Are those yellow hooks legal?

#yellowhooks
There has been a proliferation of yellow hooks dangling from the towbars of 4X4s used for towing. Can you legally use these hooks? Some say yes, some say no. So I decided to look up the legislation, the guidance and the rules, then talk the actual road authorities to bring you the definitive answer on yellow hooks.
I make no comment as to aesthetics.
00:00 introduction
03:26 the rules - VSBs, ADRs - what the states use to set their rules
09:12 example state regulations
22:13 yellow hooks explained
32:45 summary - skip here if you just want a summary which is justified by the preceding 32 minutes
Post questions as comments!
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[@361noble]

Dude, I don’t even live in Australia and I watched the whole video. Your commitment to evidence-based reasoning and rational thinking is both highly admirable and highly appreciated. It’s what makes your channel worth watching.

[@L2SFBC]

I appreciate that, thanks so much!

[@stco2426]

Completely agree!

[@graemegaerth14]

Hi Robert. This is the first time I have seen your site and appreciate the time and effort as well as knowledge you have put into it. I have been caravanning for 40 years and am pedantic on compliance with towing regulations. The days of hooking up a 22ft Viscount Supreme behind an EH Holden station wagon loaded with kids, pets and pushbikes heading for the beach are unfortunately long gone but rightly so. We currently have a 20ft van and 3 ltr Mazda BT50, it is a good combination set up correctly and travels extremely well. The caravan builder is responsible for the safety compliance of tow chains and tow hitch. the vehicle supplier is responsible for safety and compliance of the tow bar and ball. Providing I comply with load regulations and weight distribution all is sweet. Where I am totally responsible it the safety chain connection of caravan to tow vehicle. Why would I go to all the effort to ensure I am totally safe and legal then shortcut on an undersize shackle or similar connection. I have been watching the gradual increase in usage of yellow hooks. You still require two hands to disconnect and while it is each to his own I am yet to find a benefit. With all the ambiguous documents you outlined at the end of the day if there is an unfortunate incident it will be the Insurance company that will be looking for an out and then the transport department looking for someone to hang. With that I use the largest possible tested shackle I can fit after all they are cheap as chips compared to the other towing aids required and the day I can't bend over and do up a shackle that's the day I sell the van or get my wife to do it. Apart from that thanks for an exceptional presentation and I have now that I have subscribed look forward to viewing more.

[@L2SFBC]

Thank you, I appreciate such a detailed post. I agree with all your points.

[@peterrowe3509]

Totally professional analysis, Robert, and in complete contrast to the slack formulation of 80% of the regulations surrounding this important safety topic. Those regulations are SUPPOSED to guide safe practice! Instead, they make it extremely difficult for anyone to understand what they need to do, both for safety AND compliance. Your work here helps. Thank you!

[@L2SFBC]

:-)

[@stephenhunter70]

They are trying to convert what they probably think is legal English (Blacks law dictionary )to plain English with the results you are seeing.

[@tastiger91]

@@stephenhunter70 They don't know how to use english and maths now, not taught it like they used to.

[@davidbroadbent2529]

A really clear and factual video Robert. Thank you. I would like to add the following points for you to consider and comment on, even maybe do an update to this video, if you see fit. 1. As I understand it, safety chains are REQUIRED to serve (at least) two purposes. a. Maintain an "Independent Secure Positive Connection" between the Towing Vehicle and the Towed "Load" (eg Caravan, Trailer etc); in the event of a Failure of any part of the Towing Coupling Connection. b. Restrict the Drawbar of the "Towed Load" from coming in contact with the Road Surface in event of a Failure of any Part of the Towing Coupling Connection. About 50 years back, a VicRoads Inspector told me :- a. to "Keep my safety chains as short as possible b. CROSS my safety chains. eg right hand chain on towed vehicle neck is to connect to left hand connection point on Towing Vehicle; and vice versa. c. He would NOT approve a "Towed vehicle" for Registration where the AS RATED SAFETY Chains had simply been welded to the Towing Neck, as at that time there was concerns raised of the effect of all aspects (welding temperature, rod choice etc) had on steel of rated chain. He recommended using Hammer Locks to secure the safety chain to suitable steel (or Aluminium as requires) welded per an AS std to the towed vehicle drawbar. d. He also stated that he felt, with vehicle that had removable tow couplings, secured by a Cross Pin ( eg HR) and with very "average quality thin steel plate, with hole for shackle: that this safety chain connection point was not in keeping with point 1a. above. He was recommending that at the least, for removable tow necks that a SEPARATE pair of short chains be required to go from separate adequate fixed LUGS on the Main part of the Tow Bar to their Respective "chain eyes holes" on the Removable Tow bar. And it is to either a rated shackle or hammerlock coupling used in a way that the continuity of the safety chains goes from "Fixed Tow bar assembly" all the way to Towed vehicle drawbar. [In simple words the chain connection points on the removable coupling are ONLY used as chain support, and not as a safety anchor point.] Thus one maintains a Safety Connectivity per the meaning of the relevant Australian Standards that cannot be questioned in any Coronal Hearing. As a final note, over last 40years when I connected any trailer using shackles, I always use a shifter to just nip them slightly tighter than finger tight. Also generally if I am going long distances I use a bit of tie wire though shackle pin eye to shackle.

