Towing in the snow

In the few times I have faced this situation I decided to stay put rather than having the only potentially warm and viable toilet in several miles of highway.

wilcamp wrote:
Aside from the control issues, one should also consider the potential damage caused by salt/chemical road treatment to the underbelly materials, water/sewage/LP gas lines, and trailer frame. These trailer components are not painted or treated with the same paints or undercoating as used in the auto/truck industry. The road salt, sand, and cinders may also accumulate and interfere with the operation of sewer drain valves and electric brake mechanisms on which we are so dependent.

During the winter we often visit areas that have roads that have been treated and Fluid Film works great for this. You roll or spray it on the underside of the trailer and it protects the metal. It gets down into the pores of the metal and stays where you put it. It doesn't wash off very easily. For us it normally lasts a year. We coat everything that might be affected by the salt. It takes about 3 cans to do my trailer.

wilcamp wrote:
Aside from the control issues, one should also consider the potential damage caused by salt/chemical road treatment to the underbelly materials, water/sewage/LP gas lines, and trailer frame. These trailer components are not painted or treated with the same paints or undercoating as used in the auto/truck industry. The road salt, sand, and cinders may also accumulate and interfere with the operation of sewer drain valves and electric brake mechanisms on which we are so dependent.

Good point!

Aside from the control issues, one should also consider the potential damage caused by salt/chemical road treatment to the underbelly materials, water/sewage/LP gas lines, and trailer frame. These trailer components are not painted or treated with the same paints or undercoating as used in the auto/truck industry. The road salt, sand, and cinders may also accumulate and interfere with the operation of sewer drain valves and electric brake mechanisms on which we are so dependent.

I'd suggest to ride down some hills with your rig, testing the best settings for the brakes. You can set the controller lower for ice/snow conditions and get it back up to the boost settings for average or city driving. I have a P2 and it was fairly easy to dial in with a 5K lb trailer.

About Winter conditions: I was riding in the TV pulling a 20 ft single axle trailer when we hit a length of black ice at night and the inexperienced driver hit the brakes. The trailer started jackknifing wildly and another guy in the cab was screaming to get off the brakes. The driver did but not with enough speed and the trailer rolled over.

The back of the truck was lifted off the ground by the trailer tongue and safety chains so first order of business was removing chains. While we were doing this in the middle of a State Highway another driver approached at road speed and lost control. He pinwheeled around us and got back on the road.

We righted the trailer and replaced one flat tire. i was the first to unlock the door and look inside to see what had happened in the rollover. Inside the trailer were food and provisions for five guys for a week of hunting, all our guns, two 100 lb propane tanks and a couple of deer stands. An accessory battery was inside and flipped over to the sink. We untangled the gear inspected everything and found the only liquid lost was a half pint of maple syrup that somehow tipped into a plastic cup.


I felt like the luckiest guy in the world that night.

Good advice DT. If I was home now, I would do exactly the same thing. Since I am 2500 miles from there, I need to pick my spots.

On topic, though, I have a P3 set on B1 and 7.7 which works great for my setup. I'm thinking about setting boost to 0 and maybe knocking sensitivity back to maybe a lower 7 number. Does anyone have any experience with this? Seems like it might be a prudent thing to do if the need arises--and hopefully it won't.

I have 4 new Blizzaks on my truck, so that's a plus. It might boil down to my best guess if a mountain storm sneaks up on me. I sure don't want my TT to pass me if I can't get off the road in time.

If there is any possibility that I will be driving in an area where chains are even remotely possible, I am staying put. As a part timer I usually am loaded with things that are important to the most important is the DW and pups. I am not going to risk these valuables so I get get a few white knuckle miles down the road. I grew up in the snow belt and have much experience driving in the snow and I know how quick things can go wrong. That being said I am at the s&b in Mi. for Christmas with my family The tt is snug and in place at the winter spot in FL. so I just need to get me and the DW back south. Much easier to do and plan for without the TT.

The big deal with chains on the trailer is when you brake. It will help with braking and the bigger deal is the trailer won't slide around and maybe end up completely jack knifed.

I have pulled my trailer through the snow several times. I carry chains for one trailer axle but have not used them yet as conditions were mild and short lived. Yes they will most definitely help. Check the local DMV website... if chains are required they will be required for the trailer.

http://www.rules.utah.gov/publicat/code/r920/r920-006.htm

http://www.dot.state.wy.us/home/travel/winter/chain_law.html

Huntindog wrote:
CHAINS!! For both the 4x4 TV AND the TT. It really does make a world of difference.

I grew up in cold country, and I have never heard of chains being used on the trailer. Is that common? Will it really make a traction difference on a non powered axle? Serious questions......

We are approaching the end of a 20,000 mile trek around North America pulling our 30 foot travel trailer, and we are currently in Las Vegas. When a weather window opens up after January 1, we will be heading for home in Terrace, BC.

We fully expect to be traveling in a snowstorm somewhere, and it is with interest that I read this and other forum posts about pulling a trailer in snow/ice. Truck stops may be our best friends!

I plan to go north on US 93 from here to Salt Lake City, and then I15 to Coutts, Alberta. From there we will go north to Edmonton, and then west to Terrace on the Yellowhead Highway.. I figure that we will cut out maybe half a dozen mountain passes by staying inland as opposed to heading for the warmer west coast. I'm thinking that the desert/prairie might be cold, but the dryer climate might be an advantage.

We will be stocked up with extra food, water, gas, tire chains, and propane. I have 3 spare tires for the trailer, just installed Blizzaks on my Tundra 4x4, and I have one spare.

I am curious about the notion of installing chains on the trailer. Sounds like you have done this. Did you chain up all tires?

Thoughts?