ISO/DIS 3691-1:2025(en)

ISO TC 110/SC 2/WG 2

Secretariat: SIS

Date: 2025-04-13

Industrial trucks — Safety requirements and verification —
Part 1:
Self-propelled industrial trucks, other than driverless trucks, variable-reach trucks and burden-carrier trucks

© ISO 2025

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Contents

Foreword vi

1 Scope 1

2 Normative references 2

3 Terms and definitions 4

4 Safety requirements and/or protective/risk reduction measures 6

4.1 General 6

4.1.1 Overall requirements 6

4.1.2 Normal climatic conditions 6

4.1.3 Normal operating conditions 7

4.1.4 Safety requirements for the electrical/electronical system 7

4.1.5 Edges or angles 7

4.1.6 Protection from burning

4.1.7 Stored energy components 7

4.1.8 Storage of instruction handbook

4,1,9 Special equipment

4.2 Starting/moving 7

4.2.1 Unauthorized starting 7

4.2.2 Unintended movement 7

4.2.3 Travel speed 8

4.2.4 Parts exceeding the plan view outline of the truck 10

4.3 Brakes 10

4.3.1 General 10

4.3.2 Failure of energy supply to service brake 10

4.3.3 Parking brake systems 10

4.4 Manual controls 10

4.4.1 General 10

4.4.2 Travel and braking controls 11

4.4.3 Steering controls 13

4.4.4 Load handling controls 14

4.4.5 Multi-function controls 15

4.4.6 Controls for automated functions 15

4.4.7 Marking 15

4.5 Power systems and accessories 16

4.5.1 Exhaust systems 16

4.5.2 Fuel tank 16

4.5.3 Access to engine and other compartments 16

4.5.4 Gas-powered trucks 16

4.6 Systems for lifting and tilting 21

4.6.1 Lift chains 21

4.6.2 Lift chain termination 22

4.6.3 Lifting and lowering systems 23

4.6.4 Lifting and tilting systems 24

4.6.4 Hydraulic systems 24

4.6.6 Load-handling and -stacking attachments 24

4.7 Operator positions 26

4.7.1 Dimensions 26

4.7.2 Operator access and egress 26

4.7.3 Operator platforms 27

4.7.4 Operator's seat 28

4.7.5 Protection from wheels and objects thrown up by the wheels 29

4.7.6 Protection against crushing, shearing and trapping 31

4.7.7 Operator restraint 31

4.7.8 Additional operator positions 32

4.8 Stability 32

4.8.1 General 32

4.8.2 Specific operating conditions 32

4.8.3 Levelling indicator for rough-terrain trucks 33

4.9 Protective devices 33

4.9.1 Protection against falling objects 33

4.9.2 Load backrest extension 34

4.9.3 Warning device 34

4.9.4 Wheels for pneumatic tyres 34

4.9.5 Traction battery compartment 34

4.9.6 Battery-restraint devices 35

4.9.7 Starter battery requirements 35

4.9.8 Handling of batteries 35

4.9.9 Automatic battery charging 35

4.10 Visibility and lighting 35

4.10.1 Visibility 35

4.10.2 Lighting 35

4.11 Environmental conditions 36

4.11.1 Operator's cabin 36

4.11.2 Window glass 36

4.11.3 Wipers and washers 36

4.11.4Noise emissions 36

4.11.5Vibration 37

4.11.6 Electromagnetic compatibility (EMC) 37

4.11.7 Radiation 37

4.11.8Transport 37

4.12 Devices for towing 37

5 Verification of safety requirements and/or protective measures 37

5.1 General 37

5.2 Structural tests 38

5.3 Functional verification 38

5.4 Verification of service brake in the event of energy supply failure 38

5.5 Verification of steering system failure 38

5.6 Verification of lifting and lowering system 38

6 Information for use 38

6.1 General 38

6.2 Instruction handbook(s) 38

6.2.1 Truck 38

6.2.2 Attachment 39

6.2.3 Operation of truck with or withoutattachment 39

6.2.4 Details for battery-powered trucks 41

6.2.5 Details for internal-combustion-engine powered trucks 41

6.2.6 Service and maintenance 41

6.2.7 Transportation, commissioning,storage and recommissioning after storage 42

6.2.8 Truck modification 42

6.3 Marking 43

6.3.1 Information plates 43

6.3.2 Information plate for trucks operating in special conditions 44

6.3.3 Other information 45

6.3.4 Languages 45

6.3.5 Operator restraint 45

Annex A (normative) Determination of driving direction and rated capacity 46

A.1 Forward-driving direction 46

A.2 Rated capacity 46

A.2.1 Specification 46

A.2.1.1 High-lift trucks with masts 46

A.2.1.2 Pedestrian-controlled, pallet-stacker trucks 47

A.2.1.3 Double-stacker trucks 47

A.2.1.4 Scissor-lift pallet trucks 47

A.2.1.5 Low-lift and fixed-platform trucks 47

A.2.1.6 Removable attachments 47

A.2.2 Standard lift height, H 47

A.2.3 Standard load centre distance, D 48

A.3 Rated drawbar pull of tractors 49

Annex B (informative) List of significant hazards 50

Annex C (informative) Verification recommendations 55

Annex ZA (informative) Relationship between this European Standard and the essential requirements of Directive 2006/42/EC aimed to be covered 67

Bibliography 72

Foreword

ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.

The procedures used to develop this document and those intended for its further maintenance are described in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the different types of ISO documents should be noted. This document was drafted in accordance with the editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).

Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any patent rights identified during the development of the document will be in the Introduction and/or on the ISO list of patent declarations received (see www.iso.org/patents).

Any trade name used in this document is information given for the convenience of users and does not constitute an endorsement.

For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and expressions related to conformity assessment, as well as information about ISO's adherence to the World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www.iso.org/iso/foreword.html.

This document was prepared by Technical Committee ISO/TC 110, Industrial trucks, Subcommittee SC 2, Safety of powered industrial trucks, in collaboration with the European Committee for Standardization (CEN) Technical Committee CEN/TC 150, Industrial trucks - Safety, in accordance with the Agreement on technical cooperation between ISO and CEN (Vienna Agreement).

This second edition cancels and replaces the first edition (ISO 3691-1:2011), which has been technically revised.

The main changes are as follows:

— Travel speed and acceleration limit requirements have been revised and/or added

— Travel control and actuator requirements have been modified

— Lifting system requirements include allowance for higher lowering speeds

— Additional requirements for compressed natural gas (CNG) trucks

— Requirements for new types of enclosures on stand-on end-controlled trucks

— Additional general guarding requirements

— Additional operator instructions required for attachments

— The requirements for tow tractors have been removed from this document. They will be included in the next revision of ISO 3691-6.

— Numerous minor editorial changes throughout the standard

A list of all parts in the ISO 3691 series can be found on the ISO website.

Any feedback or questions on this document should be directed to the user’s national standards body. A complete listing of these bodies can be found at www.iso.org/members.html.

Industrial trucks — Safety requirements and verification —
Part 1:
Self-propelled industrial trucks, other than driverless trucks, variable-reach trucks and burden-carrier trucks

This document specifies safety requirements and the means for their verification for the following types of self-propelled industrial trucks (hereafter referred to as "trucks") as defined in ISO 5053-1:2020:

a) counterbalance lift trucks;

b) reach trucks with retractable mast or retractable fork arm carriage;

c) straddle trucks;

d) pallet-stacking trucks;

e) high-lift platform trucks;

f) side-loading trucks (one side only);

g) lateral-stacking trucks (both sides);

h) lateral- and front-stacking trucks (three sides);

i) pallet trucks;

j) multi-directional lift trucks;

kk) rough-terrain trucks;

l) counterbalance container handlers;

m) articulated counterbalance lift trucks;

n) order-picking trucks;

o) double-stackers.

This document is intended to be used in conjunction with ISO 3691-3:2016/Amd 1:2023 for:

— Trucks with an elevating operator position of more than 1 200 mm from ground level,

— Trucks without an elevating operator position that are designed to travel with an elevated load more than 1 200 mm from ground level,

— Trucks with an elevating operator position not exceeding 1 200 mm from ground level that are equipped with an additional load lifting device having a maximum lift height exceeding 1 800 mm from ground level.

NOTE 1 ISO 3691-3 does not apply to counterbalance fork lift trucks or trucks intended for container handling.

Basic requirements for attachments are given in the appropriate clauses.

NOTE 3 For the purposes of this document, fork arms, load-carrying platforms and integrated attachments are considered to be parts of the 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 truck.

This document does not apply to self-propelled variable-reach trucks, rough-terrain variable-reach trucks, driverless trucks, towing tractors, or burden carriers, which are covered in ISO 3691-2:2023, ISO 10896 series, ISO 3691-4:2023 and ISO 3691-6:2021, respectively. This document does not apply to lorry mounted trucks, which are covered by ISO 20297-1:2017.

This document is applicable to all classifications of internal combustion and electric trucks according to ISO 5053-1:2020, B.2. However, it does not establish requirements for hazards related to:

— Hydrogen fuel cells and hydrogen fuel,

— Permanent connections with electrical mains supply.

This document does not apply to trucks operating in severe conditions (e.g. extreme climates, freezer applications, hazardous environments), where special precautions can be necessary.

Regional requirements, additional to the requirements given in this part of ISO 3691, are addressed in PrEN 16307-1:2025 for trucks to be placed on the market within the European Community (EC) and European Economic Area (EEA), and ISO/TS 3691-8:2019 for other regions. The requirements are defined by the combination of this document and the relevant regional requirements.

This document deals with all significant hazards, hazardous situations or hazardous events, as listed in Annex B, with the exception of the following, relevant to the applicable machines when used as intended and under conditions of misuse which are reasonably foreseeable by the manufacturer.

It does not establish requirements for hazards that can occur:

— during construction,

— when handling suspended loads that can swing freely,

— when using trucks on public roads,

— when operating in potentially explosive atmospheres,

— when using trucks in very narrow aisles with clearance of less than 500 mm to the racks,

— due to overload while operating,

— from contact or creation of an arc with live overhead power lines,

— for controls for operation from outside the truck other than travelling

— due to radiation emissions from the truck.

The following documents are referred to in the text in such a way that some or all of their content constitutes requirements of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.

IEC 60529:1989+A1:1999, Degrees of protection provided by enclosures (IP Code)

ISO 2328:2011, Fork-lift trucks — Hook-on type fork arms and fork arm carriages — Mounting dimensions

ISO 2330:2002, Fork-lift trucks — Fork arms — Technical characteristics and testing

ISO 2867:2011, Earth-moving machinery — Access systems

ISO 3287:1999, Powered industrial trucks — Symbols for operator controls and other displays

ISO 3411:2007, Earth-moving machinery — Physical dimensions of operators and minimum operator space envelope

ISO 3691‑5:2014+A1:2020, Industrial trucks — Safety requirements and verification — Part 5: Pedestrian-propelled trucks

ISO 3795:1989, Road vehicles, and tractors and machinery for agriculture and forestry — Determination of burning behaviour of interior materials

ISO 5053‑1:2020, Industrial trucks — Vocabulary — Part 1: Types of industrial trucks

ISO 5053‑2:2019, Industrial trucks — Vocabulary — Part 2: Fork arms and attachments

ISO 5053‑3:2024, Industrial trucks — Vocabulary — Part 3: Accessories and components

ISO 6055:2023, Industrial trucks — Overhead guards — Specification and testing

ISO 6292:2020, Powered industrial trucks and tractors — Brake performance and component strength

ISO 12100:2010, Safety of machinery — General principles for design — Risk assessment and risk reduction

ISO 13284:2022, Industrial trucks — Fork arm extensions and telescopic fork arms — Technical characteristics and strength requirements

ISO 13849‑1:2023, Safety of machinery — Safety-related parts of control systems — Part 1: General principles for design

ISO 14120:2015, Safety of machinery — Guards — General requirements for the design and construction of fixed and movable guards

ISO 15870:2000, Powered industrial trucks — Safety signs and hazard pictorials — General principles

ISO 15871:2019, Industrial trucks — Specifications for indicator lights for container handling and grappler arm operations

ISO 21281:2005, Construction and layout of pedals of self-propelled sit-down rider-controlled industrial trucks — Rules for the construction and layout of pedals

ISO 22915‑1:2024, Industrial trucks — Verification of stability — Part 1: General

ISO 22915‑2:2018, Industrial trucks — Verification of stability — Part 2: Counterbalanced trucks with mast

ISO 22915‑3:2021, Industrial trucks — Verification of stability — Part 3: Reach and straddle trucks

ISO 22915‑4:2018, Industrial trucks — Verification of stability — Part 4: Pallet stackers, double stackers and order-picking trucks with operator position elevating up to and including 1 200 mm lift height

ISO 22915‑5:2020, Industrial trucks — Verification of stability — Part 5: Single-side-loading trucks

ISO 22915‑7:2016, Industrial trucks — Verification of stability — Part 7: Bidirectional and multidirectional trucks

ISO 22915‑8:2018, Industrial trucks — Verification of stability — Part 8: Additional stability test for trucks operating in the special condition of stacking with mast tilted forward and load elevated

ISO 22915‑9:2014, Industrial trucks — Verification of stability — Part 9: Counterbalanced trucks with mast handling freight containers of 6 m (20 ft) length and longer

ISO 22915‑10:2023, Industrial trucks — Verification of stability — Part 10: Additional stability test for trucks operating in the special condition of stacking with load laterally displaced by powered devices

ISO 22915‑13:2012, Industrial trucks — Verification of stability — Part 13: Rough-terrain trucks with mast

ISO 22915‑15:2020, Industrial trucks — Verification of stability — Part 15: Counterbalanced trucks with articulated steering

ISO 22915‑20:2023, Industrial trucks — Verification of stability — Part 20: Additional stability test for trucks operating in the special condition of offset load, offset by utilization

ISO 22915‑22:2014, Industrial trucks — Verification of stability — Part 22: Lateral- and front-stacking trucks with and without elevating operator position

ISO 24134:2006, Industrial trucks — Additional requirements for automated functions on trucks

ISO 24135‑1:2006, Industrial trucks — Specifications and test methods for operator restraint systems — Part 1: Lap-type seat belts

EN 17314:2020, Industrial trucks - Specifications and test methods - Operator restraint systems other than lap-type seat belts

For the purposes of this document, the terms and definitions given in ISO 5053-1:2020, ISO 5053-2:2019, ISO 5053-3-2024 as commented and ISO 12100:2010 and the following apply.

ISO and IEC maintain terminological databases for use in standardization at the following addresses:

— ISO Online browsing platform: available at https://www.iso.org/obp

— IEC Electropedia: available at https://www.electropedia.org/

3.1.1

centre-controlled truck

self-propelled industrial truck with the normal operating position located near the longitudinal centre of the truck.

3.1.2

end-controlled truck

self-propelled industrial truck with the normal operating position located at the end opposite the load handling device.

3.1.3

low-lift truck

truck having a lift height of 500 mm or less

3.1.4

pedestrian‑controlled truck

truck designed to be controlled by an operator walking with the truck by means of, for example, a tiller

Note 1 to entry: The truck can be equipped with a stand-on option, for example a foldable operator platform.

3.1.5

rider-controlled truck

truck designed to be controlled by an operator sitting on a seat or standing on an operator platform on the truck

3.1.6

self-propelled industrial truck

operator controlled, wheeled vehicle having at least three wheels with a powered driving mechanism, except for those running on rails, designed to carry, tow, push, lift, stack or tier loads

Note 1 to entry: See ISO 5053-1:2020 for a comprehensive terminology.

3.1.7

stand-on truck

rider-controlled truck designed to be controlled by an operator standing on an operator platform on the truck

Note 1 to entry: for the purpose of this document stand-on trucks with an auxiliary seat for the operator are considered as stand-on trucks.

Note 2 to entry: auxiliary seats are features designed to support the body of the operator for ergonomic reasons.

3.2.1

normal operating position

position from which the operator controls functions for driving and/or load handling, as specified by the manufacturer

Note 1 to entry: Additional operating positions can be specified by the manufacturer. A rotating seat or stand-on end-controlled truck with more than one operating direction is considered as being or having a single normal operating position.

3.2.2

operator

designated person, appropriately trained and authorized, who is responsible for the driving and load handling of the truck

Note 1 to entry: Depending on the truck type, the operator can be riding on the truck, on foot accompanying the truck (e.g. tiller-, cable-controlled) or remote from the truck (e.g. remote radio-controlled).

Note 2 to entry: National regulations regarding training, authorization and licensing can apply.

Note 3 to entry: Operator can also be responsible for other operations, for example pre-shift check, re-fueling.

3.3.1

actual capacity

maximum load, expressed in kilograms, established by the manufacturer based on component strength and truck stability, that a truck can carry, lift and stack to a specified height, at a specified load centre distance and reach, if applicable, in normal operation

Note 1 to entry: The actual capacity depends on the configuration of the truck, including variables such as the type and lift height of the mast fitted, the actual load centre and any attachments that might be fitted. This actual capacity defines the load handling ability of the particular truck, as equipped. Additional actual capacity ratings with removable attachments can also be established where permitted by the appropriate stability tests or by calculation verified by empirical data.

3.3.2

lift height

vertical distance between the upper face of the fork arm blade, load-carrying platform or an elevating operator platform and the ground

Note 1 to entry: When trucks are equipped with an attachment(s) in place of fork arms, the lift height is measured between the ground and the underside of the attachment.

3.3.3

lift height for travelling

lifting height providing sufficient ground clearance for travelling not exceeding the maximum lift height for stability tests simulating travel

3.3.4

lost load centre

horizontal shift in the standard load centre that can occur when removable attachments are added to a truck

Note 1 to entry: For standard load centre, see Annex A.

3.3.5

operating pressure

pressure at which a fluid system is operated under normal operating conditions, not including any momentary surges

[SOURCE: ISO 8625-1:2018, 3.23 modified by adding “not including any momentary surges”]

3.3.6

rated capacity

maximum load, expressed in kilograms, established by the manufacturer based on component strength and truck stability, that the truck can carry, lift and stack to a specified lift height

Note 1 to entry: For specification of rated capacity, see Annex A.

Note 2 to entry: The rated capacity is also used to compare the capacity of different manufacturers' trucks and to provide the break points used in technical standards and statistics. The operating limits for the truck are defined by its actual capacity.

3.3.7

low speed

any travel speed up to 1,5 km/h for pedestrian-controlled trucks and up to 2,5 km/h for all other types of trucks

Note 1 to entry: 1,5 km/h is approximately 0,4 m/s, 2,5 km/h is approximately 0,7 m/s.

Trucks and attachments shall conform to the safety requirements and/or protective measures specified in clause 4.

In addition, trucks and attachments shall be designed in accordance with the principles of ISO 12100:2010 for relevant but not significant hazards which are not dealt with by this document.

Normal climatic conditions are as follows. Climatic conditions shall be specified in the instruction handbook (see 6.2):

Normal operating conditions are as follows. These shall be specified in the instruction handbook (see 6.2):

— operating (driving and load handling) is carried out on substantially firm, smooth, level and prepared surfaces. Exception for rough-terrain trucks which can drive on un-prepared surfaces;

— the surface conditions (e.g. clean and dry surface) on which the truck is designed to operate;

— when travelling, the load centre of gravity is approximately on the longitudinal centre plane of the truck or on the centred position of the load handling device by design or powered means;

— when travelling, the mast or fork arm carriage fully retracted, where applicable;

— when travelling, the mast or fork arms are tilted backwards, where applicable, and at the lift height for travelling. If the above is not sufficient to allow the conditions for stability of a particular truck type to be specified, then the operating conditions shall be according to the International Standards referenced for stability in 4.8.

NOTE: Conditions for travelling on a gradient can be specified in the instructions for use. See 6.2.

Safety requirements for the electrical/electronic system and for carrying out safety functions by the truck control systems can be subject to regional requirements. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

There shall be no sharp edges or angles posing a hazard in the area of the operator in the normal operating position or in the area of access and egress during normal operation and daily checks.

All parts of the truck within reach of the operator in the normal operating position(s) or when the operator is entering or leaving the operating position(s) shall be insulated or shielded so that the surface temperature, generated by heat sources in the truck, of bare metal parts does not exceed 65 °C, and that of painted or plastic parts does not exceed 83 °C.

Accessible surfaces on the outside of the truck that can be inadvertently contacted by persons, for example raised exhausts, shall be insulated, guarded or shielded so that the surface temperature of exposed bare metal parts does not exceed 65 °C, and that of painted or plastic parts does not exceed 83 °C.

It shall be possible to release or isolate stored energy that present a significant hazard before removal or disassembly of components (e.g. hydraulic accumulator or spring-applied brakes).

NOTE: See also 6.2.6 and 6.3.3.4

If provision for storage of an instruction handbook (see 6.2) is provided on the truck, it shall not obstruct the operation of the truck.

The truck shall be provided, as applicable, with any special equipment required to test, adjust and maintain the truck for safe operation.

Trucks shall be provided with a means (e.g. key, code, magnetic card) which prevents starting without its use. Such devices for pedestrian-controlled and rider-controlled trucks manufactured by the same manufacturer shall not be interchangeable between the two truck types. Where devices, e.g. magnetic cards, are destined for an individual operator, one device may be used on both truck types but shall not allow starting by unauthorized persons.

Where the means is a key, it shall not be removable in the run position.

Unintended movement from standstill

Trucks with travel controls in the neutral position shall not move from standstill on level ground due to powered creep, e.g. by leakage.

The travel control system shall be so arranged that on level ground the truck will start from standstill only when the control(s) for speed and direction are activated. For IC trucks, rough terrain trucks and container handlers, after engaging direction control, a maximum travel speed of 4 km/h is allowed without activation of the speed control.

Internal-combustion-engine powered trucks

Internal-combustion-engine-powered trucks shall be fitted with a device which prevents the engine from being started while the transmission is engaged.

Powered travel movement

Powered travel movement of a rider-controlled truck shall be possible only if the operator is in a normal operating position. For example, for sit-on trucks, a powered travel interlock activated by a device that detects the operator in the seated position satisfies this requirement.

Powered travel movement from standstill shall not be restored automatically when the operator returns to a normal operating position without an additional operation, e.g. by requiring a resetting of the direction control or reactivation of the travel control.

NOTE: For the purposes of this clause, travel movement includes low speed operation (e.g. manoeuvring).

Manual gearbox and manually operated clutch pedal

A truck with an automotive-type manual gearbox and manually operated clutch pedal satisfies the requirements of 4.2.2.2 and 4.2.2.3.

General

All travel speed requirements shall be evaluated with the truck operating on level ground. The maximum travel speed shall fulfil both the truck stability requirements in 4.8 and the service brake requirements in 4.3. Further limitations shall apply to specific truck types as specified in subclauses of 4.2.3.

Where specified in Table 1, the travel distance from standstill in the first 0,5 s shall be measured with the travel control set to maximum speed, with the maximum acceleration and with the truck unladen. The travel distance in the first 0,5 s shall be verified in both travel directions unless otherwise stated.

Table 1 — Requirements for travel speed and travel distance from standstill in the first 0,5 s

Pedestrian-controlled trucks

Single-speed pedestrian-controlled trucks

The requirements for travel speed and travel distance from standstill in the first 0,5 s are specified in Table 1.

Pedestrian controlled trucks with a lift height greater than 500 mm shall not be single speed.

Variable-speed pedestrian-controlled trucks without foldable operator platform

The requirements for travel speed and travel distance from standstill in the first 0,5 s are specified in Table 1.

Variable-speed pedestrian-controlled trucks with foldable operator platform

The requirements for travel speed and travel distance from standstill in the first 0,5 s are specified in Table 1.

Trucks controlled with a travel control device for remote operation (outside the truck) or picking alongside of the truck

The requirements for travel speed and travel distance from standstill in the first 0,5 s are specified in Table 1.

Travel speeds can be subject to regional requirements. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

Trucks with fixed operator platform

End-controlled pallet trucks

For end-controlled pallet trucks equipped with a grab rail, the requirements for travel speed and travel distance from standstill in the first 0,5 s are specified in Table 1.

For end-controlled pallet trucks operated in the pedestrian mode, the applicable requirements of 4.4.2.4 c), 4.2.3.2.1 or 0 shall apply.

Side entry stand-on and rear entry stand-on trucks

The requirements for travel distance from standstill in the first 0,5 s are specified in Table 1.

Travel with mast elevated

The travel speed of rider-controlled reach trucks (for example with retractable mast, with moveable or without moveable fork arm carrier) shall be limited or reduced automatically as specified in Table 1, without causing a tip-over hazard, when the elevated section of the mast is more than 400 mm above the height of the mast when fully lowered (see Figure 1).

Travel with mast elevated can be subject to regional requirements in addition to the requirements of this document. See ISO/TS 3691-8:2019.

Dimensions in millimetres

Key

h height of mast when fully lowered

Figure 1 — Mast extension on reach trucks

When parts are not in their designed travel position (e.g. open battery compartment doors, rigid service doors) and exceed the plan view outline of the truck, their unsecured position shall be visible to the operator from the normal operating position.

If this is not possible, indicators, warning devices or interlocks shall be provided.

All trucks shall be designed with a service and a parking brake system. Brakes shall conform to ISO 6292:2020.

The parking brake shall be equipped with a system preventing unintentional release. The parking brake force shall be applied by mechanical means.

Braking requirements can be subject to regional requirements, in addition to the requirements of this document. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

In the case of a loss of the energy used to apply the service brake, a manually- or automatically-applied braking system shall be able to slow down and stop the truck. This requirement shall be verified by the procedure in 5.4.

Parking brake indication

For trucks not equipped with automatically released parking brakes, the engaged state of the parking brake shall be indicated to the operator.

Manually applied parking brakes

For trucks with only a manually applied parking brake system, the parking brake function shall be operable by hand or foot from the normal operating position.

4.3.3.2.1 For trucks with only manually applied parking brakes, a warning (audible and/or visual) to the operator shall be activated when leaving the normal operating position if the parking brake system has not been applied.

4.3.3.2.2 Where a truck without automatically applied parking brake is designed to be held stationary for more than 2 s on inclined surfaces by the drive system with the travel control in neutral position, a warning shall be given to the operator when the travel control is in neutral position, the truck is no longer at standstill and the parking brake is not engaged.

NOTE: a truck creeping downhill due to a limited amount of torque automatically applied with the travel control in neutral position is not considered at standstill.

Automatically applied parking brake

4.3.3.3.1 For trucks with automatically applied parking brakes, the parking brake function shall be automatically initiated not later than 0,2 s after the following conditions are satisfied:

— the truck is at standstill; and

— the operator is not in the normal operating position.

4.3.3.3.2 For trucks designed to be held stationary by the drive system and where the parking brake system engages in the event of a loss of power, it is not required to apply the parking brake per the requirements of 4.3.3.3.1. Failure of the drive system to hold the truck stationary shall result in automatic parking brake initiation within 0,2 s.

4.3.3.3.3 Failure of the control system of an automatically applied parking brake shall be indicated to the operator.

Normal stop

Each normal operating position shall be provided with means to stop all control functions available in that position.

Emergency stop device

If provided, the emergency stop device shall be operable from all normal operating positions.

NOTE: See ISO 13850:2015

Control motions

Movement of manual controls shall be consistent with the motions of the truck being operated, wherever practicable.

Multiple operators

If additional normal operating positions are provided (e.g. for more than one operator) the operation of these controls shall only be possible from one normal operating position at a time, except for the normal stop device and the emergency stop device.