[@bobaitken9006]

Well done Robert you have now learnt that you don’t live in a single country but a commonwealth of states who can’t get the act together over lots of different regulations. Keep up the good work.

[@gruffystrawbry2715]

Nice work Robert! I deal with this in our large fleet and we say it's a rated shackle only. The reasons we don't allow hooks are; 1, because they aren't recommended by any authority. 2, because the spring mechanisms aren't reliable or durable in the dirty off road environment we operate in. I will hang my hat ( and my professional reputation) on the standards and advice from the feds.

[@Xstream65]

Another great video Robert. Appreciate the effort you put in to enable the facts to be conveyed in an easily understandable format. I’ll be sticking to a a pair of WLL1 shackles, the cost differential is a no brainer

[@lukehiggs2420]

Nice well researched video, very informative. One thing a lot of people don’t consider is the wear caused between the tow hitch and attachments when just left swinging in the breeze when not in use.

[@mikeburston9427]

Well done Robert this is the best video covering this topic. Another issue with the spring loaded gate hooks is you can get a situation known as chain roll out causing the chain to become separated from the hook. Great work

[@peterskennerton5198]

Very thorough review of the matter and gives a good guidance for people to make an informed decision. I'll keep to my 1.5t D or Bow Shackles as it's overkill but less likely to give me grief on interstate trips.

[@madmadmickhog]

what a breath of fresh air !!! A pity our statutory authorities don't hire this guy to clean up their files /good work mate / appreciate it !

[@dennisharvey4317]

Damn fine presentation ! Once again each state in Australia has different requirements and standards , not unlike traffic regulations, crazy! I totally agree what you are saying. It is imperative that there should be one standard for towing equipment for the whole nation in this regard. Keep it right, keep it simple. Thanks for your informative video.

[@nevillehyatt621]

Great video - I've just been through trying to ensure my boat trailer which has an aggregate mass of about 2.2 ton is legal the way it is setup, in South Australia - you have answered a lot of the questions I had even though you missed out SA in your summaries

[@robertboyle7790]

Thanks Robert for the through analysis. Clear and concise.

[@michaeldallimore8590]

Useful video many thanks. I was looking at the Mawby hook as I don't like those large hooks hanging down low all the time. I now know what to look for.

[@L2SFBC]

The Mawby is much smaller, the hook goes on the chain...only problem I see is the throat size for 13mm chain.

[@bradkark]

Thanks for this video! I really like your evidence based approach. I recently replaced the worn chains on my 4T van and struggled with the regulations, particularly for the G80 chain. I now understand the various standards better and while I’m pretty sure I fitted the correct components I can now make sure they are correctly marked so I can justify their suitability , if I need to. I didn’t know about they safety factor of 4 for chains and hammerlocks, I had thought it was 6 for chains, shackles and hammerlocks. I see many people who just put the shackle in the end link and let the chains touch the ground. This was the case with my van, even though it had passed a road worth inspection just before I bought it some links were worn through by more than 50%.

[@L2SFBC]

Safety factor of 4 for G80. Not hooks, G80 hooks, and whatever else is tested to G80 (AS3776 in Australia). The standard is different to the unit.

[@davidrobinson990]

Quite simply,…..bloody well done Robert! You are always such a reliable source of information. Thank you.

[@L2SFBC]

Thank you kindly

[@ianmac2963]

Once again, excellent info and presentation. Thank you Robert. Should be compulsory viewing for ALL who tow!

[@L2SFBC]

Thank you please share 🙏

[@JustAskDave]

Robert thank you for doing what no one (for some bizarre reason) has done before and put an end to the arguments! I do like the Mawbe hooks design and that they are much smaller, but I can buy a dozen sets of appropriately rated D shackles for that price! Thank you again, very well researched and presented.

[@L2SFBC]

Yes, none of the hooks are cost-effective compared to AS2741 shackles.

[@tungstentwohundredandtwent7007]

Great research & presentation. There are still a couple of aspects that amaze me about this subject. Having a look at a few brand new trailers before I built my own, the standard of welding the chains to the drawbar varied (visually) from average to shithouse. There doesn’t seem to be much checking of compliance on that point. I went the other way & used hammerlocks through holes in the the 10mm drawbar plate, no welding. At the vehicle end of the chains I’m running the yellow hooks with hammerlocks to the chain. I pointed all this out at the VicRoads inspection for the initial registration & it passed without question.

[@L2SFBC]

Well, AS4177 says you need 13mm chain, so that's what it is. I didn't want to complicate things with G100.

[@terrysmith7740]

I've been using massively oversized bow (3.5T) shackles due to ignorance, Thank you for clearing this up. Subbed.

[@shafmahar4974]

Thank you for recording these detailed guidance.

[@boxheadmr]

Thanks Robert for the work putting this together. Great video and the evidence base approach makes it some much simpler.

[@L2SFBC]

Glad it was helpful!

[@robk6670]

Thank you, Robert. You have done a lot of research there and I'm sure that will close out a lot of arguments!

[@L2SFBC]

Thanks please share!

[@karlmeredith710]

just found your videos ,very informative and thorough , i have come up against similar things with ADR information but i don't believe a lot of the people that wrote them understand them ,and trying to get information from anyone or at least same answer from any two people is next to impossible

[@user-rs7uu5lr7k]

Hi Robert, I sell this equipment and it is a great explanation of what I try and tell consumers when they enquire. I have had "technical experts" explain to me Australian Standards and in short there is a great deal of misinformation as you have detailed in the video. My only additions to your video (in relation to AS3776) is to consider G100 in place of G80 connectors (hammerloks) and hooks. 6mm G80 hooks will fit 13mm trailer safety chain (AS4177) and as you pointed out 1.12t WLL (and in fact many are sold as 1.1t). And many towbars actually require an 8mm G80 connector (hammerlok) in order to fit. The G80 8mm connector would be compliant with ATM 3500kg, but the 6mm G80 eye safety sling hook / self locking hook would not. A G100 6mm hook (AS3776) (either safety sling or self locking) would have a WLL of 1.4T (with a 4:1 safety factor) so MBS of 5.6T, therefore being compliant with ATM of 3500kg x 1.5 = 5,250kg. The other aspect not mentioned is in relation to hook orientation. Many use these hooks with the latch opening being towards the rear. This is not how these hooks are designed to be used. I won't go into too much detail on here, but the hooks are tested and designed in an axial load. Any qualified rigger can explain hook design and application of strength. The complexities of the hook orientating itself correctly in a decoupling scenario is the grey area that correct hammerlok selection/tow bar design do not really address. You also hinted at variation in trailer safety chain dimensions that are being sold. I can tell you first hand that this is true, and in fact some chains even copy the required chain markings! But may not have the correct dimensions, nor even correct test certification. I won't go into CTA's (Component Type Approvals) in relation to upcoming ADR compliance, but very few manufacturers have CTA approval. In fact from all importers only one that I know currently has a CTA approval number, and another is still waiting for theirs to be allocated. The others import chain with 4177 markings, but cannot provide CTA numbers. I say import as to my knowledge trailer safety chain under AS4177 has not been made in Australia since KitoPWB ceased Australian production. Thank you for your video which cleared up many aspects of information circulating, and backed up by credible references. And of course anything works, until something goes wrong....

[@L2SFBC]

Brilliant, thank you - I didn't mention G100 as I've not seen anything sold for towing that's G100, and the video is already long. The hook orientation is something I should have mentioned. In a decoupling scenario it isn't clear how the load will be applied, unlike a hoist when you know exactly. QLD TMR had dark words to say about hooks but would have been better had they said "the hooks may not orient correctly for strength in the event of a decoupling". Relieved to read that's all you picked up!

[@sickdevs]

Great video, thanks. I'm currently using some hammer locks rated as 2T WLL / 8T BL without hooks. My trailer is only 1400kg ATM. The holes to secure the shackles are really tight on my Pajero towbar and the hammer locks are far easier to hitch up to using the shackles attached to the chain. From my previous research I believed they were legal as you can use them to extend safety chains or connect them to your trailer. FWIW I think the hooks are really ugly but can live with the hammerlocks. I had never seen the hooks attached to the chain as you showed at the end, they look interesting and hopefully you can get the bigger ones in future to test again...

[@Okapimoja]

Great presentation and knowledge, thanks. I had previously read the Victorian regulations for shackles and found them very vague and also the regulations surrounding mirrors for towing, also vague. I have often wondered how strong the 6mm plate with a hole drilled in it on most towbars is, potentially the weakest link.

[@olivermorton9852]

I love how you are tearing these docs apart at the same time. Good job 😆

[@L2SFBC]

I went easy...they are poorly written. Vague and even some unforgivable errors.

[@snowgray6364]

Very well done, thank you Robert for all of your effort in this very informative video.

[@L2SFBC]

Glad you enjoyed it

[@jamesosborne218]

Thankyou for your knowledge and amazing presentation. The takeaway im getting is it is worth the extra 5 seconds to do up a shackle whick can accommodate multiple chain sizes but a hook cannot its limited to a matched chain size. I will continue to use correctly rated shackles, once again, thankyou for you amazing research and presentation on this issue!

[@L2SFBC]

Glad it was helpful!

[@davidhowell5945]

Excellent analysis thank you Robert. Has clarified a lot of confusion for me. I would prefer hooks on my setup as space is really limited around my tow hitch for doing up shackles. Think I’ll wait for the Mawbey hooks in the right size. Thanks again.

[@L2SFBC]

Yes the Mawby looks like a decent product.

[@terryjongen7299]

Fabulous presentation. Cuts through the myths. Thank you

[@Hemanfreeman536]

Great and detailed information. It’d be interesting to see what some insurance assessor’s would have to say. Ie; they might be the ones responsible for knocking back some insurance cover if an accident was caused due to an accident involving some of the connectors you’re referring to.

[@NoFixedDestinationAu]

Thankyou for taking the time to investigate this issue.

[@L2SFBC]

You're welcome!

[@colinbreguet1359]

Great video Robert. Thanks for trying to show some clarity to a very confusing issue. To my mind some caravan manufacturers confuse the issue further by attaching their safety chains to caravan drawbars with hammer locks. From my perspective, being a structural steel fabricator I see this as an acceptable alternative to welding a link of a rated chain to the drawbar due to the welding process being highly likely to alter the metallurgy of the rated chain thus creating a weak point. Regards Colin.

[@graemegaerth14]

Totally agree Colin, this has been a bugbear of mine for years. At least with hammer locks the chain can be replaced.

[@Excitedtobehere]

Looking forward to this Robert 👍🏼

[@gregbuck9679]

Thank you Robert, I wish the authorities of all states and territories would watch this video. Then get together and put together 1 set of rules and regulations in simple English that we all understand. By the way another great video.

[@L2SFBC]

thanks Greg, please share

[@davidstephens1092]

That would be excellent but I really doubt that there would be any chance of them reaching an agreement. I hope they prove me wrong.

[@paulmartin7737]

Good luck getting all states to sing from the same hymn sheet, better get a flight plan ready for the pigs!

[@rodsmith2560]

Thanks Robert for a simple explanation, as others have mentioned insurance companies and enforcement agencies would have a field day if users were not able to prove that the chains and shacles were not compliant, I personally don't trust hooks for towing but for lifting they're ok.

[@robyoung1890]

Well, I found this very interesting and thought provoking, but for those of us in South Australia (yes, there is such a place), there was no mention of our regulations. and that's a little sad as so much detail was provided for other states, even the Northern Territory. Thanks for your hard work bringing this info together, it was a really excellent presentation Robert!.

[@waxhead63]

Come on Rob we don't have caravans in SA nor do we tow anything .... with that we should be able to keep all the east coast caravaners away from our hidden gem

[@robyoung1890]

@@waxhead63 you are funny LOL. Very drole.

[@chuckmaddison2924]

This must be the most comprehensive video produced. I wonder how many out there being " lifestyle " heading off on vacation with a trailer have any idea. And the rental outlets where they hand you a couple of bits when you pay.

[@L2SFBC]

Thanks! It's not an easy subject and for something so simple it took a LONG time to research!

[@desparky]

Robert, Thankyou for your meticulous approach as usual. I don't care for the look of hooks hanging off a tow bar, but I am also concerned that they would wear at the point of attachment of the tow bar when not in use. If I were to use them, I would prefer to have them connected permanently to the trailer chains. If I were attaching and removing a trailer several times a day, I would probably be more inclined to use hooks. However, for the extra time needed to simply screw up a shackle I'll just stick with them. Also, should I become involved in an accident where the trailer becomes detached from the vehicle, at least I am compliant with the recommended attachment method in every state. If this was to go to court for any reason, as you have pointed out, there are grey areas and ambiguities in the road rules. Lawyers would have a field day.

[@Renegade040]

What it all and very informative. I have seen these yellow hooks regularly on American towing shows and thought these would make life a little easier when constantly hooking up and unhooking my van. Ok, people may say I'm a bit of a princess, but anything that makes my caravaning holiday simpler and easier, why not. I think I may give them a go.

[@craighanham8120]

Thanks for the well researched and presented material.

[@L2SFBC]

Glad it was helpful!

[@johnfranke9655]

And after all of your efforts, we can legally attach the chains to the tow vehicle following all the regulations but the other end of the safety chains is "welded" to the draw bar ( A frame) with 2 tiny dobs of chookshit masquerading as a solid connection

[@brigeteking4298]

Thank you for your well informed video. You are the only reliable channel with the correct information and you go to lengths to prove it and explain it well. Could you please tell us if it is legal to carry petrol in jerry cans in the holders on the rear bar of a caravan. I can’t get a straight answer from Vic roads or my insurance company. Your help would be appreciated.

[@L2SFBC]

I have not researched that question sorry.

[@SkylinersYeti]

I am in the US but still Love your videos. I have always wondered is my safety chain set up strong enough? The question is it safe enough should consider the entire system, Connector to the trailer itself, the chain, the chain connector to the hitch, the hitch it self and how well is the hitch attached to the vehicle? Keep up the good work and help viewer THINK.

[@user-ek8eg6mt1f]

Thanks Robert, you cleared up a lot of confusion, I appreciate it. It annoys me that the so called Government authorities can cop out by not giving a definitive Yes or No as to the legalities of the shackles, it's almost like they do not want to commit themselves to an answer but Poli Speak instead. keep up the great Videos. Kindest Regards Graham

[@robkeith1776]

Fascinating Robert. Your video should be compulsory viewing by all who wish to tow a trailer. My pet hate - all who wish to tow a trailer should complete an approved course.

[@L2SFBC]

Thanks Rob, please share!

[@markt9028]

Fantastic video thank you 🪝⛓️ Only just today i found some red hammerlocks to move my Mawby hooks from my caravan chains to the Prado. i didn't like the pin shackle that came with the hooks as they would create a moment on the towbar safety chain holes if they were loaded. Form Tasmania in austria, haha

[@markt9028]

I do recall somthing about no more than one hammerlock to extend the length per chain

[@cyclemoto8744]

Great to see this presentation because I've had my suspicions about these hooks which appear to be increasing in popularity. Great idea for ease of use but I have not been prepared to switch due to the unknowns and not having had time to perform due diligence to confirm the legalities compared to rated old school shackles.

[@L2SFBC]

hopefully I saved you the trouble!

[@cyclemoto8744]

@@L2SFBC Indeed, thank you Robert

[@daverieck6352]

Awesome, Thanks you answered all my questions

[@L2SFBC]

Happy to help!

[@JimmyCall]

Thorough explanation!

[@geofflines60]

Great video. Have you approached the Austrian govt for their comments on safety chains and shackles in tassie🤔

[@IanSHarrison]

Nicely done and well cited. Think I will stay with Shackles.... nothing like staying with KISS principle and you dont have a kg of dangling steel (2 hooks) under your tail. Thought about Mawby hooks but would be a pain if you moved to another vehicle and needed different chain length.

[@buckjofiden4804]

Great information as usual. Thanks mate always appreciated. 👍🏆🍻

[@L2SFBC]

Happy to help

[@slowboat6021]

thanks Robert really good over view of the situation. i fitted hooks to our tow cars recently and they make hooking up and unhitching so much easier.

[@geoffwright7110]

a very good explanation for these joiners. I have some questions not touched upon, the attachment point on tow bars may be welded steel plate with holes, the material to the edge plus thickness has a design load limit due to shear and tear out. surely this is just as critical in the loading. Also hooks with spring closing clasps, may be subject to a roll out condition. this is explained in safety bulletins for working at height lanyard hooks. that is why they have locking clasps. question, if there are two chains, does this alter loading interpretation. Once again, a great presentation. cheers

[@Sabumnim666]

Thanks for another great informative video

[@L2SFBC]

You're welcome!

[@fredscheerle7592]

Well done Robert, This Reminds my Of my Legal studies Schooling "As Clear As Mud In A Beer Bottle". It must have all been Written From Insurance Company's Stand Point! We were always told "Incitant until Proven Guilty" but It's really Your guilty till you can prove your incitant" '

[@SALUTE-INT-S]

Great video. Best I have seen on the subject. I would just add something which is generally less relevant than it used to be, but by no means irrelevant. The quality control, method of manufacture (i.e. annealing etc) of the device has a very large impact on its shock load capability. You are absolutely correct from a regulatory point of view re shock loading. It can be ignored from that point of view. But in reality, the quality of the device, which can often be derived by the reputation and history of the company, makes a significant different to the actual resistance to shock loading, and hence in reality affects the meaning of these safety factors. Some will be much less than stated, even if they have been tested under shock loading which most haven't. The reason testing will not necessarily reveal the actual safety margins to shock loading in particular (and therefore overall safety if not legality) is that depending on the quality control procedures of the company who makes them, the individual resistance to a shock load of each link being tested will vary. Those made without the correct procedures - and too may to go into here - will have a much higher variance in their tolerance to Brittle failure under shock loading. For heavy industrial use, and this is 20 years ago so things have changed, we stuck to MacGregor lifting components. When we tested a few of the much cheaper Chinese ones they snapped like carrots and too far below the point at which they should have via reverse calculation. This was due to the brittleness' of the steel. Again, Chinese quality standards have changed since then. It is more hit and miss than usually miss. A suggestion would be to check the background, reputation, and where you can the length of time the company who manufactured the device has been in operation. However, an excellent video and really appreciate the level of detail you have gone into here.

[@L2SFBC]

Thank you, appreciate that thoughtful post!

[@Tex260Z]

Hi Robert, thank you for your fantastic research, very nice to see some facts rather than Chinese whispers we usually find when researching this sort of stuff. So I went straight out and bought a set of Mawby Hooks for our pop top, (10mmm. chains). However, I came across a small issue on which your opinion would be appreciated. I have a Mercedes Benz SUV with an Australian made tow bar, unlike any vehicle I have had before the shackle point on the bar is horizontal, it does appear that this follows a pattern used in Europe where I can see trailer chain mounted hooks being mounted directly to the bar without a hammerlock shackle attachment. Using the the hammerlock with a horizontal mounting point seems to me to be a bit strange, and to my mind the more devices you have for the load to go through the more chances you have for a failure. I actually put the question to Dix Engineering and after a few days got a reply simply stating that they do all their testing with the hammerlock, and their installation instructions are based on that, end of story. Fair enough, but that doesn't answer the question of which is better from a pure engineering performance perspective, opinions please?

[@L2SFBC]

do you have a link to a photo?

[@jorjimaco5331]

All well and good… but the problem is with the attachment of the chain to the trailer. 95% are welded to the frame. Heat degradation of a link. So it’s all good for nothing. It’s just for looks. There needs to be a standard breaking link at measured amount for the break away to even work. Not a catastrophic failure event but a controlled and calculated break. 3 ton trailer = 3.2 controlled breaking link.

[@RedDog265]

Excellent Robert - thank you

[@L2SFBC]

Very welcome

[@trevormende1710]

What an excellent video. Thanks very much.

[@L2SFBC]

Glad you liked it! Please share!

[@MrGundawindy]

The Victorian documentation is technically correct. You could use a bike lock or a piece of rope instead of a load rated shackle, as long as it meets the 1.5 x ATM ruling. Of course the bit they don't describe is how exactly you can prove that requirment is met with such an attachment. Also, as far as what it says are suitable shackles, that is relying on any of those suppliers being compliant with the law, which they may or may not be.

[@kathyl67]

Great video Robert! The regulators could do with your help as far as wording goes it seems.

