Can you "safely" invert a Reese Hitch

tks Kev, my thoughts also ................. in looking at the way it is done I agree, perfect design for "shear" but invert it and it relies on the top weld only ????
J&M

Yes agree in theory but if the weld can not withstand a 300Kg downward shear either way then there is a big problem with the design.

Both ways the weld would have to be in shear as the crack would develop on the top..... the upward force to produce a crack at the bottom would never be able to equal the downward force being generated....... in other word downwards force is greater than upwards force.

"The Australian regulations require that the should the trailer detached no part of the drawbar or coupling should contact the ground"

Please provide a reference to this regulation. I've been unable to find it.

Cheers

GdayLex


Vic roads on page 24 of the regulations does not mention the draging along the road of the draw bar , just the strength of the chains, and what they are supposed to do in a time of detatchment.

Bantam,

In the USA it is required that ALL trailers have two safety chains whereas in Australia only trailers over 2500kg need two. Score 1 for the USA with better regulations. Despite the photos it is the law in most states in the USA to cross the chains.

Also in the USA the tow balls are much stronger than in Australia. for example a 50mm/2" ball with a rating of 3500kg/8000lbs is required to have an 1 1/4" inch shank compared to 7/8" in Australia. I could never figure out why the tow ball breaks here until you compare the shank sizes.

The USA has just as many regulations, but some are different. Parts have to manufactured to ISO standards. It is just that some ADR standards are different to ISO standards so it just adds to the cost. For example towballs must be stamped with ADR requirements for Australia whereas the rest of the world uses ISO stamping.

the requirement that no part of the drawbar or the safety chains striking the ground is mentioned in a couple of places.

The different requirements will be in different parts of the regs.

I thaught it was in VSB01...this is only a summary...there is a passing reference concerning the attachment point of the chains not being able to come in contact with the ground.
VSB01 only covers trailer construction not use.

It is fairly well discribed in ADR 44/00 specific purpose vehicle requirements.

section 44.2.4 Combinations of Trailers and Motor Vehicles ( other than road trains)

"44.2.4.3.2.2. it will prevent the forward end of the `Drawbar' from striking the ground in the event of accidental disconnection of the `Coupling'."

I think you may also find the issue specificaly addressed in some state legeslation and in some state towing guides.

There are a great many trailers designed and built in the past where the chain is attached to the bottom of the draw bar or overhangs the bottom of the drawbar......

this is plainly unsatisfactory as if the drawbar strikes the ground the attachment will be ground off on the road in very short order....as a friend of mine found...it took less than 20 meters for the chain to be ground thru



As for the american trailer standards........I pointed out that they are different.....better or worse does not matter....no point refeering to American regulations or requirements.....they are worth nothing in Australia

As for the recommendation that chains be crossed behind the ball......this was on the fitting instructions that came with hayman reece tow bars.
At one time you could download the fitting instructions for all hayman reece tow bars sold in australia.....I cant find this facility now.

try as you might , on many rigs it is impossible to get the chains short enough to stop the drawbar striking the ground without taking the chain or chains behind the tow ball.

cheers

you don't have to be a financial member to post pics on here Mike, unless something has changed recently that i don't know about. i've posted pics on here before and i'm not a financial member.