What this checklist covers
BS 10125 is the British Standard for the vehicle damage repair process. It sets out what a repairer must have in place to return a damaged vehicle to a safe, pre-accident condition: following manufacturer repair methods, competent staff, suitable and maintained equipment, the right materials and documented quality control. BSI’s Kitemark certification is based on it, and many UK insurers ask their approved repairers to hold it.
The BS 10125 Vehicle Damage Repair Checklist is a 15-point scorecard for bodyshop repair process, methods, staff competence, equipment, materials, and quality control per BS 10125. Each criterion is scored from 1 to 5 on what the auditor sees on the day, and every gap goes into an action plan with an owner and a close date.
AutoSmart tip: BS 10125 compliance begins with accessing the correct vehicle manufacturer repair method before the repair starts — not after. OEM repair information systems (I-CAR, ALLDATA, or manufacturer-specific portals) are the authoritative source for section replacement positions, weld specifications, and ADAS calibration triggers. A repair that looks correct but was not carried out using the OEM method may not meet BS 10125 requirements even if the end result appears satisfactory.
The checks
Tap Yes, No or Maybe to try it: your answers stay in this page and clear when you refresh. For a detailed walkthrough, download our PDF or book a demo.
Repair process and methods
- Are vehicle damage repairs carried out in accordance with BS 10125, which specifies requirements for repair processes at both fixed facilities and mobile services?
- Is the vehicle manufacturer's repair method — accessed through the OEM's repair information system (ADAS calibration requirements, approved section welding positions, structural adhesive specifications) — followed for each repair?
- Is a damage assessment completed and documented before repair work begins, identifying structural, mechanical, and cosmetic damage to be addressed?
- Are repairs involving safety-critical structural elements (pillars, sill sections, chassis rails, seatbelt anchor zones) reviewed and signed off by a technically competent person before the vehicle is returned?
Staff competence and equipment
- Are all technicians performing vehicle damage repairs qualified to the level required by BS 10125, with competence evidence (ATA, VCQ, or equivalent qualification) on file?
- Is welding equipment used for structural repairs approved and maintained to the standard required, with technicians holding current welding qualification for the joint types and materials used?
- Is ADAS calibration equipment available or subcontracted, and is calibration performed after any repair that requires it per the vehicle manufacturer's instructions?
- Is equipment (frame alignment, measuring systems, paint mixing) maintained and calibrated at the intervals required, with records on file?
Materials and quality control
- Are repair materials (panel adhesive, filler, primer, paint) approved by the vehicle manufacturer or paint system supplier for use on the vehicle types being repaired?
- Are paint finish repairs colour-matched to the vehicle manufacturer's specification, with colour verification recorded and panel matching confirmed before vehicle release?
- Is a final quality inspection conducted before vehicle release, covering structural integrity, panel fit and finish, paint quality, ADAS calibration, and mechanical function?
Safe repair evidence and documentation
- Is a repair file maintained for every vehicle repaired, containing the damage assessment, repair method used, materials applied, and quality inspection sign-off?
- Is evidence of compliance with the OEM's repair method retained in the file — including screenshots or printouts from the OEM repair information system confirming the method accessed?
- Are ADAS calibration records retained for every repair where calibration was required, showing the system calibrated, the result, and the equipment used?
- Are repair files retained for the period required and retrievable if requested by an insurer, customer, or BS 10125 certification body for audit purposes?
How to run it
How the scoring works
Before the visit, fill in the dealer or centre, the auditor, the date and the audit cycle. Then score each of the 15 checks from 1 to 5 on what you see on the day, not on what the site aims for, and add them up out of 75.
- 1Not in place
- 2Attempted
- 3Defined
- 4Managed
- 5Fully sustained
- Green60–75 · 80–100%Compliant. Keep the standard.
- Amber38–59 · 50–79%Improvement needed: a structured action plan within 30 days.
- Red0–37 · Below 50%Priority intervention, escalated to regional management.
Then close every gap
Each gap goes into the action plan tracker and moves through four stages until the auditor closes it.
- 1PendingOwner and close date set
- 2In progressWork under way, evidence gathered
- 3CompletedEvidence submitted for review
- 4ApprovedVerified and closed by the auditor
Questions about this checklist
Is BS 10125 the same as the Kitemark?
No. BS 10125 is the standard; the BSI Kitemark is a certification scheme based on it, with its own assessment and rules.
Do insurers require it?
Many UK insurers ask approved repairers to hold BS 10125 Kitemark certification. Check each insurer’s own requirements.
Can AutoSmart run this before an assessment?
Yes. The checklist runs per job and per site, with photo evidence and an owner for each gap, so the evidence is ready when the assessor visits.
