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CONCESSION CORNER

DESIGNING A SUCCESSFUL CONCESSION KART FACILITY
By Kim Davis

The industry of concession go-karting is continuing to experience tremendous growth. As the growth occurs, the perception of the sport continues to evolve. The perception is being evaluated daily by the general public, city councils and liability lawyers. Therefore, it is essential for the industry to reflect a positive image. This image is not only affected by the quality of new developments, but also by existing establishments. Operators of older facilities need to be aware of current design and safety standards. Whether the task at hand is generating a new development or updating an existing facility, proper planning and development is required.

The process that guides the development of a concession kart facility consists of two phases: planning and development. The planning phase entails research and education. This information is then used as a road map to guide and set the parameters of the development phase, which solves design-related issues and establishes the construction methods.

This article identifies design and safety considerations which directly impact operations. The information is based on standards and guidelines published by the ASTM, IRGA, go-kart manufacturer recommendations, and sound construction practices. The manner in which development considerations are applied varies for each project. An overall feeling, or personality, is the by-product of the planning and development process. The ultimate goal is to produce an atmosphere that creates incredible exhilaration, yet offers a secure sense of safety and control.

The DESIGN PHASE begins with establishing master planning guidelines. These guidelines help to determine the most appropriate techniques to be implemented. An important element is performing a site conditions inventory, as well as establishing budgets and schedules. The following checklist identifies many of the most common elements of a site conditions inventory.

SITE CONDITIONS INVENTORY
1. Site and adjacent zoning
2. Topography
3. One hundred-year flood plain location
4. Set backs, easements, utility locations
5. Fixed elements to remain
6. Development code standards
7. Lighting restrictions
8. Location of site access driveway
9. Raking requirements
10. Refuse collection requirements
11. Type of fuel storage allowed
12. Capabilities for emergency access
13. Property configuration
14. Geo-technical soil report

It is very important to be aware of the elements associated with this inventory. They not only affect site layout, but also have a huge impact on development costs and timing.

Next is establishing OPERATIONAL CHARACTERISTICS, which have a direct impact on design and daily use of a facility. The bottom line at this stage of planning is to address the issues that will affect performance expectations and create safe operating conditions. The operational considerations are divided into two basic groups: the track and the pit area. In the following paragraphs, the importance of each point is discussed, along with its impact on other issues. When appropriate, construction techniques and design standards will be addressed. For the purpose of this article, we will discuss a Grand Prix or road-type course, as opposed to a slick track or NASKART-style track.

TRACK DESIGN – TECHNICAL CONSIDERATIONS
Length – This is the function of several factors such as available space, budget, market conditions, the desired number of karts for operation and the type of karts to be used. There is no magic track length. An industry standard is to use a minimum of 40 linear feet of track per kart. A general goal is to strive for a length between 800 to 1,200 feet, although there are many tracks shorter or longer. A key to remember is that longer is not necessarily better. Tracks of this length require ¾ to 1-1/4 acres. This does not include associated site improvements.

Width – When considering track width, the first factor to research is whether or not there are governing conditions that will dictate the minimum track width. The second factor is the type of guard rail system to be used, and the third is the type of karts to be used. Additionally, consider the quantity of karts to be run on the track at any one time. Another industry standard is to have a total track width (outside edge to inside edge) of 25 to 27 feet, although many operators with strong markets and available space go to 30 feet of width.

Curves – The use of curves adds excitement and creates challenges for drivers. Check with kart manufacturers to verify their minimum recommended curve radii. Curve radii are measured from the curve center point to the inside edge of the pavement. Generally, 10 feet to the right and 15 feet to the left are industry standards, which are minimums. The radius used will depend on the available space and the intended “feel” to be achieved by a curve. Additional factors to consider are operational speeds, the linking of curves between the curve and straightaway, and the amount of banking to the turn.

Track speeds are usually between 18 MPH and 20 MPH. The curve should respond to the amount of speed to be carried through the curve. Sometimes it is necessary to increase the curve radius to 17 feet or 20 feet to prevent skipping or hopping of the kart through the turn. Banking of the curve should not exceed 10% and the straightaway should not extend more than 100 feet in length. During the design stage, it is very important to review the relationship between curves and straightaways to develop a track with a good “personality”.

