CLAIM This application is a Convention Application for a te or utility patent application claiming priority from Australian Provisional Patent Application No. 2021902051 filed 5 July 6, 2021. FIELD OF INVENTION This invention relates to a utility vehicle tie rail. More particularly, this invention relates to a utility vehicle tie rail mounted to an inside wall of a utility vehicle tray. BACKGROUND ART 10 The following references to and descriptions of prior als or products are not intended to be, and are not to be construed as, statements or admissions of common general knowledge in the art. In particular, the following prior art discussion does not relate to what is commonly or well known by the person skilled in the art, but assists in the tanding of the inventive step of the present invention of which the 15 identification of pertinent prior art als is but one part. Utility vehicle tie rails have been described in which a tie rail comprising a metal rod is spaced from a side wall or side edge to allow ropes, hooks and straps to be ed to a section f to tie down a load in or on the tray and is welded or bolted to a suitable strong and rigid substrate on the vehicle. Utility vehicle tie rails are generally positioned 20 proud or beyond an edge of a wall or other extremity of the vehicle and present unaesthetic snag and injury s and often protrude into the usable space of the utility vehicle. One of the disadvantages of the prior art is with respect to the working load limit (WLL) or the safe working load (SWL). Applicant has found that typically suppliers and 25 manufacturers of prior art devices only give a breaking strain of the product in isolation and do not take into account the strength of the rail when fastened to the utility tray. A breaking strain is not a WLL or SWL. At breaking point, the rail ent has already exceeded its yield strength and is damaged and weakened for future use. ant notes that where suppliers and manufacturers of the prior art devices list these breaking 30 strains, the information may not be an accurate representation of the WLL or SWL ing the load that can be safely secured. In contrast, Applicant has the load rated by an engineer specific to each model utility in which a utility vehicle tie rail according to the invention as installed. An object of the present invention is to rate the aforementioned antages of 35 the prior art or to at least provide a useful alternative thereto. STATEMENT OF INVENTION The invention according to one or more aspects is as defined in the independent claims. Some optional and/or preferred features of the invention are defined in the dependent claims. 5 Accordingly, in one aspect of the invention there is ed a tie rail assembly, namely: A tie rail for a utility vehicle having a tray with at least a first wall, the first wall: i. being adapted to extend ntially in a first plane; ii. having a first outer edge defining an internal recess; and ii. having at least two e structural substrates adapted to extend substantially 10 transversely to the first outer edge, the tie rail comprising: A. a substantially rigid and strong elongate and uous first member on which items may be tied, the first member being spaced from and extending substantially parallel to the first plane and the first outer edge; 15 B. at least two anchor sections extending transversely to a longitudinal axis of the first member, the anchor sections: i. each being adapted to align with a vehicle structural substrate; ii. are formed as a continuous y piece with the first member; iii. have an outer end remote from the first member that is adapted to be 20 received by the al recess; iv. include an outer anchor point at or near the outer end, the outer anchor point being spaced from both: the first member; and an internal anchor point located on or in the first member; and 25 C. an end member that is broader in shape, ed to the anchor sections, along the first plane and accommodates one or more end anchor points. VEHICLE, TRAY AND FIRST SIDE WALL The vehicle is a utility vehicle of the type being light commercial or industrial roadgoing automobile, ing an electric or hybrid fuel vehicle, preferably having a front 30 cabin for passengers and a rear tray. The tray typically has a flat bed that is flanked by a pair of spaced side walls, wherein the at least first wall is in the form of one of the side walls. Such utility vehicle side walls typically include a substantially flat and planar panel (including a side wall panel that is tically contoured in the manner of a modern vehicle). The first outer edge may be in the form of an upper edge of the panel that is folded 5 inwardly to achieve an over-hung upper edge. The over-hang may define the internal recess that has an opening facing downward toward a floor of the tray. The vehicle structural substrate may be the panel of the first side wall, where the panel is metal and of sufficient strength and rigidity whereby to provide a suitable substrate for ing the tie rail to the e. Alternatively and preferably, the vehicle 10 structural substrate is in the form of a ity of structural pillars. The or each vehicle ural substrate may generally extend in a vertical orientation between the floor and the first outer edge. The first side wall may include a wheel arch. The tie rail may be installed above the wheel arch. 15 FIRST MEMBER The first member is ageously formed as a unitary piece with the anchor sections and the end member. The first member could be welded to the anchor sections and the end member. However, preferably the first member, the anchor ns and the end member form 20 part of the same unitary piece. The first member, the anchor sections and the end member may be manufactured by moulding, casting, stamping, laser-cutting or other means. Each transition zone between (i) the first member and the anchor sections; and (ii) the first member and the end member, is continuous material. Preferably therefore, the first member, the anchor sections and the end member are made from and of the 25 same al. The material of the first member, the anchor sections and the end member is preferably ium, hardened steel, marine grade steel, coated metal or galvanised steel. However, the material may comprise a composite of metal and plastic, or a high strength plastic such as acetal, optionally with a metal reinforcing core. Advantageously, the first 30 member is made of a strong and rigid metal that is inherently corrosion-resistant or coated for protection. The first member may be in the form of a rigid ribbon, strap or plate. The first member may be cut out, stamped, cast or moulded into an elongate member. The first member may be a rod, solid or rectangular/circular or other cross-sectioned shaped hollow 35 section. The first member may be plate-like. The first member may form part of a plate. The first member may be formed as part of a section of a panel, optionally stamped, laser or mechanically cut to shape. The first member may be in the form of an outer guard of the tie rail. SECOND MEMBER forming truss 5 The tie rail may further include a second member. The second member is preferably adapted to strengthen the first member. The second member is preferably adapted to assist in evenly distributing load applied at various tie points or sections along a length of the first member. The second member is preferably elongate, and spaced and extends substantially parallel to the first member. 10 The second member ably forms a truss with the first member and the anchor sections. Preferably, the truss comprising the first and second members, and the anchors sections, is integrally formed together at cture as a unitary piece. Preferably, the truss is formed from the same material or a composite such as a metal skeleton overmoulded with high wear-resistant polymer material. 15 The anchor ns may be in the form of struts forming a web between the first and second members. SEPARATE BRACE The first member may be used without being combined with the reinforcing member which together may form a truss. The first member may simply be bolted through a 20 spacer and the inner wall of the utility vehicle tray with a mudguard washer and nut behind. Although the first member is strong within itself and useful for lower load applications, the load rating can be improved to suit higher load applications. “Load” in this context refers to the force d to a particular section of the first member acting as the elongate member of the tie rail to which a tie is attached in use. A stronger tie rail 25 with a higher load rating can be achieved by adding the reinforcing member to the tie rail assembly. Therefore, the tie rail may further include a reinforcing member. The rcing member may be in the form of a brace. The reinforcing member is preferably formed from a piece that is separate to the first member. The rcing member is preferably 30 adapted to assist in evenly distributing load applied at various tie points or sections along a length of the first member. The reinforcing member is preferably elongate, and spaced from, and s substantially parallel to, the first . The reinforcing member may be coextensive with the length of the first member. However, the reinforcing member preferably extends partially along the length of the first member. 35 The reinforcing member is preferably minal with at least one end of the first member. The reinforcing member is preferably attached to the first member by rigid fasteners. The rigid fasteners may extend through pairs of registered apertures aligned in the first member and the reinforcing member. The reinforcing member may be fixed in place between an inner surface of the first wall and the first member. The fasteners may be 5 bolts. Between the first member and the reinforcing member may be one or more spacers that space the rcing member from the first member. The fasteners may extend through the spacers, which may be in the form of metal blocks or other material capable of resisting compressive forces. The fasteners may be in the form of rail mounting bolts that extend through the first 10 member or rail. The fasteners may extend through a spacer and the first wall of the of the utility tray, into the reinforcing member that is in the form of a lateral brace. At this location where the fasteners extend through the first wall, the inner surface of the first wall preferably corresponds to the vehicle structural substrate which is ably in the form of a wall pillar or folded sheet metal strengthening rib formed in the first wall. 15 The reinforcing member greatly ses the load capacity of the first member. Without the reinforcing member, the tie rail’s strength is mostly within the first member and derives very little strength from the inner wall of the first wall. When the first member is rigidly fastened to the reinforcing member, the truss is formed to se the strength of the tie rail and its achievable load rating. 20 The reinforcing member adds strength and spreads more of the point load that may be applied, for example by a tie down strap, to the first member or the tie rail in general. The load may be distributed to nt and next-adjacent anchor points along the length of the reinforcing member. The length of the reinforcing member may vary depending the model of utility vehicle 25 for which it is designed. The reinforcing member is preferably made as long as possible whereby to overlap with as many anchor points as le to provide a maximum load In terms of ease of installation of the tie rail assembly, the installation of mudguard washers and an associated nut onto a fastener, such as a bolt, for attaching the assembly 30 to the first side wall can be ely difficult, particularly in the on above the wheel arch. The reinforcing member is not only advantageous to improve the strength of the tie rail, but also assists in installation as it can be d from one end of the rcing member to position the other end in the location below the first outer edge and above the wheel arch. 35 ANCHOR SECTIONS The anchor sections preferably extend from the first member to a location laterally spaced from the first member. The anchor sections are preferably located at the ends of the first member. The anchor sections are still more preferably located intermediate the length of the first member. Each anchor ns may have a first anchor point that is provided at the location of 5 the transition zone where the first member transitions to the anchor section. Each anchor section may have a second anchor point laterally spaced from the first member and located at or close to an end of the anchor n remote from the first member. Where the tie rail does not have a second member, each anchor section is preferably an arm. The arm preferably extends normal to the first member. 10 Where the tie rail does have a second member, each anchor section is preferably a strut or web spanning between and joining as a bridge, the first and second members. Where the tie rail is formed in part from a stamped or cut sheet or plate, the anchor ns may be defined by a continuous section of material extending laterally between the transition zone between the first member and the anchor section, and the remote anchor 15 point spaced from the first member. The anchor section may be defined by cut outs or holes that, with the transition zones, delimit in part the upper boundary of the first member. The tie rail may therefore take the form of the plate with cutouts. The plate may include: (a) the first member in the form of a horizontal bar or rail; and (b) the anchor points in 20 the form of vertical arms which may be defined between holes through which a tie down may be hooked or ed. The horizontal rail may be formed by the cutouts themselves or by a round bar or pipe fabricated to the plate. END MEMBER The end member may be in the form of a head section that is broader than the first 25 member in a direction transverse to the longitudinal axis of the first member. The end member may include two or more end anchor points that are spaced from each other in the direction of the longitudinal axis. The end member preferably es at least one, and preferably at least two, anchor points. The end member may be a frontmost member of the tie rail. 30 The tie rail may further include a second end member. The second end member may be at adapted to be positioned at a rearmost terminal end of the tie rail. The second end member may be of similar or the same ions as the anchor section extending from the upper side of the first member. The second end member may include a downwardly extending flange adapted to be positioned below the first member. The second end 35 member preferably includes at least one, and preferably at least two, anchor points. In r aspect, the same ion provides: A tie rail mount for a y vehicle having a tray and side walls and adapted to extend in a main plane, the tie rail mount comprising: a broad front end bracket; a bar extending substantially the full length of the tie rail mount; 5 a plurality of spaced vertical arms located intermediate the length of the bar, anchor or fastener points at top and/or bottom of each end bracket and each vertical arm; wherein: the vertical arms extend normal to the bar in the main plane; 10 the vertical arms are spaced to correspond to wall posts of ute tray side wall; the vertical arms extend on the same side of the bar; the bar is adapted to extend between tray wall posts of the utility e so that there is a gap between the bar and the internal surface of the utility vehicle side wall for ties to be inserted or wrapped-around the bar; 15 the vertical arms number two or more; the tie rail mount comprises a l tie rail that is adapted to extend laterally into an interior of the utility e tray transverse to the main plane; and a rail longitudinal axis of the lateral tie rail is substantially parallel to, and be spaced from, a bar longitudinal axis of the bar. 20 BRIEF DESCRIPTION OF THE DRAWINGS The ion may be better understood from the following non-limiting description of preferred ments, in which: