Road Traffic (Light Vehicle Mass and Loading Requirements) Regulations 2013

The central organising concept is the distinction between light and heavy vehicles. These regulations do not apply to heavy vehicles (GVM or ATM above 4.5 tonnes), which are governed by the Heavy Vehicle National Law (South Australia). A light vehicle is defined by reference to section 5 of the Road Traffic Act 1961: essentially a vehicle that is not a heavy vehicle. That Act in turn relies on the Heavy Vehicle National Law for the heavy vehicle threshold. A combination is defined in the dictionary as a group of vehicles consisting of a motor vehicle towing one or more vehicles. Under regulation 5(1), the regulations apply only to combinations that consist of light vehicles only. This means that if a light vehicle tows a trailer with an ATM exceeding 4.5 tonnes, the combination becomes a heavy vehicle and falls outside the scope of these regulations.

Gross Vehicle Mass (GVM) is a critical limit. Clause 1(2) states that the total mass of a vehicle and any load must not exceed the vehicle’s GVM. The GVM is a manufacturer-specified figure, not set by the regulations. Similarly, for towing, the regulations defer to manufacturer specifications for maximum towing mass (clause 2(b)) and the capacity of the towing apparatus (clause 2(a)). Only where the manufacturer has not specified a towing mass do the statutory formulas in clauses 2(c) and 2(d) apply. This means that compliance requires knowing the manufacturer’s figures, which may be found in the owner’s manual or on a compliance plate.

Size limits are imposed not directly in these regulations but by reference to the Light Vehicle Standards, a separate set of rules (Road Traffic (Light Vehicle Standards) Rules 2018). That instrument sets maximum widths, heights and lengths for light vehicles and combinations. Clause 3 requires compliance with those size limits. The rear overhang limit is also tied to the Light Vehicle Standards, which define allowed overhang. Clause 3(2) requires the distance between the rear overhang line (defined in the dictionary) and the rear of any load not to exceed the allowed rear overhang.

Projections are dealt with in absolute terms: 1.2 metres front, 150 millimetres side, and for rear, only a warning signal requirement not an absolute distance limit (beyond the general size limit). However, clause 6 operates as an independent constraint: even if a load is within all dimensional limits, it must not project in a way that is dangerous. This is a subjective standard that could be enforced based on a police officer’s assessment.

The most technically complex concept is the load restraint performance standard in clause 7A. It introduces specific g-force figures: 0.8g forward deceleration, 0.5g rearward deceleration, 0.5g lateral acceleration, and 0.2g vertical acceleration if friction or limited vertical displacement is relied upon. These forces are design benchmarks for restraint systems. The clause does not prescribe specific types of tie-downs or lashings; instead it sets an outcome: the restraint method must be capable of withstanding those forces. The Load Restraint Guide published by the National Transport Commission provides performance standards that may be used as evidence of compliance, but the regulation does not make the Guide mandatory. Compliance can be achieved by other means that satisfy the force requirements.

The burden of proof concept in regulation 6 is unusual. In typical criminal proceedings the prosecution bears the burden of proving every element. Regulation 6(2) reverses that for fallen loads: if the load fell off, the defendant must prove they complied with the securing obligation in clause 7(2). This is a reverse onus provision that may raise practical difficulties for defendants who cannot explain why the load fell. The prosecution need only prove the load fell; then the defendant must show they secured it adequately.

Finally, the dictionary defines terms such as axle group, tandem axle group, tri-axle group, rear overhang line, retractable axle, and ADR (Australian Design Rule). These definitions are necessary for interpreting the Light Vehicle Standards and for determining rear overhang. The term ‘g’ in clause 7A is defined as gravitational acceleration or 9.81 m/s².

The regulations directly affect any person who drives or operates a light vehicle on a road in South Australia, or who causes a light vehicle to be driven (the term ‘operator’ in the note to regulation 3 captures both). This includes private motorists, tradespeople, couriers, removalists, farmers, businesses using vans or utilities, and anyone towing a trailer, boat, caravan, or other light vehicle. The regulations also affect employers and fleet managers who may be liable as operators if their employees drive non-compliant vehicles. The definition of operator under the Road Traffic Act is broad; it can include the owner of the vehicle or the person in whose business the vehicle is used.

Some specific groups are affected more heavily than others. Tradies who carry ladders, pipes, timber or other long items must ensure front projection does not exceed 1.2 metres and side projection does not exceed 150 millimetres. They may need to reposition loads or use dedicated roof racks. Trades carrying heavy machinery in utes must check manufacturer mass limits and GVM, which may be lower than the vehicle’s payload capacity in practice. Operators of caravans and trailers must know the manufacturer’s towing capacity of their vehicle and the ATM of the trailer. If the manufacturer has not specified a towing limit, the statutory formula applies, which may be lower than many drivers expect.

Businesses that operate light commercial vehicles (such as delivery vans) face compliance costs in ensuring that loads are restrained to withstand the specified g-forces. This may require investment in load restraint equipment (rails, tie-down points, straps, nets) and training for staff. The 2019 amendment that introduced clause 7A increased the stringency of the restraint obligation; previously the obligation was simply to secure loads so they were unlikely to fall, without explicit force benchmarks. The amendment likely increased the burden on businesses that had relied on generic advice or informal practice.

Private individuals who occasionally tow a trailer may be caught by the towing mass limits. Many modern passenger vehicles have manufacturer-towed limits that are well below the unloaded mass of the vehicle, so the statutory default in clause 2(c) rarely applies. However, older vehicles or those imported without manufacturer data may fall back on the default, which could be higher or lower than expected. The requirement for a warning signal on rear projections may affect tradies carrying long loads on roof racks, or boat trailers where the outboard motor projects behind the trailer.

Enforcement agencies - South Australia Police and perhaps the National Heavy Vehicle Regulator (for light vehicles operating in a heavy vehicle environment?) - are affected in their proof obligations. Regulation 6 eases the prosecution’s burden: they can prove a clause 7 breach simply by showing that the load did not meet Load Restraint Guide performance standards, and if the load fell off, the defendant must prove compliance. This may lead to more enforcement actions for fallen loads, particularly on highways where debris from unsecured loads causes accidents.

The regulations indirectly affect manufacturers and importers of towing equipment, couplings, and load restraint gear, who may see demand shift as operators seek compliant products. The reference to ADRs in the dictionary also connects to Commonwealth vehicle standards, though those are not directly enforced under these regulations.

Notably, the regulations do not apply to heavy vehicles, so operators of trucks and heavy trailers are not affected. However, a light vehicle towing a heavy trailer (ATM >4.5t) falls under the Heavy Vehicle National Law, not these regulations. That creates a jurisdictional boundary at 4.5 tonnes that operators need to be aware of.

The primary duties are imposed by Schedule 1 on the driver and operator of a light vehicle. Every duty is a strict liability obligation; there is no requirement to prove fault. The key duties are as follows.

Duty not to exceed mass limits: clause 1 prohibits exceeding any maximum load specified by the manufacturer or the vehicle’s GVM. This is not simply a duty to stay under a statutory number; it requires the operator to know the manufacturer’s specifications. For a used vehicle, those specifications may be difficult to find. The duty extends to the loaded mass of a towed vehicle under clause 2, which must not exceed the towing apparatus capacity, the manufacturer’s towing limit, or the statutory default. The duty is measured at the time of driving; exceeding the limit even briefly is an offence.

Duty not to exceed size limits in the Light Vehicle Standards: clause 3(1) is a broad prohibition on a vehicle or combination and its load exceeding a size limit set for it in those Rules. The Rules themselves specify maximum widths (usually 2.5 metres for light vehicles), heights (4.3 metres) and lengths, with some exemptions for loads like poles and logs. The operator must know the applicable limits. Clause 3(2) adds a specific duty on rear overhang.

Duty to observe projection limits: clause 4 limits front projection to 1.2 metres and side projection to 150 millimetres. These are absolute distances, regardless of the vehicle’s dimensions. Clause 5 imposes a duty to display a warning signal if a rear projection exceeds 1.2 metres or cannot be easily seen from behind. The signal requirements differ for day and night.

Duty not to create dangerous projections: clause 6 is a catch-all that operates independently of dimensional compliance. Even a load that is within all size limits can be deemed dangerous if a police officer considers it a risk to people or property. This gives enforcement discretion.

Duty to place loads safely: clause 7(1) requires that a load not be placed in a way that makes the vehicle unstable or unsafe. This goes beyond mass limits; an evenly distributed but top-heavy load could be unstable even if under GVM. Clause 7(2) requires securing the load so it is unlikely to fall or be dislodged. Clause 7(3) requires an appropriate method of restraint. These are broad duties that require judgement.

Duty to meet performance standards: clause 7A adds a specific duty to restrain the load so that it prevents movement (except permitted movement) under the specified g-forces. The duty is to use a method that at a minimum is capable of withstanding those forces. This is an engineering standard, not a prescriptive one. The examples in clause 7A(2) show that some movement is allowed if it does not affect stability or dislodge the load.

Duty to couple trailers properly: clause 8 requires that a trailer be securely coupled and that coupling components be compatible and properly connected. This likely means using coupling types that match (e.g., a 50mm ball with a 50mm coupling) and safety chains where required by other laws.

Rights are sparse. A defendant has the right to argue compliance with clause 7(2) even if the load fell, but bears the burden of proof. A defendant may also argue that the Load Restraint Guide performance standards are not the only way to comply, and that an alternative method meets the obligations. Clause 7A(4) provides that clause 7 is not limited by clause 7A, meaning that compliance with clause 7A does not necessarily mean compliance with clause 7 (e.g., if the vehicle is made unstable). Conversely, compliance with clause 7 might not satisfy clause 7A unless the restraint method can withstand the specified forces.

Operators have no right to ignore manufacturer specifications, even if they believe the vehicle is safe at higher loads. The duty to follow manufacturer specs is absolute.

The regulations themselves do not prescribe penalties. Penalties are provided in the Road Traffic Act 1961. The note to regulation 3 cross-references sections 123 and 124 of that Act. According to the Act (as not reproduced here), section 123 creates an offence for driving a vehicle that does not comply with mass or loading requirements, and section 124 creates an offence for the operator. Standard maximum penalties are likely a fine (e.g., $500 or more) but these would need to be confirmed from the Act. Demerit points may also apply for certain offences. Because the regulations are subordinate legislation, the penalty provisions in the Act apply.

Enforcement is primarily by South Australia Police, who may inspect vehicles and their loads at the roadside or at weighbridges. They may direct a driver to remove excess load, reposition it, or secure it properly before proceeding. Non-compliance could result in an expiation notice (infringement) or a summons to court.

The most significant enforcement feature is the evidentiary provision in regulation 6. For a clause 7 offence, the prosecution can rely on the Load Restraint Guide as a benchmark. If the load does not meet the Guide’s performance standards, that may be sufficient for the prosecution to prove non-compliance. In practice, this means police officers may compare the restraint method against the Guide and if it falls short, issue a notice. Secondly, if the load has fallen off the vehicle, the burden shifts to the defendant to prove they complied with the securing obligation. This reverses the usual criminal standard, requiring the defendant to show, on the balance of probabilities, that they secured the load so it was unlikely to fall. This could be difficult where the cause of the fall is unknown.

The reverse onus may be open to challenge under the presumption of innocence in the Australian Constitution, but no such challenge is recorded in the source. It remains a practical gotcha: a load that falls for reasons beyond the driver’s control (e.g., sudden failure of a manufacturer-installed tie-down point) still places the burden on the driver.

Penalties for breaches of the mass or loading requirements are likely to be higher for operators (e.g., businesses) compared to private drivers. The Act may allow for higher maximum fines for body corporates. Repeated or serious breaches could lead to vehicle impoundment or prohibition notices.

Enforcement may also be carried out by local councils for vehicles on local roads, though typically state police handle roadworthiness matters. The National Heavy Vehicle Regulator does not enforce these regulations because they apply only to light vehicles.

These regulations sit within a broader legislative framework governing vehicle standards and road use in South Australia. The enabling Act is the Road Traffic Act 1961, which provides the power to make the regulations and creates the offences for non-compliance. The regulations must be read together with that Act, particularly sections 123 and 124 which set out the offences.

The regulations refer to the Light Vehicle Standards, which are the Road Traffic (Light Vehicle Standards) Rules 2018. That instrument contains the specific size limits that must not be exceeded. It is a separate statutory rule made under the same Act. The operator must consult both the Light Vehicle Standards and these regulations to determine full compliance. The note to clause 3 explains that the combined dimensions of a vehicle and its load must still meet the requirements of clause 3 even if the load projects - meaning that exceeding the size limits in the Light Vehicle Standards cannot be justified by saying the projection falls within the allowed front/side projection. The limits in both instruments must be satisfied simultaneously.

The regulations also cross-reference the Load Restraint Guide published by the National Transport Commission. The Guide is not a legislative instrument; it is a national best-practice document. Regulation 6(1) gives the Guide legal effect for the purpose of proof: if a load does not meet the Guide’s performance standards, that is evidence of non-compliance. The Guide itself is amended from time to time, and the regulation refers to it as in force from time to time, meaning the complainant can rely on the latest edition regardless of when the defendant loaded the vehicle. This creates a risk that a load that was compliant at the time of loading becomes non-compliant after the Guide is updated, though enforcement would likely only occur after the new edition is published.