[@L2SFBC]

Wouldn't even need anyone with technical skills for a first pass, just simple grammar and edits for clarity.

[@kathyl67]

@@L2SFBC 100% agree!

[@ianmoore4327]

I asked someone why did they fitted the hammerlocks and hooks. “ It stops the patrol owners from stealing my shackles all the time” 😂

[@adrianguildford6001]

Brilliant video.. try informative thank you for explaining it in a manner I could understand. Very valuable information.

[@L2SFBC]

Glad it was helpful!

[@kadmow]

very professional, methodical presentation. Quoting AS2741-2002 is great. AS2321-1979 "short link chain for lifting purposes". A4177 - Caravan and light trailer towing components. (WLL - or SWL - has more to do with "infinite life" under fatigue rather than than shock loading, nothing can really account for shockloading (how much energy was absorbed??) , lifting gear is rated for "steady state" crane work, NEVER shockload a crane/lifting system - terrible things happen. (if gear like this actually gets properly shockloaded - and deformed in any measurable way, it should be replaced. ) - just as the debate on towball heights (use another hitch, not a 50mm ball) - there are ways around the hassles with respect to light vehicles (just drive a 4.5T or higher GVM and all light vehicle rules are null and void). A hammer lock IS an interleaved, spring secured, pin shackle, or in US vernacular a symmetrical/reversible pin secured clevis. NOTHING in industry should have a breaking (MBS is terrible information) strength / stress - WLL is the "never exceed load limit, totally safe (6x safety factor when new) G70 - is transport rated - not for lifting.. (80 and higher are lifting rated - high alloy steel) Why were you using a 13mm chain in a fitting designed for 10mm chain? - lol... (not suitable) Under some interpretations (esp. by highway patrol) hammerlocks are "not permitted" as connectors for light vehicle safety chains - perfectly allowable in industry (as are safety hooks). PS, yes I have bought yellow safety hooks off george4x4, for putting on transport chain ends - to use as drag / lashing chains, rather than for the towbar (I prefer a ziptie or wire secured/moused shackle). The point of a fully closed "rigging" solution is that it is simple to see when it isn't done properly. Gate Hooks should also only really be used with a master link - they aren't designed to have chain placed over their tips ( and chain hooks aren't safe without lashing)- using such massive chain on a 2-3.5T trailer is a bit crazy. Gate secured hooks aren't great for this use, a safety hook is more robust - year in year out, the gate can't get damaged through improper use.

[@L2SFBC]

Thanks, informative comment. A 13mm chain is what's fitted to both my trailers in accordance with AS4177, that's why. Agree re WLL; I emphasied the shock load bit because there's 10,000 comments talking about shock load. I did mention to replace it on shock load. Highway Police are not allowed to interpret the regs any differently by making up their own rules...but I am aware they do, which I have found never to be malicious but the result of poor process.

[@drmarkintexas-400]

Thank you for sharing 🏆🤗🙏🇺🇲

[@andrewnewman1248]

Great information. I have learnt a lot from you presentation. How do the rules apply when you have 2 safety chains

[@L2SFBC]

The same.

[@68peterbilt68]

After watching this, all I can say is welcome to the world of the heavy transport industry. I find it funny, and I know I shouldn't, amazing and downright astounding, that what transport has been dealing with for 50 + yrs, is being replicated when it comes to light vehicles. Ask any truck driver what it's like negotiating government rules from state to state? Even the NHVR can't sort it out. Surely the amount of money that is spent on these governments could be used to employ people who actually know what they're doing, and have a grasp of the workings of the job that they're employed to do. How about this, why don't we spend the money on training and licensing drivers who tow, just like truck drivers need to. At least that way people would have an idea of what they're doing. I have the spring hooks on my car. Haven't had a problem in 5 yrs. Yes, they're maintained. Having been a truck driver for 35 yrs, all I can say is education is key to maintaining a safe practice. As a qualified trainer and assessor, it blows me away how more people aren't killed. Ego and misinformation are totally unavoidable. Great video. Should be mandatory viewing for anyone towing. Then again, so should a licence. Truck on. 🤟😎👍🚛🚛🚛

[@L2SFBC]

Thanks loved reading that 👍✔️😁

[@davidcarter5012]

I wouldn’t use hammerlock fittings on a trailer. I’ve been working to 1.5 times the atm for years now, and it’s good to see my research borne out clearly.

[@nocopyme84634744]

very interesting video , if one has a 13mm rated link chain and it was drop through a T slot like the one's use on tilt tray bed car hauler how do they get the rating for the slot as the chain link is what is the part what has all the tension on it in holding .

[@davidcarter5012]

Also, I had my van chains inspected (with AS 2741 rated bow shackles) by a mechanical engineer who is authorised by TMR Queensland and he told me that I was one of only few he had spoken to who any idea of the legislative requirements. A lot of grey nomads have no idea at all.

[@stefmin1357]

Hi Robert , Thanks for posting this video , I just checked the hooks on my 2t ATM trailer ,the markings are G70 (not G80), 1.2t, does this comply?

[@paulmartin7737]

Excellent and informative explanation that has caused me to go and inspect my shackles to ensure they are safe and correctly rated. I do however take exception to leaving South Australia off your list, or couldn't you find info on those? If they are the same as another state, could you let us know please?

[@L2SFBC]

I couldn't immediately find the SA regs and decided not to include all states anyway due to length of video concerns. The SA media unit has been good though so I may include them on future explainers and they have more people than NT or Tas. Their regulations are essentially the same as all the others....they're all based off AD62/01-02 and VSB14, but of course for some reason each state interprets it differently and writes a slightly different set of rules.

[@user-cv7kk3lr4n]

Great video well done , lots great info …. Just one point is it legal to put the hook on the chain end using hammer lock shackle ……..and using 1 hammerlock shackle on Ute tow bar end ….. I had impression you could only have 1 hammer lock shackle not two …. By the way I live in Tasmania…. You were extremely clear and loved the video .

[@L2SFBC]

thank you. The regulations do not say which way around the hook has to be.

[@aussiewalkabout4x4]

great video but i have one question ... if the ATM is 3500 and multiplier is 1.5 [= 5250] should that connector shackle be rated to a WLL of 5250 instead of a breaking load limit ? maybe i missed something there in the regs

[@user-hy5cs1dh1c]

Thank you for the video. Like you we found our chain too big for the Mawby hook. Would it be legal to attach the hook to the chain with a D Shackle.

[@servicetrucker5564]

I’d be in trouble for sure because my chains don’t even have ends on them. My truck has banjo slots on the stinger crossbar that the chains drop into Edit- I was hoping you were going to mention grade 100 hardware. They’d be rated high enough. Also a 13mm chain on a trailer that size is kinda huge because I have a semi trailer dolly with two safety chains with hooks that size in grade 80 and it’s rated to carry 9100kg

[@Russianmafia10]

Pretty insane seeing this is an issue. Here in the states, the chains just have an open hook on the end that you hook into your hitch, some of them have the spring loaded retainer. I've ever heard of someone using a bow shackle for this purpose

[@kenlewis2353]

Hi Robert. A very well presented video very informative. Just a query Ok we have all our towing chains and shackles etc and they all are Australia Standard as you have just talked about. My question what certificate or standard applies when the safety chain is "WELDED" onto the Frame, this could be done by anyone and be almost impossible to keep track of.

[@L2SFBC]

Can't answer that sorry, didn't inspect those regs.

[@bywayz]

Robert, any chance you could do a vid on bridging ladders? I've needed them many times, but instead had to turn back. As you know, taction boards are not the same. I appreciate your videos!

[@L2SFBC]

Look on my channel already touched on it

[@johnwhitton9977]

Great one ty

[@hannahranga]

Well that makes me feel vaguely better about having used soft shackles, wasn't worried about them snapping as they were 5t wll but wasn't sure what a copper would have throught.

[@philhealey4443]

As a non-Australian, it seems amazing that there is not one cohesive set of national regulations for this and all other aspects of motoring life. UK seems to manage without separate English, Northern Ireland, Welsh and Scottish vehicle regulations apart from a few HGV speed limit variations for Scotland.

[@L2SFBC]

It's amazing to us too. Imagine having different MoT criteria, learner license rules, modification rules, towing rules etc etc from Surrey to Sussex to Kent.. each having their own legislation!

[@stephenhunter70]

What is also amazing to anyone in the know is that our standards are published by a (now) American publisher and not a Australian publisher.

[@stephenberlyn8377]

awesome vids Rob, I have watched a few now. I am about to swap out the spring clip sling hook for a self locking sling hook for towing a small trailer; is there an up or down positioning for them; ie. locking clip facing up or facing down to the road? Cheers

[@L2SFBC]

Opinion is divided on that point. I've not done the analysis myself, and which direction the hook points horizontally.

[@stephenberlyn8377]

@@L2SFBC thx anyway Robert 👍

[@boblewis1149]

Hi, great information. Question, does each chain and connector need to be equal to the ATM or is each chain and connector rated to 50% of the ATM. Also I have the yellow chains which has small links on my 4000kg ATM caravan. Thanks.

[@L2SFBC]

Each chain connector 1.5x ATM, so 150% of ATM, not 50%.

[@tastiger91]

That's common for Tas gov regs. Follow national regulations, except for each of their individual interpretation.

[@christonkin5690]

Hi Robert, great explanation, just wondering can you purchase a D or Bow shackle with AS 2741 stamped on it. Regards Chris.

[@L2SFBC]

Pretty much anywhere..it will be stamped with WLL. Look for a 1t stamp. Bunnings has some.

[@elishaedelstein5317]

Hi Robert. Thank you the great, substantiated fact based, information. I recently bought a Mawby hook set for my 2 ton trailer. The part that fits onto the tow bar is a bit tight and doesn’t fit nicely. A quick solution to this is to attach a rated shackle to the tow bar slots and connect the Mawby “eye” part to it. Based on your research and expiriance, is that legal? Another way to ask my question is, if the chain was too short, could I use two shackles instead of one to lengthen it? Is there anything in the standards or regulation documents regarding using multiple shackles on a chain? Thank you.

[@L2SFBC]

There is nothing about multiple shackles or connectors in the chain that is mentioned in the standards. So this falls into "it's not an AS2741 shackle, therefore prove it's 1.5x ATM and won't come undone in a crash". I cannot say more than that!

[@peteboe2114]

Thanks for a great video. My I suggest another on how to attach breakaway cable to the tow vehicle? This seems to be another topic everyone is keeping away from. Many thanks, Pete

[@zippitydoodah5693]

well done

[@AquaMarine1000]

Thanks Robert, for a great informative video. This reply is not to challenge the safety standards, but some life observations. At the point when a towed trailer becomes disconected, both the vehicle and trailer are travelling at the same speed. In this case, the vehicle and trailer should be slowly brought to rest. In my experience the chains have taken the towball weight. I know of a caravan a-frame fracture leaving only the LPG copper pipe connecting the two halves of the trailer chassis. Both the vehicle and van were brought safely to rest. I suggest the loading on the safety chains are minimal. These standards suggest they are taken from lifting standards, the overcoming the force of gravity. Gravity is a minimal force on vehicles through road gradient standards. It would be interesting to know how the regulators came to their trailer safety chain standards. Has there been any real world strain gauge tests? Cheers

[@L2SFBC]

Well, if you look at trailer sway crashes then there is significant force on the chains. I have no idea how the calculations were done to arrive at the figures in ADR62...only so much detail I could go into!

[@AquaMarine1000]

@L2SFBC Thanks for your reply. If this is the case, the towball coupling has failed. This should have a design review. Safety back-up devices should be of last resort.

[@colinross6259]

The wording leaving such big grey areas would be a defence lawyers clients get out of jail card in court. As a lawyer quoted, "I don't have to prove innocence, just reasonable doubt".

[@L2SFBC]

Would be interesting to see!

[@soundman6645]

It does not work that way. THE over riding principle is that you have a duty of care, if it fails and you did not make reasonable efforts to ensure safety, that makes YOU responsible for all the damages that happen next

[@colinross6259]

@@soundman6645 If the lawyer can semi-prove you did what you thought was enough legally by following ambiguous wording, I'm sure that would go a long way.

[@peterkovacs-qn3wz]

Hello Robert, Thank you for the research and indepth explanation. I'd like to have one question: what is the situation regarding the European style swiveling towbars? They have one safety chain connection point in the vertical centerline right below the ball. ADR 62 / 01 asks for two safety chain attachment points in 13.4.1, but regarding drawbars, it seems to be mandatory only above 2.5t (14.4.1.1.).

[@L2SFBC]

Sorry not familiar with those bars

[@jamesgeorge3900]

Very well presented. ADR means Australian Design Rule not NSW Design rule or Tasmanian Design Rule etc etc. These states shouldn’t even be interpreting these rules, It is just ADR, thats it. Rules are so ambiguous and like you say not written correctly.

[@L2SFBC]

Indeed, a simple copy-paste would work, or get in a room guys and agree ONE set of words!

[@soundman6645]

As far as load rated shackles Clearly the safest choice is a shackle intended for industrial lifting rated according to australian standards However there are shackles that manufacturers quote load ratings or breaking strains. For example marine stainless shackles and tow bar company branded shackles . THE ISSUE with all the alternate arrangements is that often they fail to restrain the drawbar from striking the ground. The safety chain arrangement MUST prevent the drawbar from striking the ground in the advent the coupling fails or comes off . The reason long link chain (not rated for lifting or load restraint) is permitted on light trailers is to allow adjustment of the chain length by putting the shackle thru other than the end link. Such that the drawbar does not strike the ground . Another problem with ALL these alternative arrangements is that the hardware must be used as the designer intended and according to 'correct practice'. . Most of these people using or promoting these alternative arrangements, probably have not read VSB01 or the ADRs, (which are feeely available) let alone the standards

[@jv7734]

Glad u cleared up shock loading and reason for SF (safety factor) but in ur analysis case "shackles for towing" makes me wonder ????? Correct me if im wrong ...but ... if ur ATM x 1.5 is greater than 1T than u need to upgrade ur shackle. Unfortunately u should never use any lifting , towing....or lashing gear to the Min Breaking Strength.....😂😂 By doing this u have taken the Safety Factor away prior to even starting to hitch up. The AS standard is a guide for the manufacturers which they must achieve as a bare min for products provided which manufacturers constantly test batches.. record results and in some cases provide proof test certs with their product indicating the serial no, load factor applied, some cases 2xWLL and date test was conducted. See I wouldnt expect a rigger to lift a 2T load with a 1T sling after reading AS 4497 which states the Slings MIn Breaking Strength or Safety Factor of 1:7😅 then calculates it to be 7T .....then Send it😊 I apologise if im wrong but one thing we both agree on is u need a bloody lawyer to understand the legislation or AS these days

[@L2SFBC]

You're wrong and right. In a hoisting situation the shackle is rated to 1t with a 6x safety factor. That's because hoisting is high risk. When it comes to horizontal pulls, and also lashing then the risk decreases and so does the safety factor. In effect for the towing application the authorities use a 0 safety factor for the rating - but, as that 0 factor is 1.5x ATM, there is a safety factor in there. On a 3500kg trailer with two chains you've got minimum 12,000kg breaking force. If you have a problem where you get even halfway to that figure then the breaking strength of the shackles is going to be the least of your problems. In short, it's not right to compare hoisting with anything else.