Slope – The slope or gradient used on a track is once again a function of the type of kart to be used and the size of the engine. The minimum slope will remove water from the track. Do not locate drains on the driving surface. The maximum grade generally used is 5%, but take care in using grades that steep… a sudden grade change can develop a condition to be avoided. Be sure to blend all grade change areas.

Construction Materials – Concrete is the most appropriate track material. It is very important to get a good finish to the track surface. A close comparison is a finish similar to that of a warehouse floor. Do not finish a track with a broom finish. If a contractor is used who has not built a track before, have the contractor finish a couple of test panels prior to working on the track.

The technical construction detailing of a track is based on specific site conditions. Generally, the track is 4-inches thick with a thickened outside and inside edge. The steel reinforcement is based on soil conditions in your area. Compaction tests should be performed on the sub grade prior to the placement of concrete to ensure adequate compaction. Likewise, test cylinders should be taken on the concrete to ensure a minimum compression strength at 28 days of 3,000 PSI; 3,5000 to 4,000 PSI is becoming more available as an option. The desirable slump is 3-5 inches and all concrete should have 5-6% air entertainment to help improve the wearing of the concrete.

Bridging – Incorporating a bridge into the design of a track can reduce the area required to develop the track, and will provide an additional sense of excitement. Another added benefit is to increase exposure or visibility. The clearance under a bridge should be no less than 5 feet clear.

There are many different construction methods which can be used. The decision should be based on local conditions and product availability. Positive drainage must be maintained off of the bridge, therefore the bridge should not be built flat. Fiber-concrete is recommended for the bridge driving surface along with an adequate amount of steel reinforcement. This is an item that should be designed by an engineer, and normally requires an engineer’s seal for building permit approval.

SAFETY FEATURES

Guardrail Systems – A safe, effective guardrail system is an essential element of the overall design. The function is to keep the karts within the limits of the track pavement and to reduce the impact associated with contracting the guardrail system. Once again, it is important to consider the kart manufacturer and kart model(s) to be used. The standard for most of the industry is to use a steel rail system backed by tires and a concrete curb. There are other methods which utilize something other than a curb behind the tires, but be careful of other types of guardrail systems. They may not offer the same degree of safety that concrete curbs provide.

Lighting – Proper lighting is one of the most often under-designed elements associated with the concession industry. Good planning and design of lighting systems produces an even illumination which eliminates hot spots and inconsistent light levels. A foot-candle rating of 15-20 fc for the track surface is most preferred. Factors to consider when designing the light system include provisions for lamp replacement, pole heights, light spillage onto adjacent properties, type and intensity of light and local building code requirements. Generally, metal halide is the best light source – it has good quality and is energy-efficient. Pole heights of 30-40 feet with multiple 1000-watt fixtures work well. Specific site conditions will impact the type of fixtures required (floodlights vs. cut-off fixtures). A solution, which works well for illumination under bridges, is to install fluorescent light strips along the bridge headwalls. If this method is implemented, a cold weather ballast will be required for fluorescent lights.

Access – There are various forms of access to the track area which should be considered in the planning stages. As stated previously, consideration should be given to lamp replacement. If a boom truck or scissors lift is used, the vehicular access to the various points will need to be provided. Vehicular access will also be needed for refueling of the fuel storage unit, which needs to be located in an area away from built structures, but accessible for refueling of karts. An above-ground unit is most preferred. The Convault 500 or 1000 gallon unit is widely accepted throughout the United States, but check local codes thoroughly prior to purchase.

Emergency and general service access is also necessary. Construction methods to support vehicular weight and turning radius must be determined where vehicular access is located. Finally, space needs to be allocated for viewing areas of the track for both employees and patrons. Employees will need unobstructed vantage points of the track viewing, and quick accessibility to any part of the track. A high level of interest and excitement can be created for customers by providing good viewing areas.

Control Measures – The most effective means of maintaining control of operating karts is a kart control system. There are many manufacturers of these systems with different methods of control. The intent of these systems is to reduce accidents and help protect employees. Other control measures include safety fencing to isolate the track from other park areas, signal and strobe lights to notify riders of incidents occurring on the track in front of them, and use of radio head sets for employees to communicate quickly and efficiently with one another.

PIT FACILITIES – TECHNICAL CONSIDERATIONS

Function – Determining the function of a pit facility is an important element in its design. It can serve as a loading and unloading area for kart riders, as a storage facility for karts, or even as a sales point or workshop. These decisions should be based on budget estimates and operational techniques. Local building techniques should be evaluated to determine the most cost-effective construction methods.

Location – A majority of karting incidents occur within the pit area, therefore it is most critical to evaluate the positioning of the ingress/egress. When possible, avoid locating pit areas at the base of a deep decent and adjacent to a blind curve. Do not allow a straight entrance into the pit area from a straightaway. The customer entrance into the pit area should be easily identifiable and compatible with other site characteristics. A handicap accessible route should be provided to a designated point-of-entry on the track for physically or mentally challenged customers.

Size – The size of the pit area is determined by its function, the type of karts used, the maximum number of karts anticipated for use, and double-staging or single-staging methods. Double-staging refers to providing space for twice the number of karts intended to run on the track at one time. This allows the down-time between rotations to be significantly reduced. To determine the length of a pit lane, refer to the manufacturer for the size of the karts(s). A length of 7 feet per kart is generally used. The lane width is usually 6 feet, with a minimum of 2 feet between rows. The queue rows are normally 3 feet wide. They should allow flexibility in the routing of customers through the queuing maze. A new trend is to provide a separate queue line specifically for two-seater karts.

Safety Features – One of the primary safety considerations in pit facility design is to provide adequate stacking for karts exiting off the track and entering into the pit area. This helps to reduce the occurrence of rear end collisions. Another issue to address is the method of lane containment or separation within the pit area. There are two schools of thought, with each method having its own benefits.

One method employs the use of raised islands to physically separate the pit lanes. This method prevents karts from moving outside the confines of the designated lanes, thus protecting karts in other lanes. This technique is desirable if double-staging of karts is to be used. The negative side of this system is that the raised islands can act as obstacles and hazards for both guests and the employees.

The opposing view is to not have any raised islands and to paint lane markings onto the pit floor. This allows for greater flexibility in operations and avoids the introduction of potential tripping hazards, but there is less control of the karts as they pass through the pit area.

The system to select should be based on operational techniques. If raised islands are used, a deflector should be installed on both ends of the islands. The purpose of the deflectors is to protect karts and drivers from head-on impact with the island. The most common method of protection is the use of a spinner wheel/tire. This is an inflated wheel/tire attached to an axle which is turned vertically, allowing the tire to freely rotate and deflect the karts away from the pit islands.

Another safety feature is to finish the concrete in the pit area with a slight texture to provide better traction for the karts when coming to a stop. Other safety precautions include an audio system, maintaining a minimum of 60 foot candles of illumination in the pit area, informational signage, and the placement of fire extinguishers throughout the pit and track area.

There are many factors to be considered while in the design phase of a project. This article has toughed on the most basic considerations and is intended to act as a guide plus initiate thought about design consideration involved in the development of a go-kart facility.

The most efficient way to ensure that a safe concession go-kart facility will be developed is to produce a set of construction documents which identify the various design and operational considerations to be implemented. These documents may take the form of a one-sheet master plan, or a detailed study involving the participation of several design disciplines.

TYPICAL CONSTRUCTION DOCUMENT OUTLINE

1. Site Work
a. Grading
b. Site utilities
c. Site layout
d. Storm drainage
e. Soil test/Report for bearing capacities
f. Site paving for parking and walks
g. Site fencing
h. Landscaping
i. Project graphics/Signage/Theme
j. ADA accessibility
k. Erosion and sedimentation control
l. Stamp and seal if required for building permit

2. Pit Building and Maintenance Facilities
a. Floor plans
b. Sections
c. Elevations
d. Details
e. Structural engineering
f. MEP – Mechanical, Electrical and Plumbing
g. Building permit
h. Stamp and seal if required for building permit

3. Track
a. Layout – locate track radii points and radii widths
b. Dimension plan – track dimensions
c. Track grading plan – grading and keying details
d. Details
e. Structural sheets (if there is a bridge)
f. Building permit
g. Stamp and seal if required for building permit

By initially spending time doing research, planning and design, any problems that may develop during construction or during the operation of the facility can be eliminated or significantly reduced. The result will be a facility which is safe, has lower insurance premiums, and is within the development budget – therefore creating a higher ROI (return on investment).

About the author: Kim Davis is a landscape architect and president of Davis and Davis, Inc. Recreational Planning Consultants. