EN 12642-XL A Layman’s guide to the

European load containment

standard

Published
September 2015

+44(0)1782 599 666 | www.donbur.co.uk

*Accurate at time of publication.
Contents
Introduction ....................................................................................................... 02
What is EN 12642-XL?......................................................................................... 02
Static Test (Annex A)......................................................................................... 03
Dynamic Test (Annex B).................................................................................... 04
Double Decks..................................................................................................... 05
Marking............................................................................................................... 06
The Use Of Additional Load Restraint.............................................................. 07
Retrofitting EN 12642-XL Components........................................................... 07
Interchanging EN 12642-XL Components....................................................... 07
EN 12642-XL For Your Fleet................................................................................ 07

Introduction
This document is a diluted interpretation of the 28 page BS EN 12642:2006 (L
& XL) standard, designed to enable a quicker and easier understanding of
the content and its implications. The suitability of the standard or
compliance with law or regulation is not covered here.

Where direct references are taken from the original document, they are
highlighted in blue italics and surrounded by inverted commas - ”e.g. this
content”.

Whilst the standard covers both the L (section 5.2) and XL (section 5.3)
ratings within the EN 12642 documentation, this guide only serves to cover
the more demanding and higher rated XL version.

What is EN 12642-XL?
EN 12642-XL is a whole-body, European load containment standard. Under
strict conditions, a reinforced vehicle body (either trailer or rigid bodywork
over 3,500kgs GVW) is tested by an accredited body such as the German
TUV or the UK VCA. If the bodywork passes the tests, a certificate will be
issued together with the right to apply a compliance mark to the bodywork
to indicate that the vehicle complies with the standard.

EN 12642-XL is not necessarily a legal requirement in any EU member state.

In the UK, for example, EN 12642-XL is recognised as a contributory standard
Manufactured by: DON-BUR (Bodies & Trailers) Ltd,
Mossfield Road, Adderley Green, Longton,
but is not, in itself, a legal requirement*. All individuals (consignor, operator
or driver) responsible for load restraint are advised to seek further advice to
Stoke-on-Trent, Staffordshire ST3 5BW

THIS VEHICLE BODY COMPLIES WITH THE STANDARD

determine the suitability and legal compliance of any load containment or

EN 12642-XL load restraint system.

YEAR OF MANUFACTURE - 2015 EN 12642-XL can be applied to both box van and curtainsided bodywork.

Page 2 of 7
 The Tests
Static Test (Annex A)
There are two distinct test
The static test, as the name suggests, is carried out while the vehicle is
methods, either of which can result
stationary. A framework, referred to as a reaction frame, is installed within
in a pass certificate. Both test
the vehicle body and deflated air bags are positioned in the 50mm space
methods are equally demanding
between the reaction frame and the outer bodywork (front bulkhead, sides
although the equipment needed,
and rear). The air bags are then inflated by a compressor to a
forces and thresholds are different.
precalculated pressure threshold for a minimum of 5 minutes.

It is also possible to obtain a

The minimum forces required ~
compliance certificate through
calculation although this is not
covered in this document.

0.5P to front wall

What is “P”?
Although “P” is usually recognised

0.4P to side wall

as a unit of pressure, this unit is
redefined in the standard as “the
weight force (in daN) of the
vehicle to be tested at the
authorised payload”.

0.3P to rear wall This may be confusing as the tests

are done with pressurised air bags.
In reality, the testing agency
calculates the required pressure
For example, a curtainsided trailer with a maximum payload potential of 29
(MPa) over the required curtain
tonnes (29,000 kgs) will be tested as follows:
test area in order to achieve the
required daN force. The original
Front Wall ~ 14,500 daN, Side Walls ~ 11,600 daN, Rear Wall ~ 8,700 daN
full standard document covers this
in more detail.
Approval Criteria
1 DaN is similar in unit quantity to 1
“After finishing the tests , the body structure shall show neither permanent
kg.
deformation nor other changes which would impair its intended use.”

1 daN x 10 = 10N
“1) elastic deformation occurring during the test shall not exceed 300 mm.
10N / 9.81 = 1.02 kgs
2) at a test force of 85 % of the 100 % to be used for testing there shall be no
permanent deformation.
1 daN = 1.02 kgs
3) at 100 % of the test force permanent deformation may at maximum be of
20 mm, however, aptitude for the intended function shall not be impaired.”

Page 3 of 7
 What is a suitable
Dynamic Test (Annex B)
load?
The dynamic test is usually carried out on a large tarmac asphalt area such
as an airfield. A suitable load is placed on the bed of the vehicle and it is The standard describes the load as
then driven through 4 manoeuvre types until the test criteria are achieved. “cargo units which lose their
stability under the effect of a
These manoeuvres impose G-forces on the intended surface. transverse acceleration of 0,25g.”

The minimum forces required ~ “Suitable cargo units shall be

loaded uniformly over the entire
length and width of the cargo
area of the vehicle to be tested;

0.8g to front wall

the height of loading shall be > 1/2
x loading height and loading shall
be up to the permitted total
weight.”

The Tests
0.5g to side wall Braking

0.5g to rear wall Transverse

Acceleration

A standard 44 tonne combination, for instance, should be loaded with the

maximum payload potential (circa 29 tonnes).

Approval Criteria
Change Of
The following criteria is specified for each and all of the 4 tests (as illustrated Lane Test
right).

“The cargo securing equipment shall perform its function in three

consecutive tests. If the cargo is secured by the vehicle body structure this
means that there may be no permanent deformations or tears in the walls
of the body or in their connections to the frames. If the cargo is secured by
lashing equipment such equipment shall not display any damage.” Reverse Braking

Page 4 of 7
 “On the top loading level at half
Double Decks (Section 5.4) the height of the body it is
permitted to carry ≤ 50 % of the
Special provisions are laid out for double decks as the stresses imposed on total payload. Where cargo loads
the bodywork differ from single deck trailer or rigid bodywork. on the upper deck depart from
this or where the height position of
The minimum forces for both front bulkhead and rear wall are described on the second cargo level
page 3. The minimum forces required for the side wall are as follows ~ differs, the percentage portion
changes accordingly.”
Box Van Construction

0.4P to side wall

Curtainsided Construction

0.45P to side wall

Where the supporting cross beams are of a telescopic design (sometimes

used in Europe with side pillars and cabbage board supports), an additional
0.1P should be added to the side force requirement.

Dynamic testing can also be carried out to achieve similar results.

Page 5 of 7
Marking
Compliant bodywork should be marked as follows:

“a) confirmation that the vehicle body structure complies with this standard;
b) reference to this European Standard, i.e. EN 12642;
c) indication of the pertinent requirement profile -Codes, L (5.2) or XL (5.3);
d) name of manufacturer;
e) year of production.”

“Marking shall be by means of an independent sign. However, it shall also

be integrated into the vehicle identification plate. In the latter case, points
d) and e) need not be repeated. The information under point a) shall be
provided in the local language and in English (bilingual marking may be
omitted if the manufacturer comes from an English speaking country).”

The positioning of any external sticker is not specified.

Manufactured by: DON-BUR (Bodies & Trailers) Ltd,

Mossfield Road, Adderley Green, Longton,
Stoke-on-Trent, Staffordshire ST3 5BW

THIS VEHICLE BODY COMPLIES WITH THE STANDARD

EN 12642-XL
YEAR OF MANUFACTURE - 2015

Page 6 of 7
 This document has been
The Use Of Additional Load Restraint produced for guidance only and
Don-Bur accepts no liability for any
It is possible to acquire an EN 12642-XL rating on a vehicle that uses a loss incurred (in whole or in part) as
supplementary load restraint solution; however, this caveat will be stated on a result of any interpretation (or
the issued certificate and the bodywork alone may not be capable of actions taken thereof) of this
achieving the same standard without the addition of a load restraint guide.
solution.
For further information, please refer
Retrofitting EN 12642-XL Components to the full BS EN 12642:2006
document or consult an
It is not admissible to retrofit single individual components that are claimed accredited testing agency.
to carry an EN 12642-XL rating (such as curtains or rear doors) without
carrying out a whole vehicle test.

“A calculation or test for the complete system consisting of front, rear and
side walls, roof and floor is necessary for the entire structure even if
individual components have been taken from sample structures which
have, before, been calculated or tested with positive results.”

Interchanging EN 12642-XL Components

Under certain conditions, it is possible to interchange certain components
for other EN 12642-XL components (such as exchanging a tail-lift with a
shutter).

“... it is admissible to replace individual components which have successfully

been tested within a complete system with others that have yielded the
same results in testing.”

EN 12642-XL For Your Fleet

Once a vehicle type has been tested and certified, it is permitted that the
same accreditation can be assigned to other vehicles of the same type
“structures of the same design”.

Don-Bur (Bodies & Trailers) Ltd, Mossfield Road, Adderley Green, Longton, Stoke-on-Trent,
Staffordshire ST3 5BW | +44(0)1782 599 666 | www.donbur.co.uk Page 7 of 7