Multiple operating positions

If more than one normal operating position is provided for a single operator, the use of the controls for one of these operating positions shall preclude the use of the controls of another operating position, except for the normal stop device and the emergency stop device.

The requirements of this subclause are also applicable for controls located outside the truck (e.g. cable-connected remote controls; cableless remote control.).

Control actuation force

The actuation force under normal operating conditions at the rim of the steering wheel shall not exceed 250 N under the following conditions:

— The truck shall be stationary on a dry flat level surface providing good adhesion, for example, concrete,

— The truck shall be laden or unladen, whichever is least favourable condition,

— For IC trucks, the engine shall be at idle.

The actuation force under normal operating conditions at the periphery of the tiller shall not exceed 250 N under the following conditions:

— The truck shall not exceed low speed on a dry flat level surface providing good adhesion, for example, concrete,

— The truck shall be laden or unladen, whichever is least favourable condition

— Tiller in the non-brake position.

NOTE: A truck tested stationary meets this requirement.

For other controls, except for braking, the following shall apply:

The minimum strength of the control shall be sufficient to withstand at least five times the control actuating force that the control was designed for without sustaining permanent damage (e.g. deformation, fracture) or having its function impeded.

General

The travel control shall be designed such that an increase in the displacement of the control from the neutral position increases the travel speed in the direction of the travel control request. This requirement does not apply to single speed travel controls.

When the control is released, it shall return to the neutral position.

Sit-on trucks

Trucks with pedal-operated travel and braking controls shall conform to ISO 21281:2005.

Stand-on trucks

The requirements for travel and braking controls for a stand-on truck are as follows.

a) Travel control functions

— Where a tiller is used, it shall be fitted with control devices for travel direction and speed.

— Where a steering wheel, a steering crank, a handlebar, or similar control is fitted, the controls for travel direction and speed shall be positioned in close proximity to the steering control or, in a position making them ergonomically accessible and operable by the operator.

b) Service brake functions

The service brake function shall be engaged by one or more of the following methods:

— automatically when the tiller is released;

— automatically when the travel control is released;

— automatically when releasing the foot actuator (pedal, foot switch);

— when actively inverting the travel control;

— when the tiller is actively pushed to either its upper or lowered position;

— when activating the hand actuator;

— when activating the foot actuator (pedal).

c) Trucks with elevating operator platform up to 1 200 mm

Means shall be provided to prevent travel while the operator platform is elevated more than 500 mm, unless the controls are elevated with the platform.

Pedestrian-controlled trucks including trucks with a foldable operator platform

The requirements for pedestrian-controlled trucks including trucks with a foldable platform are as follows.

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 traction power in the travel direction and engage the service brake.

c) If the tiller is equipped with a function (e.g. brake override) that allows travelling when the tiller is in the upper braking position the speed shall be limited to low speed as specified in Table 1 and a service brake function shall be provided.

d) When the tiller is in its lowered braking position, the traction power in the travel direction shall be cut off and the service brake shall be engaged.

e) The tiller shall be fitted with a safety device to detect a contact of the head of the tiller in its operating position with an operator. As long as pressure is applied, truck movement towards the operator shall be stopped and a braking means shall be initiated to stop movement toward the operator.

f) With the tiller in operating position and the tiller head safety device actuated, it shall be possible to move the truck away from the operator either automatically or by the actuation of the travel control.

Movement away from the operator shall not induce other risks (e.g. by unlimited uncontrolled motion or by compromising the stability of the truck).

This function shall be verified by functional testing according to 5.1 d) and through routine testing according to 5.3.

g) The function of the tiller head safety device shall be active up to and including a travel speed of 6 km/h. The function may be automatically deactivated while the travel speed exceeds 6 km/h (see Table 1). If the function of the tiller head safety device is deactivated, it shall be indicated to the operator (e.g. by a warning display, label, or an indicator light).

h) The tiller head safety device may be deactivated while the travel control is active and the truck is travelling away from the operator.

Differential locking

It shall be possible to unlock the differential when the truck is moving.

For trucks fitted with a pedal-operated differential lock, pressing on the pedal shall lock the differential and it shall be unlocked when releasing the pedal.

Travel controls for operating alongside the truck and remote controls

Additional travel control(s) for operating alongside the truck, if provided, shall meet the following requirements.

NOTE: See 4.2.3.3 for travel speed requirements for operating alongside the truck.

a) General

1) Travel controls that are affixed to the truck shall be arranged so that the operator is not exposed to hazards occurring through movement of the truck.

2) Means shall be provided to prevent unintentional activation of controls.

3) Travel controls shall be made operable by means of a separate lockable selector switch, or by sensing of the operator in the appropriate operating position for the corresponding travel control. The travel controls associated with the most limited speed may be set active when the operator is not sensed in another normal operating position.

When a set of controls is selected, all safety functions required for the selected set of controls shall be active. This safety function shall be in accordance with a PLr of b in accordance with ISO 13849-1:2023.

Powered movement shall not be restored when the travel controls for operating alongside the truck are made operable without an additional operation. (e.g., by requiring a resetting of the direction control or reactivation of speed control).

4) Simultaneous operation from the normal operating position(s) shall be excluded.

5) Travel controls shall be hold-to-run. If the travel control is released, a controlled stop shall be initiated, followed by application of the parking brake.

Exception: For coasting, 4.4.2.7 applies.

b) Additional requirements for cable-connected remote controls

1) A control device for actuating the service brake shall be provided.

2) The length and layout of the cables shall allow the operator to operate from outside of the area of hazard of the truck and shall allow visibility of the path of travel. The truck and cable system shall be designed to minimise the risk of entanglement with the wheels.

c) Additional requirements for cableless remote control

1) A control device for actuating the service brake shall be provided.

2) The cableless transmission range shall allow the operator to operate from outside the hazard zone of the truck and shall allow visibility of the path of travel.

3) The cableless communication system shall provide a residual error rate which contributes no more than 1 % of the lower boundary of the required PFH range of the relevant safety function, (see IEC 62745:2017+A11:2020 and IEC 61784-3:2021+A1:2024).

A maximum of one cableless remote shall be paired to a maximum of one truck at a time. This safety function shall be in accordance with a PLr of b in accordance with ISO 13849-1:2023.

d) Additional requirements for trucks with trailer coupling

1) The controls used for fine positioning of the truck when coupling a trailer (e.g. inching device) shall be arranged so that the operator does not have to be positioned between the truck and the trailer to operate them (see also a) 1) in this clause).

2) When operating the fine positioning controls, the requirements for travel speed and travel distance from standstill in the first 0,5 s are specified in Table 1.

Additional operation from alongside pedestrian-controlled and stand-on trucks (coasting)

The additional operation of pedestrian-controlled and stand-on trucks while the operator is walking alongside the truck shall only be possible with the truck's fork arms trailing.

The additional operation of such trucks while the operator is walking alongside the truck, and the use of low‑lift order‑picking trucks provided with a system that allows for operation while walking alongside the truck, can be subject to regional requirements, additional to the requirements of this document. See EN 16307-1:2024 and ISO/TS 3691-8:2019.

When the truck is operated while walking alongside, the requirements for travel speed and travel distance from standstill in the first 0,5 s are specified in Table 1.

Steering direction

For the steering direction, the following applies with respect to the forward-driving direction as defined in Annex A.1.

a) For stand-on or sit-on trucks with an operator facing the line of travel, clockwise rotation of the steering wheel, or equivalent movement of the steering control, shall steer the truck to the right when driving in the forward direction.

NOTE 1: For these trucks, forward direction is defined as load leading – see A.1 (a) and (g).

b) 1)   For stand-on trucks with an operator facing at a right angle to the line of travel, clockwise rotation of the steering wheel, or equivalent movement of the steering control, shall steer the truck to the right when driving in the load trailing direction.

NOTE 2: For these trucks, travel directions are defined as load leading or load trailing – see A.1 (h). The default steering direction should be consistent with that for sit-on trucks with the operator facing at a right angle to the line of travel – see 4.4.3.1 b)2)

b) 2)   For sit-on trucks with an operator facing at a right angle to the line of travel, clockwise rotation of the steering wheel, or equivalent movement of the steering control, shall steer the truck to the right when driving in the forward direction.

NOTE 3: For these trucks, forward direction is defined as load trailing – see A.1 (b).

c) For stand-on or sit-on trucks with a rotatable operator control position that can be rotated more than 90° or having duplicated control positions in order to facilitate the operator facing in the opposite direction, clockwise rotation of the steering wheel or equivalent movement of the steering control shall always steer the truck to the right, (i.e. dependent on the direction the operator is facing).

d) Trucks with continuous 360° steering (i.e. the steering/drive wheel can move through 360° to propel the truck in the direction selected by the steering control) shall operate in the same sense as described in point a), b)1, or b)2, as applicable, when driving in the forward direction.

e) For pedestrian‑operated trucks fitted with a tiller, when driving in the forward direction, clockwise movement of the tiller shall steer the truck to the right.

NOTE 4: for these trucks, forward direction is defined as load trailing – see A.1 (f)

f) End-controlled rider trucks, with steering as described in (a) or (b), may be provided with “reverse steering”, (i.e. clockwise rotation of the steering control will steer the truck to the left) when requested by the user. Such trucks should be identified.

NOTE 5: This is to allow for consistency of truck steering in a facility where an opposite steering sense is used.

Failure of energy supply to the steering system

An interruption of the energy supplied to the steering system, shall result in at least one of the following:

a) The ability to control steering shall be maintained until the truck is brought to a stop.

— The ability to control steering shall be verified according to 5.5.

b) A controlled stop shall be initiated within 0,2 s.

For trucks with a maximum travel speed of ≥20 km/h, a) shall apply.

Controls

Controls shall return to the neutral position when released and shall stop the corresponding movement.

Where a group of single-operation levers or controls with similar direction of actuation are used for the activation of functions of the load handling system, controls for functions with higher priority shall be positioned closer to the operator than controls for functions with lower priority, with priority values according to Table 2, i.e., the control closest to the operator shall be for the hoist function (lifting and lowering).

Note 1: single-operation levers or controls include fingertip switches.

Note 2: controls to be manipulated with the thumb are not considered as single-operation levers for priority positioning.

The motion of the load or of the truck equipment and the corresponding predominant motion of the hand of the operator when actuating the load handling system controls shall be as specified in Table 2.

Trucks equipped with attachments that hold the load by power (e.g. paper clamp) shall feature a secondary action or means to prevent unintentional release of the load.

Table 2 — Levers or controls with single operation, sequence of location and direction of movement

Manual-lift systems

The hand power forces and the layout of controls of manually operated lifting systems shall conform to ISO 3691-5:2014/Amd 1:2020.

Where a control is designed to perform more than one function, each separate function shall be clearly marked. Each control function shall return to the neutral position when released and stop the corresponding movement.

The controls for automated functions shall conform to ISO 24134:2006 with the following exception: the electrical requirements for automated functions shall conform to 4.1.4 of this document.

Controls shall be marked in accordance with 6.3.1.4.

The exhaust system shall be designed in accordance with 4.7.6 and such that engine exhaust is directed away from the operator position. Materials used in the vicinity of exhaust systems shall be non-flammable and shall be chosen and protected such that they are not adversely affected by heat from the exhaust system.

Tank isolation

The tank and/or filling arrangement shall be separated from the electrical and exhaust systems by suitable protection, for example location, a separate enclosure or baffles. The tank filling arrangement shall be such that spillage or leakage will not drain into the engine or operator's compartment or onto electrical or exhaust system parts.

Fuel spillage

Fuel spillage shall not be possible under normal operating conditions.

Engine compartments with moving parts

Moving parts in the engine compartment shall be protected by either

— guarding designed according to ISO 14120:2015, or

— engine covers opened only by using keys or tools or by a means for opening the cover located in a lockable cabin.

Guarding of the access from underneath is not required if the access ground clearance is less than 600 mm between the underside of the truck and level ground.

Unintentional closure

Where unintentional closure could cause injury, access covers (i.e. traction battery or engine covers) shall be provided with means for preventing unintentional closure. Those means shall be permanently affixed to the truck or stored in a safe place on the truck.

Liquified Petroleum Gas (LPG)-powered trucks

Containers

The following applies to the permanently mounted and removable containers of trucks powered by LPG.

a) When LPG containers are removable, their fastenings shall permit easy handling and checking of the installation after the exchange of containers.

b) Removable LPG containers that incorporate a pressure-relief valve shall be positioned on the truck so that the pressure-relief valve opening is always in communication with the vapour space at the top of the container. This may be accomplished, for example, by an indexing pin which positions the container when the container is properly installed.

c) LPG containers shall be securely mounted to the truck to prevent movement. Fastening shall withstand static loading of four times the filled container weight in any direction without visible permanent deformation.

d) LPG containers shall be fitted on the truck such that exposure to abrasion, shock and the corrosive action of the products handled by the truck is reduced.

e) LPG containers and their connections shall be installed such that there are no projections outside the plan view outline of the truck.

f) If LPG 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 outside the truck.

g) If an additional LPG container is carried on the truck, it shall be secured in the same manner as the main container.

h) LPG containers shall be equipped with a device to prevent unintentional emission of gas or liquid, e.g. in the case of a pipe system failure. This does not apply to pressure-relief valves.

i) Pipe fittings and accessories on LPG containers shall be protected against mechanical damage when used as specified by the manufacturer.

j) The LPG container shall be equipped with either

1) an easily and quickly accessible manually operated liquid service shut-off valve. The position and method of operation of this valve shall be clearly marked on the valve handle or on the outside of the truck near the valve, or

2) for permanently mounted LPG containers, an electrically energized fuel shut-off valve fitted on the container. That shut-off valve shall be actuated by the engine starting device and self closing, when the engine comes to a standstill. The electrically energised fuel shut-off valve shall be designed to consider overpressure, external leakage, high and low temperature, seat leakage, endurance, LPG compatibility, and corrosion resistance.

NOTE: ECE-R-67-01 Annex provides design guidance for electrically energised fuel shut-off valves.

k) The fuel take-off shall be in a liquid form, unless the LPG container and engine are specially equipped for a direct vapour withdrawal.

l) Permanently-mounted LPG containers to be filled by the user shall be fitted with the following:

1) a pressure relief valve connected to the vapour space of the container that shall have the discharge side of the relief valve piped to the atmosphere away from the operator that shall conform to 4.5.4.1.3 d);

2) an 80 % fill stop valve;

3) maximum liquid level devices suitable for the LPG in use, indicating the maximum product level and which shall not vent to the atmosphere.

m) LPG containers shall be positioned such that they are not exposed to the damaging effects of heat, particularly heat from the engine or the exhaust system. If it is necessary to fit a heat shield, this shall not inhibit ventilation.

n) When fitted inside a compartment of a truck, removeable LPG containers fitted with a pressure-relief valve connected to the vapour space of the container shall have the discharge side of the relief valve piped to the atmosphere away from the operator; and shall conform to 4.5.4.1.3 d)

Piping

The following applies to the piping used on trucks powered by LPG.

a) Connecting piping and all associated parts shall be easily accessible, protected against excessive heat radiation, damage and wear, and shall be flexible enough to withstand vibration and deformation in service, as follows:

1) piping shall be so arranged that damage or leaks are easily detectable and that checks and maintenance can be carried out;

2) piping shall be specified and installed such that heat radiation from hot parts of the truck will not exceed the piping material thermal limitations or cause damage to the piping;

3) fully rigid pipes shall not be used for connecting the container to equipment on the engine;

4) piping shall be so arranged that there are no projections outside the plan view outline of the truck.

b) Pressure hoses operating above 1 bar ¹⁾ 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 working pressure.

d) Pressure shall not exceed the working pressure rating of components in any section of pipe work containing LPG in liquid form between two shut-off valves that are closed; a pressure‑relief valve, for example, or other suitable means, may be used if necessary.

e) Aluminium piping shall not be used.

f) Hoses shall be as short as practical.

g) Pressure unions and joints operating above 1 bar shall be made of metal, except for any constrained sealing washers.

Equipment

The following applies to the equipment used on trucks powered by LPG.

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.

c) If the truck is equipped with two or more containers to supply fuel, they shall be connected via a multi-way 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) Pressure‑relief valves or liquid-level indicators shall be installed such that they cannot discharge in the direction of the operator or onto truck components that could 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 accessible for inspection and maintenance.

h) The engine compartment shall be designed in accordance with 4.5.4.1.1 f), in order to avoid any LPG accumulation.

Regional requirements

LPG-powered trucks can be subject to regional requirements, additional to the requirements of this document. See ISO/TS 3691-8:2019.

Compressed natural gas (CNG)-powered trucks

Containers

The following applies to the container(s) of trucks powered by CNG:

a) The CNG container(s) and their accessories shall be suitable for storing and compatible for natural gas on level of maximum pressure as foreseen by the truck manufacturer and under the normal climatic conditions in 4.1.2. Instructions of the CNG container manufacturer shall be taken into consideration.

b) CNG container(s) shall be securely mounted to the truck to prevent movement. Fastening shall withstand static loading of four times the filled container weight in any direction without visible permanent deformation.

c) The filling point of the CNG container(s) when mounted on the truck shall be easily accessible for refuelling.

d) CNG container(s) shall be fitted on the truck such that exposure to abrasion, shock and the corrosive action of the products handled by the truck is reduced.

e) CNG containers shall be positioned such that they are not exposed to the damaging effects of heat, particularly heat from the engine or the exhaust system. If it is necessary to fit a heat shield, this shall not inhibit ventilation.

f) CNG container(s), their accessories and connections shall be installed such that there are no projections outside the plan view outline of the truck.

g) The CNG container(s) shall be mounted on the outside of the trucks. Otherwise a gas-tight housing over the CNG container(s) and their accessories is required, which vent on the top of the housing free to the atmosphere, not on heat sources that could be a source of ignition e.g. the exhaust system, and away from the operator.

It is not permitted to fit the CNG container(s) inside of the engine compartment of the truck.

h) Pipe fittings and accessories on CNG container(s) shall be protected against mechanical damage when the truck is used as specified by the truck manufacturer.

i) The CNG container(s) shall be equipped with following accessories:

1) For fuel shut-off with an easily and quickly accessible manually operated valve fitted directly on each CNG container, the position and method of operation of this valve shall be clearly marked on the valve handle or on the outside of the truck near the valve.

2) An electrically energised fuel shut-off valve shall be fitted on the container(s). That shut-off valve shall be operated such that it is self closing and the fuel supply is shut-off, when the engine comes to a standstill, irrespective of the position of the engine starting device. The electrically energised fuel shut-off valve shall be designed to consider overpressure, external leakage, high and low temperature, seat leakage, endurance, CNG compatibility, and corrosion resistance.

NOTE: ECE-R-110 Annex 5 provides design guidance for electrically energised fuel shut-off valves.

3) An excess flow valve to prevent unintentional emission of gas, e.g. in the case of a failure in the CNG fuel system, e.g. a broken fuel line. This does not apply to pressure-relief valves.

4) A pressure relief valve to limit the pressure to the maximum permissible. The discharge side of the relief valve shall be vent free to the atmosphere, not on heat sources, e.g. the exhaust system, and away from the operator.

The pressure relief valve shall be suitable to avoid over pressure triggered by over temperature and over pressure.

5) A pressure regulator. In case of two or more CNG containers mounted to the truck and connected together, pressure regulator is required only once.

6) A cap protected filling unit including non-return valve. In case of two or more CNG containers mounted to the truck and connected together to a single filling unit, a non-return valve is required only once.

NOTE 1 The CNG container(s) and their accessories can also be subject of legal provisions, e.g. Type-examination.

NOTE 2 One or more accessories of CNG container(s) can combined in a suitable single unit.

NOTE 3 The CNG container(s) can be equipped with a manometer and a pressure sensor to monitor the fuel quantity. In case of two or more CNG containers mounted to the truck and connected together, a single manometer and pressure sensor can be fitted.

Fuel lines

The following applies to the fuel lines used on trucks powered by CNG:

a) Fuel lines and their fittings shall be compatible to CNG on level of maximum pressure as foreseen by the manufacturer(s) of the lines and fittings.

b) Fuel lines, their fittings and all associated components shall be easily accessible and shall be flexible enough to withstand vibration and deformation as foreseen in the intended use by the truck manufacturer.

c) The number of joints in the fuel lines shall be limited to a minimum.

d) Fuel lines shall be so arranged that there are no projections outside the plan view outline of the truck.

e) All fuel lines, flexible or rigid, shall be securely mounted.

f) Fuel lines shall be installed to avoid damaging effects of heat, particularly heat from the engine or the exhaust system. If it is necessary to fit heat shields, this shall not inhibit ventilation.

g) Fully rigid fuel lines shall not be used for connecting the container(s) or components to equipment on the engine or equipment subject to vibration or stresses.

h) Rigid fuel lines shall be made of seamless material: either stainless steel or steel with corrosion-resistant coating.

i) Flexible fuel lines shall be as short as practical.

j) The fuel line(s) shall be protected by one or more devices, e.g. pressure relief valve, to ensure the actual pressure in any section of the fuel line does not exceed the intended working pressure of that section of the fuel line. Ventilation of gas shall be free to the atmosphere, not on heat sources and away from the operator.

k) All fuel lines, flexible or rigid, which operate under gauge pressure shall withstand an over pressure test of 1,5 times the intended working pressure for at least 3 minutes without any visible evidence of rupture or permanent deformation. (e.g. working pressure 260 bar requires a test pressure of 390 bar.²)

Fuel lines, flexible or rigid, which operate under negative pressure, e.g. suction lines shall be suitable for proper functionality.

Equipment

The following applies to components used on CNG-powered trucks.

a) When a filter for filtration of gas is fitted at the installation, it shall be compatible for natural gas under the normal climatic conditions in 4.1.2 and on level of maximum pressure in the section where fitted.

NOTE Depending on the required gas cleanliness for the various components in the installation, the filter can be fitted to a section with a low pressure level.

b) For multi-fuel applications, the system shall be designed to avoid the possibility of CNG entering any other fuel container and to shut off each fuel source before the alternative one is opened.

c) All CNG fuel system components shall be firmly secured to the truck.

d) All components of the CNG fuel system shall be accessible for leakage test, inspection and maintenance.

e) Any compartment of the truck containing CNG components shall have permanent openings. Total surface area of those openings shall be at least 200 cm² allowing adequate ventilation to outside of truck.

f) All sealing elements shall be suitable and compatible to CNG.

Regional requirements

CNG-powered trucks can be subject to regional requirements, additional to the requirements of this document. See ISO/TS 3691-8:2019.

The truck or mast manufacturer shall have on record a certificate from the chain manufacturer giving the breaking load of the chains used.

When the lifting mechanism includes a chain or chains, the truck manufacturer shall only use leaf or roller chains. These shall provide a minimum safety factor, K₁, when supporting the maximum actual capacity and assuming no friction in the mast structure, which is given by Formula (1):

(1)

where

K₁ is the minimum safety factor of the lifting chain(s);

L_c is the minimum breaking load for new chain;

n is the number of chains;

R is the maximum actual capacity of the mast for double-stackers and is the maximum actual capacity of the truck for all other trucks;

w is the dead weight of the lifting mechanism supported by the chain(s).

The minimum safety factor K₁ of the lifting chain(s) for trucks with a rated capacity ≤ 10 000 kg as specified in Annex A.2 shall be K₁ ≥5.

The minimum safety factor K₁ for trucks with rated capacity > 10 000 kg as specified in Annex A.2 can be subject to regional requirements, additional to the requirements of this document. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

Pulley diameters shall be in accordance with the chain manufacturer's instructions.

Every chain termination shall provide a minimum safety factor, K₂ ≥ 4, where K₂ is given by Formula (2):

(2)

where:

K₂ is the minimum safety factor of the chain termination(s);

L_t is the minimum breaking load of the chain termination;

n is the number of chains;

R is the maximum actual capacity of the truck;

w is the dead weight of the lifting mechanism supported by the chain(s).

General

The lift assembly shall be fitted with a positive means to prevent over-travel. In addition, a positive means (e.g. mechanical stop) shall be provided to prevent the fork carrier and moving elements of the mast structure from unintentionally disengaging from the upper end of the mast.

NOTE 1: The same means can be used to fulfil both requirements.

Lowering deceleration – stability and strength

Sudden deceleration events during normal operation shall not cause a tip-over or cause visible permanent deformation of truck components.

For trucks with lowering speeds ≤ 0,6 m/s, stability testing in accordance with 4.8 and the structural tests in 5.2 satisfy this requirement. For trucks with lowering speeds > 0,6 m/s, stability and strength shall be verified by the procedure in 5.6.1.

Failure of lifting/lowering mechanism

Mechanical parts

Failure of a single lifting/lowering part of the mechanism (e.g. gearwheel, chainwheel or spindle) in a mechanical lifting system shall not cause the elevated load or operator's platform to descend uncontrolled.

This requirement does not apply to lifting chains and lift chain terminations.

NOTE: For lifting chain and lift chain terminations requirements, see 4.6.1 and 4.6.2 respectively.

Performance

A device shall be incorporated in the lift mechanism which, in the event of a failure [excluding the hydraulic lift cylinder(s), lift chain terminations, and lifting chain(s)] shall restrict the rate of descent of the lifting mechanism to 0,6 m/s maximum. For hydraulic systems, the device shall be fitted directly at the lifting cylinder(s). This requirement shall be verified by the procedure in 5.6.

Lowering deceleration – stability and strength

The deceleration of the load due to a failure in the lifting system (e.g. unexpected open or closed circuit), shall not cause a tip-over or cause permanent deformation of truck components.

For trucks with lowering speeds ≤ 0,6 m/s, stability testing in accordance with 4.8 and the structural tests in 5.2 satisfy this requirement. For trucks with lowering speeds > 0,6 m/s, stability and strength shall be verified by the procedure in 5.6.3.

Unintended motion of lifting systems

With the systems at normal operating temperature, the mast substantially vertical and carrying rated capacity load, the creep of the load handling device shall not exceed the following limits in the first 10 min:

— 100 mm for trucks up to and including 10 000 kg rated capacity,

— 200 mm for trucks over 10 000 kg rated capacity.

Unintended motion of the tilting systems

The hydraulic tilting system shall be designed such that, with the hydraulic fluid at normal operating temperature, the truck on a level surface with the load carrying device substantially horizontal and carrying a rated capacity load, internal hydraulic leakage shall not:

— allow more than 5° forward tilt in the first 10 min.

— allow the average tilting drift speed to exceed 0,5°/min for trucks with a maximum forward tilt of less than 5°.

For tilting masts, the test shall be conducted with the rated load at a height of 2 500 mm or at the maximum lift height for trucks with lift heights less than 2 500 mm.

Isolation of load handling systems

For rider-controlled trucks, load handling movements shall not be possible through operation of the load handling controls in accordance with the applicable requirements of 4.4.4.1 and 4.4.5 when the operator is not in the normal operating position.

Hydraulic circuits

Hoses, piping and connections subjected to internal pressure shall be capable of withstanding, without bursting or visible permanent deformation, a pressure equal to at least three times the maximum operating pressure. Pipes and hoses shall be located and, if necessary, restrained, so that deterioration, sharp edges and other damage‑causing sources are minimized.

Pressure controls

All hydraulic systems shall include a device which prevents the pressure in the system from exceeding a preset level. The device shall be so designed and fitted such that unintentional loosening or adjustment is avoided and so that a tool or key is required to alter the pressure setting.

Failure of energy supply to hydraulic circuits

In the case of a fault or interruption of the supply of energy, the design of the hydraulic system shall be such that it does not allow any uncontrolled motion of equipment or attachment.

Fluid purification

The hydraulic system(s) shall be protected against the risk of contamination of the hydraulic fluid, e.g. by means of a filter(s).

Unintentional displacement or detachment

Means shall be provided to prevent the unintentional lateral displacement or unintentional detachment of attachments from the truck. Movement of the attachment and its parts shall be mechanically limited at the extreme positions.

Malfunction in the power supply system

Attachments that hold the load by power shall be designed such that the maximum load they are intended to handle is automatically retained for at least 10 min when the truck's manual controls are in the neutral position or in the event of a malfunction in the power supply system for the attachment.

Hydraulic system for attachment

If an attachment has its own separate hydraulic system, it shall be in accordance with 4.6.5.

Combined hydraulic systems

If an attachment has a hydraulic system connected to the truck hydraulic system, the two systems shall be compatible (e.g. oil pressure and delivery volume) and the combined systems shall be in accordance with 4.6.4.

Lifting freight containers

For trucks fitted with a spreader, the following shall be applicable:

a) The spreader shall be fitted with indicating lights according to ISO 15871:2019.

b) The following automatic speed limitations apply:

1) the maximum travel speed with a freight container carried up to travelling position as described in ISO 22915-9:2014 and specified in Table 3.

NOTE A lower maximum travel speed can be required to meet the requirements of ISO 22915-9:2014.

2) the maximum travel speed with the spreader, with or without a container, in an elevated position above the travelling position, as described in ISO 22915-9:2014 and specified in Table 3.

Exception:

For trucks which do not require elevation of the container to obtain adequate visibility in the direction of travel (high-level operator), an elevated container height in travelling position is designated by the truck manufacturer, as described in ISO 22915-9:2014. Therefore, the speed limits listed in points 1) and 2) are replaced by the following

3) the maximum travel speed with a freight container carried in an elevated position above the travelling position the truck manufacturer designates and specified in Table 3.

4) the maximum travel speed with the spreader, with or without a container, in an elevated position above the SIP+2,35 m measured from the centre of the gravity of the container, as described in ISO 22915-9:2014 and specified in Table 3.

c) The spreader shall have a device(s) to prevent unintentional disengagement of a container.

d) Means shall be provided to prevent lifting of the container for transport unless all interface mechanisms are fully engaged and locked.

e) If multiple containers are lifted at the same time, the same requirements are valid for all containers.

f) The maximum travel speed if the container is not locked to the attachment in a manner that will prevent unintentional drop (e.g. lifting with grapple arms) is specified in Table 3.

g) Where the spreader features an interlock that prevents travel motion unless all twist locks are engaged and the system features a bypass mode,

1) the maximum travel speed in the bypass mode shall be limited as specified in Table 3 while the mode is selected; and

2) the function shall be hold to run or be time-limited to a maximum of 60 s so that it cannot be continuously bypassed without reengagement by the operator.

Lifting freight containers are subject to regional requirements additional to the requirements of this part of ISO 3691. See ISO/TS 3691-8:2019.

Table 3 — Travel speed requirements for travelling with freight containers

Fork arms

Solid-section fork arms

Solid‑section fork arms shall be manufactured and tested in accordance with ISO 2330:2002. The safety factors can be subject to regional requirements, additional to the requirements of this document. See ISO/TS 3691-8:2019.

Fork arm capacity

The total capacity of all fork arms fitted to a truck shall not be less than the maximum actual capacity of the truck.

Fork arm retention

Means shall be provided to prevent unintentional lateral displacement of the fork arms on the fork carrier.

Fork-arm extensions and telescopic fork arms

Fork‑arm extensions and telescopic fork arms shall be manufactured and tested in accordance with ISO 13284:2022.

Fork arms and fork carriers

Hook-on type fork arms and fork carriers shall be in accordance with ISO 2328:2011.

Ergonomics

The operator's seated or standing position shall be so located that the operator has sufficient room while operating the truck so as to remain within the plan view outline of the truck. The dimensions shall be of suitable and ergonomic shape to accommodate at least a 5^th percentile to a 95^th percentile of the population, as shown in ISO 3411:2007, Figures 1 to 3, within the plan view outline of the truck.

Seat position

The seat shall not extend beyond the plan view outline of the truck.

The minimum distance from the top edge of the seat back to the plan view outline shall be 50 mm (see Figures 2 and 3).

Tiller position

For pedestrian-controlled trucks with foldable operator platform, end-controlled pallet trucks, and centre‑controlled stand-on trucks employing a tiller, the tiller steering control movement may extend beyond the plan view outline of the truck.

Dimensions in millimetres

^a Direction of travel.

Figure 2 — Front-seated operator

Dimensions in millimetres

^a Direction of travel.

Figure 3 — Side-seated operator

General

Trucks shall be designed to permit safe and easy access and egress and to minimize the risk of slipping, falling and tripping.

Three-point contact

Hand holds (grab handles, fixed parts of the truck structure, etc.) shall be provided for steps or running boards above a height of 350 mm from the ground to give three‑point contact at all heights (i.e. one hand and two feet or two hands and one foot).

Steps

Steps shall have slip‑resistant surfaces or covering (e.g. expanded metal, abrasive coating). The first step shall be not more than 550 mm from the ground and riser height of succeeding steps shall be 250 mm to 350 mm, preferably at equal intervals. The riser height from the top step to the compartment floor shall be in the range of 150 mm to 350 mm. Step width, instep clearance and toe clearance shall conform to ISO 2867:2011.

Compartment floors

The compartment floor frequented by the operator, steps and walkways shall be free of obstacles and shall have a slip‑resistant surface, e.g. ribbed mats, abrasive coating, expanded metal.

Guard rails for walkways

Walkways more than 1 200 mm from the ground shall have guard rails. The guard rail shall include a top rail and intermediate rail(s).

The top rail shall have a height of 1 000 mm to 1 200 mm above the walkway surface. The intermediate rail(s) shall be located between the top rail and the walkway surface and resultant vertical openings shall be less than 482 mm.

The top rail shall be able to withstand, without visible permanent deformation, a concentrated force of 900 N applied at the least favourable position and in the least favourable downward or outward direction at any point along the top rail. When the 900 N test load is applied, the top rail shall not deflect below a height of 1 000 mm, as measured from the walkway surface, at any time during the test.

Intermediate rail(s) shall be able to withstand, without visible permanent deformation, a concentrated force of 667 N applied at the least favourable position and in the least favourable downward or outward direction at any point along the intermediate rail(s).

Hand holds

For access to, and egress from, the normal operating position with a floor height above 350 mm, hand hold(s) shall be provided; these 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 diameter of 15 mm (see Figure 4).

Dimensions in millimetres

Figure 4 — Hand hold

General

Operator platforms on pedestrian-controlled and stand-on end-controlled trucks shall be dimensioned in accordance with 4.7.1 and shall 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 requirement, the operator platform includes any surrounding reinforcement or parts of the truck which provide resistance to crushing of the platform, except for the tiller.

Stand-on end-controlled trucks with fixed enclosures

Stand-on end-controlled trucks may be equipped with a fixed operator enclosure in conjunction with the operator platform. The enclosure(s) can be located on either side or the end of the operator platform and can be designed as a backrest.

If provided, each enclosure shall

— permit easy egress and ingress from the operator platform,

— not interfere with the complete range of motion of the truck controls,

— be capable of withstanding a horizontal force of 900 N acting from inside to outside, with the force applied in the least favourable position

— be subjected to an impact force with an energy level equivalent to a truck carrying maximum load capacity, traveling at 1,6 km/h, and impacting a horizontal rigid barrier (e.g. steel, concrete) with a 75 mm vertical dimension. There shall be no separation of parts or permanent deflection in excess of 100 mm in the horizontal plane. The direction and area of impact shall be selected to produce the greatest deflection into the operator’s area.

NOTE: The horizontal rigid barrier simulates a rack beam.

Pedestrian-controlled trucks with a foldable operator platform

Operator platforms that are fitted to pedestrian-controlled trucks and overhang the truck's chassis can be folded or pivoted to an upper rest position when the operator leaves the platform; this may be done automatically.

For operator platforms which do not act automatically means shall be provided to prevent traction power unless the operator is standing on the platform or the platform is in its upper rest position.

Pedestrian-controlled trucks with a foldable operator platform capable of travelling more than 6 km/h (see Table 1) shall be provided with a lateral support at the sides of the operator platform. The foldable lateral arm support shall be capable of withstanding a horizontal force of 900 N acting from inside to outside at the vertical mid-point of the foldable lateral support arm without permanent deflection. This force shall be applied perpendicular to the longitudinal centre plane of the truck in line with the centre of the operator's standing position. The foldable lateral support arm shall be at a minimum height of 700 mm above the operator platform in its horizontal position.

If trucks are equipped with foldable lateral support arms, traction power shall be prevented when the foldable lateral support arm is in an intermediate position.

Stand-on end-controlled pallet trucks (operator position to the side of the motor housing)

Operator platforms which are built within the plan view outline of the truck on stand-on end-controlled pallet trucks (as defined in ISO 5053-1:2020, 3.15), where the operator stands to the side of the motor housing, shall be equipped with an additional grab rail for operator stability when riding. This grab rail shall be capable of withstanding a horizontal force of 900 N without visible permanent deformation, when the force is applied in either direction parallel to the longitudinal centre axis of the truck and at the point of least strength where the operator can grip. The requirements of 4.7.3.3 do not apply for this configuration of truck.

The truck may be equipped with means that allow the operator to engage travel speeds greater than 6 km/h while standing on the platform (see Table 1).

Where provided, the seat shall be designed and located to provide easy access to the controls, shall provide a position for the truck operator in accordance with ergonomic principles and shall meet the following requirements:

a) For sit-on trucks, the seat shall allow fore and aft adjustment without the use of tools. Exception: not required for instructor seat as per f) or if other means of ergonomic adjustment are provided.

b) If a weight-adjustable seat is fitted to reduce vibration transmitted to the operator, the adjustment shall accommodate operator weights of 52 kg to 114 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 the controls.

d) The seat mounting shall be able to withstand the forces which can occur during operation, e.g. braking forces, as well as the forces imposed by the operator restraint specified in 4.7.8.

e) The requirements of a) to d) also apply to additional operator's seats.

f) If an instructor seat for training is fitted, the requirements of d) apply.

g) When an auxiliary seat on a stand-on truck is provided, a padded seat surface and backrest is sufficient. If the operating space of the stand-on operator as specified in 4.7.1.1 is restricted the auxiliary seat shall be capable of being folded or pivoted.

h) The seat anchorage to the battery cover or engine cover of sit-on counterbalance lift trucks, as well as the latching structure of the cover(s) to the truck chassis shall be able to withstand a force of 2 250 N at a 45° ± 5° angle, as shown in Figure 5.

NOTE: The test simulates rearward off loading dock incidents.

Verification of this requirement shall be by means of a type test carried out using a strap wrapped around the seat as shown in Figure 5.

The specification and marking of the operator's seat can be subject to regional requirements, additional to the requirements of this document. See PrEN 16307-1:2025.

Key

F force, 2 250 N

Figure 5 — Seat anchorage pull test

Rider-controlled trucks

The operator in the normal operating position(s) shall be protected against contact with the truck wheels and against objects thrown up by the wheels (e.g. mud, gravel, debris). The protection device for the steered wheels need only cover the wheels when in a straight-line position.

Pedestrian-controlled trucks

The operator in the normal operating position(s) shall be protected against contact with the drive and stabilizing wheels. The position of these wheel protections shall be in accordance with Figure 6 a), with the values for h and l_min determined according to Figure 6 b).

Dimensions in millimetres

Key

1 ground/floor

2 wheel

3 frame edge

h height from ground or floor to frame edge

l horizontal distance from end of frame to point on wheel 35 mm above ground or floor

Figure 6a — Free space for operator's feet

Dimensions in millimetres

Key

Figure 6b — Free space for operator's feet

If, for pedestrian‑controlled trucks, the driving and stabilizing wheel protection criteria specified cannot be fulfilled, a wheel guard (deflector) as shown in Figure 7 shall be installed. For castors, the deflector need only be mounted on the side on which the conditions specified are not met.

Dimensions in millimetres

Key

1 wheel

2 deflector

3 ground (floor)

Figure 7 — Foot protection

General

Where parts move relative to one another that are within reach of the operator in the normal operating position(s), safeguards shall be provided (for example by guarding, two hand control according to ISO 13851) or the parts shall have a minimum distance to one another in accordance with 4.7.7.3.

Exceptions to this requirement are movable parts, e.g. doors, gates, windows which are provided with means, e.g. handles, grips, which allow the operator to move these parts without additional risk.

Where guarding is provided, any openings in such guarding shall be small enough to prevent an 8 mm diameter probe from passing through them.

Manual controls and levers provided for adjusting movable parts on the truck, e.g. handles, seat, armrest, platform retention latch, shall be confined within the plan view outline of the truck or tiller and positioned such that during normal operation the operator’s extremities such as hands, fingers, feet are protected against entrapment between adjacent parts of the truck and with the immediate truck surroundings, e.g. a wall, racking.

Adequate protection is achieved:

— when clearances are provided which meet the minimum distances given in 4.7.7.3. It shall be ensured that the clearances provided meet or exceed the minimum distance requirements when the controls and levers are actuated through their complete range of movement or

— by guarding.

Guarding

Where fixed and/or removable guard systems are needed, the requirements of ISO 14120:2015 shall be met.

When a fixed guard is removed, its fixing system shall remain on the guard or on the truck. This requirement applies to any fixed guards that can be removed by the user with a risk of loss of the fixings, e.g. fixed guards that can be removed during routine maintenance or setting operations carried out at the place of use.

Minimum distances

Where required by 4.7.6.1, clearances provided shall satisfy the following minimum distances:

Attachments

Crushing and shearing hazards to the operator in the normal operating position(s) associated with attachments, except at the load supporting points, shall also meet the relevant requirements of 4.7.6.1.

Foot protection for specific rider controlled trucks

Trucks with side-facing seated or side-facing standing operator shall be so designed that when travelling, the operator cannot unintentionally place their feet outside the confines of the truck; or, alternatively, the truck shall be equipped with a means to cut off power traction automatically when an operator's foot is not in the normal operating position. These requirements do not apply to trucks as described in 4.7.3.3 and 4.7.3.4.

Pedestrian controlled trucks with mast

The mast shall be guarded at the side facing the operating controls. The guarding (e.g. mesh or a transparent cover) shall, as a minimum, cover the whole width of the hazardous zone and the full height of the non-elevated mast, or up to 2,2 m from the ground, whichever is less.

Sit-on trucks with mast

For reach trucks with a side seated operator where moving parts of the mast that move relative to one another and that are within reach of the operator in the seated operating position(s) without guarding per the requirements of 4.7.6.1, either:

— Both hands shall be required to be on the controls to enable motion of the load handling means, or

— The controls for the load handling means shall be protected against inadvertent operation, for example, by guarding.

Centre-controlled sit-on counterbalance lift trucks (as defined in ISO 5053-1:2020, 3.3) with a rated capacity up to and including 10 000 kg and sit-on, side‑loading trucks (as defined in ISO 5053-1:2020, 3.6) shall have a restraint device, system or enclosure intended to reduce the risk of entrapment of the operator's head and/or torso between the truck and the ground in the event of a lateral tip-over. Such means shall not unduly restrict the operation of the truck, e.g. the operator's access, egress, and/or visibility.

Warnings and instructions on the purpose and use of the restraint system and action to be taken in the event of a tip‑over so as to reduce the risk associated with the operator's head impacting a solid surface, shall be provided on the truck and described in the instruction handbook (see 6.2).

If a restraint system incorporates the use of a lap type seat belt, it shall be fitted to all seats including additional operators seat and instructor seat for training and this system shall be in accordance with ISO 24135-1:2006.

Lateral restraint systems other than lap type seat belts shall be in accordance with EN 17314:2020.

Operator restraint requirements for sit-on counterbalance lift trucks can be subject to regional requirements, additional to the requirements of this document, including requirements for centre-controlled sit-on counterbalance lift trucks (as defined in ISO 5053-1:2020, 3.3) with a rated capacity up to and including 10 000 kg, and sit-on, single side-loading trucks. See ISO/TS 3691-8:2019 and EN 16307:2024.

Additional operator position(s) shall be in accordance with 4.7.1, 4.7.2, 4.7.3, 4.7.4, 4.7.5, 4.7.6, 4.7.7, and 4.7.8.

Front-seated operator positions in accordance with Figure 2 shall be provided with an ergonomic support for the operator when travelling load trailing (e.g. a hand hold).

In order to reduce the hazards of longitudinal and lateral tip-over in the operating conditions foreseen by the manufacturer, the trucks specified below shall conform to the stability requirements given in the applicable part of the ISO 22915 series, as listed below, without visible permanent deformation of the structure (see 5.2):

— basic test criteria and requirements for all applicable truck types, ISO 22915-1:2024;

— counterbalance lift trucks with mast, ISO 22915-2:2018;

— reach and straddle trucks, ISO 22915-3:2021;

— pallet stackers, double stackers and order-picking trucks with operator position elevating up to and including 1 200 mm lift height, ISO 22915-4:2018;

— side-loading trucks, ISO 22915-5:2020;

— bidirectional and multidirectional trucks, ISO 22915-7:2016;

— counterbalance lift trucks with mast handling freight containers of 6 m (20 ft) length and longer, ISO 22915-9:2014;

— rough-terrain trucks with mast, ISO 22915-13:2012;

— counterbalance lift trucks with articulated steering, ISO 22915-15:2020;

— lateral- and front-stacking trucks with and without elevating operator position, ISO 22915-22:2014.

The stability of trucks lifting less than 500 mm shall be tested according to the test requirements specified for travelling by the appropriate International Standard for stability for a similar truck design equipped with a mast e.g. pedestrian-controlled pallet trucks tested according to the travelling requirements of ISO 22915-4:2018.

Stability requirements can be subject to regional requirements, additional to the requirements of this part of ISO 3691. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

For specific operating conditions foreseen by the manufacturer, additional stability tests shall be carried out in accordance with the following parts of the ISO 22915 series, as applicable:

— trucks operating in the special condition of stacking with mast tilted forward and load elevated, ISO 22915-8:2018;

— trucks operating in the special condition of stacking with load laterally displaced by powered devices, ISO 22915-10:2023;

— trucks operating in the special condition of offset load, offset by utilization, ISO 22915-20:2023.

Rough-terrain trucks shall be equipped with a levelling indicator to enable the operator in the normal operating position to verify the truck is within the tilt limitations (for longitudinal and lateral axes) specified by the manufacturer.

General

4.9.1.1.1 Rider-controlled trucks with a lift height of more than 1 800 mm above the floor shall be fitted with an overhead guard conforming to ISO 6055:2023 to protect the operator from falling objects. Requirement for the height at which an overhead guard shall be provided is further specified in 4.9.1.1.2 and 4.9.1.1.3.

4.9.1.1.2 Trucks with an elevating operator position up to and including 1 200 mm that cannot lift the upper face of the fork blades or the load carrying platform more than 1 800 mm above the operator platform do not need an overhead guard.

4.9.1.1.3 Stand-on double-stacker as defined in ISO 5053-1:2020, 3.17 with a lift height above 1 800 mm can be subject to regional requirements, additional to the requirements of this part of ISO 3691. See PrEN 16307-1:2025 .

Additional protection against falling small objects

The overhead guard specified in 4.9.1.1 shall be constructed in such a manner that it can be provided with an additional means to increase the protection of the operator against falling small objects.

Lift height restriction for trucks with a foldable operator platform

Pedestrian-controlled trucks with a foldable platform as specified in 4.7.3.3 shall be provided with means to prevent lifting the load over 1 800 mm from the floor when at least one lateral support arm is in its extended position. This does not apply if an overhead guard as specified in 4.9.1.1 is fitted on the truck.

Provision for load backrest extension

Trucks with a lift height of more than 1 800 mm fitted with fork arms or load platform, or attachments fitted with fork arms or load platform shall be designed so that they can be fitted with a load backrest extension.

Size of openings

The size of openings in the load backrest extension, if provided, shall not exceed 150 mm in one of the two dimensions.

Trucks shall be equipped with an operator-controlled audible warning device.

Trucks with remote control shall be equipped with either an operator controlled audible warning device actuated from the control pendant or an audible or visual warning device active whilst the truck is in motion under remote control.

The truck shall be provided with means to prevent the user from separating the pieces of a divided wheel rim before removing it from the axle of the truck. Instructions on the proper means of deflating the tyre pressure and removing the tyre from the wheel rim shall be provided in the instruction handbook (see 6.2).

NOTE: Divided or multi-piece wheel rims with inflated pneumatic tyres are considered stored energy devices. See 4.1.6

General

Batteries shall be covered.

The battery housing shall be constructed and located and the battery installed so as to avoid electrolyte coming into contact with the operator in the event of tip-over and/or to avoid the accumulation of vapours in places occupied by the operator.

A removeable battery cover, if any, shall be designed to prevent unintentional displacement of the cover.

Unauthorized access

On trucks with a nominal battery voltage exceeding 120 V d.c., if a lockable cover is not present on the battery enclosure, facilities shall be provided to enable the battery compartment to be secured so as to prevent unauthorized access to the battery.

Metal cover

Metal covers shall provide an air space of at least 30 mm above the live parts of the battery. Alternatively, the air space may be reduced to a minimum of 10 mm provided the metal cover or live parts of the battery are insulated in such a manner that disintegration and/or displacement of the insulation is prevented.

Metal covers shall be so designed that no force is transmitted to and no contact is made with the battery cells or connectors when a force of 1 140 N is applied to the metal cover over any area not exceeding 300 mm x 300 mm.

Non-metallic cover

For non-metallic covers of battery compartments, the following applies.

a) The cover shall have a fire resistance according to 4.11.1.2.

b) The cover shall be subjected to an impact test of 136 J, the impact being produced by dropping a steel sphere having a diameter of 100 mm and mass of 4,11 kg from a height of 3,3 m. If the battery is located under an overhead guard, the impact may be reduced to 68 J, produced by dropping a steel sphere having a diameter of 100 mm and mass of 4,11 kg from a height of 1,65 m.

After the impact test, there shall be no physical damage to the battery or to the cells, and non-insulated live parts exposed by the test shall be protected to the degree of IPXXB in accordance with IEC 60529:1989+A1:1999+A2:2013.

c) If metallic parts project into the battery compartment, then 4.9.5.3 applies.

Ventilation for lead-acid traction battery

The compartment and enclosure that houses a lead-acid battery shall be provided with means for ventilation that reduce the likelihood of accumulation of explosive hydrogen-air mixture during truck operation.

When openings are positioned such that gases can escape freely, these shall be located away from the operator's position. Ventilation openings are usually satisfactory if they provide a cross-section, in mm², equal to half the number of cells, multiplied by the rated capacity in Ampere-hours. This level of ventilation is not intended to cover the charging condition.

On battery-powered trucks, means shall be provided to prevent the maximum mass battery from moving more than 15 mm in a horizontal direction during normal operation (for example turning and braking).

In addition, on rider-controlled type trucks — where the displacement of the traction battery poses a risk of injury to the operator due to a tip-over — a battery-restraint device(s) shall restrict the battery displacement to no more than 100 mm into the space normally occupied by the operator or from moving more than 100 mm in a lateral direction beyond the limits of the battery compartment. A tip-over can be simulated by allowing a static truck to fall free from its critical balance point impacting on a horizontal plane. A complete truck is not required for this test, but all battery compartment related parts shall be fitted. The movement of the battery shall not interfere with the operator's egress from the truck.

The starter battery on engine-powered trucks shall be restrained from movement.

Battery-powered trucks with batteries intended to be removable shall be designed such that batteries with a mass in excess of 25 kg can be removed using rollers or a means which supports the weight of the battery during removal, e.g. an opening for slings in the overhead guard.

Automatic charging connections rated above 60 VDC or 25 VAC shall be designed to prevent shock hazards arising from accidental contact with live parts in accordance with IEC 61558-1:2017.

A truck equipped with an automatic charging system shall be designed such that the reachable charging contacts are only activated when the truck is connected to the charging device.

When the charging contacts are energized, it shall not be possible to induce any truck movement.

Automatic battery charging requirements can be subject to regional requirements, additional to the requirements of this part of ISO 3691. See PrEN 16307-1:2025 and ISO/TS 3691-8.

Visibility requirements can be subject to regional requirements, additional to the requirements of this part of ISO 3691. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

NOTE For visibility information for the user, see 6.2.3.

When fitted, travel lights, working lights and signal lights shall be mounted in a position that avoids dazzling of the operator. Working lights shall be adjustable or installed in a way to avoid disturbing shadows.

General

If a cabin as defined in ISO 5053-3:2024, 3.5, is fitted instead of an overhead guard, it shall conform to 4.9.1.

Fire resistance

All material and components of the cabin shall be fire-resistant. The maximum burning rate shall not exceed 250 mm/min using the standard test piece tested in accordance with ISO 3795:1989.

Ventilation

If a cabin is provided, a ventilation system shall be fitted which is able to exchange the volume of air of the cabin twice an hour as a minimum. Window(s) that can be opened satisfy this requirement.

Heating system

Where a cabin is fitted with a heating system, the air intake should be connected to a fresh air inlet; recycling of the air is permissible. The heater shall be securely fixed. The heating system shall be so designed that the requirements of 4.7.6 can be met.

Demister and defroster

The cabin shall have a demist/defrost capability, for the windscreen and rear window, for example by means of a heating system or a particular defrosting device.

Access and emergency exit

The cabin shall have an access and an emergency exit conforming to ISO 2867:2011. The emergency exit, which may be a window, shall allow escape in a different direction than that of the normal exit.

Additional operator's position

If an additional operator's position is equipped within a cabin, it shall meet the requirements of 4.11.1.1 to 4.11.1.6.

If truck is equipped with windows and glass is used in the window apertures, it shall be toughened or laminated.

Windscreen wiper(s) and washer(s) shall be fitted to allow the operator a clear view of the operating area. Wiper(s) and washer(s) for the rear window may be omitted if the truck is driven predominantly in the forward direction, e.g. tow tractors.

Where a transparent cabin roof window is provided, the truck shall be designed so that it can be fitted with a wiper and a washer for the roof window.

Wiper(s) and washer(s) may be omitted entirely if the truck only operates within an indoor area.

Noise emissions can be subject to regional requirements. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

Whole-body vibrations transmitted to the operator can be subject to regional requirements. See PrEN 16307-1:2025 .

EMC can be subject to regional requirements. See ISO/TS 3691-8:2019.

For electromagnetic immunity, trucks shall conform to EN 12895:2015+A1:2019, clause 4.2.

NOTE 1: Trucks are not usually a source of electromagnetic radiation that can cause harmful effects on operators or bystanders due to parts, material, or substances.

NOTE 2: Trucks can integrate radio equipment that use carrier frequencies for communication or radiodetermination purposes. This leads to electromagnetic radiation emitted around the truck, physical phenomena that are covered by separate legislation. Trucks can integrate electromagnets connected to the forks used to handle loads. This leads to high level of magnetic field around the truck, physical phenomena that are covered by separate legislation too.

Location for lifting points

When a truck can be lifted without disassembling, locations for lifting points shall be provided and shall be indicated on the truck and/or in the instruction handbook (see 6.2).

When individual assemblies of the truck can be removed for normal operation and/or transport, then lifting points shall be provided and these shall be indicated on the assemblies and/or in the instruction handbook.

Lifting points for transportation shall be arranged such that there is no possibility of sudden movement.

Tie-down points

Tie-down points for transportation of the truck or assemblies (e.g.mast) shall be provided and indicated on the truck/assemblies or in the instruction handbook (see 6.2). Tie-down points shall be arranged to restrain the truck and components during transport.

Tie-down points shall be able to withstand a horizontal force equal to the weight of the truck or assembly in both the lateral and transverse direction without visible permanent deformation.

NOTE 1: Air transport is not considered as applicable to industrial trucks.

NOTE 2: For guidance on tie-down and lifting points, see ISO 15818:2017.

Lifting of removable attachments

Locations for the lifting of a removable attachment shall be provided and shall be indicated on the attachment (see 6.3.1.2) and/or in the instruction handbook.

Lifting points for transportation of the attachment shall be arranged such that there is no possibility of sudden movement.

Trucks used for towing trailers shall be fitted with towing or coupling devices designed, constructed and arranged to reduce hazards of connection and disconnection.

If a coupling pin is part of the towing device, it shall be secured from becoming dislodged or falling out during operation. The pin retaining device shall not be detachable (i.e. cotter pin is not permitted).

Levers and handles shall be designed such that in the normal range of motion there is a minimum distance of 25 mm from other parts of the trailer coupling and from adjacent parts of the truck.

In case of a series of identical trucks, a representative sample of trucks may be tested.

NOTE Annex C provides a list for the verification methods of the safety requirements and/or protective measures.

For all safety requirements and/or protective measures given in Clause 4, it shall be verified that they have been incorporated into the design and manufacture of the truck.

Verification shall be achieved using either one or a combination of the following methods:

a) by physical testing (for example, functional test, strength test of a guard, stability test);

b) by physical measurement (for example, measurement of noise emission);

c) by calculation (for example, position of the centre of gravity, computer aided engineering), or

d) by any other method (for example by visual inspection or verification of drawings).

These tests are to be performed on a sample that is representative of series production. The structural components of the truck and its attachments shall carry static loads of 1,33 Q₁ and 1,33 Q₂ for 15 min each, where:

The truck shall be on substantially level ground with the mast in the substantially vertical position and may be anchored to prevent tip-over.

The loads may be applied at the corresponding height by means independent of the truck. The test shall not result in any visible permanent deformation or damage.

Functional verification shall be carried out on each truck to verify that it is able to perform the tasks for which it was designed. These tests shall be performed according to the manufacturer's instructions. They shall be performed by trained persons either operating and testing the truck according to the manufacturer's instructions or simulating these tests by any method giving an equivalent effect and producing substantially the same result.

Each truck shall be inspected to ensure 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.

These tests are to be performed on a sample that is representative of series production. The requirement in 4.3.2 shall be verified by testing according to section 6.3.1 or 6.3.2 of ISO 6292:2020 with the exception of having the energy supply of the service brake removed during the test and the following requirements.

For automatically applied brakes, the stopping distance measurement shall start when the energy supply for the service brake is removed.

For manually applied brakes, the stopping distance measurement shall start when the brake control device initiates braking.The braking system shall bring the truck to a stop in a distance that does not exceed 300 % of that specified in table 2 of ISO 6292:2020 or the drawbar pull shall not be reduced by more than 66 % of table 3 of ISO 6292:2020.

The truck shall be tested according to the following conditions and shall meet the following requirements:

— the truck shall be laden or unladen, whichever is the least favourable condition;

— interrupt the power supply to the steering system before starting the spiral movement;

— the truck shall steer into a spiral movement at a speed of 10 km/h ± 2 km/h or maximum speed if maximum speed is less than 10 km/h, starting from the straight ahead position, the test shall be carried out on substantially firm, smooth, level and prepared surfaces;

— the maximum steering effort on the steering control shall be measured from the straight-ahead position after interruption of the power supply, until the truck enters and negotiates a turning circle of 12 m radius measured at the outermost steering wheel;

— the duration of the manoeuvre (time between the moment when the steering control is first operated and the moment when the truck enters a turning circle of 12 m radius) shall not exceed 8 s;

— one manoeuvre shall be made to the left and one to the right;

— the emergency steering effort required to achieve a turning circle of 12 m radius, starting from the straight ahead position, shall not exceed 600 N. Higher efforts of duration less than 0,5 s are permitted.

a) Test conditions

1) The representative truck to be tested shall reflect the worst-cases of longitudinal stability and structural strength considering lift height, actual capacity load, and corresponding lowering speed that is approved by the manufacturer.

2) For the purposes of this test, the test load on the forks shall be 110 % of actual capacity as approved by the manufacturer.

3) Testing shall be performed on flat level surface.

4) The truck mast shall be substantially vertical.

5) The truck shall be secured to prevent total tip-over. The means for preventing tip-over shall impose no impactful restriction on the truck until the tip over instant occurs.

6) The load shall be secured (for example chained).

7) Hydraulic fluid (if applicable) shall be at normal operating temperature.

8) Set the lowering deceleration rate to the maximum achievable.

9) For reach trucks, testing shall be performed with the reach mechanism in the fully extended position if lowering speeds > 0,6 m/s are possible in this condition.

b) Testing case

1) Raise test load to worst-case lift height

2) Lower at maximum acceleration.

3) When maximum lowering speed is achieved, rapidly release the lowering control.

c) Verification criteria

1) Tip-over as defined in 3.6 of ISO 22915-1:2024 shall not occur, and

2) There shall be no failure or visible permanent deformation of any truck components.

These tests are to be performed on a sample that is representative of series production. The requirements in 4.6.3.3.2 shall be verified by opening a hydraulic hose simulating an instantaneous and complete hose failure. The lowering speed measurement shall be commenced 1 s after the hose failure simulation has been triggered. The test shall be conducted with the hydraulic fluid at the normal operating temperature and with both the rated load and with 50 % of the rated load. This test may be conducted with the mast in a fixture that is equivalent to normal installation.

a) Testing conditions for trucks with lowering speeds > 0,6 m/s

1) The representative truck to be tested is to reflect the worst-case longitudinal stability considering lift height, actual capacity load, and corresponding lowering speed that is approved by the manufacturer.

2) For the purposes of this test, the test load on the forks shall be the actual capacity as approved by the manufacturer.

3) Testing shall be performed on flat level surface.

4) Truck mast shall be substantially vertical.

5) The truck shall be secured to prevent total tip-over. The means for preventing tip over shall impose no impactful restriction on the truck until the tip over instant occurs.

6) The load shall be secured (for example chained).

7) Hydraulic fluid shall be at normal operating temperature.

8) Install a component or device to simulate a catastrophic failure e.g. hydraulic hose failure, pipe failure, mechanical blockage.

9) For reach trucks, testing shall be performed with the reach mechanism in the fully extended position if lowering speeds > 0,6 m/s are possible in this condition.

b) Test sequence

1) Raise the test load to the worst-case lift height as stated in a) above.

2) Lower the test load at maximum acceleration.

3) Rapidly activate the device to simulate the failure.

c) Verification criteria

1) Tip-over as defined in 3.6 of ISO 22915-1:2024, shall not occur, and

2) There shall be no failure or visible permanent deformation of any truck components.

Each truck and removable attachment shall be supplied to the user with an instruction handbook(s), covering operating and regular servicing and addressing all identified hazards, provided in the language(s) of the country in which the truck is to be used, where required by national law. See also ISO 12100:2010, 6.4.5.

There is no need for the workshop and parts handbooks intended for use by specialized personnel employed by the manufacturer or their authorized representative to be supplied with each truck, and these can be provided in the language of the country where the truck is to be used, as required by national law. In other cases, the instructions shall be in a language agreed between the truck supplier and purchaser.

The truck instruction handbook(s) shall include, as applicable, at least the following information:

a) name and address of the manufacturer or authorized representative;

b) designation of type, e.g. counterbalance lift truck, side-loading truck;

c) description of the truck and accessories;

d) attachments supplied with the truck and their assembly instructions and precautions;

e) details of use of a removable load backrest extension. Load backrest extensions, if provided, should have height, width, and size openings sufficient to minimize the possibility of the load falling toward the operator’s position;

f) details for the installation of a fire extinguisher, if required by the application of the truck;

g) admissible wheel rims and tyres with inflation pressures for pneumatic tyres;

h) description of safety devices and warning labels;

i) information on stability (e.g. explanation of capacity plate, factors that affect stability);

j) the static test coefficient (e.g. load rating) used for lifting accessory (e.g lifting device, strap, eyelet, chain) delivered with the truck, if applicable;

k) restrictions on suitability of certain operators, e.g. height limit for reduced height overhead guards;

l) instructions on the functional test procedures available to the user.

Truck instruction handbook(s)can be subject to regional requirements, additional to the requirements of this document. See EN 16307-1:2024.

The attachment instruction handbook(s) shall include, as applicable, at least the following information:

a) name and address of the manufacturer or authorized representative;

b) designation of type, e.g. paper roll clamp;

c) description of the attachment and accessories;

d) assembly instructions and precautions;

e) details of use of a removable load backrest extension;

f) description of safety devices and warning labels

g) description of the powered movement of the attachment that cause a displacement of the centre of gravity of load exceeding limits of applicable parts of the ISO 22915 series;

NOTE Attachment instruction handbook can be part of the truck instruction handbook.

The instruction handbook(s) shall include, as applicable, at least the following information:

a) intended uses of the truck and attachments, and examples of hazardous misuse;

b) training requirements for the operator;

c) function of operating controls and displays;

d) pre-shift checks before the truck is put into operation;

e) instructions for adjustment of the operator's seat;

f) instructions for operation with/without cab, with/without doors;

g) instructions for access and egress;

h) instructions for safe handling by the operator, e.g. when changing attachments or moving fork arms;

i) requirements of the ground/floor where the truck is to be used;

j) instructions for starting, driving and stopping the truck;

k) instructions for handling loads, warning about the hazards due to the action of wind forces;

l) instructions and restrictions when operating on a gradient;

m) instructions for towing with the truck, when permitted;

n) instructions for parking the truck;

o) warning of residual risks during the use of the truck and its attachments, including crushing and shearing hazards;

p) climatic conditions in which the truck is designed to operate;

q) information about the direction of turning of the truck in relation to rotation of the steering wheel for end‑controlled trucks;

r) information about operating the truck with loads causing insufficient visibility;

s) information on the use of any visual aid provided;

t) instructions when operating a fine positioning control for trailer coupling;

u) information or instructions on action to be taken in the event of a malfunction;

v) information for operation of the truck by a remote-control device, e.g. visibility, control activation, cable management;

w) the normal operating conditions as specified by the manufacturer, i.e. those for which the truck has been designed and the manner in which the truck will be used;

x) instructions on the use of the operator-restraint device, system or enclosure, and guidance on the operator's behaviour in the event of a tip-over;

y) information about lighting of the working area;

z) the procedure for movement of an inoperative truck (for example towing, use of drawbar);

aa) instructions against operation with guarding removed;

bb) information about specific fixed guard(s) (e.g. protective screen) and their use, where applicable;

cc) lift height for travelling;

dd) crushing and shearing hazards for the operator of pedestrian-controlled trucks with or without foldable operator platforms, end-controlled pallet trucks and reach trucks, between parts of the environment and the truck during driving forward;

ee) instructions to the operator in the event of a tip-over or off-dock accident. For a stand-on end-control truck, step off and away from the truck;

ff) information and instructions for using attachments, including;

— operating pressure,

— flow rate,

— hydraulic fluid specification,

— purification grade;

gg) information and instruction for using tiller head safety device;

hh) information or instructions regarding modification of the truck, which can introduce hazards or risks not considered by manufacturers and can invalidate existing truck risk assessments;

ii) Instructions for inspecting the automatically acting foldable platform function.

The instruction handbook(s) shall include, as applicable, at least the following information:

a) specification of approved batteries and on-board battery chargers;

b) procedure for safe handling of batteries, including installation, removal and secure mounting on the truck;

c) warning of risks of accumulation of hydrogen under covers;

d) battery charging procedures and instructions;

e) service mass of battery and ballast when required.

The instruction handbook(s) shall include at least the following information:

a) approved fuels;

b) procedure for safe handling of fuels;

c) procedure for refuelling;

d) warning of the effect of exhaust emissions in confined spaces;

e) warning of the effect of exhaust emissions for the operator.

The instruction handbook(s) shall include, as applicable, at least the following information:

a) training and qualifications needed for service and maintenance staff;

b) safe procedure for the identification, detection and correction of faults, including testing the availability of the following safety functions:

— Activation of warning when operator leaves truck without applying the parking brake (see 4.2.2.2)

— Preventing the engine from being started while the transmission is engaged (see 4.2.2.3)

— Prevent powered travel when operator is not in the normal operating position (see 4.2.2.4)

— Prevent load handling movements when the operator is not in the normal operating position (see 4.6.4.3)

— Limit the travel speed (see 4.2.3, 4.6.6.6.b)

— Stop powered truck movement towards the operator (see 4.4.2.4.e)

— Secondary action to prevent unintentional release of the load (see 4.4.4.1)

c) instructions for changing tyres or wheels;

d) instructions for verification that markings, e.g. decals, are in place and legible;

e) instructions for de-energizing of stored energy components;

f) access to maintenance while working at height;

g) servicing operations for which no specific skills are required;

h) use of approved spare parts;

i) drawings and diagrams necessary for truck service and maintenance;

j) instructions for disposing of waste material (e.g. oils and battery);

k) type and frequency of inspections and maintenance operations, with particular attention to the replacement and durability of wear and serviceable parts, parts likely to degrade (e.g. due to solar irradiation), emissions systems, and to the user's logbook (e.g. filter, brakes, chains, hydraulic hoses);

l) instructions for removing and reattaching guarding;

m) instructions for regular verification of seat belt related to

1) cut or frayed straps,

2) worn or damaged hardware, including anchor points,

3) buckle or retractor malfunction,

4) loose stitching.

n) instructions for inspecting seat and mountings ;

o) instructions for inspecting other operator restraint means;

p) information for safe handling of hydraulic oil , grease and battery electrolyte;

q) specification for approved hydraulic oils and greases.

The instruction handbook(s) shall include, as applicable, at least the following information:

a) mass and overall dimensions of the truck and dismantled parts for transport, commissioning and storage;

b) procedures for transporting, including loading, securing (e.g. tie-down), and unloading;

c) procedure for truck reassembly and mounting of attachments;

d) functional tests on completion of commissioning;

e) procedure for movement of an inoperative truck;

f) procedure for prolonged shut down and storage of trucks;

g) procedure for recommissioning after storage.

Truck modification outside Europe is subject to regional requirements. See ISO/TS 3691-8:2019.

Trucks

Trucks shall be marked legibly and indelibly (e.g. weather-proofed, profiled letters) with at least the following details:

a) name and address of the manufacturer or his authorized representative;

b) designation of series (e.g. model) or type;

c) serial number and year of manufacture;

d) one of the following:

— in the case of battery-powered trucks with batteries intended to be removed by the user, unladen mass of the truck in working order and without removable attachments without battery, but with fork arms or integral attachments, the actual mass being permitted to vary from the stated mass by up to ±5 % or 1 000 kg, whichever is the lower of the two;

— in all other cases, unladen mass of the truck in working order and without removable attachments but with fork arms or integral attachments, the actual mass being permitted to vary from the stated mass by up to ±5 % or 1 000 kg, whichever is the lower of the two;

e) actual capacity at maximum lift height and associated load centre distance; where a secondary mast is fitted to a truck, the capacity at maximum lift shall be determined with the secondary mast fully elevated;

f) actual capacities at other lift heights and associated load centre distances, if applicable;

NOTE Capacities can be subject to regional requirements. See ISO/TC 3691-8:2019.

g) actual capacity with each removable attachment fitted, at the manufacturer's authorized lift height(s) and associated load centre(s), these actual capacities being easily readable by the operator in the normal operating position;

h) on battery-powered trucks, the authorized maximum and minimum battery mass and the system voltage;

i) for trucks used for towing the maximum vertical force on the towing point connection, in N;

j) for trucks used for towing the rated drawbar pull as specified in Annex A.3 on the towing point connection, in N;

k) the nominal power in kW, e.g. marked on the engine or electric motor(s).

Marking requirements can be subject to regional requirements, additional to the requirements of this part of ISO 3691. See PrEN 16307-1:2025 and ISO/TS 3691-8:2019.

Removable attachments

Fork arm extensions and telescopic fork arms shall be marked in accordance with ISO 13284:2020, 10.1 or 10.2 as applicable.

Other removable attachments shall be marked legibly and indelibly (e.g. weather-proofed, profiled letters) with at least the following details:

a) name and address of the attachment manufacturer or their authorized representative;

b) model or type;

c) serial number and year of manufacture;

d) mass of attachment, which may vary from the stated figure by up to ±5 % or 200 kg, whichever is the lower of the two;

e) longitudinal horizontal distance of the centre of gravity of the attachment from the mounting face on the truck;

f) rated capacity;

g) in the case of hydraulically or pneumatically operated attachments, the maximum operating pressure recommended by the attachment manufacturer;

h) load centre distance, if applicable;

i) lost load centre distance (also known as effective thickness);

j) the instruction “Capacity of the truck and attachment combination may be less than the capacity shown on attachment. Consult truck information plate.”

Marking of controls

Controls shall be legibly and indelibly marked (e.g. weather-proofed, profiled letters) with graphical symbols indicating the function(s), except for: accelerator pedal, butterfly switches for traction, brake pedal, clutch pedal, mechanical parking brake pedal/lever, inching pedal, steering wheel. Each symbol shall be affixed on, or in close proximity to, the control to which it applies. The marking shall be visible prior to activation of these controls. Control symbols shall conform to ISO 3287:1999, for defined graphical symbols.

If marking can be indicated by other equally effective means (e.g. by a display), marking shall conform to the control symbol requirements given in ISO 3287:1999.

If a truck is designed to operate in special conditions (see 4.1.1. and 4.8.2), the manufacturer shall provide, where appropriate, and in addition to the information provided in the instruction handbook, an information plate on the truck identifying those special conditions of use, including capacity if different from the capacity during normal operation (see 4.1.2).

Marking for tie-down and lifting points of trucks

Locations of tie-down and lifting points shall be clearly indicated on the truck or shall be declared in the instruction handbook. Symbols for lifting and tie-down point(s) shall conform to ISO 3287:1999.

Pneumatic tyre inflation pressure

The specified inflation pressures shall be clearly indicated on the truck.

Filling points

Filling points for fuel and hydraulic fluid shall be clearly indicated on the truck in accordance with ISO 3287:1999.

Warning signs

Symbols giving warnings of remaining hazards shall be affixed to the truck and attachments on, or in close proximity to, the hazard concerned. Warnings shall be in accordance with ISO 15870:2000.On stored energy devices (see 4.1.6), a warning label and the method for removing any stored energy shall be affixed to that component and noted in the service handbook.

Restrictions on suitability of certain operators, (e.g. height limit for reduced height overhead guards) shall be marked so as to be clearly visible at the point of access.

If any of the information in 6.3.1, 6.3.2, 6.3.3 and 6.3.5 is in words, it shall be written in the language(s) of the country in which the truck is to be used, in accordance with national law. In other cases, the instructions shall be in a language agreed between the truck supplier and purchaser.

Information or symbols giving instructions for the use of the operator restraint system or enclosure shall be visible to the operator in the normal operating position.

1. 
   (normative)
   
   Determination of driving direction and rated capacity
   1. Forward-driving direction

The forward-driving or forward direction is dependent on the type of truck.

a) For sit-on trucks where the operator is facing the line of travel, load leading is the forward direction.

b) For sit-on trucks where the operator is facing approximately at a right angle to the line of travel, load trailing is the forward direction.

c) For side-loading trucks (one side only) where the operator is facing towards the line of travel, the direction in which the operator is facing is the forward direction.

d) For side-loading trucks (one side only) where the operator is facing approximately at right angles to the line of travel, the forward direction is the end at which the operator is positioned.

e) For trucks with an elevated operator position, the forward direction is the direction in which the operator is oriented when facing the travel controls.

f) For pedestrian-controlled trucks and low-lift order-picking trucks, load trailing is the forward direction.

g) For stand-on, end-controlled trucks where the operator is facing the line of travel, load leading is the forward direction.

h) For stand-on, end-controlled trucks where the operator is facing at a right angle to the line of travel, the travel direction is defined only by load trailing or load leading.

• 1. Rated capacity
     1. Specification
        1. High-lift trucks with masts

The rated capacity shall be determined under the following (see Figure A.1):

— load centre of gravity positioned at the standard load centre distance, D (see A.2.3);

— load Q vertically lifted to the standard lift height, H (see A.2.2);

— a truck equipped with a double mast that has a maximum lift equal to the standard lift height.

When the truck does not utilize a two-stage mast, it should be given a rated capacity at the standard lift height as if the mast were available.

If the lifting height of the mast is lower than the standard lift height, H, the rated capacity is still assessed at the standard lift height.

NOTE: Trucks with a maximum lift height lower than the standard lift height can have a maximum actual capacity greater than the rated capacity.

Key

1 load centre of gravity, positioned in the longitudinal plane of symmetry between the mast uprights

D standard load centre distance

H standard lift height

Q rated load

Figure A.1 — Rated load configuration

• • • 1. Pedestrian-controlled, pallet-stacker trucks

For the rated load, Q, the following apply (see Figure A.1):

— load centre of gravity positioned at the standard load centre distance, D (see A.2.3);

— load Q vertically stacked to the standard lift height, H (see A.2.2).

• • • 1. Double-stacker trucks

In addition to specifying the rated capacity for the truck, a rated capacity is also specified for the mast.

TRUCK

The rated capacity is the maximum load, given by the manufacturer, expressed in kg and uniformly distributed over the length of the fully lowered fork arms with the vertical centre of gravity of the load at dimension D in A.2.3.

NOTE: when fully lowered, fork arms are resting on the truck load arms.

MAST

The rated capacity shall be determined under the following (see figure A.1):

— load centre of gravity positioned at the standard load centre distance, D (see A.2.3);

— load Q vertically stacked to the standard lift height, H (see A.2.2).

• • • 1. Scissor-lift pallet trucks

The rated capacity is the maximum load, given by the manufacturer, expressed in kg and uniformly distributed over the length of the fork arms that the truck is capable of carrying and lifting in normal operation.

• • • 1. Low-lift and fixed-platform trucks

The rated capacity is the maximum load, given by the manufacturer, expressed in kg and uniformly distributed over the the length of the fork arms or load-carrying platform or device that the truck is capable of carrying and, if applicable, lifting in normal operation with the vertical centre of gravity of the load at dimension D in A.2.3.

• • • 1. Removable attachments

For such attachments the rated capacity is the maximum load, expressed in kg, at a specified load centre determined by the attachment manufacturer that the attachment is capable of handling in normal operation.

• • 1. Standard lift height, H

Standard lift height values, expressed in mm, are measured from the ground to the upper face of the fork arm blades or load-carrying platform, and are as follows for the trucks covered by this document:

— for pallet-stacking trucks and high-lift platform trucks having a width across fork arms or load-carrying platform up to and including 690 mm, and for counterbalance lift trucks below 1 000 kg rated load, H = 2 500 mm;

— for all other types of trucks, up to and including 10 000 kg rated load, H = 3 300 mm;

— for all other types of trucks, above 10 000 kg rated load, H = 5 000 mm.

• • 1. Standard load centre distance, D

Distance D, expressed in mm, is measured from the centre of gravity of the load measured horizontally to the front face of the fork arm shank and vertically to the upper face of the fork arm blade.

For counterbalance lift trucks, the values of D are according to Table A.1.

Table A.1 — Standard load centre distance

— For side-loading trucks and lateral- and front-stacking trucks, D is as specified by the manufacturer.

— For trucks where the load centre distances differ from those specified in Table A.1 for special applications, the respective rated capacity should be specified.

— For all other types of trucks, up to and including 10 000 kg, rated load, D = 600 mm.

NOTE Some Asian countries use a load centre distance of 500 mm for reach trucks and high-lift order-picking trucks with a rated capacity up to and including 3 000 kg.

• 1. Rated drawbar pull of tractors

The horizontal drawbar pull at the coupling, in N, given by the manufacturer, is that which the tractor can develop at a specified coupling height while travelling on a smooth, dry and horizontal concrete surface as follows:

— for tractors powered by an internal combustion engine, while moving at a uniform speed of not less than 10 % of the rated no-load speed;

— for battery-powered tractors, that which can be sustained continuously for a period of 1 h.

For rider-controlled tractors the rated drawbar pull should be established using an operator mass of 90 kg (ballasted accordingly).

The requirements for the quality of the driving surface can differ indoors and outdoors. This surface quality depends on the operating conditions of the tractor [see 6.2.3 i)].

1. 
   (informative)
   
   List of significant hazards

This list contains all the significant hazards, hazardous situations and events, as far as they are dealt with in this document, identified by risk assessment of trucks and which require action to eliminate or reduce the risk. See Table B.1.

NOTE The structure of the table is based on that of ISO 14121-1:2007, Table A.1. The order of lines within a group corresponds to the truck functionalities.

Table B.1 — List of significant hazards

1. 
   (informative)
   
   Verification recommendations

Table C.1 — Safety requirements and /or protective measures and their verification

NOTE For a description of verification methods, see 5.1.

Annex ZA
(informative)

Relationship between this European Standard and the essential requirements of Directive 2006/42/EC aimed to be covered

This European Standard has been prepared under a Commission’s standardization request “M/396 Mandate to CEN and CENELEC for Standardisation in the field of machinery" to provide one voluntary means of conforming to essential requirements of Directive 2006/42/EC of the European Parliament and of the Council of 17 May 2006 on machinery, and amending Directive 95/16/EC (recast)

Once this standard is cited in the Official Journal of the European Union under that Directive, compliance with the normative clauses of this standard given in Table Z....1 confers, within the limits of the scope of this standard, a presumption of conformity with the corresponding essential requirements of that Directive, and associated EFTA regulations.

Table ZA.1 — Correspondence between this European Standard and Annex I of Directive 2006/42/EC

WARNING 1 — Presumption of conformity stays valid only as long as a reference to this European Standard is maintained in the list published in the Official Journal of the European Union. Users of this standard should consult frequently the latest list published in the Official Journal of the European Union.

WARNING 2 — Other Union legislation may be applicable to the product(s) falling within the scope of this standard.

Annex ZB
(informative)

Relationship between this European Standard and the essential requirements of Regulation (EU) 2023/1230 aimed to be covered

This European Standard has been prepared under a Commission’s standardization request C(202X)XXXX final¹ Commission Implementing Decision of DD Month YYYY² to the European Committee for Standardization and to the European Committee for Electrotechnical Standardization as regards machinery in support of Regulation (EU) 2023/1230 of the European Parliament and of the Council (M/XXX)³ to provide one voluntary means of conforming to essential requirements of Regulation (EU) 2023/1230 of the European Parliament and of the Council of 14 June 2023 on machinery (OJ L 165, 29.6.2023).

Once this standard is cited in the Official Journal of the European Union under that Regulation, compliance with the normative clauses of this standard given in Table ZB.1 confers, within the limits of the scope of this standard, a presumption of conformity with the corresponding essential requirements of that Regulation, and associated EFTA regulations.

Table ZB.1 — Correspondence between this European Standard and Annex III of Regulation (EU) 2023/1230