DOCSLIB.ORG

Key Largo Wastewater Treatment District Board of Commissioners Meeting Agenda Item Summary

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Key Largo Wastewater Treatment District Board of Commissioners Meeting Agenda Item Summary Key Largo Wastewater Treatment District Board of Commissioners Meeting Agenda Item Summary Meeting Date; Agenda Item Number: H-1 February 16, 2021 Agenda Item Type: Agenda Item Scope: Recommended Action: Information / Presentation Review / Discussion Discussion Department: Sponsor: Finance Maintenance Dept. Subject: Fleet Replacement Plan - Admin Vehicle Summary of Discussion: At the January 5, 2021 KLWTD board meeting. The Board requested that the Admin vehicle purchase portion of the Fleet Replacement plan be placed on the agenda for the Feb. 16, 2021 board meeting. In addition, per Board request, we have included information regarding extended warranty for the Durango, and information regarding the use of employees' personal vehicles. Ea Reviewed I Approved Financial Impact Attachments Operations: 1.Memo 2.Brown & Brown Ins. emails Administration; regarding personal vehicle use Finance: Funding Source: 3.Fleet Replacement Plan for FY21 District Counsel: 4. Vehicle Quote District Clerk: Budgeted: 5. Extended Warranty info Yes 6. Kelley Blue Book info Engineering: El f 2 - //' Approved By: Date: General Manager 12 KLWTD Admin Dept. Vehicle Background: When Ryan Dempsey, Maintenance Manager, brought the fleet replacement plan to the Board, the plan included a replacement vehicle for Admin Dept In FY21, to se ll the Durango on GovDeals. In March 2020, due to Covid-19 policy changes to allow one employee in one vehicle, the Durango was given to Field Dept for use, and has continued to stay with Field Dept. It is no longer available for Admin Dept. use. An Admin Vehicle is used for: Short term Errands: • Monroe County (various offices), DMV, Post Office, KLWTD plant for meetings, records room • Centennial Bank, First St ate Bank • Trips to Marathon and lslamorada for meetings, CPR training; Countywide Meetings Long term trips: • Trips to airport to attend meetings in Tallahassee and Washington DC; Airvac training in Indiana (multiple field employees go at one time, can ta ke Admin vehicle vs. taking own vehicle) • Training trips to be used by multiple departments: i.e. Award ceremonies in Punta Gorda; BSA training sessions in Orlando, and other training in various parts of the state Benefits of having an Admin Vehicle: 1. Will remove the concern of using personal vehicles for District business (our PGIT insurance is secondary in any accident, t he employee's personal insurance will be primary) if accident occurs. 2. Will remove the need for mileage reimbursement expenses for employee use of personal vehicles. 3. Will reduce the need to rent a vehicle for long term trips. (see above) 4. Multiple employees are covered under District insurance when sharing driving on long term trips. Drawbacks of not purchasing a vehicle for Admin in early 2021: 1. The Durango will not be available to be returned to Admin until late summer/early fall, as the new truck orders are behind schedule 2. Operations trucks will continue to require single passenger use, so even when Durango is available, it might be a good idea to keep it as an extra vehicle to be used when other trucks are in the shop. 3. If the goa l is to sell the Durango, it is better to do it sooner rather than later to maximize its resa le value. In addition, since it has now been used as a Field Dept. vehicle, the wear and tear of the type of mileage may impact the Durango's resale value. Recommendations from Brown & Brow n (T.R. Jones) Insura nce: (see emails from Brown & Brown Insurance) • If personal vehicles are used with District errands, KLWTD should run MVRs on an annual basis to confirm that there are not any non-compliant issues with employee's auto insurance. • Proof of insurance should be required by each employee on an annual basis. • Employees should be aware that the employee's personal insurance coverage is PRIMARY when it comes to any accident, and the District's vehicle insurance is secondary. • It is suggested that employees sign a personal vehicle use agreement with KLWTD for clear understanding of each party's responsibility in an accident. 13 EMAILS BETWEEN KLWTD AND BROWN & BROWN INSURANCE Kathy Nicotra <knicotra@ bbinsfl.com Connie, see below from the Director of Underwriting at PGIT. This should answer your question but if you need anything else, let me know! Kathy From : Margaret Gross <[email protected]> Sent: Friday, February 5, 2021 1 :24 PM To: Kathy Nicotra <[email protected]> Subject: RE: Quick Question on Non Owned & PGIT form Hi Kathy, The HNO coverage is excess over the employee's limits. PGI T MN-300 (10 19) Sections II D. Other Coverage For any covered "autos" you do not own, hire, rent or borrow that are used in connection with your business, the coverage provided by this Coverage Form is excess over any other collectible coverage. If the employee's coverage had lapsed, the coverage would protect the District and be primary., but I'm not sure it would protect the employee, because the employee would have violated the law by operating an uninsured personal vehicle. I'm not sure how the liability laws would apply in that situation. Kind regards, Margaret E. Gross, CPCU Director of Underwriting Public Risk Underwriters®, Administrator for Preferred 14 On Fri, Jan 29, 2021 at 9:59 AM Kathy Nicotra <[email protected]> wrote: Connie, I believe that PGIT would then become primary. If the employee owns a personal vehicle he must comply with Florida Statutes and purchase the minimum required limits. Do you run MVR's at least annually? Noncompliance might show up on the record. Maybe you do want to require proof of in surance but not make a limit requirement. Kathy From: Connie Fazio <[email protected]> Sent: Thursday, January 28, 2021 3:52 PM To: Kathy Nicotra <[email protected]> Subject: Re: Endorsement for personal automobile use for District work- quick question Hi Kathy: One more question. .... if one of our employees does not have auto insurance coverage, and has an accident in their personal vehicle while doing District business, does the PGIT secondary coverage become primary in that case? Or because there is no primary insurance on the vehicle, does the secondary insurance kick in? Thanks­ Connie 15 On Wed, Jan 27, 2021 at 3:55 PM Kathy Nicotra <[email protected]> wrote: Hi Connie, I can share with you that most of the governmental entities I work with are municipalities with hundreds of employees and large fleets. Typically, the employee has the option of using a City owned vehicle or their personal auto. If they use their personal auto, they are eligible for mileage reimbursement. One client, for example, does not have an acknowledgement form and they don't request evidence of personal auto coverage. If an employee is involved in an accident while driving their personal auto on company business, they go through their personal auto carrier or are told to do so. From an underwriting perspective, many insurance companies want to know that the insured requires evidence of personal auto coverage for those employees that drive their vehicle on company business and that they ca rry specific limits. At one client, the required personal liability limit is $300,000. I can say that many of our clients don't have a requirement for evidence of personal auto liability or a limit requirement. That is not to say that the district should not. I think the acknowledgement that if they drive their personal auto on district business, their personal auto policy is primary is a good idea. With regards to minimum limits, that is really your call. You also have to take into consideration the time and effort required by the district in keeping the insurance data on employees current. I hope this helps. Kathy From: Connie Fazio <[email protected]> Sent: Tuesday, January 26, 2021 3:52 PM To: Kathy Nicotra <[email protected]> Subject: Re: Endorsement for personal automobile use for District work- quick question Hi Kathy: I have an updated question for you regarding the use of personal vehicles by KLWTD employees, and wondered if you could review the emails from August 2018 below, and let us know what other governmental entity clients do in these situations. Do they allow employees to drive their own vehicles, and if so, is the best practice to have a statement that they sign so they are aware of the risks of using their own vehicles for District-related errands/trips? And do you recommend that they provide the District with copies of their personal insurance coverage? Thank you- Connie 16 On Wed, Sep 12, 2018 at 9:43 AM Kathy Nicotra <[email protected]> wrote: Hi Connie, I don 't know that your question below got answered. KLWTD currently has symbol 1 on your business auto that provides liability coverage for all owned, non-owned & hired vehicles. You already have the coverage. However, the non-owned auto liability coverage would be excess over the employee's personal auto policy. Personal auto policy would respond/pay first, then PGIT would step in with regards to liability. There is no excess Comp or Collision coverage for the employees vehicle used in business. Their personal auto carrier would be the only remedy for damage to their vehicle, in the event of a claim. Let me know if you or Peter have additional questions. Regards, Kathy Kathy Nicotra-Duffy Account Executive to Thomas R. Jones - Brown & Brown of Florida dba T.R. Jones & Company Fwd: Endorsement for personal automobile use for District work 1 message Connie Fazio <connie. [email protected]> Thu, Aug 9, 2018 at 4: 11 PM To: "Peter L. Rosasco" <[email protected]> Endorsement for business use of personal vehicles of KL WTD employees: Bottom line ...
