BRITISH STANDARD BS EN

1317-2:1998
Incorporating
Amendment No. 1

Road restraint
systems —
Part 2: Performance classes, impact test
acceptance criteria and test methods
for safety barriers

The European Standard EN 1317-2:1998, with the incorporation of

amendment A1:2006, has the status of a British Standard

ICS 13.200; 93.080.30

12&23<,1*:,7+287%6,3(50,66,21(;&(37$63(50,77('%<&23<5,*+7/$:
BS EN 1317-2:1998

National foreword

This British Standard is the official English language version of

EN 1317-2:1998, including amendment A1:2006, published by the European
Committee for Standardization (CEN).
The start and finish of text introduced or altered by amendment is indicated in
the text by tags !". Tags indicating changes to CEN text carry the number
of the CEN amendment. For example, text altered by CEN amendment A1 is
indicated by !".
The UK participation in its preparation was entrusted by Technical Committee
B/509, Road equipment, to Subcommittee B/509/1, Road restraint systems,
which has the responsibility to:

— aid enquirers to understand the text;

— present to the responsible international/European committee any

enquiries on the interpretation, or proposals for change, and keep UK
interests informed;
— monitor related international and European developments and
promulgate them in the UK.

A list of organizations represented on this subcommittee can be obtained on

request to its secretary.
This part of BS EN 1317, together with Parts 1, 3, DD ENV 1317-4 and the
proposed Part 5, will eventually supersede BS 6779, which will then be
withdrawn. This is expected to take place by the end of 2006.

Cross-references
The British Standards which implement international or European
publications referred to in this document may be found in the BSI Catalogue
under the section entitled “International Standards Correspondence Index”, or
by using the “Search” facility of the BSI Electronic Catalogue or of British
Standards Online.
This publication does not purport to include all the necessary provisions of a
contract. Users are responsible for its correct application.
Compliance with a British Standard does not of itself confer immunity
from legal obligations.

Summary of pages
This document comprises a front cover, an inside front cover, the EN title page,
pages 2 to 9 and a back cover.
The BSI copyright notice displayed in this document indicates when the
document was last issued.

This British Standard, having Amendments issued since publication

been prepared under the
direction of the Sector Board for
Building and Civil Engineers, Amd. No. Date Comments
was published under the
authority of the Standards 15610 31 July 2006 See national foreword
Board and comes into effect
on 15 August 1998

© BSI 2006

ISBN 0 580 30104 4

 BS EN 1317-2:1998

Contents

Page
National foreword Inside front cover
Foreword 2
Text of EN 1317-2 3

© BSI 2006 i
ii blank
EUROPEAN STANDARD EN 1317-2
April 1998
NORME EUROPÉENNE
+A1
EUROPÄISCHE NORM June 2006

ICS 13.200; 93.080.30

Descriptors: Road safety, pavements: roads, safety devices, crash barriers, classifications, operating requirements, tests, impact tests,
shock resistance, acceptability

English version

Road restraint systems — Part 2: Performance

classes, impact test acceptance criteria and test
methods for safety barriers

Dispositifs de retenue routiers — Rückhaltesysteme an Straßen —

Partie 2: Classes de performance, critères Teil 2: Leistungsklassen, Abnahmekriterien für
d’acceptation des essais de choc et méthodes Anprallprüfungen und Prüfverfahren für
d’essai pour les barrières de sécurité Schutzeinrichtungen

This European Standard was approved by CEN on 5 March 1998.

CEN members are bound to comply with the CEN/CENELEC Internal
Regulations which stipulate the conditions for giving this European Standard
the status of a national standard without any alteration. Up-to-date lists and
bibliographical references concerning such national standards may be obtained
on application to the Central Secretariat or to any CEN member.
This European Standard exists in three official versions (English, French,
German). A version in any other language made by translation under the
responsibility of a CEN member into its own language and notified to the
Central Secretariat has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium,
Czech Republic, Denmark, Finland, France, Germany, Greece, Iceland,
Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden,
Switzerland and United Kingdom.

