Thanks Floyd. Part of our conservative driving habits results from the fact that we never RVed until we retired. First I'm sure we were anxious about the new driving skills required and the coming new life style. Second we were older.
The most important part of any towing rig is definitely the driver and in my case, my co-pilot. No amount of towing equipment can replace the driver.
Ginny in a sense is as much a part of driving the vehicle as I am. She follows the route, usually checking it out the night before. She usually knows every significant steep climb or descent before we get there, allowing me to be prepared to downshift when necessary. As well she pays attention to what's happening around us, particularly on the passenger's side, checks the rear camera display, and gives clearance for all passenger side turns. In fourteen years she has never slept while we drove and doesn't read as we drive except as it pertains to the route, like reading aloud the Milepost book on our way to Alaska.
She checks the trailer lights
every day we travel and double checks the trailer connections. I activate 'only the trailer brakes' via the brake controller before leaving each campground to feel that little trailer tug.
My job is to mechanically check the trailer and tow vehicle, regularly checking tire pressures (as well we have temperature and pressure sensors on our trailer's tires), lug nut tightness and hitch bolt tightness. Every time we stop I do a general walk-around, checking each tire and wheel hub for temperature.
We have done as many little things to improve the tow vehicle's ability to tow, like increasing tire pressures, shortening the distance from ball to axle, adding an anti-sway bar, adding trailer pressure/temperature sensors, adding a break away switch, adding an ultra gauge, adding a switch to the radiator fan for pre-cooling on long hills.
We do attempt to maintain traffic speed, except on interstates where for us it is usually illegal to match traffic speeds because people are usually exceeding the posted speed for non-trailer traffic. As a rule we drive the speed limit, where we find it necessary to pull over to let people pass who want or need to go faster. We do follow state mandated trailer speed limits.
We rarely do hard accelerations or de-accelerations. It's rather plain that they effect gas mileage. It's probably apparent that we can afford to travel but when we first started we had no pensions and paid for medical insurance ourselves. We were burning cash. This probably tended us to be a little cautious with our driving style, looking to maximize miles per gallon.
Now I can't say I've always been this way because before we retired I had a fast car, with a low center of gravity, lots of horsepower and tracked beautifully on curvy roads. That's in my past now. I am not the person I was 14 years ago (and I'm glad). These 14 years of slow paced road life have been the best years.
As to Byron's speed and brake references, we believe in trailer brakes
and as mentioned check them each driving day and we do not speed. Yes we are the old people driving in the right lane. Ginny always comments when I pass some one, it's so rare.
Another style choice is distance driven, we shot for no more than 150 miles a day, definitely easier to do when retired. This means we're less tired when driving and I believe that can add to safety as well.
I suspect not driving long distances is part of the reason we haven't had a tire problem. Since I have temperature gauges on my trailer tires with an absolute read out I can see that as the day heats up the tires follow right along. By driving shorter days and basically just driving in the cooler morning, the tires stay cooler. Not driving as fast also reduces tire temperatures.
As most know we just purchased a bigger, heavier tow vehicle with larger brakes
and a more powerful engine. We will drive no faster or further in a day.
Just some meandering thoughts on safe trailering.