Thread: trailer breaks/kits

Originally Posted by Mathias

The reason for this is, recommending safety chains being used in conjunction with breakaway (NZTA Verm in 2021) was to add safety to oncoming traffic if the trailer was to disengage with the tow vehicle and cross into the path of another vehicle. Electric drum brakes are prone to imbalance and with breakaway activated can veer off the path of travel, if indeed the breakaway works at all.

So what's the point of a breakaway system if you tie the trailer to the towing vehicle which means the breakaway can't (or more than likely won't due to the relative length of the breakaway cable vs the safety chains) activate?

Also, what usually happens if the tow hitch disconnects from the towball is that the trailer heads off the camber to the left dragging the tow vehicle's arse left and punching the front across the centerline. Bloody counterproductive is what that is, safest option is a) build the roads properly with correct cambering, and b) have the greatest mass vehicle separate from the tow vehicle and apply it's brakes as it heads off to the left following the (correctly road engineered) camber.

Not getting at you personally @Mathias, but the brains trust in Wellington needs to sort this sh1te out and decide which way they are going with these things because the status quo is just confusing and way behind best practice overseas. The fact we can't run air/over systems like other jurisdictions is a complete joke.

Originally Posted by No.3

So what's the point of a breakaway system if you tie the trailer to the towing vehicle which means the breakaway can't (or more than likely won't due to the relative length of the breakaway cable vs the safety chains) activate?

Also, what usually happens if the tow hitch disconnects from the towball is that the trailer heads off the camber to the left dragging the tow vehicle's arse left and punching the front across the centerline. Bloody counterproductive is what that is, safest option is a) build the roads properly with correct cambering, and b) have the greatest mass vehicle separate from the tow vehicle and apply it's brakes as it heads off to the left following the (correctly road engineered) camber.

Not getting at you personally @Mathias, but the brains trust in Wellington needs to sort this sh1te out and decide which way they are going with these things because the status quo is just confusing and way behind best practice overseas. The fact we can't run air/over systems like other jurisdictions is a complete joke.

Very true, NZTA have left it way too long to address the ruling and now it'll be a huge expense to the tax payer to put it in a more workable format. There is talk & plans of alignment with NZ 5467:1993 Code of Practice for Light Trailers but this has to be brought into the current century to be effective for a start, which they (NZTA) have acknowledged.
To scare the folks out there more, there's currently no legal standard required to build a tow bar suitable for under 3501kg for a vehicle with a WoF.

Anyway, you & I aren't going to fix it on the forum. As suggested, the OP would be wise to have at least one axle braked, preferably hydraulic override disc of good quality manufacture, proper safety chains & suitable tow bar etc.