CEN
European Committee for Standardization
Comité Européen de Normalisation
Europäisches Komitee für Normung
Central Secretariat: rue de Stassart 36, B-1050 Brussels

© 1998 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national
Members.
Ref. No. EN 1317-2:1998 E
EN 1317-2:1998

Foreword According to the CEN/CENELEC Internal

Regulations, the national standards
This European Standard has been prepared by organizations of the following countries are
Technical Committee CEN/TC 226, Road bound to implement this European Standard:
equipment, the secretariat of which is held by Austria, Belgium, Cyprus, Czech Republic ,
AFNOR. Denmark, Estonia, Finland, France, Germany,
Greece, Hungary, Iceland, Ireland, Italy, Latvia,
This European Standard consists of the following Lithuania, Luxembourg, Malta, Netherlands,
parts under the general title: Road restraint Norway, Poland, Portugal, Romania, Slovakia,
systems. Slovenia, Spain, Sweden, Switzerland and
— Part 1: Terminology and general criteria for United Kingdom.
test methods;
— Part 2: Performance classes, impact test
Contents
Page
acceptance criteria and test methods for safety
barriers; Foreword 2
— Part 3: Crash cushions — Performance classes, Introduction 3
impact test acceptance criteria and test methods 1 Scope 3
for crash cushions; 2 Normative references 3
The following parts are not yet available but in 3 Performance classes 3
course of preparation: 3.1 General 3
— Part 4: Impact tests acceptance criteria and test 3.2 Containment levels 3
methods for terminals and transitions of safety
barriers; 3.3 Impact severity 4
— Part 5: Durability criteria and evaluation of 3.4 Deformation of the restraint system 4
conformity; 4 Impact test acceptance criteria 6
— Part 6: Pedestrian road restraint system. 4.1 General 6
This European Standard shall be given the status of 4.2 Safety barrier behaviour 6
a national standard, either by publication of an 4.3 Test vehicle behaviour 6
identical text or by endorsement, at the latest by 4.4 Severity index 7
October 1998, and conflicting national standards
shall be withdrawn at the latest by October 1998. 4.5 Test vehicle deformation 7
According to the CEN/CENELEC Internal 4.6 Safety barrier deformation 7
Regulations, the national standards organizations 5 Test methods 7
of the following countries are bound to implement 5.1 Test site 7
this European Standard: Austria, Belgium,
5.2 Test vehicles 7
Czech Republic, Denmark, Finland, France,
Germany, Greece, Iceland, Ireland, Italy, 5.3 Safety barrier 7
Luxembourg, Netherlands, Norway, Portugal, 5.4 Procedure for recording test data 8
Spain, Sweden, Switzerland and the 5.5 Accuracies and limit deviations of
United Kingdom. impact speeds and approach angle 8
5.6 Vehicle instrumentation 9
Foreword to amendment A1 5.7 Photographic coverage 9
5.8 Test report 9
This document (EN 1317-2:1998/A1:2006) has
been prepared by Technical Committee Figure 1 — Dynamic deflection (D) and
CEN/TC 226 “Road equipment”, the secretariat of working width (W) 5
which is held by AFNOR. Figure 2 — Envelope of combined tolerances 8
This Amendment to the European Standard Figure 3 — Layout of cameras for recording
EN 1317:1998 shall be given the status of a tests 9
national standard, either by publication of an Table 1 — Vehicle impact test criteria 3
identical text or by endorsement, at the latest by
December 2006, and conflicting national Table 2 — Containment levels 4
standards shall be withdrawn at the latest by Table 3 — Impact severity levels 4
December 2006. Table 4 — Levels of working width 6
Table 5 — Safety barrier test parameters 6
Table 6 — Distance for exit box criterion 7

2 © BSI 2006
 EN 1317-2:1998

Introduction 2 Normative references

In order to improve safety the design of roads may This European Standard incorporates by dated or
require the installation of safety barriers which are undated reference, provisions from other
intended to contain and redirect errant vehicles publications. These normative references are cited
safely for the benefit of the occupants and other road at the appropriate places in the text and the
users on certain sections of road and at particular publications are listed hereafter. For dated
locations. references, subsequent amendments to or revisions
In this standard, several levels of performance are of any of these publications apply to this European
given for the three main criteria relating to the Standard only when incorporated in it by
restraint of a road vehicle: amendment or revision. For undated references the
latest edition of the publication referred to applies.
— the containment level, i.e. T1, T2, etc.;
EN 1317-1, Road restraint systems —
— the impact severity levels, i.e. A and B;
Part 1: Terminology and general criteria for test
— the deformation as expressed by the working methods.
width, i.e. W1, W2, etc.
ISO 6487, Road vehicles — Measurement techniques
The different performance levels of safety barriers in impact tests — Instrumentation.
will enable national and Local Authorities to specify
ISO 10392, Road vehicles with two axles —
the performance class of a safety barrier to be
Determination of centre of gravity.
deployed. Factors to be taken into consideration
include the class or type of road, its location,
3 Performance classes
geometrical layout, the existence of a vulnerable
structure, potentially hazardous area or object 3.1 General
adjacent to the road. Safety barriers shall conform to the requirements
The description of a safety barrier system of 3.2, 3.3 and 3.4 when tested in accordance with
conforming to this standard incorporates the impact test criteria defined in Table 1.
relevant classes and performance levels of the NOTE These requirements include several levels of
product. performance that permit selection of a containment system
adapted to suit the traffic conditions and the geometrical
To ensure satisfactory product design it is characteristics of the road under consideration.
imperative to consider the requirements of this Vehicle specifications and deviations shall conform
standard and the references in clause 2, together to EN 1317-1.
with the requirements of EN 1317-1. Quality of
manufacture, installation and durability all Table 1 — Vehicle impact test criteria
contribute to this fulfilment of the important safety Test Impact Impact Total Type of vehicle
criteria that have to be considered in the application speed angle vehicle
km/h degrees mass
of these systems. kg
This standard provides a common basis for vehicle TB 11 100 20 900 Car
impact test data collection and the collation of TB 21 80 8 1 300 Car
relevant European studies and research with a view
to improving future specifications and reviewing of TB 22 80 15 1 300 Car
the measurement of impact severity. TB 31 80 20 1 500 Car
TB 32 110 20 1 500 Car
1 Scope
TB 41 70 8 10 000 Rigid HGV
This European Standard specifies requirements for TB 42 70 15 10 000 Rigid HGV
the impact performance of safety barriers including TB 51 70 20 13 000 Bus
vehicle parapets. It defines performance classes for
different containment levels, acceptance criteria for TB 61 80 20 16 000 Rigid HGV
impact tests and test methods. TB 71 65 20 30 000 Rigid HGV
The provisions of this standard apply to systems of TB 81 65 20 38 000 Articulated HGV
which the containment function is the unique
purpose of the system. These provisions apply also 3.2 Containment levels
to systems of which the containment function is an The containment levels of safety barriers shall
additional purpose of such systems, for example conform to the requirements of Table 2 when tested
noise barriers and signalling equipment. in accordance with the vehicle impact test criteria,
defined in Table 1.

© BSI 2006 3
EN 1317-2:1998

Table 2 — Containment levels Technical classes A, B and C are defined from the
3 indices in the Table 3.
Containment levels Acceptance test
Impact severity level A affords a greater level of
Low angle containment
safety for the occupant of an errant vehicle than
T1 TB 21 level B, and level B than level C.
T2 TB 22 Test measures are to be directly compared to the
T3 TB 41 and TB 21 values of Table 3.
Normal containment Table 3 — Impact severity levels
N1 TB 31 Impact severity Index values
N2 TB 32 and TB 11 level
Higher containment
A ASI ≤ 1,0
H1 TB 42 and TB 11
THIV ≤ 33 km/h
H2 TB 51 and TB 11 B 1,0 < ASI ≤ 1,4 and
PHD ≤ 20 g
H3 TB 61 and TB 11 C 1,4 < ASI ≤ 1,9
Very high containment
H4a TB 71 and TB 11 "
H4b TB 81 and TB 11 3.4 Deformation of the restraint system
NOTE 1 Low angle containment levels are intended to be used The deformation of safety barriers during impact
only for temporary safety barriers. Temporary safety barriers
can also be tested for higher levels of containment.
tests is characterized by the dynamic deflection and
NOTE 2 A successfully tested installation at a given by the working width (see Figure 1). It is important
containment level shall be considered as having met the test that the deformation should be compatible with the
condition of a lower level, except that N1 and N2 do not available space or distance behind the system.
include T3.
NOTE 3 Because testing and development for very high The working width (W) is the distance between the
containment safety barriers in different countries has taken side facing the traffic before the impact of the road
place using significantly different types of heavy vehicles, both restraint system and the maximum dynamic lateral
tests TB 71 and TB 81 are included in the standard at present.
The two containment levels H4a and H4b should not be position of any major part of the system.
regarded as equivalent and no hierarchy is given between them. If the vehicle body deforms around the road vehicle
restraint system, so that the latter cannot be used
The evaluation of a vehicle restraint system within for the purpose of measuring the working width, the
the range of containment levels T3, N2, H1, H2, H3, maximum lateral position of any part of the vehicle
H4a and H4b, will require the carrying out of two shall be taken as an alternative.
different tests:
During impact tests using buses and HGV, the
— a test according to the maximum level of extreme lateral position of the system and the
containment for that particular system; and extreme lateral position of the test vehicle shall be
— a test using a light vehicle (900 kg), in order to recorded separately in the test report.
verify that satisfactory attainment of the The dynamic deflection (D) is the maximum lateral
maximum level is also compatible with safety for dynamic displacement of the side facing the traffic
a light vehicle. of the restraint system. For narrow restraint
3.3 Impact severity systems, the dynamic deflection can be difficult to
!The vehicle occupant impact severity measure and if such is the case, the dynamic
assessment indices ASI, THIV and PHD, shall deflection may be taken as the working width.
conform to the requirements of Table 3. The three The deformation of the restraint system shall
indices have to be evaluated. conform to the requirements of Table 4.
These indices are defined in EN 1317-1. The actual values of dynamic deflection and
working width shall be measured and recorded in
the test report.

4 © BSI 2006
 EN 1317-2:1998

Figure 1 — Dynamic deflection (D) and working width (W)

© BSI 2006 5
EN 1317-2:1998

Table 4 — Levels of working width When during a test, after the end of the impact
Classes of working width Levels of working width
subsequent collisions of the vehicle with the safety
levels m barrier may occur, these subsequent collisions shall
not be considered for performance or acceptance.
W1 W k 0,6
W2 W k 0,8 4.2 Safety barrier behaviour
W3 W k 1,0 The safety barrier shall contain and redirect the
W4 W k 1,3 vehicle without complete breakage of the principal
longitudinal elements of the system.
W5 W k 1,7
No major part of the safety barrier shall become
W6 W k 2,1 totally detached or present an undue hazard to
W7 W k 2,5 other traffic, pedestrians or personnel in a work
W8 W k 3,5 zone.
NOTE 1 A class of working width level less than W1 may be Elements of the safety barrier shall not penetrate
specified. the passenger compartment of the vehicle.
NOTE 2 The dynamic deflection and the working width allow Deformations of, or intrusions into the passenger
determination of the conditions for installation of each safety
barrier and also to define the distances to be provided in front
compartment that can cause serious injuries are not
of obstacles to permit the system to perform satisfactorily. permitted.
NOTE 3 The deformation will depend on both the type of Ground anchorages and fixings shall perform
system and the impact test characteristics.
according to the design of the safety barrier system.

4 Impact test acceptance criteria 4.3 Test vehicle behaviour

The centre of gravity of the vehicle shall not cross
4.1 General
the centreline of the deformed system.
After testing in accordance with the vehicle impact The vehicle shall remain upright during and after
test criteria defined in Table 1, the safety barriers impact, although moderate rolling, pitching and
shall conform to the requirements of 4.2 and 4.6; yawing are acceptable.
and the test vehicle shall conform to the
requirements of 4.3, 4.4 and 4.5. The vehicle shall leave the safety barrier after
impact, so that the wheel track does not cross a line
The test parameters on which acceptance criteria parallel to the initial traffic face of the safety
shall be assessed, are listed in Table 5 as a function barrier, at a distance A plus the width of the vehicle
of the containment level. plus 16 % of the length of the vehicle within a
distance B from the final intersection (break) of
wheel track with the initial traffic face of the safety
barrier.
Table 5 — Safety barrier test parameters
Containment Parameters
level
Safety barrier and Impact severity level Vehicle deformation Safety barrier
vehicle behaviour ASI-THIV (VCDI) deformation
(PHD)
T1 TB 21 TB 21 TB 21 TB 21
T2 TB 22 TB 22 TB 22 TB 22
T3 TB 41 + TB 21 TB 21 TB 21 TB 41
N1 TB 31 TB 31 TB 31 TB 31
N2 TB 32 + TB 11 TB 32 + TB 11a TB 32 + TB 11 TB 32
H1 TB 42 + TB 11 TB 11 TB 11 TB 42
H2 TB 51 + TB 11 TB 11 TB 11 TB 51
H3 TB 61 + TB 11 TB 11 TB 11 TB 61
H4a TB 71 + TB 11 TB 11 TB 11 TB 71
H4b TB 81 + TB 11 TB 11 TB 11 TB 81
a
The severity level is determined by the greater result of the two tests, both results to be included in the report detailed in
EN 1317-1.

6 © BSI 2006

For cars and the other vehicles specified in Table 1,
the distances A and B are specified in Table 6.
Table 6 — Distance for exit box criterion
Vehicle type A B
m m
Car 2,2 10,0
Others vehicles 4,4 20,0
4.4 Severity index
Both ASI and THIV (PHD) shall be computed using
the vehicle instrumentation, as specified in 5.6.
These values shall be quoted in the test report.
4.5 Test vehicle deformation
The deformation of the interior of the vehicle shall
be evaluated and recorded, in the form of VCDI, in
all tests with passenger cars as described in
EN 1317-1.
4.6 Safety barrier deformation
The dynamic deflection and the working width shall
be determined and the levels quoted in the test
report detailed in EN 1317-1.
5 Test methods
5.1 Test site
The test area shall be generally flat, with a gradient
not exceeding 2,5 %. It shall have a level, hardened
paved surface and shall be clear of standing water,
ice or snow at the time of the test. It shall be of
sufficient size to enable the test vehicle to be
accelerated up to the required speed and controlled
so that its approach to the safety barrier is stable.
To enable the vehicle exit characteristics to be
evaluated, the paved area shall exceed 40 m in
length beyond the expected break point and 15 m in
front of the safety barrier line of vehicle contact with
the safety barrier.
Appropriate measures shall be taken in order to
minimize dust generation from the test area and the
test vehicle during the impact test so that
photographic records will not be obscured.
Appropriate measures shall be taken to ensure that
in the exit area the test vehicle does not collide with
any independent obstruction which could cause
additional deformation of the test vehicle thereby
precluding the accurate measurement of the vehicle
cockpit deformation index (VCDI) (see EN 1317-1).
© BSI 2006
EN 1317-2:1998
5.2 Test vehicles
5.2.1 General
The vehicles to be used in the tests shall be
production models representative of current traffic
in Europe, having characteristics and dimensions
within the vehicle specifications defined in
EN 1317-1.
The tyres shall be inflated to the manufacturer’s
recommended pressures. The condition of the
vehicle shall satisfy the requirements for the issue
of a certificate of road worthiness with respect to
tyres, suspension, wheel alignment and bodywork.
No repairs or modifications shall be made that
would alter the general characteristics of the vehicle
or invalidate such a certification. The vehicle shall
be clean and mud or deposits which may cause dust
on impact shall be removed prior to testing. Marker
points shall be placed on external surfaces of the
test vehicle to aid analysis.
The vehicle shall not be restrained by the control of
the steering or any other means during impact and
whilst the vehicle is in the exit area, as defined
in 4.3 (e.g. braking, anti-lock brakes, blocking or
fixing).
5.2.2 Loading conditions
All fluids are included in the total inertial test mass.
All ballast weights shall be securely fixed to the
vehicle in such a way as not to exceed the
manufacturer’s specifications for distribution of
weight in the horizontal and vertical planes.
5.3 Safety barrier
5.3.1 General
Detailed descriptions and design specifications of
the safety barrier shall be included in the test report
(see EN 1317-1), to enable verification of conformity
of the installed system to be tested.
5.3.2 Installation
The length of the safety barrier shall be sufficient to
demonstrate the full performance characteristic of
the system.
If the safety barrier has to develop tension, end
anchorages shall be provided in accordance with the
safety barrier specification.
Post foundations shall meet the design specification.
5.3.3 Position of the impact point
Impact shall be generally at a point about one third
along the length of the safety barrier from the
approach end. The impact point shall be chosen to
demonstrate the worst testing conditions of the
safety barrier, and shall include any sensitive
feature of the design.
7
EN 1317-2:1998
5.4 Procedure for recording test data
The following test characteristics shall be recorded.
a) Pre-test data:
— mass of the vehicle and location of the centre
of gravity of the vehicle in the test condition,
including added ballast in accordance with
ISO 10392;
— interior and exterior photographs of the
vehicle;
— photographs of the position and
construction of the safety barrier.
NOTE It is recommended that the vehicle moments of
inertia should be reported if these are known.
b) Test data:
— vehicle speed at impact;
— vehicle approach angle;
— linear accelerations and angular velocities;
— dynamic deflection and working width of the
safety barrier system to the nearest first
decimal;
— photographic records from high speed cine
film cameras and/or high speed video cameras
deployed in such a way to give a complete
record of the vehicle response and safety
barrier behaviour, including deformation and
deflections.
c) Post-test data:
— damage and deformation of the test vehicle;
— damage to the test barrier;
— still photographs to aid reporting.
Figure 2 — Envelope of combined tolerances
8 © BSI 2006
5.5 Accuracies and limit deviations of impact
speeds and approach angle
5.5.1 Vehicle impact speed
Vehicle impact speed shall be measured along the
vehicle approach path no further than 6 m before
the impact point. The overall accuracy of speed
measurement shall be within ± 1 %.
The impact speed limit deviation shall be: +7 %.
0
5.5.2 Vehicle approach angle
Vehicle approach angle shall be measured along the
vehicle approach path no further than 6 m before
the impact point by a suitable method. The overall
accuracy shall be within ± 0,5°.
The impact angle limit deviation shall be –1,0 ° .
+1.5
5.5.3 Combined limit deviation of speed and
angle
To avoid large differences of impact energy, the
maximum limit deviation for speed and angle shall
not be combined. At the upper angle tolerance
of + 1,5° the upper speed limit deviation is reduced
to + 5 %, and at the angle limit deviation of – 1,0°
the lower speed limit deviation is increased to + 2 %.
The complete combined tolerance envelope is shown
in Figure 2.
The given limit deviations only serve to take account
of different test installations or test procedures and
are not intended to provide a spectrum from which
the energy of the test may be chosen. In any case,
the nominal values of Table 1 shall serve as a basis.

5.6 Vehicle instrumentation
The minimum vehicle instrumentation for recording
linear accelerations and angular velocities, consists
of a set of three linear acceleration transducers,
mutually orthogonal, aligned with the vehicle axis
(longitudinal, transverse and vertical), optimally
plus one angular rate transducer to record yaw rate.
In accordance with EN 1317-1 the three
accelerometers and the yaw rate sensor shall be
mounted on a common block and placed as close to
the vehicle centre of gravity as practical.
Acceleration and angular velocity transducers and
the relevant recording channels shall conform with
ISO 6487, the frequency class being CFC 180.
CFC 60 may be used for plotting graphical results.
5.7 Photographic coverage
Photographic coverage shall be sufficient to clearly
describe barrier behaviour and vehicle motion
during and after impact.
High speed cameras shall be operated at a minimum
of 200 frames per second.
NOTE The minimum camera layout as shown in Figure 3
should be adopted for safety barrier testing.
m is the distance between the camera and the impact point
Figure 3 — Layout of cameras for recording tests
© BSI 2006
EN 1317-2:1998
The need for additional cameras should be
considered to cover areas of special interest.
a) One panned camera at normal speed sited at
right angles to the path of the vehicle.
b) One or two overhead high-speed cameras,
located in a way to cover the vehicle motion from
at least 6 m before the impact point to a distance
to record the performance of the safety barrier.
c) One high speed camera looking over the safety
barrier from a point behind impact in order to
record the vehicle roll, vertical lift, penetration
and sequence of action as the safety barrier is
struck.
d) One high speed camera looking along the
barrier from the opposite end to the camera in
item c).
NOTE For safety barriers and vehicle parapets to be mounted
on bridges, retaining walls, or on other structures, the following
quantities should be recorded with suitable instrumentation and
included in the test report to provide useful information:
a) the time history of the highest forces and moments on the
fixing points during the impact;
b) the maximum lateral penetration of the wheels measured
from the side facing the traffic after impact of the safety
barrier.
5.8 Test report
The test report shall comply with the format given
in EN 1317-1.
9
BS EN
1317-2:1998
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