Zellar Consulting, LLC
Family Entertainment Center Design, Development, & Risk Management Services
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Zellar Consulting, LLC Family Entertainment Center Design, Development, & Risk Management Services
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By Paul L. Zellar There are a lot of go-kart tracks that have been built with bridges in recent years and lots of interest in making them bigger and better. The wooden elevated tracks are almost all bridge as they spiral up and down ramps and run in multiple levels. They are a very visual attraction for a facility, but that is about the only good thing I can say about them. The first track that I designed in the early 90’s had four bridges and was a monster to operate. We wanted a track that showcased go-karts driving on elevated portions of the track similar to the elevated portions of our miniature golf courses. After that every track we built had a double bridge as the main feature to be seen from the road frontage. Then one day a regional manager approached me and asked if we would consider eliminating bridges from the new tracks we were about to build. After listening to his reasons we built two more tracks without a bridge and found that he was right. We found that the bridges looked good but were an expensive detriment to the efficient operation of the track. A Visual Barrier We found that the bridge and associated ramps, retaining walls, and earthworks created a visual barrier that required an extra track attendant to man the hidden section of track. Good practice for track operations calls for attendants to be stationed so they can respond to any incident where go-karts get hung up on the barrier and get them back in operation quickly. The attendant operating the remote shut off system in the pit could not see the entire track and had to rely on signals from the attendant at the blind spot when an incident occurred that required the track to be shut down for safety. An alternative was to equip the blind spot attendant with a hand held transmitter of the remote shut off system for a quicker response. The other detriment of the visual barrier was that spectators could not see the entire track and would watch their friends or children who were driving disappear from view at every lap. We found that spectators wanted to see the entire track and not miss any of the action. Up And Down Slopes A bridge requires slopes to allow go-karts to climb up to the elevation of the deck and then down from the deck to the level of the rest of the track. These slopes require that the go-karts are geared down so they can climb them in the event that they are stopped on the slope up, which is a common occurrence on a busy track. When the remote shut off system is activated all go-karts are stopped at once wherever they happen to be. Unfortunately, if they are on an up slope they may roll backward, as the shut off system does not brake the go-kart, it only takes power away from the engine. On a down slope they may roll forward and hit another go-kart for the same reason. Not As Fun To Drive Go-karts are equipped with devices to limit their maximum speed for safety reasons. If there is a long straight section of track drivers will keep their foot on the gas pedal but their go-karts will not go any faster, as the maximum speed has already been reached. Track designers limit the length of straight sections of track to keep the interest of drivers for this reason. Tracks with double bridges have a long straight deck that is often boring to drive. The other effect on driving fun is that most go-karts slow down when climbing the slope to a bridge. The rest of the track may be competitive with right and left turns to challenge drivers, but then they come to that slope and it frequently bogs them down. The heavier the driver, the more they are slowed down, even with the bigger nine horsepower engines commonly used on go-karts with tracks with bridges. Expensive Construction The ironic part of this story is that park owners are paying a fortune in concrete, steel, retaining walls, earthworks, and storm drains to construct these bridges that make their tracks less profitable to operate. We used to try to keep the expense down by lowering the headroom under the bridge to five feet, which reduced the height of retaining walls and slopes. I don’t know how many times our attendants hit their heads while running under a bridge, but it does not feel very good when it happens. The most expensive construction is the elevated wooden tracks that are built almost entirely of treated lumber, timbers, and steel. When you compare the cost of that type of construction to that of a concrete track poured over compacted earth, it is cost prohibitive for most facilities. More Track Per Acre? There is a myth that bridges allow more track to be built per square foot because of the "multilevel" design. I have found that this is not true because of the rigid limitations that bridges have in laying out a track. A bridge requires a long straight deck with retaining walls and earthworks on each end to support the slopes. It also requires that the lower section(s) of track cross at a right angle in order to limit the length of the deck above. A track without a bridge has no such design restraints and can make more efficient use of the area and topography available. Even More Profitable I know that there are some people in the go-kart business that do not agree on these points and are running a very profitable track with a bridge. My response is that they would be even more profitable if they had a good design and did not have the bridges on their track in the first place. The only exception to this would be the wooden elevated tracks in tourist hotspots where the sheer size and height of the structure draws tourists in to give that monster track a try. A track on the ground does not have the same visual effect as one that is fifty feet in the air. Unfortunately, after most people drive the elevated track they don’t want to do it again, as most are not that fun and rough to drive. In a tourist market this is acceptable as most tourists are replaced weekly with a new group that has not driven their track yet. Conclusion If you are considering building a new go-kart track with a bridge, take my advice and don’t do it. Make your track fun with limited straights, frequent turns, and some banking. The product we are selling is the fun driving experience, not how much of the track can be seen from traffic driving by. Go to go-kart tracks in your area and drive them with and without bridges for a "fun check" and you will see what I am talking about.
Planning A Concession Go-Kart Track by Paul L. Zellar There are many decisions to make when planning to
build a new concession Selecting The Go-Karts Do not attempt to design your track until you know what kind of go-karts you will be running, how many will be on the track at peak times, and at what speed. Knowing your budget and who your target customer is will give you an idea of which type of go-karts to buy. Evaluate whether your target guest is from the family, teen, or adult group. This will dictate speed and type of go-karts to buy. Check the references of all manufacturers and drive their go-karts on an operating track before making your final selection. Don’t rush to a decision based on how the go-karts look, make sure they are fun to drive. Some other things to evaluate are frequency of repairs, ease of getting into and out of the go-kart, and guest safety harnesses and padding. Make sure you tell the go-kart manufacturer your track’s opening schedule so he can reserve production time to accommodate you. This will normally require a deposit of 25 % to 50% of the total purchase price. More than one facility has been ready to open except that the go-karts were not available, as they were not ordered in time. Planning The Track Now that you know what kind of go-karts will be running on your track and at what speed, hire a track designer to work with you and the manufacturer on laying out your track. The go-kart manufacturer will give you a list of track designers they have worked with before that know their design criteria. Most of the reputable track designers will work with nearly any go-kart manufacturer, as there are not that many designers and manufacturers to choose from. Do not use an engineer or architect that has no experience in go-kart track design, as a poorly designed track can be a disaster to your business. There are many tracks in operation today that must overcome a poor design by adding an extra attendant to a bad section of track, reducing the number of go-karts on the track, or slowing down the go-karts to maintain safety. The combination of go-karts and track are a dynamic amusement ride and must be designed to run smoothly and be a fun experience for guests. A go-kart track is not a roadway or a driveway, think of it more like a miniature roller coaster. A well designed track will incorporate an adequate barrier system, track length, turning radii, banking, length of straight-aways, up and down slopes, drainage system, drive-by visibility, landscaping, and lighting. The design must efficiently use the land available, while maintaining a fun ride for guests that is not difficult for your crew to operate. Avoid getting caught up in the notion that, since you have a lot of land available you will build a bigger track. Most of the manufacturers recommend a track length of 40 linear feet per go-kart, meaning that if you are running a maximum of 20 go-karts at once on the track the ideal length should be 800 linear feet. When tracks are too long the go-karts tend to get strung out and separated, which takes away from the fun of the track. Drivers will stop or slow down to let their friends catch up so they can race together. Longer is not better with concession go-kart tracks. Planning The Pit The go-kart track’s pit design is nearly as important as the track design in making your facility financially successful. Strategically locate the pit so that there is a clear view of the entrance from the common area of the park so that once a ticket is purchased guests can find it easily. Also try to position your pit so that it is accessible to your maintenance building, as periodic maintenance and fueling are often done in the pit. The pit must have adequate capacity for the go-karts you are ordering and any additions you may make in the future. In most concession go-kart facilities, most of your annual revenue will be generated on weekend evenings between May and September. In order for you to be successful, you must design your pit so that when there are lines of people waiting to drive, you can get them through the ride cycles as quickly and efficiently as possible. Guests that are waiting for long periods of time not only are not spending money, but also are not having fun and will think twice about getting back in line again after driving your track. The most efficient method for guest throughput is called "double pitting", which means that while one group of go-karts is running, the other group is loading. As soon as you get one group off the track and parked in the pit, the other group is released to drive on the track. After the second group is released, the first group exits their go-karts and a new group is loaded into the empty go-karts so they are ready to go when the group on the track comes back in. Double pitting requires more go-karts and pit lanes, but is necessary to make the maximum dollars per hour when the opportunity arises. There is disagreement among track designers on the issue of raised concrete islands separating lanes in the pit versus an open pit with only striping to delineate pit lanes. Raised concrete islands can be an impact hazard to guests in go-karts coming off the track and should be guarded by tire spinners, which deflect go-karts from a direct impact on the end of the island. On the other hand, your employees need the raised islands for protection when go-karts come off the track too fast. I have designed pits both ways and prefer the raised islands. Other elements of a well-designed pit include a childproof barrier between queue lines and the pit, adequate overhead lighting, a public address system to brief drivers, rules signs that are readable from the queue lines, and pit gates to keep go-karts on the track. There should be a waterproof canopy covering the go-karts to keep them dry if it rains. Make a separate queue line for double karts, if you are running doubles and singles, in order to keep the double go-karts running with each ride. A control console for the remote shut off system should be located on the track side of the pit where the employee operating it can see the entire track. If you are building a large pit consider adding a compressed air line, water hose bibs, and electrical outlets for your maintenance crews. Planning The Maintenance Area The maintenance area consists of a shop building, an outdoor concrete apron for go-kart repairs and storage, and an above ground fuel tank. All are located "backstage" to the main guest viewing areas and accessible to delivery trucks. There should also be good access to the pit so that go-karts can be rolled in and out for repairs. A 1,000 square foot shop building with another 1,000 square feet of outdoor service area is adequate for servicing a single track. Make sure the shop building has enough storage capacity for essential spare parts to get disabled go-karts running again quickly when stores are not open. Remember that your peak revenue producing time is weekend evenings, and the go-kart that is down for repairs is the most expensive, because it is not making any money. Use common sense when it comes to planning your concession go-kart track and avoid the mistakes others have made. Above all, make sure that driving your track is a fun experience so that guests will tell their friends and return again and again.
DOUBLE PITTING FOR MAXIMUM GO-KART PROFITS By Paul L. Zellar There is a degree of disagreement in the concession go-kart industry about whether the extra costs associated with double pitting are justified. Here is a mathematical exercise to show how the additional throughput can affect profitability in operating a track. The assumptions made are based on industry standards and my personal experience. Other numbers can be plugged into this format to give customized results for specific tracks. Definitions:
Single Pitting Throughput We will assume that the track is running a four minute ride beginning when the last go-kart leaves the pit and that it takes about a minute to get the go-karts off the track and into the pit after the four minutes are over. We will also assume that the time it takes for drivers to exit their go-karts and new drivers to load into them and buckle their seat belts is three minutes. This means that the ride cycle is eight minutes for single pitting. Assuming that there is a 20 go-kart fleet and that the staff is experienced and trained, we calculate throughput as follows: (20 go-karts/ride)(1 ride/8 minutes)(60 minutes/hour) = 150 rides per hour Assuming that we are charging $5 per ride, we are generating $750 per hour.
Double Pitting Throughput The advantage to double pitting is that while you still have the four minutes on the track and one minute to get the go-karts off the track, the three minutes loading and unloading is done while the other fleet of go-karts is on the track. The ride cycle is now reduced to five minutes, so with the same track and crew running 20 go-karts at a time the throughput is as follows: (20 go-karts/ride)(1 ride/5 minutes)(60 minutes/hour) = 240 rides per hour Assuming that we are charging $5 per ride, we are generating $1,200 per hour.
Single Pitting Initial Costs Assuming that the pit has two lanes of 70 feet long by 5.5 feet wide and has two concrete islands that are 70 feet long by 2.5 feet wide, we have the following costs: 2 pit lanes x (70 x 5.5) = 770 s.f. 2 islands x (70 x 2.5) = 350 s.f Total area required = 1,120 s.f. Approx. costs/s.f = $30 Pit cost = $33,600 A typical fleet of 20 go-karts at $4,000 per kart = $80,000 Total = $113,600
Double Pitting Initial Costs Assuming that the pit has four lanes of 70 feet long by 5.5 feet wide and has four concrete islands that are 70 feet long by 2.5 feet wide, we have the following costs: 4 pit lanes x (70 x 5.5) = 1,540 s.f. 4 islands x (70 x 2.5) = 700 s.f Total area required = 2,240 s.f. Approx. costs/s.f = $30 Pit cost = $67,200 A typical double fleet of 40 go-karts at $4,000 per kart = $160,000 Total = $227,200 Additional Initial Cost of Double Pitting: $227,200 - $113,600 = $113,600 Additional Revenue Per Hour: $1,200 - $750 = $450 per hour Peak Operating Hours Required To Pay For Additional Costs: $113,600/$450 per hour = 252 hours Assuming that there are 12 peak hours per weekend and there are 14 peak weekends between Memorial Day and Labor Day per year: 12 hours/weekend x 14 weekends/year = 168 peak hours per year This means that it will take about 1.5 years of operation to pay for the extra initial costs of double pitting. Remember that you are using the same staff and track to operate as you would be if you were single pitting, with the main difference in overhead costs being the maintenance of 20 more go-karts. If the market your track is built in has the potential to flood your facility with people on those peak nights, double pitting is necessary to make the most money per hour while shortening the wait time for your guests to drive. The operator’s worst nightmare is for guests to be so discouraged from waiting in line that they leave the facility with money in their pocket that they intended to spend on go-kart rides. On the other hand, if your market is marginal and your facility is seldom at full capacity, the extra costs of double pitting may not make sense. If you are building a new track and you are not sure about your market, build your pit with enough capacity so you can add the other fleet of go-karts in the future. I know of several track owners that wish they had done this when they built their track, as they now could be making considerably more money by double pitting but don’t have the pit to do it. My recommendation is to double pit whenever possible and make your track an efficient money making machine. (Author's Note: Tourist Attractions & Parks edited this article to end after the "Single Pitting Initial Costs" section without the author's consent.)
ASTM F24 Passes Concession Go-Kart Standard By Paul L. Zellar After years of discussion and three rounds of balloting the ASTM F24 Committee on Amusement Rides and Devices has approved a concession go-kart standard. Designated F 2007-00 by ASTM, it is officially called "Standard Practice For The Classification, Design, Manufacture, And Operation Of Concession Go-Karts And Facilities" and is based on the International Recreational Go-Kart Association (IRGA) Standards and Guidelines. The other ASTM F24 standards do not directly apply to rides like concession go-karts where patrons have control of the direction and speed of the ride. Most other amusement rides and devices are designed for patrons to get strapped in and hang on while the ride carries them through its routine of motion, which is much simpler to operate and control. Here are the main points of the new standard: Terminology A Concession Go-Kart is defined as: "An amusement ride or device which meets all of the following specifications: The device is a single vehicle, unattached to other vehicles or a common frame system, which is powered without connection to a common energy source, which is driver controlled with respect to acceleration, speed, braking, and steering, which operates within the containment system of a defined track, and which simulates competitive motor sports, which is used by members of the general public for a fee. A concession go-kart has a maximum capacity of two persons and no cargo capacity. "This definition specifically excludes similar go-kart devices that are intended for ownership and use as competitive (racing) karts or similar go-kart devices intended for ownership and use by private owners. This definition specifically excludes devices such as electronically or rail guided amusement rides and bumper cars or other similar amusement motor sports devices that operate under circumstances where there is no defined direction of travel. "Classifications of concession go-karts shall be based upon speed measured on a flat and level track surface." The standard then specifies five different classes of concession go-karts, with the maximum speed of operation being the main difference between them. Speeds range from 10 mph for Class 1 (i.e., a Kiddie Track) to 50 mph for Class 5 (i.e., an adult Grand Prix Track). Other definitions provided include those of Fun Kart, Race Kart, Track, Containment System, Pit, Driver, Passenger, Concession Go-Kart Attendant, and Owner. Concession Go-Kart Design and Manufacture This section specifies safety features concession go-kart manufacturers shall provide, including wheel protection, fuel system integrity, brake and throttle markings, speed limitation devices, occupant padding, protection from hot or moving parts, seating and containment systems, roll over protection systems, and braking capacity. It also has requirements for the manufacturer to provide specifications and maintenance and repair instructions to the original purchaser of concession go-karts. The manufacturer shall also provide driver and passenger requirements, maximum operating speed of the go-kart, and recommendations for the use, adjustment, and maintenance of restraint, protective, or other safety devices for their concession go-karts. Other ASTM standards on amusement rides are referenced along with a motorcycle fuel tank standard from SAE that specifies a maximum of one ounce of fuel is allowed to leak from a tank when it is inverted for five minutes. Concession Go-Kart Track Design and Construction The combination of go-karts and track make up a concession go-kart amusement ride. This section has basic requirements for how a track shall and, in some cases, shall not be built. The standard does specify that the track surface shall be of a material that cannot be moved or displaced by normal go-kart operation, which prohibits dirt tracks. There are other provisions for the track containment system (guard rail), pit spinner tires, secondary containment systems for bridges, fencing, protecting obstructions to minimize impacts, track and pit lighting, fire extinguisher requirements, direction signs, rules signs, and warning signs. This section also specifies that concession go-kart tracks shall not be designed with intersections of running surfaces on the same horizontal plane, except tracks designed for Class 1 concession go-karts (10 mph maximum speed). Concession Go-Kart Facility Operations Since patrons control the direction and speed of their go-karts, operating the facility safely may prove to be a difficult task. This section of the standard has provisions for owners providing safety training for concession go-kart attendants that includes operating procedures, duties of assigned positions, general safety procedures, emergency procedures, demonstrating the physical operation of the ride, and supervised observation of the attendant’s operation. It also calls for all track employees (which include attendants and maintenance personnel) to be trained in fueling operations. There are requirements for programs of maintenance, testing, and inspections of go-karts and track. Other provisions include attendant positioning for immediate response, loading drivers, signaling procedures, verbal pre-ride rules instructions, driver and passenger restrictions, and patron responsibility to obey rules. Enforcement The section on Significance and Use says, "This standard is intended to delineate information for the design, manufacture, and operation of concession go-karts and related track facilities that are designed and manufactured after the publication of this standard." Since ASTM does not normally have a "grandfather clause" to exempt existing manufacturers and facilities from having to comply instantly with new standards, this section was included to protect them from expensive retrofits that could put them out of business. ASTM F24 standards have been adopted by over 30 states in some form or another, and once this standard is published in April of this year, many state ride inspectors will begin to enforce it in one form or another. Concession go-kart facilities in those states that do not have amusement ride regulations are subject to ASTM standards as a reference attorneys may use as a national standard in the event of a lawsuit. The members of ASTM F24 were anxious to provide the amusement industry and state regulators with a national standard for concession go-karts that is workable for go-kart manufacturers, track builders, and operators. ASTM will revise and refine the standard, like all other standards, as feedback is received from the public. The standard can be purchased from ASTM after it is published in April by calling (610) 832-9555 or through the ASTM web site at http://www.astm.org.
AN INVITATION TO INDOOR KART RACING By Paul L. Zellar There is a movement among some people in the karting industry to form a separate association to represent what has come to be known as Indoor Kart Racing (IKR), which is based upon the indoor racing go-karts and facilities developed in Europe and other parts of the world. The purpose of this new association would be to represent IKR to regulatory agencies and develop a separate set of standards from those regulating concession go-karts and tracks. The reasoning given for this is that Indoor Kart Racing should be classified as a sport, like real kart racing. Real kart racing features privately owned high performance karts that may compete at speeds in excess of 100 MPH on outdoor tracks of various configurations. Chassis are light weight and flexible for speed and maneuverability for this competition. Drivers wear special racing helmets, suits, shoes, gloves, helmet supports and rib protectors for safety in the event of an accident. They do not want to stay in their fragile karts at these speeds, as they could be injured from them during a collision or roll over. The protective helmets, clothing, and padding is designed to protect drivers from the track surface and obstacles they may hit after leaving their karts. Concession go-kart tracks operate at speeds ranging from 5 MPH on kiddie tracks to 50 MPH on adult tracks. They are intended for the general public to race as recreation on go-karts and tracks owned by the facility, which charges a fee to participate. Most concession go-kart tracks only require drivers to be a specified minimum height in order to drive. Some of the competitive adult concession go-kart tracks require a state driver’s license and a liability waiver to be signed in addition to the height requirement for drivers to participate. Most concession go-karts are equipped with safety features such as seat belts, padded steering wheels, and roll bars to protect drivers and passengers in the event of an accident. The Indoor Kart Racing facilities that I have seen feature imported racing go-karts that are designed for performance and handling and operate at speeds of 25 to 40 MPH. Many of their manufacturers advertise both a high performance outdoor racing kart and a "rental" version for indoor tracks. They consider the heavier American go-karts to be "like tanks", and not suitable for racing since they do not perform as well. Many of these imported go-karts do not have seat belts, padding, and roll bars, as in real racing karts, because drivers are expected to exit their go-karts in the event of an accident. IKR proponents say that they are not operating as a concession go-kart track since they have stricter requirements for driver qualifications and require helmets. They also say that if they modify their go-karts and tracks to comply with concession go-kart standards, their business will be ruined since their product, which is a racing type experience, will be made less exciting. Unfortunately, there have been some serious injuries at some of the Indoor Kart Racing facilities in this country recently, which raise questions as to the safety of go-karts in general. U.S. manufacturers of concession go-karts, who have had to add safety features in recent years to avoid litigation from personal injuries, say that IKR has set the industry back with renewed concerns for the welfare of the public. Indoor Kart Racing’s response seems to be "This is racing and drivers assume a risk when they participate." Thus the movement to form their own association and to lobby for separate standards to allow the more risky form of go-karting to continue. I am afraid that Indoor Kart Racing is setting themselves up for failure by not adapting to U.S. concession go-kart standards. The key question is will a judge and jury agree that injured patrons who have paid money to race on the facility’s go-karts and on the facility’s property race at their own risk? Will insurance companies and their attorneys continue to defend IKR as being exempt from concession go-kart standards? I do not believe that Indoor Kart Racing is such a lucrative business that it can survive many large monetary judgments from personal injury lawsuits and the associated negative publicity they generate. It wasn’t that long ago that bungee jumping towers appeared all over this country and seemed to be a good source of revenue until there were too many reports of serious injuries and deaths on the evening news. The bungee towers that remain seem to do little business because of the perception of being unsafe for the public. The problem with letting Indoor Kart Racing take their chances and continue to operate on their own is that the publicity from these injuries and lawsuits reflect on the entire concession go-kart business, whether IKR claims they belong or not. The IRGA’s Guidelines For Concession Go-Karting, which was developed with the input of manufacturers, operators, and track designers, is the basis for the new ASTM F24 Concession Go-Kart Standard. These standards and guidelines have been developed based upon commonly accepted practices for patron safety for the concession go-kart industry. I am afraid that the publicity from Indoor Kart Racing injuries will generate a public reaction to make these standards more restrictive to the point that they may put concession go-kart facilities out of business. The US Consumer Product Safety Commission is already threatening to step in with their own regulations if the ASTM standard is not passed because of this publicity. Instead of forming their own association and trying to get their own safety standards accepted by regulatory agencies, Indoor Kart Racing operators, manufacturers, and suppliers should join the concession go-kart operators, manufacturers and suppliers and represent their own interests in organizations like the IRGA and ASTM. The people that show up at meetings and make themselves heard are the ones that control the process. These organizations are well established and respected as representing the concession go-kart industry, which includes a wide range of go-karts and tracks, some of which are very similar to IKR. If Indoor Kart Racing does not like the existing concession go-kart standards, then they should work to get them to a form that is acceptable to them by participating in the process. We invite Indoor Kart Racing people to join us as we welcome new ideas and fresh points of view for the benefit of everyone in the go-karting business.
ASTM F24 CONCESSION GO-KART STANDARD UPDATE By Paul L. Zellar The ASTM F24 Provisional Standard for the Classification, Design, Manufacture, and Operation of Concession Go-Karts and Facilities that was originally based upon the IRGA Standards and Guidelines in 1998 is still going through various revisions as it moves closer and closer to being approved. The most recent changes occurred as a response to the second round of balloting during the month of September. Of the 103 ballots returned, there were 80 affirmative votes, 10 negative votes, and 13 abstaining votes. The 10 negative votes all had written comments that had to be answered, and that is why the Go-Kart Task Group burned up the phone lines with calls, faxes, and e-mails to respond to every issue in time for the October 9 & 10 meeting in Las Vegas. Unfortunately, the negatives were too overwhelming to overcome and the Go-Kart Task Group resigned themselves that there would have to be more revisions made to the standard and another ballot for approval. One of the reasons the negative voters gave for being so critical was that this was to be a provisional standard, and cannot be revised for two years after it is approved. The provisional standard is meant to be a fast tracking way to get a standard approved until a full standard can be adopted. The decision was made by the Go-Kart Task Group to drop the provisional standard process, since they will be going through their third ballot anyway, and get it approved as a full standard. A full standard can be revised through the ballot process any time after it is approved and was the ultimate goal of the Go-Kart Task Group to begin with. This means that there will be concurrent ballots sent out to the ASTM F24.60 Special Rides and Attractions Subcommittee and the ASTM F24 Main Committee before the next meeting on January 30, 2000 in Tampa. The Go-Kart Task Group spent most of their time in Las Vegas meeting and negotiating on how to revise the standard so that it will be acceptable to operators, go-kart manufacturers, track designers, government inspectors, and attorneys of facilities with concession go-kart tracks for the benefit of the general public. Some sections were deleted completely from the standard, some were reworded to be less restrictive, and some sections were made much more restrictive. The Go-Kart Task Group had to explain the reasons behind specific sections to ASTM members that did not know the go-kart business. Many of these members are in the fixed amusement ride business where the manufacturing and operation of their rides is very different from a go-kart track and their standards do not directly apply. More and more states are writing their own versions of standards governing concession go-karts since ASTM F24 does not have a national standard for them to reference, which is why it is so urgent to get this standard passed. There has also been renewed interest in the concession go-kart business from the US Consumer Product Safety Commission because of the one billion dollar judgment against a former concession go-kart manufacturer and recent injuries from hair entanglement, impacts, and fires on concession go-kart tracks. The ASTM F24 standard will be used to set a basic national standard for the design and manufacture of concession go-karts, the design and construction of concession go-kart tracks, and the operation of concession go-kart facilities. The Go-Kart Task Group will continue to work as long and hard as necessary through the ASTM balloting process to get this standard approved for the benefit of the general public and the concession go-kart industry as a whole in the United States. By Paul L. Zellar There has been quite a lot of interest in finding alternatives to the tire and steel barrier on go-kart tracks, as many park owners despise the way it looks. This has resulted in more and more developers considering the black plastic pipe barrier for their tracks. My advice to anyone considering this option is if you want to make a profit don’t do it. When my former company first decided to add go-kart tracks to its FECs in 1992 we chose this barrier system along with go-karts with bodies made of the same plastic material. The go-kart manufacturer specified a barrier design using this material and we were very pleased with the clean look it had. We were also pleased that the track width was reduced since the barrier only requires one foot of concrete on each side where the tires and steel require 2.5 feet. Our company was so pleased with the performance of the go-kart track (as an addition to our other attractions) that we started building more tracks and within three years had built six using plastic pipe for barriers. Plastic is Difficult To Repair Soon after the first tracks opened the management staff started calling to report problems with the barrier. The plastic walls of the pipe were being crushed and torn from go-kart impacts, especially in the hot summer weather. The vertical steel posts down the middle of the plastic pipe were exposed in the high impact areas as the plastic wall of the pipe was torn away from impact damage. Some go-karts had badly damaged plastic bodies and bent frames from hitting these steel posts. Our company’s maintenance crews scrambled to repair the damage, but the plastic material is difficult to work with. This material can not be glued together like PVC, a special machine is used that heats the plastic and forces the ends of the pipe together to create a joint (called "butt fusion"). Our crews came up with methods of joining using screws and cutting and fitting pieces of pipe. They cut larger diameter pipe lengthwise to use to patch over damaged sections of the plastic pipe barrier. They also wrapped the upper and lower pipes with metal bands to keep them from separating when go-karts impacted them. We changed the design to use a heavier eight inch diameter pipe which had a heavier wall thickness. This seemed to improve the durability of the barrier, but was much more expensive and difficult to work with. The last track we built with the plastic pipe was successfully converted to a d-rubber and steel barrier soon after it opened. Decreased Track Throughput When operating on a busy day the tracks may have to be temporarily shut down for go-karts to be dislodged from between the plastic pipes or from under them. The go-karts have flat sided bumpers that tend to ride up or down the round sides of the plastic pipe track barrier. This also may lead to occasional incidents where one go-kart rides over or under another as they hit the barrier together. Since there is very little energy absorption with this barrier, when a go-kart hits a hard glancing blow the kart is bounced back into traffic, causing more collisions. A direct impact head on into this barrier is like hitting a rigid wall and the go-kart stops quickly. The manufacturer of the go-karts claimed that the heavier plastic bodies of the go-karts absorb the energy of an impact. We found that this results in too much damage to the go-karts and may be no fun for guests as well. When I spoke with our managers about their track operations they told me they were having to reduce the speed of the go-karts and run fewer of them per ride cycle to keep operating without incidents. This reduces the profitability of their tracks significantly, not only from less rides per hour but from making it a boring ride guests will not want to repeat. Tires and Steel is the Best Barrier Even though it may be ugly with used rubber tires and welded steel plates, the tire and steel barrier will keep tracks running efficiently and safely. The steel has lots of lateral movement upon impact since it is not rigidly secured and the tires flex and act like shock absorbers. The steel bumper of the go-kart glances off the steel plate of the track barrier with minimal friction and helps drivers keep control of their vehicles. The flat steel bumper of the go-kart matches the flat steel rail of the track barrier better than the round side of the plastic pipe barrier. The tire and steel barrier is also easier to maintain. If the steel bends or breaks a welder can repair the damaged sections easily. If the tires get deformed or weathered they can be replaced easily with the removal of nuts and bolts. All track barriers are subjected to many repeated impacts day after day. Most single concession go-karts now weigh about 500 pounds and double go-karts weigh in at about 600 pounds. The majority of tracks operate at between 16 and 20 mph and will have multiple go-karts impacting the barrier together as they try to pass each other on turns. The tire and steel barrier can take this kind of abuse, but the plastic pipe is just too fragile and will require much more frequent repairs. When we were developing a new adult racing park concept our team visited many concession go-kart facilities and evaluated each track. We made it a point to drive our go-karts into different barrier systems to compare them and found the tires and steel to be the winner by a large margin. Anyone can go to tracks and do this themselves if there is any question. My recommendation to concession go-kart track builders is to use the ugly tires and steel system that is a proven performer for minimal repairs and maximum profit, and beware of the black pipe barrier. When Considering Alternative Guardrail Systems You Should Have Answers to The Following Questions:
A Great Go-Kart Seminar At Fun Expo By Paul L. Zellar On September 24, 1999 at the Fun Expo Convention and Trade Show in Las Vegas I participated as a speaker in a seminar organized by the International Recreational Go-Kart Association (IRGA) called "Go-Kart Operations For The Future". The other speakers were Steve Hix of the IRGA and Terry McLachlan of Indoor Grand Prix. There were so many people in attendance that chairs had to be brought in from other rooms to seat everyone. Steve Hix started by giving an overview of what has been happening in the concession go-kart industry. He talked of how various states and regulatory agencies are reacting to the growth of concession go-karting and how insurance companies are reacting as well. Here are the major points of Steve’s presentation: Kart Racing Or Amusement Ride? Steve spoke of the trend of offering a high performance go-kart racing experience to the public by semi-private membership clubs as an extreme sport is being interpreted by insurance companies and regulatory agencies as: "If you own or lease the equipment and the property, and you sell tickets to the general public without a requirement for professional training and or certification; You Are In The Amusement Business." He also said that no matter what liability waivers are required where the driver assumes his own risk, in the event of severe injuries there will probably be lawsuits against these facilities. Remote Shut Off Systems Steve reported that the state of New Jersey now requires that all concession go-kart tracks have a remote shut off system to control the speed of go-karts. Ohio will require it on all tracks as of January 1, 2000, and many more states are considering it. He recommends that you check the references of any remote shut off system before buying it. Steve said that in the past seven years there have been 12 different manufacturers of remote shut off systems with only two proving to work over time. There are eight major lawsuits from systems failing and causing greater problems for track operations than if they had no remote shut off system at all. US Consumer Product Safety Commission Steve said that the USCPSC came to him years ago after some media exposure had focused on the number of go-kart injuries that were happening in the US. He convinced them that the problem was with the exploding Fun Kart market, where kids were being injured by automobiles, fences, rocks, etc. and not concession go-kart facilities, which are considered to be a fixed amusement ride. Unfortunately, with the publicity from the billion dollar judgment against a concession go-kart manufacturer and some serious injuries on go-kart tracks this year have again called the USCPSC’s attention to concession go-karts. Steve said their main concerns are injuries from impacts due to excessive speed and acceleration, hair entanglement and scalping, and the potential for injuries from go-kart fires. Some operators have told Steve that they do not care if their guests are injured at their facilities, which he finds to be a very unethical and irresponsible way of doing business. He pointed out that the indoor go-kart facilities have been among the leaders in go-kart injuries lately, since there have been three major scalping incidents from hair entanglement in the past 18 months, a couple of serious go-kart fires, and multiple impact injuries. These facilities have been using equipment and operational procedures that have been developed in Europe, but do not meet generally accepted go-kart safety standards in the US. The more responsible manufacturers and operators of indoor go-karts are now adding safety features to karts and tracks. Steve said that the passage of the new ASTM F24 Standard For Concession Go-Karts, which will probably happen next year, should show the USCPSC that it does not need to start regulating the concession go-kart industry, as the new standard provides for basic equipment and operational requirements for safety and will apply to indoor go-kart facilities as well. Note: One of the major insurance companies that insures go-kart facilities told me at Fun Expo that he had had two major hair entanglement claims on indoor go-kart facilities recently and that he would not insure any more of them until this problem was addressed. Indoor Go-Kart Business Questionable Steve reported that there are now more indoor go-kart facilities in the US that have opened and gone out of business than are currently still in business. He said that there are currently more consultants than operators for indoor karting, most selling indoor karting to potential investors as a very lucrative business. Steve raised the question that if indoor karting is so profitable, why are there so many people selling products and consulting services for it instead of operating centers? Americans With Disabilities Act (ADA) Regulations Coming Soon Steve reported that the Architectural and Transportation Barriers Compliance Board has new proposed standards for disabled patrons’ access to amusement rides such as roller coasters and other fixed rides. They have now exempted participatory rides such as go-karts and water slides, but have asked the IRGA to give them recommendations for concession go-kart standards to allow access to disabled patrons by January 1, 2000. He welcomes any suggestions from people within the go-kart industry. Steve said that the problem is that disabled patrons must be able to control the direction and speed of a go-kart and have the mental, physical, and cognitive abilities to follow the rules. He suggests that a driver’s test, such as a simulator, be developed to verify that these drivers are able to drive safely. There is a fine of $50,000 for each violation of the ADA. Note: Steve and I attended a public hearing for the ADA in Dallas in August and saw the large ride manufacturers and operators such as Disney, Universal Studios, and Six Flags protesting the proposed accessibility guidelines requiring wheelchairs and transfer seats on every ride. They were pointing out the fact that there are operational and safety reasons why the new regulations will not work for disabled patron’s access to their rides. The next ADA public hearing will be in Boston on November 17, 1999. Terry McLachlan of Indoor Grand Prix, Inc. was the next speaker. Terry started in the indoor go-kart business in New Zealand in 1988 and developed 12 centers there before bringing his product to the USA in 1993. He has been involved with more than 20 indoor karting facilities and said that he had to agree with Steve about the viability of the business in that he has closed as many as he has opened. He did say at the end of his presentation that this is a great time to get into the indoor karting business in the US, as momentum is building in getting more and more centers operating successfully. Here are the major points of Terry’s presentation on the keys to being successful in the indoor go-kart business: Location Terry said that factors such as visibility, access, traffic count, demographics, and affordable rent and taxes are the main ingredients for success. He said the ideal location is a commercial environment with retail exposure, such as a Home Depot type of location where you don’t have to pay an expensive retail lease. He said that about a third of the business is from walk-in patrons, which makes location critical, with the remainder of the business generated from word of mouth and advertising. Terry said to look for demographics with slightly higher than normal income with a balance of white collar, blue collar, children and teens. A strong corporate market is also essential. Fun Racing Karts and Tracks Terry said that the go-karts and tracks must be fun to drive at speeds up to 26 mph for a facility to be successful. He said that the go-karts must be durable and well maintained, because if they look damaged and run down it makes the facility look bad and makes it more difficult to enforce the rules. Terry advises operators to purchase enough go-karts so that you can rotate them in and out of operation for proper maintenance. Terry recommends the use of electric go-karts since they are so much cleaner to operate. He said that they enable more facilities to be in retail locations and that they are more acceptable to women, who demand cleaner facilities. Many corporate decision makers are now women, and may not want to book an event at a facility with excessive exhaust fumes, noise, and petroleum products. The downside is that a double fleet of electric karts is required, with a much higher cost per unit. Terry said that the go-karts that are used in Europe and the rest of the world should be modified for the US market, not only for the way Americans drive, but also for the size of the drivers. He said that other countries have a "race at your own risk" policy for go-kart tracks and personal injury lawsuits are nearly unheard of. These tracks race at speeds of 35 to 40 mph with open wheeled karts safely, with drivers delighting in clean overtaking maneuvers without contact between karts. They have respect for the open wheels and know that they may go airborne with kart-to-kart contact, since most of the professional races in their countries are with open wheeled racing cars. His experience with American drivers is that they will nearly always hit each other intentionally as they pass, since the mentality here is more like the stock car "rubbing is racing" mentality. He said that he opened his first US facility like a "lamb to the slaughter" with open wheeled karts and had one kart riding over another creating a high risk for driver injuries, even though drivers had a lot of fun. Terry enclosed the wheels on his go-karts and reduced his maintenance costs and increased track safety. He also said that the racing suits in New Zealand were a maximum size of 10, while drivers in the US required suits as big as size 15. Other things like helmets and the seats of the karts were also too small, and had to be enlarged to accommodate US drivers. A Marketing Strategy For Families and Adults Terry suggested that facilities must accommodate families, teens and adults in a balancing act that allows for competitive racing while not turning away parents and children. He said that facilities need to cater to birthday parties and other family events with go-karts that run at slower speeds while still allowing teens and adults to race competively. Some indoor facilities are now combining go-karts tracks with laser tag, bowling alleys, movie theaters, etc. for the family market. He said that some facilities may even have separate entrances and tracks for families and adults to keep them both happy. Corporate groups are important for business, especially in the off peak days of the week. Indoor racing is great for team building, especially the team relays where they have to work together to compete. Terry said that tracks should be able to handle a 200 person group in 3 to 4 hours, which can be very profitable. A good electronic timing and scoring system that has event software that includes team racing and Grand Prix style racing, league development, and arrive and drive systems for instant feedback is important for repeat business, especially for these corporate groups. He also spoke of professional corporate party planners that book events for corporate clients as being a good resource. Other Essentials Terry recommended a strong hands-on management team that is willing to work long hours and has good people skills and training. He also spoke of a strong relationship with your insurance carrier and having at least $2 million in general liability coverage. Terry also recommended getting the insurance company’s inspector on site before opening a new facility to evaluate it for potential hazards. Another essential ingredient for success is an adequate amount of working capital to see you through the seasonal changes in cash flow in getting your facility established. Last but not least, the ability to modify and improve your facility to keep it fresh and exciting to keep customers coming back year after year. My portion of the seminar was on "How To Avoid The More Money Than Sense Syndrome" when developing new Family Entertainment Centers. This included advice on the best ways to keep from wasting money during the design and construction phases of new facilities and priorities for spending to make a facility successful. The following are the main points of my presentation: Prototypes Can Be Expensive Developers of new facilities often want to make new forms of vehicles and tracks to be competitive, but this can be an expensive thing to do. Malibu made a new form of Grand Prix track for the SpeedZone facilities, where a new prototype design was developed using two tracks side by side, separated by a barrier on the same acreage that a single track required without the barrier. The objective was to make a more competitive timed racing attraction with more throughput on less land. This concept was tested by leasing a large parking lot and laying out hay bales according to the design and running Malibu Grand Prix cars on them to simulate the operation of the tracks. The result was a more competitive attraction where guests can race each other in the Malibu timed format staging in dual start lines and ending in dual finish lines on side by side tracks of the same length. Guests can now have a selection of tracks to race on as well, switching from the inside track to the outside track. SpeedZone also increased the normal fleet of Grand Prix cars since two tracks nearly doubled the capacity of cars spaced at intervals on each track. Malibu also modified the Grand Prix car’s roll bar and padding to allow drivers to drive without helmets, as there is considerable opposition to wearing helmets from the public, especially by women. Guests would drive go-karts where no helmets are required, but not the Malibu Grand Prix cars because they did not want to put on a helmet that someone else wore before them. Many women will not wear helmets, as it will ruin their hairdo, especially if they are planning to go somewhere else after racing. SpeedZone does not require helmets on any of their racing attractions. Malibu developed and tested the new equipment and procedures before opening SpeedZones to the public, which meant on an accelerated program. Not everyone can afford to spend development money like this while not knowing how much revenue it will generate once the track opens. Using established, off the shelf equipment and track designs is much less expensive, but may not be unique enough for new facilities wishing to stay ahead of their competition. Set a Realistic Budget And Schedule Budget and schedule are dependent on each other. Set a budget and schedule that contractors and suppliers can live with to keep costs predictable. Avoid expensive fast tracking with contractor overtime and rush orders from suppliers. Try to avoid being in the situation where everything you order is an expensive rush order. Some suppliers may not be able to meet a fast tracked schedule and you may wind up having to fabricate something yourself or buy a much more expensive unit than you need to meet your schedule. Sometimes extending the opening date of the facility makes the most sense. Some of the large amusement park developers, like Disney, put a freeze on design changes as of a set date so that contractors can finish their work and open the facility with a known budget and schedule. Always get estimates for changes in both budget and schedule during construction to stay in control of your project’s costs. Organize A Development Team Avoid the decision making bottleneck and delegate to people you trust. Delays from indecision can cost thousands of dollars per hour during construction. Consultants, architects, engineers, contractors, and manufacturers must be coordinated as a team and given areas of responsibility that do not overlap. Make them earn their fees efficiently. You don’t want to pay for two people designing the same thing, or contractors building from the wrong set of plans, or suppliers shipping the wrong materials because the person ordering them did not know the specifications had changed. The right hand must know what the left hand is doing or it can cost big money to put right. Avoid The Emotional Feasibility Study The Family Entertainment Center business is not like most other businesses in that what we sell is a fun experience. That is our product. Do not get caught up in the emotion of all the fun experiences and let it affect your decision making process. Get an experienced firm with good references to perform a Feasibility Study on your market to get an estimate of how much money people will spend at an FEC based on demographics, traffic count, competition, etc. The Feasibility Study will tell you how much money should be reasonably spent to develop your facility. Too many expensive facilities have been built in locations that do not have an adequate market to support them because the owner/developer was so excited about it that he just knows it will be successful. Prioritize Costs of Theming with Operations It is very tempting to go overboard with landscaping and theming to make your facility of the highest quality. This can also be very expensive to build. What most people don’t realize is that this may burden the maintenance staff with excessive costs to keep these features presentable to guests, when their labor hours may be better spent on keeping the revenue producing attractions operating. The landscaping and theming may also interfere with the efficient operation of the park. The highest priority must always be the guests’ fun experience or they will not come back. If the track is bumpy, the go-karts are running poorly, or the lines are too long to wait to drive, guests may not like your track, even if it does look great. Make your money count where it makes the most sense with staff training and maintenance support a priority. The FEC business is like no other business, and can be tough to learn and be competitive in.There was a question and answer session with Jerry Barton of Las Vegas Mini Grand Prix, who has been in the go-kart business for more than 20 years, joining the panel. Most of the questions were about indoor go-kart facility design and operations. Jerry and I agreed that indoor tracks should be combined with outdoor go-kart tracks, especially in locations with poor weather. Terry disagreed, saying that indoor go-kart facilities must create a separate, unique environment that is indoors and marketed as an alternative where weather is never a factor for group events. I have abbreviated some of the content of this informative seminar, as there was quite a lot of detailed information that would have taken a much larger article than this. There are audio cassette tapes available of the entire seminar through Convention Services at 504-893-4397 or order through Fun Expo’s web site at www.funexpo.com. Make sure you request the tape for FUN-15 Go-Kart Operations For The Future in the order form.
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go-kart track. The first thing to consider is how good of a market
there is in the area your facility will draw from, which is usually the people living
within a ten mile radius in a residential area. A good feasibility study of your location
will estimate the revenue a go-kart track will produce on your site, thus determining how
much it is practical to spend on building and equipping your track. The following are
steps in the process of planning your track, once you have an idea of budget: