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<br />
<br />Ffr6.dfJcts cOllliTlucd
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<br />Generator
<br />produces , 20 v ae from a car or
<br />truck battery without the engine run-
<br />I Three models are available:
<br />v ac at 6.5 amps:' 20 v de at
<br />mps; and '20 v ac at , 6 amps.
<br />ortable power source to run
<br />s, lights, drills or electronic
<br />equipment. Weight ranges from 23 to
<br />52 lb. The units can be mounted un-
<br />der the hood. All units are rated con-
<br />tinuous duty.-Huskie Tools, Inc.
<br />330-60007HT
<br />writ. In aervlce Gard No. 816
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<br />POlyethylene Pipe
<br />can be quick-coupled for reliable
<br />field use using standard Victaulie or
<br />equal couplers. It utilizes steel exteri-
<br />or stiffner with a double standard
<br />I.P.S. size rolled grooves. The stiff-
<br />ner is cold pressed over the polyeth-
<br />ylene pipe which has double ma-
<br />chined grooves. It can be used in
<br />areas of extreme temperature
<br />change and areas of significant flex-
<br />ing without worry of the coupling
<br />slipping loose.--Pipe Systems, Inc.
<br />351-63026PS
<br />write In ser...lce card ND. 877
<br />
<br />continued on page 44
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<br />Petromat~ Impr membrane that protects
<br />pavemont resurf Ing. .'>---1 _ , base structures from air,
<br />Petromat nonw n' .., . t . ".., water and de-icer
<br />fabric is easily insta ~ l~,-,:_. ~~&~~~ ....-. e.
<br />betv..een an existing -.'-". ~ =:--"--~ Years 0 tromat
<br />road and new asphalt field installa' n
<br />surfaces. Used to repair damaged roads experience pay 0 you. Our
<br />or for preventative maintenance. technical Etcrews with
<br />Petromat increases fatigue life of the i __ lon'capability are available;
<br />overlay and helps keep cracks from .-or'we'lI train your crews.
<br />reflecting through to the new su Petromat works for more than
<br />Petromat fabric, made wi '" roads. Airports. bridges, parking
<br />polypropylene fiber, res is 't emical lots, and even tennis courts last
<br />att"ack and will not rot.. T e tough longer. hold up better against
<br />fabric combines with the om at under the
<br />forms a stress relieving barrier 3gainst overlay- Wh I r you pave: Roll
<br />costly cracking, out t romat' . . . and save.
<br />Patromst helps stop r- ATe For more information,
<br />10isturo damage. Combines P t; '. write or call us. Also ask
<br />th asphalt to form a W about Supac ~ the latest
<br />inforced impeNious NONWOvtN W r A 5 R I C word in road drainage.
<br />
<br />LUPS FIBERS CORPO \110 N ;~'J,~~~"~~:;~,f;;v'C'H '~~,~J;rT~e~li:';r .fg;::~~[~~~~L~t;'c'2;'~~~~~f~~?~
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<br />For lnformelion ""rile In service ca.d No. a26
<br />42 RURAL AND URBAN ROADS/OCTOBER, 1980
<br />
<br />Good Roads,
<br />
<br />('Ollli'!ucdrrnrn puyc 23
<br />
<br />Even the most deteriorated
<br />road c.;,n be returned to a good
<br />riding comfort level for less 'han
<br />the direct vehicle-operating user
<br />losses incurred if the roadway is
<br />neglected.
<br />A final note: Most direct vehi-
<br />cle-operating cost losses are
<br />caused by excess fuel use. It is
<br />redundant to expand on this. but
<br />use those facts in your presenta-
<br />tion. With the pluses of lower to-
<br />tal maintenance cost, lower vehi-
<br />cle-operating costs and lower
<br />fuel use, it is hard to see how
<br />you can lose if you make a per-
<br />sistent effect in presenting the
<br />case in a clear, credible manner.
<br />The four graphs displayed
<br />present a simple but dramatic
<br />picture of how road transporta-
<br />tion costs can quickly get out of
<br />hand causi'1g huge losses.
<br />Figure A is the basic perform-
<br />ance curve and indicates the rap-
<br />id deterioration that occurs at the
<br />three-quarter-life period. A delay
<br />of only a couple of years can
<br />cause rapid escalation in cost.
<br />Figure B compares annual re-
<br />surfacing costs and shows how
<br />(in this study) the lowest cost oc-
<br />curred when resurfacing was carw
<br />ried out before the commonly
<br />held acceptable level of road sur-
<br />face condition.
<br />Figure C attempts to show
<br />why the same resurfacing at a
<br />lower pavement-Quality level re-
<br />sult in significantly less value. In
<br />the example, the return on the
<br />same resurfacing funds is re-
<br />duced to 25 percent of the return
<br />if carried out four years earlier,
<br />or an average 100 percent esca-
<br />lation in cost ~ach year, plus in-
<br />flation.
<br />Figure 0 (because of the fuel
<br />crisis) may be of most immediate
<br />importance to the public. It dis-
<br />plays how direct user costs in-
<br />crease with deteriorating road
<br />conditions.
<br />Dashed lines show what effect
<br />a resurfacing would have on di-
<br />rect operating costs vs. doing
<br />nothing.
<br />The example shows a $350
<br />loss per year without resurfacing
<br />for each vehicle user. This is for
<br />the standard car--commercial
<br />vehicle losses are much higher.
<br />
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