions
Operator access and egress
Operator's seat
Overhead guard: headroom
Cab headroom
Operation of the truck
5.4.3.3
5.5.1
5.11.1.3
5.11.1.4
7.2.1
7.2.2
Steering shock restriction (not dealt with for tractors)
Exhaust system
Totally enclosed cab
Operator's cab, heater
Concerning the truck/attachment
Operation of the truck
Neglected use of personal
protection equipment
Ð
Not applicable
4.8.4
Inadequate local lighting
5.10.2
Truck lighting
4.8.5
Mental overload or underload
Ð
Not applicable
4.8.6
Human errors
5.4.7
7.1
7.2
7.3.3.4
Marking
Residual hazards
Instruction handbook
Warning symbols
4.9
Hazard combinations
Ð
Not applicable
4.10
Hazards due to functional
disorders
4.10.1
Failure of energy supply
5.3.3
5.4.3.2
5.6.4.3
Automatically acting brakes
Failure of power supply
Failure of energy supply
4.10.2
Ð Ejection of parts
Ð Loss of the load
Ð
7.2.2
Not applicable
Operation of the truck
4.10.3
Failure of control system
5.1.1
5.2.2
5.6.4
5.6.7.3
5.6.7.4
7.2.5
Electrical requirements
Unintentional movement
Hydraulic system
Hydraulic system: attachments
Hydraulic systems: combined
Service and maintenance of the truck
4.8.2
4.8.3
Inadequacy with human
anatomy and comfort
 BSI 06-1999
Page 16
EN 1726-1:1998
Hazard
4.10.4
Errors of fitting
4.10.5
Loss of machinery stability
4.11
Hazards due to missing safety
means
Corresponding requirement
5.1.4
7.2.6
Stored energy components
Transportation, commissioning and storage
see 4.1.11
Ð
Not applicable
Additional hazards due to mobility
4.12
Inadequate lighting of
moving/working area
4.13
Hazards due to sudden
movement, instability etc.
during handling
4.14
Inadequate/inergonomic design
of driving/operating position
4.14.1
4.14.2
5.2.1
5.2.3.1
5.2.3.2
5.8
5.9.3
5.9.5
5.11.5
6.3
7.2.2
Unintended starting
Driving speed: Pedestrian-controlled trucks
Driving speed: Stand-on trucks
Stability
Warning device
Towing devices
Transport
Functional verification
Operation of the truck
Hazards due to dangerous
environments (contact with
moving parts, exhaust
gases etc.)
5.5.1
5.7
5.7.5
5.7.7.3
5.11.4
Exhaust system
Operator position
Protection from road wheels
Protection of the foot
Operation in potentially explosive atmosphere
Inadequate visibility from
operator's position
5.10.1
5.11.1.5
Visibility
Windscreen wipers
Ð
Not applicable
5.7
Operator's position
Ð on pedestrian-controlled
trucks
4.14.3
see 4.8.4
Inadequate seat/seating
 BSI 06-1999
Page 17
EN 1726-1:1998
Hazard
4.14.4
4.14.5
4.14.6
Inadequate/ergonomic
design/positioning of controls
Ð distance between the
levers
Ð power for acting levers
Ð strength of controls
Ð controls of manually
operated lifting systems
Ð strength of brake
components
Ð controls for automated
functions
Ð steering shock
Ð construction and layout
of tiller
Road traffic of self-propelled
machinery
Ð layout of pedals
Ð steering shock
Ð direction of movement
Movement of pedestrian
controlled machinery
Ð direction of movement
4.15
Mechanical hazards
4.15.1
Hazards to exposed persons
due to uncontrolled movement
4.15.2
Ð
Ð
Ð
Not covered by this standard
Not covered by this standard
Not covered by this standard
5.4.4.2
Controls
5.3.1
Brakes
5.4.6
5.4.3.3
Controls for automated functions
Steering shock restriction
Ð
Not covered by this standard
Starting/moving of self-propelled
machinery
Ð layout of pedals
5.4.2.1
Ð additional operator
positions
5.4.1.2
Ð controls for remote
control
4.14.7
Corresponding requirement
Hazards due to break-up
and/or ejection of parts
 BSI 06-1999
Sit-on trucks
Additional operator's positions
5.4.2.1
5.4.3.3
5.4.2
5.4.2.4
5.4.3.1
5.4.5
Sit-on trucks
Steering shock restriction
Travel and braking controls
Differential lock
Steering direction
Multi-function controls
5.4.2.5
Additional operation from outside the truck
5.4.2.3
5.4.3.1
Pedestrian controlled trucks
Steering direction
5.4.1.1
5.6.3.1
5.6.3.4
Arrangement of controls
Hydraulic lifting system
Hydraulic tilting system
Ð
Not applicable
Page 18
EN 1726-1:1998
Hazard
4.15.3
4.15.4
Hazards due to rolling over
(deflection limiting volume;
DLV)
Hazards due to falling objects
(DLV)
4.15.5
Inadequate means of access
4.15.6
Hazards caused due to towing,
coupling connecting,
transmission etc.
4.15.7
Hazards due to batteries, fire,
emissions etc.
Corresponding requirement
Ð
Not applicable
5.9.1
5.9.2
5.11.1.1
Operator's overhead guard
Load backrest
Cab headroom
5.7.2
5.7.3
Operator access and egress
Platform
5.9.5
Towing devices
5.1.1
5.5.1
5.5.2
5.5.4
7.2.1
7.2.3
7.2.4
Electrical requirements
Exhaust system
Fuel tank
LPG requirements
Concerning the truck/attachment
Details for battery powered trucks
Details for internal combustion engine powered trucks
Additional hazards due to lifting operation
4.16.1
Lack of stability
5.8
Stability
4.16.2
Derailment of machinery
Ð
Not applicable
4.16.3
Loss of mechanical strength
of machinery and lifting
accessories
5.1.2
5.6.1
5.6.2
5.6.5
5.6.7
6.1
6.2
Calculation
Lift chains and wire ropes
Mechanical lifting system
Fork arms
Attachments
Verification, General
Structural verification
 BSI 06-1999
Page 19
EN 1726-1:1998
4.16.4
Hazard
Corresponding requirement
Hazards caused by uncontrolled
movement
5.4.2
5.4.4
5.4.5
5.4.6
5.6.2
5.6.3
5.6.4
5.6.7.2
5.6.7.3
5.6.7.4
5.6.7.5
Travel and braking controls
Load handling controls
Multi-function controls
Controls for automated function
Mechanical lifting system
Hydraulic lifting and tilting system
Hydraulic system
Attachments
Hydraulic system: attachments
Hydraulic systems: combined
Spreader
4.17
Inadequate view of trajectories
of the moving parts
5.10.1
Visibility
4.18
Hazards caused by lightning
Ð
Not applicable
4.19
Hazards due to
loading/overloading
5.6.4.2
5.8
6.1
N
Pressure control
Stability
Verification, General
Informative annex, Loading control
4.20
Hazards due to pressure vessels Ð
 BSI 06-1999
Not covered by this standard
Page 20
EN 1726-1:1998
5 Requirements
5.2.3 Driving speed
5.1 General
5.2.3.1 Single speed pedestrian controlled trucks
operating on level ground shall not exceed a travel
speed of 4 km/h and acceleration of 0,5 m/s2 and shall
be designed for low-lift only. Variable speed pedestrian
controlled trucks operating on level ground shall not
exceed a travel speed of 6 km/h and shall be
controllable to align with the speed of the operator on
foot.
5.1.1 Electrical requirements
Electrical systems and equipment shall comply with
EN 1175-1, EN 1175-2 and EN 1175-3.
5.1.2 Calculation
For calculation of strength and durability of
components the requirements of clause 5 and 6.2 shall
be met.
5.1.3 Edges or angles
In the area of the operator in the normal operating
position and in the area of access and egress no sharp
edges or angles shall occur.
5.1.4 Stored energy components
Stored energy components which cannot be removed
or disassembled without decompression e.g. hydraulic
accumulator or spring applied brakes, shall have the
capability of decompression.
5.2 Starting/moving
5.2.1 Unintended starting
All trucks shall be provided with a device (e.g. a key)
which prevents unintended starting by any
unauthorized person. Devices for pedestrian controlled
trucks and rider controlled trucks manufactured by the
same manufacturer shall not be interchangeable
between the two truck types.
5.2.2 Unintentional movement
5.2.2.1 A parking brake shall be provided complying
with 5.3.1.
5.2.2.2 Internal combustion engine powered trucks
shall be fitted with a device which prevents the engine
being started whilst the transmission is engaged.
5.2.2.3 Travel controls on internal combustion engine
powered trucks shall be so arranged that on level
ground the truck will not move from rest until the
transmission has been engaged.
When the transmission is engaged, the internal
combustion engine powered truck shall not move
faster than 2,5 km/h as long as the controls for the
driving speed are not activated.
5.2.2.4 On rider controlled trucks, means shall be
provided to prevent powered travel when the operator
dismounts from the truck. On internal combustion
engine powered trucks, the parking brake and neutral
travel control applied by the operator may be used to
satisfy this requirement.
5.2.3.2 Stand-on trucks shall be so designed that on
level ground they are not capable of speeds in excess
of 16 km/h.
5.3 Brakes
5.3.1 All trucks shall be designed with service and
parking brakes complying with ISO 6292:1996.
5.3.2 Stand-on and pedestrian-controlled trucks shall
have an automatically acting brake. This brake can be
service as well as parking brake.
5.3.3 Failure of the power supply for automatically
acting brakes shall not result in loss of braking.
5.3.4 Trucks that travel with elevated operator
position and/or elevated load up to and
including 1 200 mm (e.g. ISO 5053:1987, 3.1.3.1.6, 3.1.3.3)
shall meet the braking requirements of Class C of
Table 1 of ISO 6292:1996.
5.4 Controls
5.4.1 General
5.4.1.1 Controls shall, where practicable, be
consistent with the truck motions being operated and
shall be confined within the plan view outline of the
truck or tiller.
5.4.1.2 If additional operating positions are fitted, the
operation of the controls shall only be possible from
one operating position at a time, except the emergency
switch-off.
5.4.2 Travel and braking controls
The motion of the speed operating control shall be
designed so that an increase in the action of the
control increases the travel speed. When the control is
released, its action shall return to neutral.
5.4.2.1 Sit-on trucks
Pedal operated travel and braking controls shall
comply with EN 281:1988.
5.2.2.5 Movement of battery powered trucks shall not
be possible while only the protection device against
unintended use as specified in 5.2.1 is activated.
Internal combustion engine powered trucks shall
comply with 5.2.2.2.
 BSI 06-1999
Page 21
EN 1726-1:1998
5.4.2.2 Stand-on trucks
a) The foot operated automatically acting brake
system shall be released by pressing down on the
pedal.
b) When a tiller is fitted, it shall be provided with
control devices for travel direction and speed.
c) Brakes shall be automatically applied:
Ð when they are operated by the tiller and when
this tiller is released;
Ð when they are operated by the travel-control
switch and when this travel-control switch is
released.
5.4.2.3 Pedestrian controlled trucks
a) The tiller shall be fitted with control devices for
travel direction and speed.
b) When the tiller is released, it shall automatically
return to its upper rest position, cut off power to the
drive unit and engage the brake.
c) When the tiller is in its lower position, the power
to the drive unit shall be cut off and the brake shall
be engaged.
5.4.2.4 Differential lock
a) If the truck is fitted with a differential lock which
is pedal operated, depression of the pedal shall lock
the differential.
b) Unlocking shall be possible during travel.
5.4.2.5 Additional operation from outside the truck
If travel control from outside the truck is provided for
the operator on sit-on or stand-on trucks, when
operated from the outside, the truck shall not be
allowed to move faster than a speed of 6 km/h and
tractors not more than 4 km/h. These controls can be
attached to the truck or remote control can be
provided. The operating system can be made operable
by means of a separate switch or automatically when
the operator leaves the truck or tractor overriding the
requirements of 5.2.2.4.
a) All trucks.
As soon as the operating element is released, the
drive unit shall switch off automatically and the
brake system engaged. Simultaneous operation from
the operator position shall be excluded.
b) Additional requirements for remote control cable
connected:
Ð length and layout of the cables shall allow the
operator to operate from outside of the area of
hazard of the truck and having visibility of the
road. It shall not be possible for the cable to
become entangled with the wheels;
Ð on the portable control panel the control
elements for movement, with the exception of
emergency stop, shall be safeguarded against
inadvertent operation.
 BSI 06-1999
c) Additional requirements for cableless remote
control:
Ð the transmission range shall be adequate to
allow the operator to operate from outside the
area of hazards of the truck and having visibility
of the road;
Ð no mutual influence shall be possible when
more than one truck is operating under remote
control at the same time;
Ð the loop signal shall be sent continuously and
repeatedly during operation. In the case of failure
in the communication the requirements
of 5.4.2.5a) shall be met in no more than 0,5 s;
Ð the reliability level shall be at least 1029 and
the hamming distance shall be 2;
Ð the remote control shall meet the requirements
of EN 954-1, Category 1;
Ð on the portable control panel, the control
element for movement with exception of the
emergency stop shall be safeguarded against
unintentional operation.
d) Additional requirements for trucks with towing
coupling:
Ð the controls (e.g. rear touch device) shall be
arranged so that the operator does not have to
step between the truck and the trailer to operate
them;
Ð the rear touch device shall be secured against
unauthorized use and unintentional operation;
Ð when operating the rear touch device the truck
shall travel at a speed of not more than 2,5 km/h.
5.4.3 Steering controls
5.4.3.1 Steering direction
a) For stand-on or sit-on trucks, clockwise rotation
of the steering wheel or any other steering operating
control shall steer the truck to the right when
driving forwards. When the truck is equipped with a
rotating operator seat or dual operating system,
clockwise motion of the steering wheel shall result
in a steering direction to the right-hand side of the
operator when the truck is driving in the opposite
direction and the operator is looking in this
direction.
b) For tiller steered trucks, clockwise rotation of the
tiller shall move the steer wheel clockwise.
5.4.3.2 Failure of power supply
In the event of an interruption of the power supplied
to the steering system (including a dead motor or
engine) it shall be possible to maintain the path being
steered until the truck is brought to a controlled stop.
5.4.3.3 Steering shock restriction
The transmission of shocks from the ground to the
steering wheel of sit-on and stand-on trucks except
tractors shall be limited and shall comply with the
requirements of annex A.
Page 22
EN 1726-1:1998
5.4.4 Load handling controls
5.4.4.1 Controls shall return to neutral when released,
even in the case of accidental operation, stopping all
load movement.
5.4.4.2 The hand power forces and the layout of
controls of manually operated lifting systems shall
comply with prEN 1757-1.
5.4.5 Multi-function controls
Where a control performs more than one function,
each separate function shall be clearly marked.
5.4.6 Controls for automated functions
The controls shall comply with prEN 1526.
5.4.7 Marking
For marking controls, graphic symbols complying
with 7.3.1.4 are sufficient.
5.5 Power systems and accessories
5.5.1 Exhaust system
Exhaust systems shall be so designed that the health of
the operator is not impaired by temperature rises
(see 5.7.6) or exhaust gases (see 7.2.4).
5.5.2 Fuel tank
5.5.2.1 If a fuel tank is within or contiguous to the
engine compartment and excessively high temperatures
may occur, the tank and/or filling arrangement shall be
isolated from the electrical and exhaust systems by
suitable protection, e.g. a separate enclosure or baffles.
The tank location and facilities for filling shall be such
that spillage or leakage will not drain into the engine
compartment or onto electrical or exhaust system
parts.
5.5.2.2 Fuel spillage shall not be possible under
normal operating conditions.
5.5.3 Engine access
5.5.3.1 If when the engine cover is open there are
unguarded moving parts within the engine
compartment, access to the compartment shall be
possible only by means of a key or tool, or by a
release handle within a lockable operator's cab.
5.5.3.2 Opening access covers, such as traction
battery or engine covers, shall be provided with means
of preventing unintentional closure, where such
unintentional closure could cause an injury.
5.5.4 Additional requirements for internal
combustion engine powered trucks using
liquefied petroleum gas (LPG)
5.5.4.1 Container
a) Containers for LPG shall be either permanently
fixed on the truck or removable.
b) Removable containers shall be secured on the
truck in such a way that only intentional release is
possible.
c) Pipe fittings and accessories on containers shall
be protected against mechanical damage when used
as specified by the manufacturer.
d) Containers, whether fixed or removable, shall be
equipped with a device to prevent unintentional
emission of gas or liquid, particularly in the case of a
pipe failure. This does not apply to pressure relief
valves.
e) The fuel take-off on the container shall be
equipped with an easily and quickly accessible
manually operated valve. The position and method
of operation of this valve shall be clearly marked on
the outside of the truck on or near the valve.
f) The fuel take-off shall be in a liquid form unless
the container and engine are specially equipped for a
direct vapour withdrawal.
g) Containers to be filled by the user shall have the
following fitted.
Ð A safety pressure relief valve shall be
connected to the vapour space of the container.
Where such containers are fitted inside
compartments of trucks, the discharge side of the
relief valve shall be piped to atmosphere. The gas
shall be led away safely. [See also 5.5.4.3d)].
Ð A fixed maximum level indicating device shall
be fitted. Where containers are fitted inside
compartments of trucks, the discharge side of any
maximum level indicating device which relies on
bleeding gas to atmosphere shall terminate at a
readily visible position on the outside of the truck.
Ð Maximum level indicating devices which rely
on bleeding to atmosphere shall be designed so
that the bleed hole is not larger than 1,5 mm in
diameter and also so that the parts of the device
cannot be completely withdrawn in normal
gauging operations.
Ð Maximum liquid level devices shall be suitable
for the LPG in use, indicate the maximum product
level and shall not vent to atmosphere.
h) If containers are installed in a compartment, this
compartment shall have permanent openings at the
bottom. The total surface area of these ventilation
openings shall be at least 200 cm2 allowing adequate
ventilation to the outside atmosphere and without
risk to the operator.
i) When containers are removable, their fastenings
shall permit easy handling and checking of the
installation after the exchange of containers.
j) Removable containers which incorporate a safety
pressure relief valve shall be so positioned on the
truck that the safety pressure relief valve opening is
always in communication with the vapour space at
the top of the container. This may be accomplished
by an indexing pin which positions the container
when the container is properly installed.
k) If an additional container is carried on the truck,
it shall be secured in the same manner as the main
container.
 BSI 06-1999
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EN 1726-1:1998
l) Containers shall be positioned in such a way that
they are not exposed to the damaging effects of
heat, particularly heat from the engine and the
exhaust system. It shall be possible to fit a heat
shield which shall not inhibit ventilation under any
circumstances.
m) Containers shall be fitted on the truck in such a
way that they are not unduly exposed to abrasion or
shock nor to the corrosive action of the products
handled by the truck.
n) Containers and their connections shall be
installed in such a way that there are no projections
outside the plan view outline of the truck.
5.5.4.2 LPG piping
a) Connecting piping and all associated parts shall
be easily accessible, protected against damage and
wear, and flexible enough to withstand vibration and
deformation in service, as follows:
Ð piping shall be so arranged that damage or
leaks are easily detectable;
Ð piping shall be installed in such a way that it
cannot be damaged by the hot parts of the engine;
Ð fully rigid pipes shall not be used for
connecting the container to equipment on the
engine.
b) Pressure flexible hoses above 1 bar shall be
supported at least every 500 mm. Rigid pipes shall be
supported at least every 600 mm.
c) Hoses, pipes and all connections operating at
pressures above 1 bar shall be suitable for a working
pressure of 25 bar and shall withstand without
bursting a test pressure of 75 bar. Hoses, pipes and
all connections operating below 1 bar shall withstand
without bursting a test pressure of five times the
maximum pressure likely to be encountered in
service.
d) Excessive pressure shall be avoided in any
section of pipe work containing LPG in liquid form
between two shut-off valves which may be closed;
e.g. a pressure relief valve or other suitable means
may be used if necessary.
e) Aluminium piping shall not be used in LPG lines.
f) Hose lengths shall be as short as practical.
g) Pressure unions and joints above 1 bar shall be
made of metal except for any constrained sealing
washers.
5.5.4.3 Equipment
a) The supply of gas shall be automatically cut off
when the engine stops irrespective of whether or not
the ignition system has been switched off.
b) For multi-fuel applications, the system shall be
designed to avoid the possibility of LPG entering any
other fuel container, and to shut off each fuel source
before the alternative one is opened.
 BSI 06-1999
c) If the truck is equipped with two or more
containers to supply fuel, they shall be connected via
a multiway valve, or other suitable means, so that
LPG can only be drawn from one container at a
time. The use of two or more containers at the same
time shall not be possible.
d) Safety pressure relief valves or liquid level
indicators shall be installed in such a way that they
cannot discharge in the direction of the operator or
onto truck components which may be a source of
ignition.
e) If corrosion of a part would interfere with its
proper functioning, that part shall be provided with
a corrosion-resistant protective coating.
f) All fuel system components shall be firmly
secured to the truck.
g) Pressure reducing valves shall be readily
accessible for inspection and maintenance.
5.6 Systems for lifting and tilting
5.6.1 Lift chains and wire ropes
Chains and wire ropes shall have a certificate on
record from the chain or wire rope manufacturer,
showing the breaking load.
5.6.1.1 Chains
When the lifting mechanism includes a chain or chains,
the truck manufacturer shall only use leaf or roller
chains which, in relation to the minimum breaking
load certified by the manufacturer of the chain, will
provide a minimum factor K1 = 5 in relation to the
static load that would exist in a single chain or equally
loaded chains when the maximum load is in the
transporting position, assuming no friction in the mast
structure, given by the equation:
K1 =
min. breaking load for 3 number of chains
new chain
max. load of the truck + dead weight of the lifting
mechanism carried by the chains
Pulley diameters shall be at least three times the pitch
of the chains.
5.6.1.2 Wire ropes
When the lift mechanism includes one or more wire
ropes, the truck manufacturer shall select wire ropes
which, in relation to the minimum breaking load
certified by the manufacturer of the wire rope, will
provide a minimum factor K2 = 6 in relation to the
static load that would exist in a single wire rope or
equally loaded wire ropes when the maximum load is
in the transporting position, assuming no friction in the
mast structure.
min. breaking load
K2 = for new wire rope
max. load of the truck
3 number of wire ropes
+ dead weight of the lifting
mechanism carried by the wire
ropes
Page 24
EN 1726-1:1998
The diameter of wire rope guide pulleys, measured
from the bottom of the groove, shall be at
least 22 times the diameter of the wire rope.
Splicing of wire ropes except at the terminal ends is
not allowed.
5.6.2 Mechanical lifting system
5.6.2.1 The lifting system shall comply with the
requirements of 5.6.3.3.
5.6.2.2 When mechanical lifting systems are used it
shall not under normal operation be possible to lower
the load using a friction brake.
5.6.2.3 In the event of failure of the mechanism or its
parts (e.g. gearwheel, chainwheel, spindle or rope
pulley) it shall not cause the elevated driver position
and/or the load to fall. This requirement also applies to
rack and pinion lifting systems or with spindle drive.
5.6.4.2 Pressure control
All hydraulic systems shall include a device which
prevents the pressure in the system from exceeding a
pre-set level. The device shall be so designed and fitted
that accidental loosening or adjustment is avoided and
so that a tool or key is required to alter the pressure
setting.
NOTE For loading control see informative annex N.
5.6.4.3 Failure of energy supply to hydraulic circuit
In the case of a fault or interruption of the supply of
energy, the design of the hydraulic installation shall be
such that the hydraulic pressure in the system does not
unintentionally cause the pump to function as a
hydraulic motor.
5.6.2.4 The lowering speed of the lifting mechanism
with its rated load shall not exceed 0,6 m/s.
5.6.4.4 Oil filter
The hydraulic system shall be protected against the
risk of contamination of the hydraulic oil e.g. by means
of magnet(s), filter(s) etc.
5.6.3 Hydraulic lifting and tilting system
5.6.5 Fork arms
5.6.3.1 Hydraulic lifting system
With the mast substantially vertical, the descent of the
rated load caused by an internal leakage in the
hydraulic system shall not exceed 100 mm during the
first 10 min with the oil in the hydraulic system at
normal operating temperature.
5.6.5.1 Fork arms of solid section shall be in
accordance with ISO 2330:1995. The total capacity of
the fork arms fitted to a truck shall not be less than
the maximum actual capacity of the truck.
5.6.3.2 Lowering speed limitation
A control device shall be incorporated in the lift circuit
which even in the event of a failure of the hydraulic
circuit, excluding the hydraulic lift cylinder(s), shall
restrict the rate of descent of the lifting mechanism
with its rated load to 0,6 m/s maximum.
5.6.5.2 Means shall be provided to prevent
unintentional lateral displacement of the fork arms on
the fork carrier.
5.6.6 Fork carriers
5.6.6.1 Means shall be provided on the fork carrier to
prevent unintentional lateral disengagement of the fork
arms at the extremities.
5.6.3.3 Limitation of stroke
The lift assembly shall be fitted with stops to prevent
over-travel. In addition, means shall be provided to
prevent the fork carrier and moving elements of the
mast structure from accidentally disengaging from the
upper end of the mast.
5.6.6.2 If a fork arm removal slot is provided at the
bottom of the fork carrier, it shall not be positioned
opposite a slot at the top of the fork carrier unless
means are provided to prevent the fork arm being
unintentionally disengaged from the fork carrier.
5.6.3.4 Hydraulic tilting systems
The internal leakage rate of the complete hydraulic
tilting system (i.e. cylinder, valve, etc.) with the oil at
normal operating temperature shall allow an average
tilting speed of the mast to the front of less than 58 in
the first 10 min, from the vertical mast position when
the rated load is at a height of 2 500 mm or, in the case
of trucks with lift heights of less than 2 500 mm, at
their maximum lift height. The average tilting speed
allowed by leakages shall not exceed 0,58/min for
trucks with a maximum forward tilt of less than 58.
5.6.7.1 Attachments shall be designed and
manufactured in such a way that unintentional lateral
displacement or detachment from the truck is
prevented. Movement of the attachment and its parts
shall be mechanically limited at the extreme positions.
5.6.4 Hydraulic system
5.6.4.1 Hydraulic circuit
All hoses, piping and connections subject to internal
pressure shall be capable of withstanding without
bursting a pressure equal to at least three times the
operating pressure to which the respective hydraulic
circuit may be subjected.
5.6.7 Attachments
5.6.7.2 Clamping devices shall be designed in such a
way that the load is automatically retained for 10 min
by means of non-return valves or any other effective
system when the truck's control mechanisms are in the
neutral position or in the event of a malfunction in the
power supply system for the attachment.
5.6.7.3 If an attachment has its own separate
hydraulic system, it shall comply with 5.6.4.
 BSI 06-1999
Page 25
EN 1726-1:1998
5.6.7.4 If an attachment has a hydraulic system which
is connected to the truck hydraulic system, the two
systems shall be compatible and the combined systems
shall comply with 5.6.4.
5.6.7.5 On spreaders for top lifting of freight
containers, a device shall be provided that prevents the
containers being lifted unless all four twist locks are
fully engaged and locked. All attachments for the
handling of freight containers shall be fitted with a
device to prevent unlocking of the interface
mechanism when the container is suspended.
The floor space to be provided for the operator for the
lower part of the standing operator's body (feet to
hips) shall not be less than 1 400 cm2 and shall also be
capable of housing a circle 360 mm in diameter
(see Figure 34).
Where there are facilities for additional personnel these
minimum dimensions are applicable.
The operator positions shall be arranged and
structured in such a way that, in the normal operating
position, the operator is able to reach and operate all
the controls whilst maintaining an ergonomic posture.
5.7 Operator position
5.7.1 Dimensions
The operator's seat or standing position shall be so
located that the operator, whilst operating the truck,
has enough room to stay within the plan view outline
of the truck. The dimensions in millimetres shall not
be less than those shown in Figures 32 to 35.
Seated operator
1) The dimension of 50 mm applies to the top edge of
the seat back
Figure 32 Ð Front-seated
 BSI 06-1999
Figure 33 Ð Side-seated
Page 26
EN 1726-1:1998
Standing operator
2) From hip to shoulders
3) The hip height is a maximum dimension
Figure 34 Ð Plan view of
standing space seen from front
(or back)
5.7.2 Operator access and egress
5.7.2.1 For access to and egress from the normal
operating position with a floor height above 300 mm,
hand-hold(s) shall be provided which may be part of
the truck structure. The clearance dimension for a
hand-hold shall be at least of 45 mm width, 130 mm
length and have a diameter of 15 mm (see Figure 36).
Figure 36 Ð Hand hold
5.7.2.2 When the operator's compartment floor height
is greater than 550 mm, a step or steps shall be
provided. The first step shall not be more than 550 mm
from ground level, succeeding steps shall be equally
spaced at intervals not exceeding 550 mm. Step width,
instep clearance and toe clearance shall comply with
ISO 2867:1994.
Figure 35 Ð Vertical view of
standing space
5.7.2.3 The compartment floor frequented by the
operator, steps and walkways shall have a
slip-resistant surface, e.g. ribbed mats, abrasive
coating, expanded metal. Walkways more
than 2 000 mm from the ground shall have guard
rails 1 000 mm to 1 100 mm high.
5.7.3 Platform
5.7.3.1 Operators' stand-on platforms on
end-controlled pedestrian and stand-on trucks shall be
dimensioned in accordance with 5.7.1 and be capable
of withstanding a compression force corresponding
to 2,5 times the mass of the laden truck applied along
the longitudinal axis of the truck with the outermost
projection of the platform against a flat vertical
surface. For the purpose of this section, the operator's
platform includes any surrounding reinforcement or
parts of the truck which provide resistance to crushing
of the platform.
 BSI 06-1999
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EN 1726-1:1998
5.7.3.2 Operators' stand-on platforms which overhang
the truck chassis on trucks capable of more
than 6 km/h shall be provided with guards at the sides
or outside edge of the platform. The guard shall be
capable of withstanding a horizontal force of 900 N
acting from inside to outside applied in line with the
centre of the operator's standing position at a height
of 900 mm from the platform without permanent
deformation. Travelling shall only be possible when the
platform and guards are in their normal operating
position. Side guards used with folding platforms may
be of the folding or pivoting type.
5.7.3.3 Operators' stand-on platforms which are fitted
to pedestrian controlled trucks and overhang the
truck's chassis shall be capable of being folded or
pivoted to an upright position when the operator
leaves the platform; this may be done automatically.
For platforms which do not act automatically, devices
shall be provided to prevent the truck manoeuvring or
travelling unless the operator is standing on the
platform or the platform is in its upper rest position.
5.7.3.4 Operators' stand-on platforms which are at
heights of more than 1 200 mm and up to and
including 3 000 mm above the floor shall be equipped
with means of protection on two sides.
Above 3 000 mm the means shall be extended to the
whole area accessible to the operator. The means of
protection may be rails or other equally effective
means. Where rails are fitted they shall comprise top
rails, intermediate rails and toe boards to a height of
not less than 900 mm or more than 1 100 mm measured
from the upper surface of the top rail to the platform,
the toe boards having a minimum height of 100 mm.
The rails shall be capable of withstanding without
permanent deformation a force of 900 N applied in a
vertical downwards direction and in a horizontal
direction from inside to outside. Rails shall not be
capable of opening outwards.
5.7.4 Operator's seat
The seat shall be designed to provide ready access to
the controls, a comfortable position for the truck
operator and shall fulfil the following requirements.
a) If the seat has a facility allowing fore and aft
adjustment this shall be possible without using tools.
b) If a weight-adjustable seat is fitted, the adjustment
shall cater at least for weights of 55 kg to 110 kg.
Manual adjustment of the weight mechanism shall
be possible without the use of tools.
c) If a seat has a facility allowing it to swivel about a
vertical axis, this shall be possible at all seat
adjustment positions without unintentional operation
of controls.
d) The seat mounting shall withstand the forces
which may occur during operation e.g. braking
forces.
e) The requirements of a) to d) also apply to
additional operators' seats.
f) When using an auxiliary seat on a stand-on
industrial truck, a padded seat surface and back rest
of a seat is sufficient. If the operating space of the
stand-on operator is restricted, the auxiliary seat
shall be capable of being folded or pivoted.
5.7.5 Protection from road wheels and objects
thrown up
5.7.5.1 Seated and stand-on trucks
The operator in the normal operating position shall be
protected against contact with the truck road wheels
and against objects thrown up by the wheels (e.g. mud,
gravel, bolts etc.). The protection device for the steered
wheels need only cover the wheels when in a straight
line position.
5.7.5.2 Pedestrian controlled trucks
The operator when in his normal operating position
shall be protected against contact with the drive and
stabilizing wheels. To ensure the operator's safety, the
position of this wheel protection shall be in
accordance with Figure 37.
Dimensions in millimetres
Ð either
h < 35 mm
l min. = 10 mm
Ð or
h = 35 mm to 70 mm l min. = 2,57 3 h 2 80 mm
h = 70 mm to 120 mm l min. = 1,60 3 h 2 12 mm
Figure 37 Ð Free space for feet
 BSI 06-1999
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EN 1726-1:1998
5.7.5.3 If driving and stabilizing wheels cannot safely
be arranged in accordance with 5.7.5.2, a wheel guard
(deflector) as illustrated in Figure 38 is required. For
castors, the deflector need only be mounted on the
side on which the conditions specified in 5.7.5.2 do
not comply with.
Dimensions in millimetres
Figure 38 Ð Foot protection
5.7.6 Burning hazards
All parts of the truck within reach of the operator in
the normal operating position or when getting into or
leaving his operating position shall be insulated or
shielded, if necessary, so that the surface temperature,
generated by heat sources in the truck, of bare metal
parts does not exceed 65 8C and of painted or plastic
parts 83 8C. The temperature of the air at the heater
outlet, where fitted, shall not exceed 60 8C.
5.7.7 Protection against crushing, shearing and
trapping points
5.7.7.1 Parts which move relative to one another
which are within the reach of the operator in the
normal operating position shall be adequately guarded
or be separated by the following minimum distance:
Ð places where the operator's fingers
can be trapped:
min. 25 mm
Ð places where the operator's hands
or feet can be trapped:
min. 50 mm
Ð places where the operator's arms
and legs can be trapped:
min. 100 mm
Relative moving parts that need to contact or move in
close proximity to one another shall be guarded to
prevent access when the distance between those parts
is more than 8 mm. If residual hazards exist, those shall
be identified on the truck in accordance with 7.3.3.4.
5.7.7.2 Crushing and shearing hazards associated with
attachments, except at the load supporting points, shall
also meet the relevant requirements of 5.7.7.1. If
residual hazards exist, these shall be identified on the
attachment in accordance with 7.3.3.4.
5.7.7.3 Trucks with side-facing seating or standing
shall be so built that when travelling, the operator
cannot unintentionally keep his foot outside the
confines of the truck or the truck shall be equipped
with a traction cut-out or signalling device which
informs the operator if his foot is not in the
safeguarded position.
5.7.8 Additional operator positions
Positions for additional operator(s) shall comply with
the requirements as specified in 5.7.1 to 5.7.7.
5.8 Stability
5.8.1 In order to restrict the hazards of longitudinal
and lateral tipover during normal operations, the
trucks specified below shall comply with the
requirements specified in the stability tests listed below
without permanent deformation (see 7.2.2 and
annex N). The requirements do not apply to trucks
with low lift height (see 3.3).
Counterbalanced trucks
Counterbalanced fork lift trucks with
articulated steering
Reach and straddle trucks
Pallet stackers and high lift platform
trucks
Single side loading trucks
Bi-directional and multi-directional
trucks
Lateral and front stacking trucks
Rough terrain trucks
ISO 1074:1991
Annex B
Annex C
Annex D
Annex E
Annex F
Annex G
Annex H
5.8.2 For the use of trucks other than in normal
operating conditions, the following additional stability
tests shall apply.
Trucks operating with offset load
(offset by powered devices)
Trucks operating with the mast tilted
forward
Trucks operating with offset load
(offset determined by utilization)
Trucks handling freight containers
Annex J
Annex K
Annex L
ISO 10525
5.8.3 Trucks with elevating operator's position and/or
trucks specifically designed to travel with elevated
loads from 500 mm up to and including 1 200 mm lift
height shall be tested in accordance with 5.8.1
and 5.8.2. The tests simulating travelling with load
shall be carried out with the load at the maximum lift
height for travelling. The elevating operator position
shall be in the least favourable position for stability.
5.9 Protective devices
5.9.1 Operator's overhead guard
5.9.1.1 Sit-on and stand-on trucks with a lift height
more than 1 800 mm shall be fitted with an overhead
guard complying with ISO 6055 to protect the operator.
The overhead guard can be removable.
5.9.1.2 The overhead guard shall, when handling
above 1 800 mm lift height, be constructed in such a
manner that it can be provided with an additional
fitting making it possible in special cases to increase
the protection of the operator against small falling
objects.
 BSI 06-1999
Page 29
EN 1726-1:1998
5.9.1.3 Sit-on and stand-on trucks with a rated
capacity of 5 000 kg and more shall, when handling
above 1 800 mm lift height, be constructed in such a
manner that they can be provided with an overhead
guard complying with annex M to provide increased
protection for the operator when handling such items
as paper reels or packaged timber.
5.9.2 Load backrest
Trucks with a lift height more than 1 800 mm shall be
designed so that they may be equipped with a load
backrest.
5.9.3 Warning device
Trucks shall be equipped with an audible warning
device so that the operator can warn persons who are
within or approaching a dangerous area.
5.9.4 Wheels with split wheel rims for inflatable
tyres
When split wheels are used with pneumatic tyres, the
truck shall be provided with devices to prevent the
user from separating the halves of the wheel before
removing the wheel from the axle.
5.9.5 Towing devices
Trucks used for towing trailers shall be fitted with
towing or coupling devices designed, constructed and
arranged to ensure easy and safe connection and
disconnection and to prevent accidental disconnection
during use.
5.10 Visibility/lighting
5.10.1 The operator shall have sufficient visibility so
that all travel and manoeuvres can be carried out
safely. If direct visibility is limited, aids may be used to
provide adequate visibility, such as mirrors, cameras,
monitors, audible and visual alarms, devices sensing
persons and/or objects, raised or rotatable seat etc.
Requirements for visibility shall be in accordance with
prEN ISO 13564.
5.10.2 Sit-on/stand-on controlled trucks shall be so
designed that it is possible for the manufacturer or any
other qualified person referring to the manufacturer's
instructions to equip them with an electrical circuit
whereby travel lights, working lights and signal lights
can be installed.
5.11 Environmental conditions
5.11.1 Operator's cab
5.11.1.1 If a cab is fitted in lieu of an overhead guard
on an industrial truck, it shall comply with 5.9.1.
5.11.1.2 The material of the cab and fixing devices
shall be fire resistant with a maximum burning speed
of 250 mm/min when the standard test piece is tested
in accordance with ISO 3795:1989.
5.11.1.3 If a totally enclosed cab is fitted, provision
shall be made for efficient ventilation. Heating and/or
air conditioning may be required depending on the
climate and environmental conditions in which the
truck is to be used.
NOTE Due to the fact that trucks are used in a wide range of
temperature and environmental conditions it is not possible to
give precise technical requirements in this standard.
 BSI 06-1999
5.11.1.4 If a totally enclosed cab is fitted with a
heater/de-mister, the air intake shall be connected to a
fresh air inlet; partial recycling of the air up to 50 % is
permissible. The heater shall be securely fixed. The
heater shall be so designed that the requirements
of 5.7.6 can be met. De-mist/defrost capability shall be
provided for the windscreen and rear window.
5.11.1.5 The windscreen and rear window shall be
fitted with wipers so that the operator has an adequate
view of the road. Wipers may be omitted if the truck
only operates within an enclosed area (e.g. a cold
store). If glass is used in the window apertures, it shall
be toughened or laminated safety glass.
5.11.1.6 The cab shall have at least one door plus an
emergency exit, which may be a window, allowing
escape in another direction, complying with the
requirements of ISO 2867:1994.
5.11.1.7 Provision shall be made for storage of the
instruction handbook which does not obstruct the
operator's normal operation.
5.11.1.8 Positions for additional operators shall meet
the requirements of 5.11.1.1 to 5.11.1.6.
5.11.2 Noise emission
The value of noise emission shall be measured by the
test method given in prEN 12053. The values shall be
either the actual figure or a figure calculated from
measurements performed on identical trucks. The
A-weighted emission sound pressure level and, if
necessary, the sound power level emitted by the truck,
shall be measured. The results shall be recorded.
5.11.3 Vibration
Whole body vibration shall be measured by the test
method given in prEN 13059. The value of the vibration
transmitted to the operator and the method of
measurement shall be included in the instruction
handbook. The values shall be either the actual value
or a figure calculated from measurements performed
on identical trucks.
5.11.4 Operation in potentially explosive
atmospheres
Trucks operating in potentially explosive atmospheres
shall comply with prEN 1755.
5.11.5 Transport
5.11.5.1 If the manufacturer specifies in the
instruction handbook that a truck may be lifted
without disassembling, locations for slinging points
shall be provided.
5.11.5.2 Lifting points for the removal and
transportation of individual assemblies of the truck, if
required, shall be indicated on the assembly, or in the
operating instructions.
5.11.5.3 Locations for slinging of removable
attachments shall be provided as stated in the
instruction handbook.
Page 30
EN 1726-1:1998
6 Verification of safety requirements
and/or measures
6.1 General
The manufacturer shall have verification that the
requirements of clause 5 have been met. Compliance
with this requirement may be verified by other means
giving equivalent results.
The verifications can be as follows:
Ð visually, e.g. no permanent deformation after
structural verification, verification of the marking of
the truck;
Ð by measures, e.g. tests of travelling and lowering
speed;
Ð by design, e.g. verification of drawings and
documents;
Ð further tests, e.g. as described in 6.2 and 6.3.
6.2 Structural verification
6.2.1 General
These tests are to be performed on a sample which is
representative of series production.
6.2.2 Structural test
The structural components of the truck and its
attachments shall carry static loads of 1,33Q1
and 1,33Q2 for 15 min.
Ð Q1 is the rated capacity at the standard lift height
and standard load centre distance in accordance
with the information on the capacity plate.
Ð Q2 is the actual capacity at maximum lift height
in accordance with the information on the capacity
plate.
The truck shall be on substantially level ground with
the mast in the substantially vertical position and may
be anchored to prevent tipover.
The loads may be applied at the corresponding height
by means independent of the truck. The test shall not
result in any visual permanent deformation or damage.
6.3 Functional verification
6.3.1 General
The functional tests given in 6.3.3 and 6.3.4 shall be
carried out on each truck to verify that it is able to
perform the tasks for which it was designed.
6.3.2 Inspection before tests
6.3.2.1 Each truck shall be inspected to make sure
that the travelling, braking, steering, load handling
controls and combined functions, if any, are
appropriately identified and operate correctly. The
correct operation of warning devices, safety devices,
and lighting, if any, shall also be checked.
6.3.2.2 The information plates for the truck, battery
(for battery powered trucks) and attachment (if any)
shall be inspected to make sure that they contain the
relevant information in accordance with 7.3.
6.3.3 Dynamic tests
6.3.3.1 General
During the performance of the tests the truck shall be
operated by a competent person in accordance with
the manufacturer's instructions (see 7.2).
Tests shall either be performed by operating the truck
in the manner prescribed below or, where practicable,
be simulated by any method giving an equivalent effect
and producing substantially the same results.
6.3.3.2 Travelling and manoeuvring test
For trucks with load lifting capability this test is
carried out with load Q1 and without a load for
tractors and fixed platform trucks as follows.
a) Pick up the test load, raise it to a height of
about 300 mm or up to maximum height if this is
less than 300 mm and tilt to the maximum amount
for travelling as recommended by the manufacturer.
For side loading trucks, the load shall be placed on
the platform. For trucks with elevating operator
position and/or elevated load the test shall be
carried out with a lift height as recommended by the
manufacturer.
b) Drive the truck forward at low speed, change to
reverse, and change to forward again to verify that
the direction change mechanism operates effectively.
Reversal of direction changes shall be made at the
speeds recommended by the manufacturer.
c) Drive the truck forward and backward through all
speed ranges to the maximum speed and check that
range changing and service brakes operate in both
directions.
d) Make several turns in both forward and reverse
directions at approximately one-third maximum
speed and approximately three times the minimum
outside turning radius specified by the manufacturer.
Check the function and direction of the steering.
e) Deposit the load on the ground.
6.3.3.3 Stacking test
This test shall be carried out with load Q2. Pick up the
test load from ground level and elevate it to maximum
height. Lower to ground level at maximum lowering
speed, making several stops during descent, and
deposit the load on the ground.
6.3.3.4 Lowering speed test
With the mast vertical, the maximum lowering speed
shall be measured with load Q2 to verify that it does
not exceed 0,6 m/s. This may be determined by dividing
the total lowering distance in metres by the number of
seconds required for the total descent.
6.3.4 Hydraulic lift and tilt leakage test
The permissible lowering shall be tested in accordance
with 5.6.3.1 and the permissible tilting in accordance
with 5.6.3.4.
6.3.5 Inspection after tests
Following the tests in 6.3.3 and 6.3.4, the truck shall
be examined visually to ensure that there are no
defects.
 BSI 06-1999
Page 31
EN 1726-1:1998
7 Information for use
7.1 Residual hazards
The requirements of clause 5 are suitable for
minimizing the risk from the truck and attachment. If
residual hazards are identified, particular information
shall be given in the instruction handbook.
7.2 Instruction handbook
Each truck and removable attachment shall be
supplied to the user with an instruction manual
covering operating and regular servicing, printed in the
language of the country where the truck is to be used.
By way of derogation, the workshop manual and parts
manual for use by specialized personnel employed by
the manufacturer or his authorized representative do
not need to be supplied with each truck and may be
printed in only one of the languages understood by
those personnel.
These manuals shall include if applicable at least the
following information.
7.2.1 Concerning the truck/attachment
Ð Name and address of the manufacturer or the
authorized representative.
Ð Designation of type.
Ð Description of the truck and its accessories.
Ð Attachments which are fitted to the truck and
their assembly precautions.
Ð Details of use of the load backrest.
Ð Details for the installation of a fire extinguisher, if
required by the application of the truck.
Ð Admissible wheel rims and tyres with inflation
pressures for pneumatic tyres.
Ð Description of the safety devices and warning
labels.
Ð Details of the noise and vibration generated by
the truck. (The noise declaration shall be made in
accordance with prEN 12053).
Ð Overall dimensions, load capacity and
performance details of the truck.
Ð Visibility conditions when using remote controlled
devices for the truck.
7.2.2 Operation of the truck
Ð Intended and prohibited uses of the truck and
attachments, including those relating to hazardous
atmospheres and overhead guards when handling
very small or large heavy objects.
Ð Training required by the operator.
Ð Function of operating controls and displays.
Ð Daily checks before putting the truck into
operation.
Ð Instructions for adjustment of the operator's seat.
Ð Instructions for operation with/without cab,
with/without doors.
Ð Instructions for access and egress
Ð De-energizing of stored energy components.
Ð Instructions for safe handling by the operator,
e.g. when changing attachments or moving fork
arms.
 BSI 06-1999
Ð Influence of tyres and floor conditions on noise
emission.
Ð Requirements of the floor where the truck is to
be used.
Ð The use of additional aids when the operator's
direct visibility is limited.
Ð Instructions for starting, driving and stopping the
truck.
Ð Instructions for handling loads, warning about the
hazards due to the action of wind forces.
Ð Instructions when operating on a gradient.
Ð Instructions for towing the truck.
Ð Instructions for parking the truck.
Ð Warning of residual risks during the use of the
truck and its attachments.
Ð Climatic conditions in which the truck is
designed to operate.
7.2.3 Details for battery powered trucks
Ð Specification of approved batteries and battery
chargers.
Ð Service mass of battery including ballast when
required.
Ð Procedure for safe handling of batteries, including
installation, removal and secure mounting on the
truck.
Ð Warning of risks of accumulation of hydrogen
under covers.
7.2.4 Details for internal combustion engine
powered trucks
Ð Approved fuels.
Ð Procedure for safe handling of fuels.
Ð Procedure for refuelling.
Ð Warning of the effect of exhaust emission in
confined spaces.
Ð Warning of the effect of exhaust emission for the
operator.
7.2.5 Service and maintenance of the truck
Ð Training and qualifications for service and
maintenance staff.
Ð Safe procedure for the identification, detection
and correction of faults.
Ð Type and frequency of inspections and
maintenance operations with particular attention to
the replacement and durability of wear parts and to
user's logbook.
Ð Inspection for exhaust emission.
Ð Instructions for changing wheels with split wheel
rims for inflatable tyres.
Ð Instructions for verification of marking.
Ð Instructions for decompression of stored energy
components.
Ð Access to maintenance at high levels.
Ð Servicing operations for which no specific skills
are required.
Ð Use of approved spare parts.
Ð Drawings and diagrams necessary for truck
servicing and maintenance.
Ð Instructions for disposing of waste material
(e.g. oils and battery).
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EN 1726-1:1998
7.2.6 Transportation, commissioning and storage
Ð Mass and overall dimensions of the truck and
dismantled parts.
Ð Procedures for transporting, including loading
and unloading.
Ð Procedure for truck re-assembly and mounting of
attachments.
Ð Functional tests on completion of commissioning.
Ð Procedure for retrieval of defective trucks.
Ð Procedure for prolonged shut down and storage
of trucks.
7.3 Minimum marking
7.3.1 Information plates
7.3.1.1 Trucks
Trucks shall be marked legibly and indelibly
(e.g. weatherproof, profiled letters) with the following
minimum details.
Ð Name and address of the manufacturer or the
authorized representative.
Ð Designation of series or type.
Ð Serial number and the year of manufacture.
Ð Unladen mass of the truck in working order
without removable attachments and battery for
battery powered trucks, but with fork arms or
integral attachments. The mass may vary from the
figure shown by up to ±5 %.
Ð Rated capacity.
Ð Actual capacity at maximum lift height with load
centre distance.
Ð Actual capacities at other lift heights and load
centre distances if applicable.
Ð Actual capacity with each removable attachment
fitted at the manufacturer's authorized lift height(s)
and load centre(s).
Ð On battery powered trucks, the authorized
maximum and minimum battery mass and the
system voltage.
Ð The nominal power in kW.
Ð If fitted, the maximum supporting force on the
tow-hook in N.
Ð If fitted, the drawbar pull on the tow-hook in N.
The actual capacities shall be easily readable by the
operator in the normal operating position.
7.3.1.2 Removable attachments
Removable attachments shall be marked legibly and
indelibly (e.g. weatherproof, profiled letters) with the
following minimum details:
Ð Name of the attachment manufacturer or
authorized representative.
Ð Model or type.
Ð Serial number and year of manufacture.
Ð Mass of attachment, which may vary from the
figure shown by up to ±5 %.
Ð Distance of the centre of gravity of the
attachment from its mounting face on the truck.
Ð Rated capacity.
Ð In the case of hydraulically or pneumatically
operated attachments, the maximum operating
pressure recommended by the attachment
manufacturer.
Ð The warning ªThe capacity of the truck and
attachment combination shall be complied withº.
7.3.1.3 Tractors
Tractors shall be marked legibly and indelibly
(e.g. weatherproof, profiled letters) with the following
minimum details.
Ð Name and address of the manufacturer or the
authorized representative.
Ð Designation of series or type.
Ð Serial number and year of manufacture.
Ð On battery powered tractors, the authorized
minimum and maximum battery mass and the
system of voltage.
Ð The nominal power in kW.
Ð If fitted, the maximum supporting force on the
tow-hook in N.
Ð The mass in kg.
Ð The drawbar pull in N and also the period of time
during which this pull can be exerted.
7.3.1.4 Marking
Controls shall be legibly and indelibly marked
(e.g. weatherproof, profiled letters) with graphic
symbols indicating the function(s). Each symbol shall
be affixed on or in close proximity to the control to
which it applies. Control symbols shall comply with
ISO/DIS 3287 where available.
7.3.2 Information plate for trucks operating in
special conditions
If a truck is designed to operate in special conditions
(see 1.5 and 5.8), it shall be marked legibly and
indelibly (e.g. weatherproof, profiled letters) with the
designation of the special conditions of use including
capacity if different from the actual capacities.
7.3.3 Other information
7.3.3.1 Marking for slinging of trucks
Locations for slinging shall be clearly indicated on the
truck.
7.3.3.2 Pneumatic tyre inflation pressure
The specified inflation pressures shall be clearly
indicated on the truck.
7.3.3.3 Filling points
Filling points for fuel and hydraulic oil shall be clearly
indicated on the truck in accordance with
ISO/DIS 3287.
7.3.3.4 Warning symbols
Symbols giving warnings of residual hazards shall be
affixed to the truck or attachments on or in close
proximity to the hazard concerned.
7.3.4 Languages
If any of the information in 7.3.1 to 7.3.3 is in words,
it shall be written in the language of the country where
the truck is to be used.
 BSI 06-1999
Page 33
EN 1726-1:1998
Annex A (normative)
Verification of steering wheel kickback
shall be 100 mm or 10 mm less than the ground
clearance of the parts of the truck which protrude over
the obstacle during the test, whichever is the lower.
A.1 Scope
This annex provides an objective assessment of the
amount of movement at the steering wheel (described
as kickback) as a result of the steered wheel(s) hitting
an obstacle. This test is not required for trucks fitted
with non-reactive, full power and power assisted
steering or tractors.
A.2.4 Reaction measurement
The reaction at the steering wheel rim, equivalent to
one lightly held by an operator, shall be simulated by
a 1 kg weight attached by two flexible cords running
over four smooth pins as shown in Figure A.1 or by a
device giving equivalent results. The tension in both
cords should be equal in order to counteract
deflections in either direction and the weight arranged
to move as nearly vertical as practical.
A.2 Test conditions
A.2.1 General
The test involves driving a subject truck in a
predetermined manner at a fixed obstacle and verifying
that the resultant reaction at the steering wheel is
within defined limits.
A.2.2 Area
The test should be carried out on a substantially firm,
smooth, level and prepared surface.
A.2.3 Obstacle
The obstacle (e.g. a kerb) shall be firmly fixed to the
ground and be of such a form that the side presented
to the truck in the test is substantially vertical and is
sufficiently rigid and robust that, in the event of it
becoming deformed, the test results are not adversely
affected. The forward edge of the obstacle may be
rounded, provided that its radius does not
exceed 30 mm or 30 % of the height of the obstacle,
whichever is the smaller. The height of the obstacle
A.3 Test procedure
The test is conducted using an unladen truck travelling
at a speed of approximately 3 km/h, the driving force
and contact with the steering wheel is removed
immediately before impact. The obstacle is approached
from both sides at an angle of approximately 308 with
the truck's steered wheel(s) leading and in the
straight-ahead position (see Figures A.2 and A.3). Two
tests shall be carried out from each side.
CAUTION. If the steering wheel reaction is excessive
(well outside the acceptable level) the test weight may
jump upwards; it should therefore be restrained to
prevent injury to the tester (e.g. by a slack tether).
A.4 Results
The steering reaction is considered acceptable if during
the moment of impact the steering wheel does not
rotate by more than 1/8th of a turn.
Figure A.1 Ð Arrangement of measurement equipment
 BSI 06-1999
Page 34
EN 1726-1:1998
Figure A.2 Ð Obstacle left
Figure A.3 Ð Obstacle right
 BSI 06-1999
Page 35
EN 1726-1:1998
Annex B (normative)
Counterbalanced trucks with articulated
steering
Verification of stability
B.1 Scope
This annex specifies the basic verification of stability
of counterbalanced trucks with articulated steering
with tiltable or non-tiltable mast or fork arms. It is
applicable to trucks fitted with fork arms and/or
attachments.
B.2 Conditions of validity
The following stability tests in this annex ensure that
the type of truck specified has satisfactory stability
when used under normal operating conditions, namely:
a) operating (travelling and stacking) on
substantially firm, smooth, level and prepared
surfaces;
b) travelling with the mast or fork arms tilted
backwards and the load in the lowered (travelling)
position;
c) stacking with the mast substantially vertical and
the fork arms substantially horizontal;
d) operating with the load centre of gravity
approximately on the centre plane between the mast
uprights.
When operating conditions differ from normal,
reference shall also be made to other appropriate
standards e.g. annex H, annex J, annex K.
B.3 Test conditions
B.3.1 Test procedure
The stability of these trucks shall be verified by means
of one of the procedures described below.
B.3.1.1 Tilting platform
A test platform which can be tilted about one side
shall be used. A truck tested for stability is placed on
the initially horizontal test platform, in the conditions
specified in B.3.2 and, successively, in each of the
positions described in Table B.2.
In each of these tests, the test platform shall be tilted
slowly to the slope indicated in Table B.2.
The truck is considered stable if it passes all tests
without overturning.
For the purpose of these tests, overturning is defined
as the test platform slope value which, if increased,
would cause overturning of the truck.
It is permissible in lateral tests for one of the load
wheels to lose contact with the test platform and it is
acceptable for parts of the structure or other designed
features to make contact with the test platform.
B.3.1.2 Fixed slope
Fixed slopes with inclinations equivalent to the
prescribed test slope shall be used. The slope surface
shall be smooth and capable of supporting the truck
mass without deformation likely to affect the test
results.
 BSI 06-1999
The truck under test conforming to the conditions
shall be driven onto the fixed slopes with the mast
lowered and positioned according to Table B.2. For
each of the laden truck positions, the load shall be
elevated slowly and smoothly to the height indicated in
Table B.2.
B.3.1.3 Calculation
Compliance with the specified stability values may be
determined by calculation methods verified by
empirical data.
Such calculated capacities shall allow for
manufacturing variations and deflections of mast,
tyres, etc.
B.3.2 Conditions for the truck
B.3.2.1 General
The tests shall be carried out with the truck ready for
use without operator. Fuel tanks of engined trucks
shall be full if stability is thereby reduced, all other
tanks shall be filled to their correct operating levels.
The load carrying means shall be fully equipped with
any protective or supplementary lifting apparatus
supplied as original equipment, the mast or fork arms,
if adjustable for tilt, shall be positioned in accordance
with Table B.2. Where applicable, tyres shall be inflated
to the pressures specified by the manufacturer, and
where tyre ballast is permitted it shall be used in
accordance with the manufacturer's instructions.
B.3.2.2 Verification of the vertical position of the
mast
Before starting test No. 1 the vertical position of the
mast shall be verified by means of a plumb-line or
other suitable equipment. Projection onto the
horizontal platform of the centre of gravity G (or any
other point such as E having a fixed relationship to G)
shall, at the selected test height, be the same as with
the load lowered to the normal travelling height.
Deviations caused by deflection shall be corrected by
varying the tilt or retraction of the mast or fork arms
within the limits imposed by the design of the truck.
This procedure does not apply to trucks where the
design does not allow such corrections.
B.3.2.3 Lift height for tests simulating travelling
For tests simulating travelling, the upper face of the
fork arms at the heels shall be positioned 300 mm from
the ground or at minimum height for transporting the
load, whichever is higher.
B.3.2.4 Lift height for test simulating stacking
For tests simulating stacking, the lift height shall be
measured between the surface of the tilting platform
and the upper surface of the fork blade near the inside
heel.
Page 36
EN 1726-1:1998
B.3.3 Effect of the operator's weight on stability
The operator on rider-controlled trucks shall be
represented by a weight (mass) of 90 kg if the stability
during a test is thereby decreased. For a standing
operator, the weight (mass) shall be secured with its
centre of gravity 1 000 mm above the centre of the
footplate at the control position. For a seated operator
the weight (mass) shall be secured with its centre of
gravity 250 mm above the operator's seat in a
compressed condition. Where the operator's position
can be moved relative to the truck it shall be located
for each test in the position that minimizes the truck's
stability.
B.3.4 Location of the truck on the test platform
The specified position of the truck on the test platform
shall be maintained during each test. Wheel rotation
shall be prevented by application of the handbrake, or
service brakes, which may be secured in the ªonº
position. Additionally, the wheels may be wedged
against the truck frame but in such a way that any
axle/frame articulation is not affected. It is permissible
to use chocks or blocks between the wheels and the
test platform to prevent the truck sliding out of
position. The height of the chocks or blocks shall not
exceed the values indicated in Table B.1.
Table B.1
Outside diameter (d)
of the wheel
Up to 250 mm
over 250 mm
Maximum height of chocks
or blocks
25 mm
0.1d
B.3.5 Test load
The test load shall be a weight (mass) equivalent to the
rated load Q acting through a centre of gravity G,
nominally positioned at the standard load centre
distance D, horizontally from the front face of the fork
arm shank and vertically from the upper face of the
fork arm blade. The centre of gravity G shall be on the
centre plane between the mast uprights
(see Figure B.1).
If the manufacturer shows other possible ratings on
the capacity plate, tests shall be carried out with the
maximum load at the corresponding height as well as
with the load corresponding to the maximum height.
B.3.6 Safety precautions
Precautions should be taken to prevent the overturning
of the truck or the displacement of the test load during
the tests. Where lashings are used to prevent the truck
overturning, they shall be sufficiently supple and
arranged with sufficient slack so that no appreciable
restriction is imposed on the truck until the
overturning movement starts.
Displacement of the test load may be prevented by
means such as:
a) firmly securing to the load carrier;
b) suspending near the ground by a rope, chain etc.,
in such a manner that the upper end of the
suspension means acts at the point G where the
centre of gravity of a fixed test load would
otherwise be located.
B.4 Test procedure
The truck shall be positioned in accordance with
Table B.2. For test No. 1 the load axle is placed parallel
to the tilting axis of the platform XY with the steering
on full lock (see Figure B.6). Lateral tests shall be
conducted to the side to which the truck is least stable
with a line through the points MN of the truck parallel
to the tilting axis XY of the platform. Point N is the
centre point of the area of contact between the
platform surface and the load wheel nearest to the
tilting axis XY. Point M is the centre point of the area
of contact between the platform surface and the rear
wheel nearest to the tilting axis XY (see Figure B.8).
B.5 Tests for trucks fitted with attachments
Trucks fitted with attachments shall be subjected to
the foregoing stability tests, except where the
attachment can bring the centre of gravity of the load
out of the longitudinal centre plane of the truck. The
test load and its position shall be those specified on
the capacity plate(s) of the truck fitted with the
attachment and used in compliance with the
instructions of the manufacturer. The lift heights
required in the tests shall be measured between the
surfaces of the tilting platform and the underside of
the load in its approved handling position or the
underside of the load engaging means, whichever is the
smaller.
Figure B.1 Ð Position of the centre
of gravity
 BSI 06-1999
 BSI 06-1999
Table B.2
Tests for longitudinal stability
Tests for lateral stability
Test No.
1
2
3
4
Test of stability when
Stacking
Travelling
Stacking
Travelling
Test load
With
With
With
Load centre distance
D of test load
D of test load
D of test load
Without
Without
Ð
Lift height
Maximum (see B.3.5)
300 mm
Maximum (see B.3.5)
300 mm
Tilt of mast or fork arms
Vertical (see B.3.2.2)
Maximum backward tilt
Maximum backward tilt
Maximum backward tilt
Position on test platform
Figures B.2 and B.6
Figures B.3 and B.7
Figures B.3 and B.8
Figures B.5 and B.8
Test platform slope
up to but excluding 5 000 kg
4%
18 %
6%
(15 + 1,4v) %1) (maximum 50 %)
from 5 000 kg up to and including 10 000 kg
3,5 %
18 %
6%
1) v
8%
(15 + 1,4v) %1) (maximum 40 %)
maximum speed of truck in kilometres per hour, unladen, on
smooth and level ground
AB longitudinal centre plane of truck
XY test platform tilt axis
Figure B.2
Figure B.7
Figure B.4
Figure B.5
Figure B.8
Page 37
EN 1726-1:1998
Figure B.6
Figure B.3
Page 38
EN 1726-1:1998
Annex C (normative)
Reach and straddle trucks
Verification of stability
Annex E (normative)
Single side loading fork lift trucks
Verification of stability
C.1 Conditions of validity
This annex specifies the basic verification of stability
as per ISO/DIS 3184.2 of pedestrian and rider
controlled reach and straddle trucks with tiltable or
non-tiltable mast or fork arms. It is applicable for
trucks with fork arms and/or attachments.
ISO/DIS 3184.2 applies to a rated capacity limit
of 5 000 kg. This annex extends the rated capacity limit
for these trucks to 10 000 kg. For test 1 the
requirements are amended as per C.2.
E.1 Scope
This annex specifies the basic verification of stability
of single side loading fork lift trucks with tiltable or
non-tiltable mast or fork arms. It is applicable to trucks
fitted with fork arms and/or attachments.
C.2 Test procedure
Stability test as per ISO/DIS 3184.2.
For test 1 the required slope will be:
Ð 4 % up to 5 000 kg rated capacity;
Ð 3,5 % up to and including 10 000 kg rated
capacity.
Annex D (normative)
Pallet stackers and high lift platform
trucks
Verification of stability
D.1 Conditions of validity
This annex specifies the basic verification of stability
as per ISO 5766:1990 of pedestrian and rider controlled
pallet stacker and high lift platform trucks with tiltable
or non-tiltable mast or fork arms. It is applicable for
trucks with fork arms and/or attachments.
ISO 5766:1990 applies to a rated capacity limit
of 5 000 kg. This annex extends the rated capacity limit
for these trucks to 10 000 kg. For test 1 the
requirements are amended as per D.2.
D.2 Test procedure
Stability test as per ISO 5766:1990.
For test 1 the required slope will be:
Ð 4 % up to 5 000 kg rated capacity;
Ð 3,5 % up to and including 10 000 kg rated
capacity.
E.2 Conditions of validity
The following stability tests in this annex ensure that
the type of truck specified has satisfactory stability
when used under normal conditions, namely:
a) operating (travelling and stacking) on
substantially firm, smooth, level and prepared
surfaces;
b) travelling with the mast or fork arms tilted
backwards and the load retracted and in the lowered
(travelling) position, or resting on the load-carrying
deck;
c) stacking with the mast substantially vertical and
the fork arms substantially horizontal;
d) operating with the load centre of gravity
approximately on the centre plane between the mast
uprights.
When operating conditions differ from normal,
reference shall also be made to other appropriate
standards e.g. annex J, annex K and annex L.
E.3 Test conditions
E.3.1 Test procedure
The stability of these trucks shall be verified by means
of one of the procedures described below.
E.3.1.1 Tilting platform
A test platform which can be tilted about one side
shall be used. A truck tested for stability is placed on
the initially horizontal test platform, in the conditions
specified in E.3.2 and, successively, in each of the
positions described in Table E.2. In each of these tests,
the test platform shall be tilted slowly to the slope
indicated in Table E.2.
The truck is considered stable if it passes all tests
without overturning. For the purpose of these tests,
overturning is defined as the test platform slope value
which, if increased, would cause overturning of the
truck.
It is permissible in lateral tests for one of the load
wheels to lose contact with the test platform and it is
acceptable for parts of the structure or other designed
features to make contact with the test platform.
 BSI 06-1999
Page 39
EN 1726-1:1998
E.3.1.2 Fixed slope
Fixed slopes with inclinations equivalent to the
prescribed test slope shall be used. The slope surface
shall be smooth and capable of supporting the truck
mass without deformation likely to affect the test
results.
The truck under test conforming to the conditions
shall be driven onto the fixed slopes with the mast
lowered and positioned according to Table E.2. For
each of the laden truck positions, the load shall be
elevated slowly and smoothly to the height indicated in
Table E.2.
E.3.1.3 Calculation
Compliance with the specified stability values may be
determined by calculation methods verified by
empirical data. Such calculated capacities shall allow
for manufacturing variations and deflections of mast,
tyres, etc.
E.3.2 Conditions for the truck
E.3.2.1 General
The tests shall be carried out with the truck ready for
use without operator. Fuel tanks of engined trucks
shall be full if stability is thereby reduced, all other
tanks shall be filled to their correct operating levels.
The load carrying means shall be fully equipped with
any protective or supplementary lifting apparatus
supplied as original equipment, and the mast or fork
arms, if adjustable for tilt, shall be positioned in
accordance with Table E.2. Where applicable, tyres
shall be inflated to the pressures specified by the
manufacturer, and where tyre ballast is permitted it
shall be used in accordance with the manufacturer's
instructions.
E.3.2.2 Verification of the vertical position of the
mast
Before starting test No. 1 the vertical position of the
mast shall be verified by means of a plumb-line or
other suitable equipment. Projection onto the
horizontal platform of the centre of gravity G (or any
other point such as E having a fixed relationship to G)
shall, at the selected test height, be the same as with
the load lowered to the normal travelling height.
Deviations caused by deflection shall be corrected by
varying the tilt or retraction of the mast or fork arms
within the limits imposed by the design of the truck.
This procedure does not apply to trucks where the
design does not allow such corrections.
E.3.2.3 Lift height for tests simulating travelling
For tests simulating travelling, the upper face of the
load platform or fork arms at the heels shall be
positioned 300 mm from the ground or at the minimum
height for transporting the load, whichever is the
greater.
E.3.2.4 Lift height for tests simulating stacking
For tests simulating stacking, the lift height shall be
measured between the surface of the tilting platform
and the upper surface of the fork blade near the inside
heel.
 BSI 06-1999
E.3.3 Effect of the operator's weight on stability
The operator on rider-controlled trucks shall be
represented by a weight (mass) of 90 kg if the stability
during a test is thereby decreased. For a standing
operator, the weight (mass) shall be secured with its
centre of gravity 1 000 mm above the centre of the
footplate at the control position. For a seated operator
the weight (mass) shall be secured with its centre of
gravity 250 mm above the operator's seat in a
compressed condition. Where the operator's position
can be moved relative to the truck it shall be located
for each test in the position that minimizes the truck's
stability.
E.3.4 Location of the truck on the test platform
The specified position of the truck on the test platform
shall be maintained during each test. Wheel rotation
shall be prevented by application of the handbrake, or
service brakes, which may be secured in the ªonº
position. Additionally, the wheels may be wedged
against the truck frame but in such a way that any
axle/frame articulation is not affected. It is permissible
to use chocks or blocks between the wheels and the
test platform to prevent the truck sliding out of
position. The height of the chocks or blocks shall not
exceed the values indicated in Table E.1.
Table E.1
Outside diameter (d)
of the wheel
Up to 250 mm
over 250 mm
Maximum height of chocks
or blocks
25 mm
0.1d
E.3.5 Test load
The test load shall be a weight (mass) equivalent to the
rated load Q acting through a centre of gravity G,
nominally positioned at the standard load centre
distance D, horizontally from the front face of the fork
arm shank and vertically from the upper face of the
fork arm blade. The centre of gravity G shall be on the
centre plane between the mast uprights
(see Figure E.1).
Figure E.1 Ð Position of the centre
of gravity
If the manufacturer shows other possible ratings on
the capacity plate, tests shall be carried out with the
maximum load at the corresponding height as well as
with the load corresponding to the maximum height.
Page 40
EN 1726-1:1998
E.3.6 Safety precautions
Precautions should be taken to prevent the overturning
of the truck or the displacement of the test load during
the tests. Where lashings are used to prevent the truck
overturning, they shall be sufficiently supple and
arranged with sufficient slack so that no appreciable
restriction is imposed on the truck until the
overturning movement starts.
Displacement of the test load may be prevented by
means such as:
a) firmly securing to the load carrier;
b) suspending near the ground by a rope, chain etc.,
in such a manner that the upper end of the
suspension means acts at the point G where the
centre of gravity of a fixed test load would
otherwise be located.
When the truck rating is related to the use of
stabilizers, suspension locks etc., such devices shall be
used during tests. If the truck may be used without
their engagement, an additional test shall be carried
out in this condition.
E.5 Tests for trucks fitted with attachments
Trucks fitted with attachments shall be subjected to
the foregoing stability tests. The test load and its
position shall be those specified on the capacity
plate(s) of the truck fitted with the attachment and
used in compliance with the instructions of the
manufacturer. The lift heights required in the tests shall
be measured between the surfaces of the tilting
platform and the underside of the load in its approved
handling position or the underside of the load engaging
means, whichever is the smaller.
E.4 Test procedure
The truck shall be positioned in accordance with
Table E.2. Lateral tests shall be conducted to the side
which is least stable with a line through the points MN
of the truck parallel to the tilting axis XY of the
platform. Point N is the centre point of the area of
contact between the platform and a non-oscillating
wheel or stabilizer pad. Point M is defined as:
a) for trucks with an articulating axle (Figures E.13
and E.14), M is the vertical projection into the
platform of the point of intersection between the
centre plane AB of the truck and the centre line of
the axle;
b) for trucks without an articulating axle or with
axle locks or stabilizers in use, point M is the centre
point of the area of contact between the platform
and another wheel or a stabilizer pad.
 BSI 06-1999
 BSI 06-1999
Table E.2
Tests for lateral stability
Test No.
1
2
Test of stability when
Stacking
Stacking
Test load
With
With
Load centre distance
D of test load
D of test load
Lift height
Maximum (see E.3.5)
Maximum (see E.3.5)
Position of carrying device
Extended
Retracted
Tilt of mast or fork arms
Vertical (see E.3.2.2)
Maximum backward tilt
Position on test platform
Figures E.2 and E.5 or E.6 and/or E.3 and E.7
Figures E.4 and E.8 or E.9
Test platform slope
4 % up to and excl. 5 000 kg/3,5 % from 5 000 kg to 10 000 kg incl.
6%
MN
truck axis of original tilt
XY
test platform tilt axis
Figure E.2
Figure E.7
Figure E.4
Figure E.8
Figure E.5
Figure E.9
Page 41
EN 1726-1:1998
Figure E.6
Figure E.3
Tests for lateral stability
Test No.
Test of stability
Test load
Load centre distance
Lift height
Position of carrying device
Tilt of mast or fork arms
Position on test platform
Test platform slope
MN
truck axis of original tilt
XY
test platform tilt axis
3
Travelling
Without
Ð
Lowered (see E.3.2.3)
Retracted
Positioned so that the truck is in the condition of minimum stability
Figure E.10 and E.13 or E.15
Figure E.17
 BSI 06-1999
Figure E.10
Figure E.11
Figure E.13
Figure E.14
Figure E.15
Figure E.16
4
Travelling
Without
Ð
Lowered (see E.3.2.3)
Retracted
Figure E.11 and E.14 or E.16
Figure E.17
5
Stacking
Without
Ð
Maximum
Retracted
Vertical (see E.3.2.2)
Figure E.12 and E.8 or E.9
8%
Figure E.12
Figure E.17
Page 42
EN 1726-1:1998
Table E.2 (continued)
Page 43
EN 1726-1:1998
Annex F (normative)
Bi-directional and multi-directional trucks
Verification of stability
F.1 Scope
This annex specifies the basic verification of stability
of bi-directional and multi-directional trucks with
tiltable or non-tiltable mast or fork arms. It is
applicable to trucks fitted with fork arms and/or
attachments.
F.2 Conditions of validity
The following stability tests in this annex ensure that
the type of truck specified has satisfactory stability
when used under normal conditions, namely:
a) operating (travelling and stacking) on
substantially firm, smooth, level and prepared
surfaces;
b) travelling with the mast or fork arms tilted
backwards and the load in the lowered (travelling)
position;
c) stacking with the mast substantially vertical and
the fork arms substantially horizontal;
d) operating with the load centre of gravity
approximately on the centre plane between the mast
uprights.
When operating conditions differ from normal,
reference shall also be made to other appropriate
standards e.g. annex J, annex K and annex L.
F.3 Test conditions
F.3.1 Test procedure
The stability of these trucks shall be verified by means
of one of the procedures described below.
F.3.1.1 Tilting platform
A test platform which can be tilted about one side
shall be used. A truck tested for stability is placed on
the initially horizontal test platform, in the conditions
specified in F.3.2 and, successively, in each of the
positions described in Table F.2. In each of these tests,
the test platform shall be tilted slowly to the slope
indicated in Table F.2.
The truck is considered stable if it passes all tests
without overturning. For the purpose of these tests,
overturning is defined as the test platform slope value
which, if increased, would cause overturning of the
truck.
It is permissible in lateral tests for one of the load
wheels to lose contact with the test platform and it is
acceptable for parts of the structure or other designed
features to make contact with the test platform.
F.3.1.2 Fixed slope
Fixed slopes with inclinations equivalent to the
prescribed test slope shall be used. The slope surface
shall be smooth and capable of supporting the truck
mass without deformation likely to affect the test
results. The truck under test conforming to the
conditions shall be driven onto the fixed slopes with
the mast lowered and positioned according to
Table F.2. For each of the laden truck positions, the
load shall be elevated slowly and smoothly to the
height indicated in Table F.2.
 BSI 06-1999
F.3.1.3 Calculation
Compliance with the specified stability values may be
determined by calculation methods verified by
empirical data. Such calculated capacities shall allow
for manufacturing variations and deflections of mast,
tyres, etc.
F.3.2 Conditions for the truck
F.3.2.1 General
The tests shall be carried out with the truck ready for
use without operator. Fuel tanks of engined trucks
shall be full if stability is thereby reduced; all other
tanks shall be filled to their correct operating levels.
The load carrying means shall be fully equipped with
any protective or supplementary lifting apparatus
supplied as original equipment, and the mast or fork
arms, if adjustable for tilt, shall be positioned in
accordance with Table F.2. Where applicable, tyres
shall be inflated to the pressures specified by the
manufacturer, and where tyre ballast is permitted it
shall be used in accordance with the manufacturer's
instructions.
F.3.2.2 Verification of the vertical position of the
mast
Before starting test No. 1 the vertical position of the
mast shall be verified by means of a plumb-line or
other suitable equipment. Projection onto the
horizontal platform of the centre of gravity G (or any
other point such as E having a fixed relationship to G)
shall, at the selected test height, be the same as with
the load lowered to the normal travelling height.
Deviations caused by deflection shall be corrected by
varying the tilt or retraction of the mast or fork arms
within the limits imposed by the design of the truck.
This procedure does not apply to trucks where the
design does not allow such corrections.
F.3.2.3 Lift height for tests simulating travelling
For tests simulating travelling, the upper face of the
fork arms at the heels shall be positioned 300 mm from
the ground or at the minimum height for transporting
the load, whichever is the greater.
F.3.2.4 Lift height for tests simulating stacking
For tests simulating stacking, the lift height shall be
measured between the surface of the tilting platform
and the upper surface of the fork blade near the inside
heel.
F.3.3 Effect of the operator's weight on stability
The operator on rider-controlled trucks shall be
represented by a weight (mass) of 90 kg if the stability
during a test is thereby decreased. For a standing
operator, the weight (mass) shall be secured with its
centre of gravity 1 000 mm above the centre of the
footplate at the control position. For a seated operator
the weight (mass) shall be secured with its centre of
gravity 250 mm above the operator's seat in a
compressed condition. Where the operator's position
can be moved relative to the truck it shall be located
for each test in the position that minimizes the truck's
stability.
Page 44
EN 1726-1:1998
F.3.4 Location of the truck on the test platform
The specified position of the truck on the test platform
shall be maintained during each test. Wheel rotation
shall be prevented by application of the handbrake, or
service brakes, which may be secured in the ªonº
position. Additionally, the wheels may be wedged
against the truck frame but in such a way that any
axle/frame articulation is not affected. However, as a
safety measure when testing longitudinally with the
articulating axle parallel and nearer to the tilt axis of
the platform, the articulation of the axle may be
locked/blocked. It is permissible to use chocks or
blocks between the wheels and the test platform to
prevent the truck sliding out of position. The height of
the chocks or blocks shall not exceed the values
indicated in Table F.1.
F.3.6 Safety precautions
Precautions should be taken to prevent the overturning
of the truck or the displacement of the test load during
the tests. Where lashings are used to prevent the truck
overturning, they shall be sufficiently supple and
arranged with sufficient slack so that no appreciable
restriction is imposed on the truck until the
overturning movement starts.
Displacement of the test load may be prevented by
means such as:
a) firmly securing to the load carrier;
b) suspending near the ground by a rope, chain etc.,
in such a manner that the upper end of the
suspension means acts at the point G where the
centre of gravity of a fixed test load would
otherwise be located.
Table F.1
F.4 Test procedure
The truck shall be positioned in accordance with
Table F.2. Lateral tests shall be conducted to the side
to which the truck is least stable with a line through
points MN of the truck parallel to the tilting axis XY of
the platform. The truck wheel positions and general
truck configurations in the diagrams are representative
only and other arrangements are permissible provided
the general principles relating to the test position are
maintained.
Outside diameter (d)
of the wheel
Up to 250 mm
over 250 mm
Maximum height of chocks
or blocks
25 mm
0.1d
F.3.5 Test load
The test load shall be a weight (mass) equivalent to the
rated load Q acting through a centre of gravity G,
nominally positioned at the standard load centre
distance D, horizontally from the front face of the fork
arm shank and vertically from the upper face of the
fork arm blade. The centre of gravity G shall be on the
centre plane between the mast uprights
(see Figure F.1).
F.5 Tests for trucks fitted with attachments
Trucks fitted with attachments shall be subjected to
the foregoing stability tests, except where the
attachment can bring the centre of gravity of the load
out of the longitudinal centre plane of the truck. The
test load and its position shall be those specified on
the capacity plate(s) of the truck fitted with the
attachment and used in compliance with the
instructions of the manufacturer. The lift heights
required in the tests shall be measured between the
surface of the tilting platform and the underside of the
load in its approved handling position or the underside
of the load engaging means, whichever is the smaller.
Figure F.1 Ð Position of the centre
of gravity
If the manufacturer shows other possible ratings on
the capacity plate, tests shall be carried out with the
maximum load at the corresponding height as well as
with the load corresponding to the maximum height.
 BSI 06-1999
 BSI 06-1999
Table F.2
Tests for longitudinal stability
Test No.
1
2
Test of stability when
Stacking
Stacking
Test load
With
With
Load centre distance
D of test load
D of test load
Lift height
Maximum (see F.3.5)
Maximum (see F.3.5)
Position of carrying device
Extended (where design permits)
Retracted
Tilt of mast or fork arms
Vertical (see F.3.2.2)
Position of least stability
Position on test platform
Figures F.2 and F.6 or F.3 and F.71)
Figures F.4 and F.8 or F.91)
Test platform slope
4 % up to and excl. 5 000 kg/3,5 % from 5 000 kg to 10 000 kg incl.
14 %
1) The wheels shall be
orientated to the straightahead position for
non-retracting mast trucks
and to the position of least
stability for retracting mast
trucks.
AB longitudinal centre line
of truck
XY test platform tilt axis
MN truck axis of original
tilt
Figure F.3
Figure F.4
Figure F.5
Figure F.6
Figure F.7
Figure F.8
Figure F.9
Page 45
EN 1726-1:1998
Figure F.2
Tests for longitudinal stability
Test No.
Test of stability when
Test load
Load centre distance
Lift height
Position of carrying device
Tilt of mast or fork arms
Position on test platform
Test platform slope
3
Stacking
Without
Ð
Maximum
Retracted
Positioned so that the truck is in the condition of minimum stability
Figures F.10 and F.8 1)
14 %, when one or no brakes and 18 %, when two brakes are fitted to the wheels
at the operator's end of the truck
4
Stacking
Without
Ð
Maximum
Retracted
Figures F.11 and F.9
14 %
5
Travelling
Without
Ð
Lowered (see F.3.2.3)
Retracted
Maximum backward tilt
Figures F.12 and F.82)
See Figure F.13 and note3)
1) The wheels shall be
orientated to the straight-ahead
position for non-retracting mast
trucks and to the position of
least stability for retracting mast
trucks.
2) The truck shall be placed on
the platform with the fork arms
generally directed away from
the tilt axis of the platform and
the truck in the position of least
stability which need not be the
cardinal position. The wheels
shall be orientated so that their
axes remain parallel to the
platform tilt axis (as far as it is
possible).
XY
Figure F.10
test platform tilt axis
 BSI 06-1999
Figure F.13
Figure F.11
Figure F.12
a = (20/2 + 15 + 1,55v) % [max. 50 %]
a = (10/2 + 15 + 1,55v) % [max. 45 %]
a = (15 + 1,55v) %
[max. 40 %]
3) The various values of the gradient Figure F.13, or those calculated using
the appropriate formula, are applied according to the intended performance
of the truck. Thus, if designed for and intended solely for use on level floors,
only the curve marked ª0 % levelº should be used for determining the slope
of the test platform. If designed for and intended for travelling unladen up
and down gradients of 10 %, the test platform slope value indicated by the
ª10 %º curve should be used; and similarly for the curve marked ª20 %º. If
designed for and intended for travelling up and down gradients between the
above curves, the test platform slope should be calculated using one of the
following formulae.
a = 15 + 0,5i + 1,55v [max. (40 + 0,5i) %]
where
a is the test platform slope, expressed as a percentage (%);
i is the maximum gradient, expressed as a percentage (%), of the
unladen truck;
v is the maximum speed of truck in km/h, unladen, on smooth and level
ground.
Page 46
EN 1726-1:1998
Table F.2 (continued)
 BSI 06-1999
Table F.2 (continued)
Tests for lateral stability
Test No.
Test of stability when
Test load
Load centre distance
Lift height
Position of carrying device
Tilt of mast or fork arms
Position on test platform
Test platform slope
1) The truck shall be placed on
the platform with the truck
axis of original tilt (line MN)
parallel to the tilt axis XY of
the platform. The wheel
orientation must correspond to
the selected direction of travel.
The precise position of the
truck and wheels can only be
determined by trial and
experience. When trials or
experience indicate no definite
single position of least stability,
tests in several different
positions may be necessary.
MN
truck axis of original tilt
XY
test platform tilt axis
6
Travelling
Without
Ð
Lowered (see F.3.2.3)
Retracted
Maximum backward if stability is thereby reduced, otherwise vertical
Figures F.14, F.15, F.16, F.17 (see note 1)) and F.18 to F.27
See Figure F.40
Figure F.14
Figure F.15
Figure F.16
Figure F.17
Figure F.19
Figure F.20
Figure F.21
Figure F.22
Figure F.23
Figure F.24
Figure F.25
Figure F.26
Figure F.27
Page 47
EN 1726-1:1998
Figure F.18
Page 48
EN 1726-1:1998
Table F.2 (continued)
Tests for lateral stability
Test No.
7
8
Test of stability when
Travelling
Stacking
Test load
With
With
Load centre distance
D of test load
D of test load
Lift height
Lowered (see F.3.2.3)
Maximum (see F.3.5)
Position of carrying device
Retracted
Retracted
Tilt of mast or fork arms
Maximum backwards if stability is thereby reduced, otherwise vertical
Position on test platform
Figures F.28, F.29, F.32, F.33 (see note 1)) and F.18 to F.27
Figures F.30, F.31, F.34, F.35 (see note1) and F.18 to F.27)
Test platform slope
18 %
6%
1) The truck shall be placed
on the platform with the
truck axis of original tilt
(line MN) parallel to the tilt
axis XY of the platform. The
wheel orientation must
correspond to the selected
direction of travel. The
precise position of the truck
and wheels can only be
determined by trial and
experience. When trials or
experience indicate no
definite single position of
least stability, tests in
several different positions
may be necessary.
XY
 BSI 06-1999
Figure F.28
Figure F.29
Figure F.30
Figure F.31
Figure F.32
Figure F.33
Figure F.34
Figure F.35
test platform tilt axis
 BSI 06-1999
Table F.2 (continued)
Tests for lateral stability
Test No.
Test of stability when
Test load
Load centre distance
Lift height
Position of carrying device
Tilt of mast or fork arms
Position on test platform
Test platform slope
9
Stacking
Without
Ð
Maximum
Retracted
Maximum backwards if stability is thereby reduced, otherwise vertical
Figures F.36, F.37, F.38, F.39 (see note 1)) and F.18 to F.27
8%
Figure F.36
Figure F.37
Figure F.38
Figure F.39
1) The truck shall be placed on
the platform with the truck
axis of original tilt (line MN)
parallel to the tilt axis XY of
the platform. The wheel
orientation must correspond to
the selected direction of travel.
The precise position of the
truck and wheels can only be
determined by trial and
experience. When trials or
experience indicate no definite
single position of least stability,
tests in several different
positions may be necessary.
XY
(15 + 1,1v) % [max. 40 %]
v maximum speed of truck in kilometres per hour, unladen,
on smooth and level ground
test platform tilt axis
Figure F.40
Page 49
EN 1726-1:1998
Page 50
EN 1726-1:1998
Annex G (normative)
Lateral and front stacking trucks
Verification of stability
G.1 Scope
This annex specifies the basic verification of stability
of lateral and front stacking trucks with either an
elevating or non-elevating operator's position with
tiltable or non-tiltable mast or fork arms. They may be
designed to be guided, free ranging, or both. It is
applicable to trucks with fork arms and/or
attachments.
G.2 Conditions of validity
G.2.1 General
The following stability tests in this annex ensure that
the type of truck specified has satisfactory stability
when used under normal conditions.
When guided these requirements apply to trucks:
a) that are not restrained from overturning by
external means;
b) that are partly restrained from overturning by
external means.
Truck types in b) shall be tested to these requirements
to verify the stability in those modes in which they are
not restrained.
Lateral and front trucks, when guided, may have the
operator's position and/or the load carrier re-positioned
or operated whilst travelling, provided the appropriate
conditions and safety requirements and the stability
requirements are fully satisfied.
Conventional trucks fitted with lateral and front
attachments may only operate in this way as lateral
stacking trucks if they meet all the appropriate
conditions and requirements.
Conventional trucks fitted with lateral and front
attachments which do not satisfy the tests in this
annex shall be tested in accordance with ISO 1074:1991
or annex C, and their rated capacity shall be adjusted
to comply with annex J. They shall be operated as
conventional trucks even within the aisles. Travelling
with an elevated load or load carrier, other
than 2,5 km/h, is not permissible.
G.2.2 Normal operating conditions
G.2.2.1 Normal operation guided within aisles
Guided operation is considered normal if a truck is:
a) operated with the load or load carrier at a height
at which traction speed is not restricted below the
maximum for which the truck is capable;
b) operated with the load or load carrier elevated up
to a height at which traction of the truck is still
allowed, possibly at reduced speed and with
correspondingly reduced braking;
c) used for order picking or stacking at any height
up to the maximum. Traction at these heights may
be totally inhibited or limited to max. 2,5 km/h.
G.2.2.2 Normal operation when free ranging
(unguided)
Free ranging operation is considered normal if a
truck is:
a) operated at speeds up to vo with the load or load
carrier lowered (1 200 mm maximum) and
approximately centrally positioned and not reached
forward. The drawbar drag F exerted by the brakes,
if not at conventional level, shall either be restored
to the level associated with conventional trucks or
the speed vo shall be automatically restricted to not
more than 9 km/h; or
b) operated at speeds not more than 4 km/h with the
load or load carrier elevated over 1 200 mm but not
more than 3 000 mm, when the steering is turned not
more than 10 degrees from the straight-ahead
position. When steering differs from this position the
speed is restricted to not more than 2,5 km/h; or
c) used for order picking or stacking up to a lift
height authorized by the manufacturer. Traction shall
be limited to 2,5 km/h;
d) additionally, if equipped for three-way stacking, is
used for front stacking only when facing a stack
(test 8 applies).
G.3 Test conditions
G.3.1 Test procedure
The stability of these trucks shall be verified by means
of one of the procedures described below.
G.3.1.1 Tilting platform
A test platform which can be tilted about one side
shall be used. A truck tested for stability is placed on
the initially horizontal test platform, in the conditions
specified in G.3.2 and, successively, in each of the
positions described in Table G.2. In each of these tests,
the test platform shall be tilted slowly to the slope
indicated in Table G.2.
The truck is considered stable if it passes all tests
without overturning. For the purpose of these tests,
overturning is defined as the test platform slope value
which, if increased, would cause overturning of the
truck.
It is permissible in lateral tests for one of the load
wheels to lose contact with the test platform and it is
acceptable for parts of the structure or other designed
features to make contact with the test platform.
G.3.1.2 Fixed slope
Fixed slopes with inclinations equivalent to the
prescribed test slope shall be used. The slope surface
shall be smooth and capable of supporting the truck
mass without deformation likely to affect the test
results. The truck under test conforming to the
conditions shall be driven onto the fixed slopes with
the mast lowered and positioned according to
Table G.2. For each of the laden truck positions, the
load shall be elevated slowly and smoothly to the
height indicated in Table G.2.
 BSI 06-1999
Page 51
EN 1726-1:1998
G.3.1.3 Calculation
Compliance with the specified stability values may be
determined by calculation methods verified by
empirical data. Such calculated capacities shall allow
for manufacturing variations and deflections of mast,
tyres, etc.
G.3.2 Conditions for the truck
G.3.2.1 General
The tests shall be carried out with the truck ready for
use without operator. Fuel tanks of engined trucks
shall be full if stability is thereby reduced, all other
tanks shall be filled to their correct operating levels.
The load carrying means shall be fully equipped with
any protective or supplementary lifting apparatus
supplied as original equipment and the mast or fork
arms, if adjustable for tilt, shall be positioned in
accordance with Table G.2. If the mast is retractable it
shall be positioned to give the condition of least
stability. Where applicable, tyres shall be inflated to the
pressures specified by the manufacturer, and where
tyre ballast is permitted it shall be used in accordance
with the manufacturer's instructions.
G.3.2.2 Verification of the vertical position of the
mast
Before starting test Nos. 3, 4, 6, 7 and 8, the vertical
position of the mast shall be verified by means of a
plumb-line or other suitable equipment. Projection onto
the horizontal platform of the centre of gravity G (or
any other point such as E having a fixed relationship
to G) shall, at the selected test height, be the same as
with the load lowered to the normal travelling height.
Deviations caused by deflection shall be corrected by
varying the tilt or retraction of the mast or fork arms,
within the limits imposed by the design of the truck.
This procedure does not apply to trucks where the
design does not allow such corrections.
G.3.2.3 Lift height for tests simulating travelling
For tests simulating travelling, the upper face of the
load platform or fork arms at the heels shall be
positioned in accordance with the safety features
embodied and the mode of travel being simulated.
G.3.2.4 Lift height for tests simulating stacking
For tests simulating stacking, the lift height shall be
measured between the surface of the tilting platform
and the upper surface of the fork blade near the inside
heel.
 BSI 06-1999
G.3.3 Effect of the operator's weight on stability
The operator on rider-controlled trucks shall be
represented by a weight (mass) of 90 kg if the stability
during a test is thereby decreased. For a standing
operator, the weight (mass) shall be secured with its
centre of gravity 1 000 mm above the centre of the
footplate at the control position. For a seated operator,
the weight (mass) shall be secured with its centre of
gravity 250 mm above the operator's seat in a
compressed condition. Where the operator's position
can be moved relative to the truck it shall be located
for each test in the position that minimizes the truck's
stability.
G.3.4 Location of the truck on the test platform
The specified position of the truck on the test platform
shall be maintained during each test. Wheel rotation
shall be prevented by application of the handbrake, or
service brakes, which may be secured in the ªonº
position. Additionally, the wheels may be wedged
against the truck frame but in such a way that any
axle/frame articulation is not affected. However, as a
safety measure when testing longitudinally with the
articulating axle parallel and nearer to the tilt axle of
the platform, the articulation of the axle may be
locked/blocked. It is permissible to use chocks or
blocks between the wheels and the test platform to
prevent the truck sliding out of position. The height of
the chocks or blocks shall not exceed the values
indicated in Table G.1.
Table G.1
Outside diameter (d) of the
wheel
Maximum height of chocks
or blocks
Up to 250 mm
over 250 mm
25 mm
0.1d
G.3.5 Test load
The test load shall be a weight (mass) equivalent to the
rated load Q acting through a centre of gravity G,
nominally positioned at the standard load centre
distance D, horizontally from the front face of the fork
arm shank and vertically from the upper face of the
fork arm blade. The centre of gravity G (or the
equivalent point in the case of unladen trucks) shall be
approximately on the centre plane between the mast
uprights, except for test No. 7, when it shall be fully
extended laterally. When supplementary lift is fitted,
the load/load carrier shall be in the fully raised
position (see Figure G.1).
If the manufacturer shows other possible ratings on
the capacity plate, tests shall be carried out with the
maximum load at the corresponding height as well as
with the load corresponding to the maximum height.
Page 52
EN 1726-1:1998
Figure G.1 Ð Position of the centre of gravity
G.3.6 Safety precautions
Precautions should be taken to prevent the overturning
of the truck or the displacement of the test load during
the tests.
Where lashings are used to prevent the truck
overturning, they shall be sufficiently supple and
arranged with sufficient slack so that no appreciable
restriction is imposed on the truck until the
overturning movement starts.
Displacement of the test load may be prevented by
means such as:
a) firmly securing to the load carrier;
b) suspending near the ground by a rope, chain etc.,
in such a manner that the upper end of the
suspension means acts at the point G where the
centre of gravity of a fixed test load would
otherwise be located.
G.5 Tests for trucks fitted with attachments
Trucks fitted with attachments shall be subjected to
the foregoing stability tests. The test load and its
position shall be those specified on the capacity
plate(s) of the truck fitted with the attachment and
used in compliance with the instructions of the
manufacturer. The lift heights required in the tests shall
be measured between the surface of the tilting
platform and the underside of the load in its approved
handling position or the underside of the load engaging
means, whichever is the smaller.
G.4 Test procedure
The truck shall be positioned in accordance with
Table G.2. Lateral tests shall be conducted to the side
to which the truck is least stable with a line through
points MN of the truck parallel to the tilting axis XY of
the platform. The truck wheel positions and general
truck configurations in the diagrams are representative
only and other arrangements are permissible provided
the general principles relating to the test position are
maintained.
 BSI 06-1999
 BSI 06-1999
Table G.2
Tests for longitudinal when operating guided within the aisles
Test No.
Test of stability when
Test load
Load centre distance
Lift height
Position on test platform
Test platform slope
1
Travelling
With
D of test load
Maximum for unrestricted travelling [see G.2.2.1a)]
Figures G.2 and G.3, G.4 or G.5 or G.6 and G.7, G.8 or G.9 (position of least stability)
When H # 500 mm and v max. < 9km/h: slope 18 %
When H # 500 mm and v max. # 9km/h: slope 1,3F %
When H > 500 mm: slope 1,3F %1)
2
Travelling
Without
Ð
See Figure G.39
1) F drawbar drag exerted by
the brakes, or tractive effort
expressed as a percentage of
the gross weight (mass) of the
truck, with or without load, as
applicable. When the mast or
fork arms can be moved out,
the value F shall apply with the
mast or fork arms in the
retracted position.
XY
test platform tilt axis
Figure G.3
Figure G.4
Figure G.5
Figure G.6
Figure G.7
Figure G.8
Figure G.9
Page 53
EN 1726-1:1998
Figure G.2
Test No
3
4
5
6
Test of stability when
Travelling
Travelling
Travelling
Stacking
Test load
With
With
Without
With
Load centre distance
D of test load
D of test load
Ð
D of test load
Lift height
Maximum for travelling [see G.2.2.1b)]
Position on test platform
Figures G.10 and G.3, G.4
or G.5
Figures G.11 and G.7, G.8
or G.9
Figures G.13 and G.3, G.4 or G.5 or G.14
and G.7, G.8 or G.9 (position of least
stability)
Figures G.12 and G.3, G.4 or G.5 or G.15
and G.7, G.8 or G.9 (position of least
stability)
Test platform slope
1,3F %1)
1,3F %1)
1,3F %1)
6%
Maximum [see G.2.2.1c)]
1) F drawbar drag exerted by
the brakes, or tractive effort
expressed as a percentage of
the gross weight (mass) of the
truck, with or without load, as
applicable. When the mast or
fork arms can be moved out,
the value F shall apply with the
mast or fork arms in the
retracted position.
XY
test platform tilt axis
 BSI 06-1999
Figure G.10
Figure G.11
Figure G.12
Figure G.13
Figure G.14
Figure G.15
Page 54
EN 1726-1:1998
Table G.2 (continued)
Tests for longitudinal stability when operating guided within the aisles
 BSI 06-1999
Table G.2 (continued)
When operating guided within the aisles
Test No.
Test of stability when
Test load
Load centre distance
Lift height
Position on test platform
Test platform slope
XY
7
Stacking
With
D of test load
Maximum [see G.2.2.1c)]
Figures G.16 and G.18 or G.19
4%
When operating free ranging (unguided)
8
Stacking
With
D of test load
Maximum [see G.2.2.2d)]
Figures G.17 and G.20 or G.21
4%
test platform tilt axis
Figure G.16
Figure G.19
Figure G.20
Figure G.21
Page 55
EN 1726-1:1998
Figure G.18
Figure G.17
Page 56
EN 1726-1:1998
Table G.2 (continued)
Tests for lateral stability when operating free ranging (unguided)
Test No.
9
10
11
Test of stability when
Stacking
Stacking
Turning
Test load
With
Without
Without
Load centre distance
D of test load
Ð
Ð
Lift height
Maximum [see G.2.2.2c)]
Maximum [see G.2.2.2c)]
Maximum [see G.2.2.2a)]
Position on test platform
Figures G.22 or G.25 and G.31 to G.38, as
applicable (position of least stability)
Figures G.23 or G.26 and G.31 to G.38, as
applicable (position of least stability)
Figures G.24 or G.27 and G.31 to G.38, as
applicable (position of least stability)
Test platform slope
6%
8%
See Figure G.40
XY
test platform tilt axis
Figure G.22
Figure G.23
Figure G.24
Mast tilted (if applicable) to the
position of least stability
 BSI 06-1999
Figure G.25
Figure G.26
Figure G.27
 BSI 06-1999
Table G.2 (continued)
Tests for lateral stability when operating free ranging (unguided)
Test No.
12
13
Test of stability when
Stacking
Stacking
Travelling
Test load
With
Without
Without
Load centre distance
D of test load
Ð
Ð
Lift height
Maximum [see G.2.2.2c)] (mast tilted. if applicable, to the position of least stability)
Maximum for unrestricted travelling
[see G.2.2.2a)] (mast fully tilted, if applicable)
Position on test platform
Figures G.28 and G.7, G.8 or G.9
Figures G.29 and G.7, G.8 or G.9
Figures G.30 and G.7, G.8 or G.9
Test platform slope
14 %
14 %, when one or no brakes and 18 %, when two
brakes are fitted to the wheels at the operator's
end of the truck
Figure G.41
XY
14
test platform tilt axis
Figure G.28
Figure G.29
Figure G.30
Page 57
EN 1726-1:1998
Page 58
EN 1726-1:1998
Table G.2 (continued)
Position of truck on platform for tests 9, 10, 11
Figure G.31
Figure G.35
 BSI 06-1999
MN
truck axis or original tilt
XY
test platform tilt axis
Figure G.32
Figure G.36
Figure G.33
Figure G.37
Figure G.34
Figure G.38
Arrow motion represented
NOTE The truck wheel positions and general truck configurations in the diagrams are representative only and other arrangements are permissible provided the general principles
relating to the test position are maintained.
Page 59
EN 1726-1:1998
Test No. 2
(15 + 1,55v) %
[max. 25 %]
v is the maximum speed of the truck
in the operating aisles, in kilometres
per hour, unladen, on smooth and
level ground
Figure G.39
Test No. 11
(15 + 1,15vo) %
[max. 40 %]
vo is the maximum speed of the truck
attainable outside the aisles, in
kilometres per hour, unladen, on
smooth and level ground (this may
be automatically reduced from v
which is the maximum speed of the
truck in operating aisles)
Figure G.40
Test No. 14
(15 + 1,55vo) %
[max. 40 %]
vo is the maximum speed of the truck
attainable outside the aisles, in
kilometres per hour, unladen, on
smooth and level ground (this may
be automatically reduced from v
which is the maximum speed of
truck in the operating aisles)
Figure G.41
 BSI 06-1999
Page 60
EN 1726-1:1998
Annex H (normative)
Rough terrain trucks
Verification of stability
H.1 Scope
This annex specifies the basic verification of stability
of rough terrain trucks that have a fixed or articulated
chassis construction and which may have optional
equipment for the lateral slope correction of the
chassis, mast or fork carrier with tiltable or non-tiltable
mast or fork arms. It shall be applicable to trucks
fitted with fork arms and/or attachments.
H.2 Conditions of validity
The following stability tests in this annex ensure that
the type of truck specified has satisfactory stability
when used under normal operating conditions, namely:
a) operating (travelling and stacking) on
non-prepared ground;
b) travelling with the mast or fork arms tilted
backwards and the load in the lowered (travelling)
position, including up and down gradients;
c) stacking with the mast substantially vertical and
the fork arms substantially horizontal;
d) operating with the load centre of gravity
approximately on the centre plane between the mast
uprights.
Where operating conditions differ from normal,
reference shall also be made to other appropriate
standards e.g. annex J, annex K and annex L.
H.3 Test conditions
H.3.1 Test procedure
The stability of these trucks shall be verified by means
of one of the procedures described below.
H.3.1.1 Tilting platform
A test platform which can be tilted about one side
shall be used. A truck tested for stability is placed on
the initially horizontal test platform, in the conditions
specified in H.3.2 and, successively, in each of the
positions described in Table H.2. In each of these tests,
the test platform shall be tilted slowly to the slope
indicated in Table H.2.
The truck is considered stable if it passes all tests
without overturning. For the purpose of these tests,
overturning is defined as the test platform slope value
which, if increased, would cause overturning of the
truck.
It is permissible in lateral tests for one of the load
wheels to lose contact with the test platform and it is
acceptable for parts of the structure or other designed
features to make contact with the test platform.
H.3.1.2 Fixed slope
Fixed slopes with inclinations equivalent to the
prescribed test slope shall be used. The slope surface
shall be smooth and capable of supporting the truck
mass without deformation likely to affect the test
results. The truck under test conforming to the
conditions shall be driven onto the fixed slopes with
the mast lowered and positioned according to
Table H.2. For each of the laden truck positions, the
load shall be elevated slowly and smoothly to the
height indicated in Table H.2.
H.3.1.3 Calculation
Compliance with the specified stability values may be
determined by calculation methods verified by
empirical data. Such calculated capacities shall allow
for manufacturing variations and deflections of mast,
tyres, etc.
H.3.2 Conditions for the truck
H.3.2.1 General
The tests shall be carried out with the truck ready for
use without operator. Fuel tanks of engined trucks
shall be full if stability is thereby reduced, all other
tanks shall be filled to their correct operating levels.
The load carrying means shall be fully equipped with
any protective or supplementary lifting apparatus
supplied as original equipment, and the mast or fork
arms, if adjustable for tilt, shall be positioned in
accordance with Table H.2. Where applicable, tyres
shall be inflated to the pressures specified by the
manufacturer, and where tyre ballast is permitted it
shall be used in accordance with the manufacturer's
instructions.
H.3.2.2 Verification of the vertical position of the
mast
Before starting test No. 1, the vertical position of the
mast shall be verified by means of a plumb-line or
other suitable equipment. Projection onto the
horizontal platform of the centre of gravity G (or any
other point such as E having a fixed relationship to G)
shall, at the selected test height, be the same as with
the load lowered to the normal travelling height.
Deviations caused by deflection shall be corrected by
varying the tilt of the mast or fork arms within the
limits imposed by the design of the truck. This
procedure does not apply to trucks where the design
does not allow such corrections.
H.3.2.3 Lift height for tests simulating travelling
For tests simulating travelling, the upper face of the
fork arms at the heels shall be positioned 500 mm from
the ground.
H.3.2.4 Lift height for tests simulating stacking
For tests simulating stacking the lift height shall be
measured between the surface of the tilting platform
and the upper surface of the fork blade near the inside
heel.
 BSI 06-1999
Page 61
EN 1726-1:1998
H.3.3 Effect of the operator's weight on stability
The operator on rider-controlled trucks shall be
represented by a weight (mass) of 90 kg if the stability
during a test is thereby decreased. For a standing
operator, the weight (mass) shall be secured with its
centre of gravity 1 000 mm above the centre of the
footplate at the control position. For a seated operator,
the weight (mass) shall be secured with its centre of
gravity 250 mm above the operator's seat in a
compressed condition. Where the operator's position
can be moved relative to the truck it shall be located
for each test in the position that minimizes the truck's
stability.
H.3.4 Location of the truck on the test platform
The specified position of the truck on the test platform
shall be maintained during each test. Wheel rotation
shall be prevented by application of the handbrake, or
service brakes, which may be secured in the ªonº
position. Additionally, the wheels may be wedged
against the truck frame but in such a way that any
axle/frame articulation is not affected. It is permissible
to use chocks or blocks between the wheels and the
test platform to prevent the truck sliding out of
position. The height of the chocks or blocks shall not
exceed the values indicated in Table H.1.
Table H.1
Outside diameter (d) of the
wheel
Maximum height of chocks
or blocks
Up to 250 mm
over 250 mm
25 mm
0.1d
H.3.5 Test load
The test load shall be a weight (mass) equivalent to the
rated load Q acting through a centre of gravity G,
nominally positioned at the standard load centre
distance D, horizontally from the front face of the fork
arm shank and vertically from the upper face of the
fork arm blade. The centre of gravity G shall be on the
centre plane between the mast uprights, except where
a lateral slope correction device is used in test No. 3
(see Figure H.1).
Figure H.1 Ð Position of the centre
of gravity
 BSI 06-1999
If the manufacturer shows other possible ratings on
the capacity plate, tests shall be carried out with the
maximum load at the corresponding height as well as
with the load corresponding to the maximum height.
H.3.6 Safety precautions
Precautions should be taken to prevent the overturning
of the truck or the displacement of the test load during
the tests.
Where lashings are used to prevent the truck
overturning, they shall be sufficiently supple and
arranged with sufficient slack so that no appreciable
restriction is imposed on the truck until the
overturning movement starts.
Displacement of the load may be prevented by means
such as:
a) firmly securing to the load carrier;
b) suspending near the ground by a rope, chain etc.,
in such a manner that the upper end of the
suspension means acts at the point G where the
centre of gravity of a fixed test load would
otherwise be located.
H.4 Test procedure
The truck shall be positioned in accordance with
Table H.2. Lateral tests shall be conducted to the side
to which the truck is least stable with a line through
points MN of the truck parallel to the tilting axis XY of
the platform. Point N is the centre point of the area of
contact between the platform surface and the load
wheel nearest to the tilting axis XY (Figures H.8
and H.9). Point M is the vertical projection into the
platform of the point of intersection between the
centre plane AB of the rough terrain truck and the
centre line of the rear axle (Figures H.8 and H.9). Test
shall be conducted with stabilizers disengaged.
For test No. 3, lateral slope correction may be used to
bring the lifting mechanism as close to vertical as
possible on the tilted platform. For other tests, the
lifting mechanism should be perpendicular to the test
platform.
H.5 Tests for trucks fitted with attachments
Trucks fitted with attachments shall be subjected to
the foregoing stability tests, except where the
attachment can bring the centre of gravity of the load
out of the longitudinal centre plane of the truck. The
test load and its position shall be those specified on
the capacity plate(s) of the truck fitted with the
attachment and used in compliance with the
instructions of the manufacturer. The lift heights
required in the tests shall be measured between the
surface of the tilting platform and the underside of the
load in its approved handling position or the underside
of the load engaging means, whichever is the smaller.
Tests for lateral stability
Test No.
1
2
3
4
Test of stability when
Stacking
Travelling
Stacking
Travelling
Test load
With
With
With
Without
Load centre distance
D of the load
D of the load
D of the load
Ð
Lift height
Maximum (see H.3.5)
500 mm (see H.3.2.3)
Maximum (see H.3.5)
500 mm (see H.3.2.3)
Maximum backward tilt
Tilt of mast or fork arms
Vertical (see H.3.2.2)
Maximum backward tilt
1)
Position on test platform
Figures H.2 and H.6 or H.7
Figures H.3 and H.6 or H.7
Figures H.4 and H.8 or H.9
Figures H.5 and H.8 or H.9
Test platform slope
7%
22 %
12 %
50 %
1) Maximum backward tilt, 108,
or 600 mm rear displacement of
load centre of gravity,
whichever is lower.
AB
longitudinal centre plane
of truck
MN
truck axis of original tilt
XY
test platform tilt axis
 BSI 06-1999
Figure H.2
Figure H.3
Figure H.4
Figure H.5
Figure H.6
Figure H.7
Figure H.8
Figure H.9
Page 62
EN 1726-1:1998
Table H.2
Tests for longitudinal stability
Page 63
EN 1726-1:1998
Annex J (normative)
Industrial trucks operating in special
conditions of stacking with load offset by
powered devices
Additional verification of the stability
This annex specifies the basic verification of stability
as per ISO 10658:1996 of industrial trucks operating in
special conditions of stacking with load offset by
powered devices.
For reach and straddle fork lift trucks, pallet stackers
and high lift platform trucks, ISO 10658:1996 applies to
a rated capacity limit of 5 000 kg. This annex extends
the rated capacity limit for these trucks to 10 000 kg.
Annex K (normative)
Trucks operated with masts tilted
forward
Verification of stability
This annex specifies the additional verification of
stability as per ISO 5767:1992 when operating
conditions are not normal and it is necessary to
operate a laden truck with the mast tilted forward.
ISO 5767:1992 applies to a rated capacity limit
of 5 000 kg for reach, straddle, pallet stacker and high
lift platform trucks. This annex extends the rated
capacity limit for these trucks to 10 000 kg.
Annex L (normative)
Trucks operating with offset load Ð
Offset determined by the utilization
Verification of stability
L.1 Scope
Other annexes specify the basic verification of stability
under normal operating conditions. The definition of
ªnormal operating conditionsº is contained in each
relevant requirement.
This annex specifies the additional test when operating
conditions are not normal and it is necessary to
operate a laden truck with the load centre of gravity
substantially offset from the longitudinal centre plane
of the truck (see Figure L.1).
L.2 Conditions of validity
The following stability test ensures that the type of
truck specified has satisfactory stability when used
within the special rating and conditions.
When a truck is to be used for stacking (depositing or
retrieving a load) on level ground with the load centre
of gravity substantially offset from the longitudinal
centre plane of the truck by an indeterminate amount
caused either by the nature of the load being handled,
or by the load-handling device employed, a special
purpose capacity rating shall be determined.
A substantial offset is considered to be:
a) more than 100 mm Ð for a truck with a rated
capacity up to and including 6 300 kg;
b) more than 150 mm Ð for a truck with a rated
capacity up to and including 10 000 kg.
L.3 Test conditions
L.3.1 Test procedure
The stability of these trucks shall be verified by means
of one of the procedures described below.
L.3.1.1 Tilting platform
A test platform which can be tilted about one side
shall be used. A truck tested for stability is placed on
the initially horizontal test platform, in the conditions
specified in L.4. The test platform shall be tilted slowly
and smoothly to the slope indicated in the appropriate
test specified in L.4. In each of these tests, the test
platform shall be tilted slowly to the slope indicated
in L.2.
The truck is considered stable if it passes all tests
without overturning. For the purpose of these tests,
overturning is defined as the test platform slope value
which, if increased, would cause overturning of the
truck.
It is permissible in lateral tests for one of the load
wheels to lose contact with the test platform and it is
acceptable for parts of the structure or other designed
features to make contact with the test platform.
L.3.1.2 Fixed slope
Fixed slopes with inclinations equivalent to the
prescribed test slope shall be used. The slope surface
shall be smooth and capable of supporting the truck
mass without deformation likely to affect the test
results. The truck under test conforming to the
conditions shall be driven onto the fixed slopes with
the mast lowered and positioned according to L.4. For
each of the laden truck positions, the load shall be
elevated slowly and smoothly to the height indicated
in L.4.
Figure L.1 Ð Severe conditions
 BSI 06-1999
Page 64
EN 1726-1:1998
L.3.1.3 Calculation
Compliance with the specified stability values may be
determined by calculation methods verified by
empirical data. Such calculated capacities shall allow
for manufacturing variations and deflections of mast,
tyres, etc.
L.3.2 Conditions for the truck
The tests shall be carried out with the truck ready for
use without operator. Fuel tanks of engined trucks
shall be full if stability is thereby reduced, all other
tanks shall be filled to their correct operating levels.
The load carrying means shall be fully equipped with
any protective or supplementary lifting apparatus
supplied as original equipment, the mast or fork arms,
if adjustable for tilt, shall be positioned in accordance
with L.4. Where applicable, tyres shall be inflated to
the pressures specified by the manufacturer, and where
tyre ballast is permitted it shall be used in accordance
with the manufacturer's instructions.
L.3.3 Effect of the operator's weight on stability
The operator on rider-controlled trucks shall be
represented by a weight (mass) of 90 kg if the stability
during a test is thereby decreased. For a standing
operator, the weight (mass) shall be secured with its
centre of gravity 1 000 mm above the centre of the
footplate at the control position. For a seated operator,
the weight (mass) shall be secured with its centre of
gravity 250 mm above the operator's seat in a
compressed condition. Where the operator's position
can be moved relative to the truck it shall be located
for each test in the position that minimizes the truck's
stability.
L.3.4 Location of the truck on the test platform
The specified position of the truck on the test platform
shall be maintained during each test. Wheel rotation
shall be prevented by application of the handbrake, or
service brakes, which may be secured in the ªonº
position. Additionally, the wheels may be wedged
against the truck frame but in such a way that any
axle/frame articulation is not affected. It is permissible
to use chocks or blocks between the wheels and the
test platform to prevent the truck sliding out of
position. The height of the chocks or blocks shall not
exceed the values indicated in Table L.1.
Table L.1
Outside diameter (d)
of the wheel
Up to 250 mm
over 250 mm
Maximum height of chocks
or blocks
25 mm
0.1d
L.3.5 Test load
The test load shall be a weight (mass) equivalent to the
rated load Q acting through a centre of gravity G,
nominally positioned at the standard load centre
distance D, horizontally from the front face of the fork
arm shank and vertically from the upper face of the
fork arm blade. The centre of gravity G shall be offset
laterally by the maximum amount that it is anticipated
will be encountered in actual operation
(see Figure L.2).
Figure L.2 Ð Position of the centre
of gravity
If the manufacturer shows other possible ratings on
the capacity plate, tests shall be carried out with
maximum load at the corresponding height as well as
with the load corresponding to the maximum height as
agreed between the interested parties.
L.3.6 Safety precautions
Precautions should be taken to prevent the overturning
of the truck or the displacement of the test load during
the test. Where lashings are used to prevent the truck
overturning, they shall be sufficiently supple and
arranged with sufficient slack so that no appreciable
restriction is imposed on the truck until the
overturning movement starts.
Displacement of the test load may be prevented by
means such as:
a) firmly securing to the load carrier;
b) suspending near the ground by a rope, chain etc.,
in such a manner that the upper end of the
suspension means acts at the point G where the
centre of gravity of a fixed test load would
otherwise be located.
L.4 Test procedure
The truck shall be positioned on the platform as
follows:
as for test 3 of ISO 1074:1991 for counterbalanced
trucks;
as for test 3 of annex C for reach and straddle
trucks;
as for test 3 of annex D for pallet stackers and high
lift platform trucks;
as for test 8 of annex F for bi- and multi-directional
trucks;
as for test 3 of annex H for rough terrain trucks.
The test shall be conducted to the side to which the
truck is least stable. The mast shall be retracted and
tilted fully rearward where the design permits. The
load shall be raised to the maximum elevation
(see L.3.5).
 BSI 06-1999
Page 65
EN 1726-1:1998
L.5 Tests for trucks fitted with attachments
Trucks fitted with attachments shall be subjected to
the foregoing stability tests, where appropriate. The
test load and its position shall be those specified on
the capacity plate(s) of the truck fitted with the
attachment and used under special conditions in
compliance with the instructions of the manufacturer.
The lift heights required in the tests shall be measured
between the surface of the tilting platform and the
underside of the load in its approved handling position
or the underside of the load engaging means,
whichever is the smaller.
Annex M (normative)
Verification of overhead guard Ð Impact
drop test
M.1 Scope
Other standards specify the basic requirements and
testing for overhead guards on high lift rider trucks
with a lift height exceeding 1 800 mm.
This standard specifies additional tests for trucks to be
used when handling large loads, particularly when
block stacked e.g. paper reels, packaged timber which
may be transported with a lift height of more
than 1 800 mm.
M.2.2 Test procedure
M.2.2.1 The test load shall be dropped in free-fall
from an approximate horizontal position and from a
height to develop the required impact energy in joules
(see Table M.1).
The free-fall height shall be determined from the
equation:
energy in joules
Drop distance (m) =
9.8 3 actual weight of test load (kg)
M.2.2.2 The test load shall be centred above the
overhead guard with the length at right angles to the
longitudinal centre line of the truck, the 1 000 mm
dimensions flat and shall strike the guard in this
position (see Figure M.1).
If the tests according to 5.9.1.1 of this standard are
done first, then the same overhead guard can be used
to conduct this test.
M.2 Test conditions
The test shall be carried out on a guard fitted to a
truck of the type and rated capacity for which it has
been designed or on a test chassis with similar
mounting.
M.2.1 Test load
The test load shall be composed of 50 mm 3 100 mm
nominal normal construction grade timber 3 600 mm
long and not exceeding 1 000 mm in width. The height
is calculated following the minimum weight.
The 50 mm 3 100 mm lengths shall be placed with
the 100 mm nominal dimension of the cross-section
horizontal. The timber shall be bound together with at
least three metal bands, one approximately in the
centre, and the others not further than 900 mm from
each end (see Figure M.1).
The test load shall have a minimum weight (see
Table M.1).
Table M.1
Rated capacity
Energy
Test load
(J)
(kg)
5 000 kg to 6 350 kg
32 640
1 360
6 351 kg to 10 000 kg
43 520
1 360
A test load of different dimensions and/or materials
may be used, provided it results in a test not less
severe than that described.
 BSI 06-1999
Figure M.1 Ð Overhead guard impact Ð
test method
M.2.3 Requirements
The permanent deformation of the overhead guard and
its mounting after impact shall be measured between a
horizontal plane 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 250 mm between the
planes (see Figure M.2).
Page 66
EN 1726-1:1998
250 mm minimum
Figure M.2 Ð Overhead guard impact Ð
deformation limit
Annex N (informative)
Loading control
The Machinery Safety Directive 89/392 EC
dated 14 June 1989 as amended by 91/368 EC
dated 20 June 1991, 93/44 EC dated 14 June 1993
and 93/68 EC dated 22 July 1993 calls for loading
control in 4.2.1.4:
Clause 4.2.1.4
Machinery with a maximum working load of not less
than 1 000 kg or an overturning moment of not less
than 40 000 N´m must be fitted with devices to warn
the operator and prevent dangerous movements of the
load in the event of:
Ð overloading the machinery:
Ð either as a result of maximum working loads
being exceeded; or
Ð as a result of the moments due to the loads
being exceeded;
Ð the moments conducive to overturning being
exceeded as a result of the load being lifted.
During the development of the amended
directive 91/368 it was recognized in a European
Community Council minute that this clause may be
difficult to meet for some machinery, specifically for
lift trucks. Viz:
ªThe Council and the Commission recognize that
specific machinery e.g. industrial trucks could not meet
these requirements following today's state of the art.
Possible user problems will be forwarded to the
Machinery safety committee for agreement.º
The requirement of a loading control and load moment
control shall not and cannot be followed in this
standard, because:
Ð the examples in Table N.1 show that essential
hazards cannot be met, in the majority of the cases,
when using these systems;
Ð since 1 January 1961 all lift trucks have to comply
with stability requirements developed by European
and USA manufacturers in the 1950's. These
requirements have been further developed over the
years and covered in ISO standards published
in 1975, and were also included in EU
Directive 89/240. New standards were developed as
new configurations and new applications of lift truck
evolved. These standards are used worldwide;
Ð stability can be influenced by truck speed,
particularly when turning, accelerating, braking on
gradients and by floor conditions. Therefore, correct
operation is essential;
Ð truck manufacturers have for a number of years
explored load controls and load moment controls
which measure the pressure in the lift and tilt
cylinder, load cells on the steer axle, strain gauges
on the chassis frame and tilt cylinder pins. The
reliable and repeatable results required by an
effective safety feature were not achievable because
of the different influences when using lift trucks;
Ð to ªwarn and preventº, lock out would be
necessary. Tests have shown that this can create
additional hazards. Truck size and speed are
important aspects of operating the trucks that are
worldwide based on the same concepts;
Ð no reliable overload control is available in the
current state of the art to detect transverse overload;
Ðthe weight and the arrangement of loads to be
lifted is variable. The user is informed about residual
risks and hazards and how to prevent them;
Ð the instruction handbook delivered with each
truck includes information for intended and
prohibited use of the truck and its attachment and
gives information for identified residual hazards and
unintended use;
Ð the instruction handbook delivered with each
truck includes information for the operation of the
truck by trained operators who are informed about
specific risks during operating of trucks and their
attachments;
Ð the pressure control valve of the hydraulic system
of the truck (see 5.6.4.2) can prevent excessive
overload (20 % ± 5 %) when lifting loads from the
floor. The primary purpose of the pressure control is
to protect the hydraulic system and cannot be
considered as a load control system;
Ð a qualified system for load moment and load
measurements in all directions is not yet available.
 BSI 06-1999
 BSI 06-1999
Table N.1 Ð Analysis of the possible overload situation of a truck in relation to the possible positive
effect of a loading control device
(Terminology of trucks, see ISO 5053:1987)
No.
1
Mode of action and use of the truck
Hazards
Platform trucks
mechanical load
Pallet trucks
horizontal and vertical forces
Loading control
no influence on the truck stability
Platform and stillage trucks (including elevating operator
position up to 1 200 mm)
2
3
Trucks with length of load more than the length of load
handling devices
Order picking trucks with elevated load up to 1 200 mm
mechanical loads
no influence on the truck stability
additional moments as a result of braking and driving
forces
mechanical loads
no influence on the truck stability
additional moments as a result of braking and driving
forces
4
Counterbalanced lift trucks
braking moment often higher than the load moment
loading control could improve the stability
5
Trucks with load and mast tilted forward
load moment can be higher than the static moment. Truck
can tip over.
the loading control can improve the stability but the
stability could only be critical when the load is positioned
at the height to be set on top of a pile or in racks. All
other use with the load in a high position is a misuse.
(See special stability test)
6
Driving in curves
extended hazards when trucks are driving without loads
loading control does not minimize the hazards
hazards occur when
loading control does not minimize the hazards
Ð driving speed too fast
Ð confined curves
7
Driving on gradients
Ð the load is transported not to the high side of the
gradient
Ð driving cross to the gradient
Ð turning on the gradient
8
Driving over obstacles with only one wheel or driving on
floors with potholes
hazards due to tilting of the truck
loading control does not minimize the hazards
9
Driving with elevated load and suddenly braking with
maximum forces
hazards due to high brake moment
the loading control can improve the stability but the
stability could only be critical when the load is positioned
at the height to be set on top of a pile or in racks. All
other use with the load in a high position is a misuse
Picking up of loads in racks and in case of faulty lifting, of hazards due to high load moment
loads badly placed or attempt to lift by error the rack
truck can tip over against the racking
itself
loading control does not minimize the hazards for what
concerns the truck and load
Page 67
EN 1726-1:1998
10
truck can tip over
Page 68
EN 1726-1:1998
Annex ZA (informative)
Clauses of this European Standard
addressing essential requirements or
other provisions of EU Directives
This European Standard has been prepared by
CEN Technical Committee CEN/TC150, Industrial
trucks, under a mandate given to CEN by the
European Commission and the European Free Trade
Association and supports essential requirements of EU
Directives 89/392, 91/368, 93/44 and 93/68.
WARNING. Other requirements and other EU
Directives may be applicable to the product(s) falling
within the scope of this standard.
The clauses of this standard are likely to support
requirements of Directives 89/392, 91/368, 93/44
and 93/68.
Compliance with this standard provides one means of
conforming with the specific essential requirements of
the Directive concerned and associated EFTA
regulations.
 BSI 06-1999
blank
BS EN
1726-1:1999
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