Load more

Recommended publications
  • Safety Implications of Various Truck Configurations
    SAFETY IMPLICATIONS OF VARIOUS TRUCK CONFIGURATIONS VOLUME 111 SUMMARY REPORT Paul S. Fancher Arvind Mathew January 1989 Technical Report Documentation Page 1. Report No. 2. Government Actereion No. 3. Recipient'r Catalog No. FHWA-RD-89-085 4. Tit* and SubtiUc 5. Report Dete SAFETY IMPLICATIONS OF VARIOUS TRUCK January 1989 CONFIGURATIONS - Vol. 111 6. Performing Organization Code 8, Performing Organlzation Report No. 7. Author(*) Paul S. Fancher, Arvind Mathew UMTRI-88-42 9. Performing Organization Nam and Addnr 10. Work Unit No. (TRAIS) The University of Michigan 11. Contract or Grant No. Transportation Research Institute DTFH61-85-C-00091 2901 Baxter Road, Ann Arbor, Michigan 48 109 13. Typ of Report and Period Covmd 12 Sponroring Agency Name and Addnu Summary Report Office of Safety and Traffic Operations R&D 8-8511-89 Federal Highway Administration 6300 Georgetown Pike, McLean, Virginia 22101-2296 14. Sponroring Agency Code 15. Supplementary Notee FHWA Contract Manager (COTR) - Justin True Subcontractor: Texas Transportation Institute (Dan Middleton) 16. Abrtrlct The purpose of this study is to examine changes to size and weight limits in order to determine their effects on the designs and configurations of heavy vehicles, the performance capabilities of the resulting vehicles, and the ensuing safety implications thereof, The summary report provides results and findings fiom an analytical investigation of the influences of size and weight limits on trucks. In an analytical sense, pavement loading rules and bridge formulas are the inputs to the analyses and vehicle performances are the outputs. Ultimately, the work shows the manner in which size and weight rules influence the safety-related performance of vehicles designed to increase productivity.
    [Show full text]
  • Release Date 6/29/18 This Page Is Intentionally Left Blank
    Release Date 6/29/18 This page is intentionally left blank. BODY BUILDER MANUAL CONTENTS SECTION 1: INTRODUCTION SECTION 2: SAFETY AND COMPLIANCE SAFETY SIGNALS 2-1 FEDERAL MOTOR VEHICLE SAFETY STANDARDS AND COMPLIANCE 2-2 NOISE AND EMISSIONS REQUIREMENTS 2-3 FUEL SYSTEM 2-4 COMPRESSED AIR SYSTEM 2-5 EXHAUST AND EXHAUST AFTER-TREATMENT SYSTEM 2-5 COOLING SYSTEM 2-6 ELECTRICAL SYSTEMS 2-7 AIR INTAKE SYSTEM 2-9 CHARGE AIR COOLER SYSTEM 2-9 SECTION 3: DIMENSIONS INTRODUCTION 3-1 ABBREVIATIONS 3-1 OVERALL DIMENSIONS 3-1 SLEEPERS 3-8 FRAME RAILS 3-9 FRAME HEIGHT CHARTS 3-10 REAR FRAME HEIGHTS "C" 3-13 REAR SUSPENSION LAYOUTS 3-16 LIFT AXLES (PUSHERS AND TAGS) 3-28 AXLE TRACK AND TIRE WIDTH 3-31 FRONT DRIVE AXLE, PTO’S AND AUXILIARY TRANSMISSIONS 3-33 EXHAUST HEIGHT CALCULATIONS 3-40 GROUND CLEARANCE CALCULATIONS 3-41 OVERALL CAB HEIGHT CALCULATIONS 3-42 FRAME COMPONENTS 3-43 FRAME SPACE REQUIREMENTS 3-45 567/579 FAMILY 2017 EMISSIONS 3-51 SECTION 4: BODY MOUNTING INTRODUCTION 4-1 FRAME RAILS 4-1 CRITICAL CLEARANCES 4-2 BODY MOUNTING USING BRACKETS 4-3 BODY MOUNTING USING U–BOLTS 4-7 SECTION 5: FRAME MODIFICATIONS INTRODUCTION 5-1 DRILLING RAILS 5-1 MODIFYING FRAME LENGTH 5-1 CHANGING WHEELBASE 5-1 CROSSMEMBERS 5-2 TORQUE REQUIREMENTS 5-3 WELDING 5-3 SECTION 6: CONTROLLER AREA NETWORK (CAN) COMMUNICATIONS INTRODUCTION 6-1 SAE J1939 6-2 PARAMETER GROUP NUMBER 6-2 SUSPECT PARAMETER NUMBER 6-2 CAN MESSAGES AVAILABLE ON BODY CONNECTIONS 6-3 TABLE OF CONTENTS SECTION 7: ELECTRICAL INTRODUCTION 7-1 ELECTRICAL ACRONYM LIBRARY 7-1 ELECTRICAL WIRING
    [Show full text]
  • Parameter Sensitivity of the Dynamic Roll Over Threshold
    7th International Svmposium on Heavv Vehicle Weights & Dimensions Delft. The Netherlands• .June 16 - 20. 2002 PARAMETER SENSITIVITY OF THE DYNAMIC ROLLOVER THRESHOLD Erik Dahlberg Scania cv AB, SE - 151 87 Sodertalje, Sweden ABSTRACT Knowledge of commercial vehicle rollover mechanics, required in the development of active dynamic control systems and when designing for increased safety, commonly relies on static analysis providing the steady state rollover threshold, SSRT. In a rolling vehicle kinetic energy is always present and that deteriorates the analysis of roll stability from SSRT. Therefore, knowledge of the dynamic rollover threshold, DRT, is equally relevant. In order to investigate the parameter sensitivity of the dynamic rollover threshold, the Taguchi method is applied: simulations are performed according to a specific plan forming an orthogonal matrix existing of high, medium and low parameter values. The influences from five test parameters on SSRT as well as DRT of a truck and a tractor semitrailer combination are calculated, including the corresponding parameter interaction effects. Investigated parameters are frame roll stiffness plus axle roll stiffnesses and roll center heights offront and rear axles. Results show that the different vehicles are unequally sensitive to parameter changes: the rear axle roll characteristics are the most important semi trailer parameters, while the front axle roll stiffness is most important for the truck. An important result yielding from this is that two vehicles can be equally stable statically but different dynamical!.\'. INTRODUCTION Commercial vehicle roll over has grave implications: the accident type contributes substantially to injuries but also to environmental damage. Several vehicle occupants are seriously injured or killed every year and vehicles carrying hazardous goods often waste it.
    [Show full text]
  • L761 Rev J 01-20 © 2009 – 2020 Hendrickson USA, L.L.C
    UNDERSTANDING TRAILER AIR SUSPENSIONS Trailer Commercial Vehicle Systems A true innovator in the industry, Hendrickson is always on the brink of new and exciting products to adapt to an ever-changing market. With goals of reliability, quality and durability, Hendrickson has proven to be the favored choice in the trailer air suspension market. ULTRAA-K® UTKNT VANTRAAX® HKANT INTRAAX® AAZ HT™ SERIES HT230T INTRAAX® AAL INTRAAX® AANT INTRAAX® AAT RCA CONNEX™-ST CONNEX™ 866-RIDEAIR (743-3247) www.hendrickson-intl.com UNDERSTANDING AIR SUSPENSIONS Table of Contents Overview Air Suspensions ...............................2 Understanding Ride ....................................4 Understanding Roll Stability .............................6 Smart Spec’ing Tips ....................................8 TIREMAAX® .........................................10 User Friendly QUIK-DRAW® .............................12 VANTRAAX® HKANT Controlling Ride Height ...............................14 Loading Dock Solutions ...............................16 Value-Added Features and Options ......................18 Extended-Service Wheel-Ends ...........................20 Brake Efficiency ......................................22 Vehicle Controls .....................................24 Aftermarket .........................................26 Trailer Suspensions ...................................28 Standard Terminology .................................34 Applications. 36 UNDERSTANDING AIR SUSPENSIONS OVERVIEW Air Suspensions The popularity of air suspensions has grown in
    [Show full text]
  • Truck Size and Weight Study Phase I: Working Papers 1 and 2 Combined
    Truck Size and Weight Study Phase I: Working Papers 1 and 2 combined Vehicle Characteristics Affecting Safety Paul S. Fancher Kenneth L. Campbell University of Michigan Transportation Research Institute This paper addresses the relationship of truck size and weight (TS&W) policy, vehicle handling and stability, and safety. Handling and stability are the primary mechanisms relating vehicle characteristics and safety. Vehicle characteristics may also affect safety by mechanisms other than handling and stability. For example, vehicle length may affect safety through interactions with other vehicles, such as passing maneuvers and in clearing intersections, in addition to its influence on vehicle handling and stability. However, the safety effect of vehicle length due to its influence on handling and stability is within the scope of this paper, while safety effects arising through mechanisms other than handling and stability, such as passing and intersection clearance, are not. There is no direct relationship between TS&W policy and safety. Vehicle characteristics are altered in response to TS&W policy, and vehicle characteristics also influence handling and stability. A wide variety of vehicle characteristics may satisfy a given TS&W policy, and a wide range of safety effects can result. This paper begins with a discussion of the recent history of TS&W policy, and the influence of past policy on safety. The technical relationships between vehicle characteristics and safety are summarized in Section 2. This material has been condensed from a rather large body of literature. Performance measures are introduced to describe (quantify) the capability of the vehicle in various maneuvers. The material in Section 2 summarizes the relationship of various vehicle characteristics and pertinent performance measures (roll threshold, rearward amplification, braking efficiency, and offtracking).
    [Show full text]
  • Trailer Axle Codes
    Trailer Axle Codes Example Axle Part Number — R225S567L715 Below is a breakdown of what our axle part numbers mean: Spindle — ( R225S567L715 ) “R” - Tapered spindle - HM212049/HM218248 bearing combination “P” - Parallel spindle - HM518445/HM518445 bearing combination Wall Thickness — ( R225S567L715 ) “200” - 5/8" Wall rated at 20,000 lbs for air ride, 22,500 lbs for spring suspensions “225” - 5/8" Wall rated at 22,500 lbs for air ride, 25,000 lbs for spring suspensions “250” - 3/4" Wall rated at 25,000 lbs for air ride, 27,500 lbs for spring suspensions Axle Tube — ( R225S567L715 ) “S” - Straight “D” - 6" Drop center Available Axles: Axle Tube Size — ( R225S567L715 ) “R” Series “5” - 5" Round R200D567X715 - 6" Drop center R225S527L715 - 12.25" Brakes Brake Drum Diameter — ( R225S567L715 ) R225S567L715 “6” - 16.5" Drum diameter R225S567L775 “2” - 12.25" Drum diameter R250S527L775 - 12.25" Brakes R250S567L715 Brake Shoe Width — ( R225S567L715 ) R250S567L775 “7” - 7" wide shoe with 16.5" drum “7” - 7.5" wide shoe with 12.25" drum “P” Series P225S567L715 Cam Length — ( R225S567L715 ) P225S567L775 “L” - Straight axle long cam - 24.12" P250S567L715 “X” - Drop center axle - 22.40" P250S567L775 Axle Track — ( R225S567L715 ) “715” - 71.5" axle track “775” - 77.5" axle track (continued on page 2) Trailer Axle Component Options Part Qty/Axle Part Number Description “R” Series - Hub Pilot Wheels 11-0656A-71 Hub Options 2 Short Metric Stud - Steel Wheels 11-0656A-72 Long Metric Stud - Aluminum Wheels Wheel Nuts 20 13-3052 22mm Nut - 33mm Hex “R” Series
    [Show full text]
  • L579 DATE: April 2021 REVISION: H
    TECHNICAL PROCEDURE TRAILER SUSPENSION SYSTEMS SUBJECT: Alignment Procedures LIT NO: L579 DATE: April 2021 REVISION: H TABLE OF CONTENTS Important Safety Notices ....................................................................................................................... 2 Conventions Applied in This Document ................................................................................................... 2 Explanation of Signal Words ........................................................................................................................ 2 Hyperlinks ................................................................................................................................................... 2 Contacting Hendrickson............................................................................................................................... 2 Relative Literature ....................................................................................................................................... 3 Other relative literature may include: ............................................................................................................ 3 Preparing Trailer for Maintenance Service .................................................................................................... 3 Tools And Equipment ................................................................................................................................... 4 TORX® Sockets ...........................................................................................................................................
    [Show full text]
  • City of Napa Ladder Truck Turn Dimensions
    Fire Prevention Division 1600 First Street Napa, CA 94559 Office: (707)-257-9590 Fax: (707) 257-9522 CITY OF NAPA LADDER TRUCK TURN DIMENSIONS Turning Performance Analysis 5/3/2011 Bid Number: 253 Chassis: Velocity Chassis, Aerials, Tandem 48K, PUC (Big Block), 2010 Department: City of Napa Body: Aerial, HD Ladder 105', PUC, Alum Body Parameters: o Inside Cramp Angle: 45 Axle Track: 82.92 in. Wheel Offset: 5.3 in. Tread Width: 17.4 in. Chassis Overhang: 78 in. Additional Bumper Depth: 7 in. Front Overhang: 85 in. Wheelbase: 256.5 in. Calculated Turning Radii: Inside Turn: 20 ft. 2 in. Curb to curb: 36 ft. 7 in. Wall to wall: 40 ft. 11 in. Comments: Note: Truck Length is 42' CategoryID Category Description OptionCode OptionDescription 6 Axle, Front, Custom 0508849 Axle, Front, Oshkosh TAK-4, Non Drive, 22,800 lb, Imp/Vel/Dash CF 30 Wheels, Front 0019618 Wheels, Front, Alcoa, 22.50" x 13.00", Aluminum, Hub Pilot 31 Tires, Front 0594821 Tires, Front, Goodyear, G296 MSA, 425/65R22.50, 20 ply 38 Bumpers 0123628 Bumper, Non-extended, Imp/Vel 437 Aerial Devices 0592925 Aerial, 105' Heavy Duty Ladder Notes: Actual Inside Cramp Angle may be less due to highly specialized options. Curb to Curb turning radius calculated for a 9.00 inch curb. 1 Turning Performance Analysis 5/3/2011 Bid Number: 253 Chassis: Velocity Chassis, Aerials, Tandem 48K, PUC (Big Block), 2010 Department: City of Napa Body: Aerial, HD Ladder 105', PUC, Alum Body Definitions: Inside Cramp Angle Maximum turning angle of the front inside tire.
    [Show full text]
  • FORWARD<< AA AXLE TRACK BEAM
    AXLE TRACK BEAM CENTERS AIR SPRING CENTERS 77.5 39 35 83.5 45 41 BEAM CENTERS 89.5 51 47 AIR 95.5 57 53 AXLE SPRING TRACK CENTERS 1/4 NPT AIR PORT TYP 60 A A 4.29 32.00 .5 MAX (45) (16.56) "D" (9.00) RH SHOWN "UP" E "DOWN" 3 (11.63) B.1 ADDED 45"/51"/57" BEAM CENTER OPTIONS 3/26/19 DJW B UPDATED TO COLOR 3 SHEET DRAWING, AND BOM 11/28/17 DJW 12.7 MAX A UPDATED BOM AND PARTS EXPLOSION 9/11/17 DJW (1.5) DCN# REV REVISION DESCRIPTION DATE BY CHK APP .21 1/4 DRAFTSMAN: DWALKER 11/28/2017 TITLE: CHECKED: CHK CUSH AUXILIARY TRAILER LIFT AXLE ALIGNMENT WELD-ON FOR LOWBOY TRAILER EACH SIDE RELEASED: APP HANGER LIFT SPRING W/ CUSHMATE WEIGHT: N/A 10.4" TOTAL TRAVEL,7.5" TO 10.5" RH, "F" MATERIAL: 9" RH SHOWN All of the Information shown TOLERANCE UNLESS OTHERWISE STATED: SECTION A-A herein is the intellectual property of Cush Corp and is .XX = +/- .062 FRACTIONS = +/- 1/16 Nixa, MO. USA .XXX = +/- .031 ANGLES = +/- 1 PHONE: 417-724-1239 submitted only on a www.cushcorp.com SCALE 1/4 confidential basis. The recipient agrees that no PROJECT NO: SHEET: SCALE: REV: DRAWING(PART) NO: disclosure of this information 1 A-SIZE: NTS <<FORWARD<< will be made to a third party OF without written consent of 17104 B-SIZE: 1/X B.1 CXTL25-W09-x Cush Corp. 3 D-SIZE: 1/8 6 3b 5 1d 3d 1cc 1b 1ca 1d 1cb 1a 3c 2 4 B.1 ADDED 45"/51"/57" BEAM CENTER OPTIONS 3/26/19 DJW B UPDATED TO COLOR 3 SHEET DRAWING, AND BOM 11/28/17 DJW A UPDATED BOM AND PARTS EXPLOSION 9/11/17 DJW DCN# REV REVISION DESCRIPTION DATE BY CHK APP DRAFTSMAN: DWALKER 11/28/2017 TITLE: CHECKED: CHK CUSH AUXILIARY TRAILER LIFT AXLE WELD-ON FOR LOWBOY TRAILER RELEASED: APP HANGER LIFT SPRING W/ CUSHMATE WEIGHT: N/A 10.4" TOTAL TRAVEL,7.5" TO 10.5" RH, MATERIAL: 9" RH SHOWN All of the Information shown TOLERANCE UNLESS OTHERWISE STATED: herein is the intellectual property of Cush Corp and is .XX = +/- .062 FRACTIONS = +/- 1/16 Nixa, MO.
    [Show full text]
  • BODY BUILDER INSTRUCTIONS Mack Trucks
    BODY BUILDER INSTRUCTIONS Mack Trucks Body Builder General Information / Specifications CHU, CXU, GU, TD, MRU, LR Section 0 Introduction The information in this document was developed to assist our customers throughout the body planning and installation process. This information will assist with the required specifications and guidelines for completion for your specific applications. The information in this document does not include each and every unique situation that you may encounter when working on Mack vehicles. Mack Trucks cannot possibly know, evaluate, or advise someone on all the types of work that can be done on a Mack vehicle and all the appropriate ways to do such work. This includes all of the possible consequences of performing such work in a certain manner. Therefore, any situations or methods of working on a Mack vehicle that are not addressed in this document are not necessarily approved by Mack. In the event that you require additional assistance, please contact Mack Body Builder Support at 877-770-7575. Unless otherwise stated, following the recommendations listed in this document does not automatically guarantee compliance with applicable government regulations. Compliance with applicable government regulations is your responsibility as the party making the additions/modifications. Please be advised that the Mack Trucks vehicle warranty does not apply to any Mack vehicle that has been modified in any way, which in Mack’s judgment might affect the vehicles stability or reliability. The information, specifications, and illustrations in this document are based on information that was current at the time of publication. Please note that illustrations are typical and may not reflect the exact arrangement of every component installed on a specific vehicle.
    [Show full text]
  • Trinitin,A This
    (No Model.) 2. Sheets-Sheet 1. m B. PRICE, SUPPLEMENTARY TRUCK FOR STREET CARS. No. 492,230, Patented Feb. 21, 1893. Z 22 Z, N. FFFFFFFF 4 P 1. - Trinitin,A This al-a’ ;I, a 7 7 he is Il-7Ea WITNESSES A. fWVENTOR (222-2-262. ' 8%. , / %ces.--O SS 2 (6 AITORNEYS. (No Model.) - 2 sheets-Sheet 2. B. PRICE, SUPPLEMENTARY TRUCK FOR STREET CARS, No. 492,230, Patented Feb. 21, 1893. NVNSYN N - - - -- az al SS - SR2 EEsayase SS ES ES5Geziry-A fi 2 WITNESSES ATTORNEYS. he NORRIS Peters co. Phof)-titc. washington, d. c. UNITED STATES PATENT OFFICE. BENNETT PRICE, OF BROOKLYN, NEW YORK. SUPPLEMENTARY TRUCK FOR STREET CARS. SPECIFICATION forming part of Letters Patent No. 492,230, dated February 21, 1893. Application filed October 24, 1892, Serial No. 449,841, (No model.) To all whom it may concern. forms A, are projected, to furnish means for Be it known that I, BENNETT PRICE, of entering the car, and for the accommodation Brooklyn, in the county of Kings and State of of the driver or motor man, common brake New York, have invented new and useful Im rigging E, being furnished for the control of 55 provements in Supplementary Trucks for the vehicle when it is to be stopped. Street-Railway Cars, of which the following is The improvement consists essentially, in a full, clear, and exact description. the provision of two supplementary trucks, Railway lines occupying streets of a town one for each end of the car, each truck com or city, are at times blocked by the stretch prising a single transverse axle, having a pair O ing of lines of hose across their tracks during of wheels, and attachments therefor, that by a fire, or from the disablement of a car due manipulation from the car platforms, will ele to a broken wheel or axle on it.
    [Show full text]
  • Analytic Determination and Numerical Simulation of Torsional Stiffness of a Racing Car Frame
    28TH DAAAM INTERNATIONAL SYMPOSIUM ON INTELLIGENT MANUFACTURING AND AUTOMATION DOI: 10.2507/28th.daaam.proceedings.094 ANALYTIC DETERMINATION AND NUMERICAL SIMULATION OF TORSIONAL STIFFNESS OF A RACING CAR FRAME Michal Skovajsa, Frantisek Sedlacek This Publication has to be referred as: Skovajsa, M[ichal] & Sedlacek, F[rantisek] (2017). Analytic Determination and Numerical Simulation of Torsional Stiffness of a Racing Car Frame, Proceedings of the 28th DAAAM International Symposium, pp.0671-0678, B. Katalinic (Ed.), Published by DAAAM International, ISBN 978-3-902734-11-2, ISSN 1726-9679, Vienna, Austria DOI: 10.2507/28th.daaam.proceedings.094 Abstract The paper deals with the determination of the required torsional stiffness of the frame of a racing car. The required torsional stiffness of the frame was performed by analytic computation. The analytic computation deals with the transfer of the vertical load of the tyre between the front and rear axle for different roll stiffnesses of axles and torsional stiffnesses of the frame. The analytic computation determines the ratio between the roll stiffness of the axles and the torsional stiffness of frame. NX Nastran 11 software was used for the numerical simulation. The numerical simulation was performed by using four different numerical methods. Each numerical simulation was performed with different boundary conditions. Keywords: Torsional stiffness; frame; numerical simulation; analytic solution 1. Introduction Determining the correct ratio between the roll stiffness of the car and the torsion stiffness of the frame is covered by several publications. [1, 2, 3]. The numerical simulation of the torsion stiffness of the frame is covered by some publications [5,6].
    [Show full text]