The dictionary defines ADR (Australian Design Rule) by reference to the Commonwealth Motor Vehicle Standards Act 1989. While these regulations do not impose ADR compliance obligations, the ADR may be relevant to the interpretation of manufacturer specifications, particularly for vehicle mass and towing capacity. ADRs often specify how GVM and towing capacity are to be determined.

These regulations interact with the Heavy Vehicle National Law (South Australia). As noted in the notes to regulation 5, the heavy vehicle threshold is 4.5 tonnes GVM or ATM. A light vehicle towing a heavy trailer falls under the National Law, not these regulations. Similarly, a heavy vehicle towing a light trailer is subject to the National Law for the entire combination. The boundary is not always clean: a high-percentage of a light vehicle’s GVM may be close to 4.5 tonnes, and operators may inadvertently cross the threshold if they overload. The penalties under the National Law are typically higher.

The Road Traffic (Miscellaneous) Regulations 1999 is mentioned in the dictionary note under ‘combination’. Regulation 20A of that instrument limits a light motor vehicle (other than a tractor) to towing only one vehicle. These regulations do not address that towing limit; it is a separate rule. An operator towing two vehicles with a light motor vehicle (other than a tractor) would breach that regulation regardless of compliance with these loading regulations.

The regulations also interact with the common law duty of care. A poorly secured load that causes injury or property damage could result in civil liability for negligence. The criminal standard under these regulations is strict liability; a conviction does not require proof of negligence, but tort claims would require fault.

The regulations were originally made in 2013 and commenced on 10 February 2014 (Gazette 19.12.2013, p5033). The original version contained the mass limits, size and projection requirements, loading obligations (original clause 7 without clause 7A), and provisions for trailers. The dictionary defined Light Vehicle Standards by reference to earlier rules (likely the Road Traffic (Light Vehicle Standards) Rules 2013 or similar).

The first variation occurred in 2018 (SA Gazette 23.1.2018, p377, regulation 7 of 2018). This variation amended the dictionary definition of Light Vehicle Standards to refer to the Road Traffic (Light Vehicle Standards) Rules 2018, which had replaced the earlier rules. The variation also omitted regulation 2 (which would have contained expiry or other miscellaneous provisions) under the Legislation Revision and Publication Act 2002. This was a machinery change, reflecting updates in the primary size limits.

The second and more substantive variation was in 2019 (SA Gazette 7.11.2019, p3778, regulation 232 of 2019), commencing 1 December 2019. This amendment inserted clause 7(4) and a new clause 7A into Schedule 1, Part 3. Clause 7(4) states that clause 7 is not limited by clause 7A - preserving the general obligations. Clause 7A introduced the specific performance standard requiring restraint methods to withstand defined g-forces. This was a significant expansion of the regulatory requirements, shifting from a general duty to secure loads to a prescriptive engineering standard. The explanatory material for the amendment is not in the source, but the effect is to make load restraint compliance more demanding and more measurable.

The amendment history also shows that the dictionary definition of Light Vehicle Standards was varied by the 2018 variation. The historical versions noted are only from 23 January 2018 (the date of the first variation). No other changes are recorded.

The regulations have not been amended since 2019. They remain in force. The legislative history includes a note that earlier versions are listed at the end, but the source only provides a single historical version (23.1.2018). The absence of further amendments may indicate the regulations are stable, though the Load Restraint Guide may have been updated since 2019, which would change the applicable performance standards without amending the regulations.

The source does not include any references to litigation or court decisions interpreting these regulations. No cases are cited in the text. This is typical for subordinate legislation that is not frequently the subject of appellate decisions. However, the regulations may have been considered in lower courts in prosecutions for loading offences. Given the strict liability nature, most matters would be resolved by expiation (infringement notice) rather than court proceedings.

The burden of proof reversal in regulation 6(2) could have been challenged on constitutional grounds, but no such case is recorded in the source. It is possible that a defendant argued that the reverse onus infringes the presumption of innocence implied in the Constitution, but the High Court has upheld reverse onus provisions in road safety contexts if they are reasonably proportionate. Without case law, it is speculation.

The definition of ‘dangerous projection’ in clause 6 might be litigated if a load caused injury and the prosecution relied on that clause rather than the more specific projection limits. The term ‘dangerous’ is a question of fact for the magistrate, likely decided on police evidence.

The absence of litigation history means practitioners have little guidance beyond the text itself. Courts may look to comparable provisions in other states’ regulations for persuasive authority, but that is not referenced in the source.

Several potential traps arise from the interaction of the regulations with other instruments and from the structure of the duties themselves.

The manufacturer specification trap: clauses 1 and 2 make the manufacturer’s specifications legally binding. If a vehicle’s owner’s manual is lost or the vehicle has been modified, the driver may not know the correct limits. Relying on a generic figure (e.g., assuming a ute has a 1 tonne payload) could be an offence even if the vehicle could safely carry more. The burden is on the operator to ascertain the manufacturer’s figures.

The Light Vehicle Standards cross-reference: these regulations do not themselves set size limits. An operator must locate and comply with the Road Traffic (Light Vehicle Standards) Rules 2018, which may have different limits for different classes of vehicles (e.g., high vehicles, long vehicles). Failure to check those rules could result in an offence for a load that is within the projection limits of these regulations but exceeds the size limit in the Standards.

The rear projection warning requirement trap: clause 5(1)(b) applies not just when a load projects more than 1.2 metres, but also when the end of a load projects to the rear so that it cannot be seen easily from behind. This could apply even if the projection is less than 1.2 metres, such as a wide load that obscures the rear of the vehicle. A driver may think a short projection does not require a flag, but be caught.

Clause 6 dangerous projection is subjective and not limited by dimensional compliance. A load that is within all size limits but protrudes in a way that could snag a pedestrian or obstruct a cyclist could be deemed dangerous. Enforcement discretion is wide.

The 2019 amendment introduced clause 7A but clause 7(4) makes clear that clause 7 is not limited by clause 7A. This means that complying with the g-force performance standard does not guarantee compliance with the broader duties in clause 7: the load might be properly restrained but still placed in a way that makes the vehicle unstable or unsafe. Conversely, a load that is stable and safe under clause 7 might still not meet the 0.8g/0.5g/0.5g benchmarks if the restraint method is not strong enough. Operators must satisfy both sets of obligations.

The Load Restraint Guide as a moving target: regulation 6(1) refers to the Guide as in force from time to time. The Guide may be updated without public notice. A load that was compliant under the 2014 edition could become non-compliant under the 2020 edition. The defendant’s compliance at the time of loading is no defence if the prosecution uses the current Guide at trial. Operators should check for the latest edition regularly.

The reverse onus in regulation 6(2): if the load falls off, the defendant must prove they secured it so it was unlikely to fall. This may require extensive records of the restraint method, photos, and possibly evidence from an engineer. A driver who simply ties down a load with rope and the rope breaks is unlikely to satisfy the burden.

Towing limit hierarchy: clause 2 lists four limits in order: (a) capacity of towing apparatus, (b) manufacturer’s specified towing mass, (c) 1.5x unloaded mass with brakes, (d) unloaded mass without brakes. The lowest actual limit applies, not the default. If a manufacturer specifies a towing mass of 1200kg but the towing apparatus is only rated to 1000kg, the limit is 1000kg. Many drivers overlook the capacity of the ball or coupling.

Combinations: a light vehicle towing a light trailer is covered by these regulations. But if the trailer has an ATM above 4.5 tonnes, the combination becomes a heavy vehicle under the National Law. This can occur with large boat trailers or plant trailers. The operator may inadvertently be driving a heavy vehicle without realising it, subject to higher penalties, logbook requirements, and different loading standards.

The definition of ‘rear overhang line’ for vehicles with axle groups including steerable or retractable axles can be complex. If all axles in a group are steerable or retractable, the centre is determined without regard to them - but if some are and some are not, the centre is calculated ignoring the steerable/retractable ones? The dictionary says ‘determined without regard to the presence of any steerable axle or retractable axle in the group unless all axles in the group are steerable or retractable.’ This may create unexpected overhang calculations for vehicles with lift axles.

The note in the dictionary about the Road Traffic (Miscellaneous) Regulations 1999 limiting a light motor vehicle to towing one vehicle (two for tractors) is a separate requirement. An operator who complies with these loading regulations but tows two vehicles (e.g., a camper trailer and a dinghy on a trailer) commits an offence under those regulations. This note serves as a warning, not a legal requirement of these regulations.

Compliance requires a systematic approach that addresses each part of Schedule 1. The following steps are grounded in the regulation text.

Step 1: Determine mass limits. Find the vehicle’s GVM from the manufacturer’s compliance plate or owner’s manual. Ensure the total mass of vehicle, occupants, fuel, and load does not exceed that figure. If the vehicle is towing, identify the maximum towing mass specified by the manufacturer, and also check the towing apparatus for a rated capacity (stamped on the tow bar or coupling). Use the lowest figure. If no manufacturer towing mass is provided, apply the formula: for a towed vehicle with brakes operable by the driver, the loaded mass of the towed vehicle must not exceed 1.5 times the unloaded mass of the towing vehicle; without brakes, it must not exceed the unloaded mass. Weigh the loaded towing vehicle and the loaded towed vehicle separately to verify. Keep records of manufacturer specifications.

Step 2: Check size limits. Obtain a copy of the Road Traffic (Light Vehicle Standards) Rules 2018. Measure the vehicle and its load: width must not exceed 2.5 metres (unless otherwise allowed for certain loads); height not over 4.3 metres; length for a single vehicle not over 12.5 metres; for combinations, not over 19 metres. Ensure the rear overhang (distance from rear overhang line to rear of load) does not exceed the allowed overhang under those Rules (typically 60% of wheelbase for a rigid vehicle, but specific calculations apply). Use the definitions in the dictionary to find the rear overhang line correctly.

Step 3: Check projections. Measure front projection of the load from the front of the vehicle (including bullbars) - must not exceed 1.2 metres. Side projection from the outermost part of the vehicle (including mirrors? The clause says ‘from the outermost part of either side of it’ - likely the widest part of the vehicle body, not including mirrors, but cautious interpretation would include them) must not exceed 150 millimetres. If the load projects to the rear, measure whether it exceeds 1.2 metres behind the vehicle. If so, attach a warning signal: in daytime, a brightly coloured flag or material at least 300mm on each side; at night, a red light visible for 200 metres. Also, if the end of the load cannot be seen easily from behind (e.g., because it is a long load fully obscured by the vehicle’s body), attach the signal regardless of the distance. Ensure the signal is securely attached.

Step 4: Assess dangerous projection. Walk around the vehicle and load and consider whether any part of the load, even if within dimensional limits, could strike a person or object, snag clothing, or otherwise cause harm. If there is any such risk, reposition or cover the load.

Step 5: Place the load properly. Distribute the load so that the vehicle remains stable and safe. Avoid top-heavy loading. Check that the vehicle’s centre of gravity is not adversely affected. Follow the vehicle manufacturer’s recommendations for load distribution.

Step 6: Secure the load. Use an appropriate restraint method. For a performance-based approach, design the restraint to withstand the forces in clause 7A: 0.8g forward deceleration, 0.5g rearward deceleration, 0.5g lateral acceleration, and if relying on friction or limited vertical displacement, also 0.2g vertical. This typically means using multiple tie-downs with appropriate working load limits such that the sum of the tie-down capacities, considering angles, is at least the design force. The Load Restraint Guide provides calculation methods. If the load is contained within the sides or enclosure and cannot move horizontally, vertical movement may be allowed (clause 7A(2) example 1). For loose bulk loads, ensure they are covered and the sides are high enough to prevent spillage. For bulk liquids, ensure the tank is properly baffled and the fill level allows for movement.

Step 7: Ensure the restraint method prevents the load from being dislodged and does not make the vehicle unstable. Clause 7(3) requires an ‘appropriate method’. Even if clause 7A forces are met, the method must also be appropriate for the type of load (e.g., use straps not ropes for heavy items).

Step 8: For trailers, check that the coupling is secure and that the components are compatible (e.g., the tow ball diameter matches the coupling). Connect safety chains where required by other regulations (not in these regulations). Ensure the trailer’s mass does not exceed the towing vehicle’s limits.

Step 9: Keep records. In case a load falls, you will need to prove compliance with clause 7(2). Photographs of the loaded vehicle before departure, records of tie-down types and ratings, and any weighbridge tickets for mass are useful. Note the date of loading and the edition of the Load Restraint Guide used. Remember that if the Guide is updated, you may need to adjust your methods.

Step 10: Review the Light Vehicle Standards Rules and the current Load Restraint Guide periodically. Subscribe to updates from SA legislation and the National Transport Commission.

No step is optional. Compliance is strict; ignorance of manufacturer specifications or the Guide is not a defence. If in doubt, seek professional advice from a vehicle compliance engineer or a transport consultant.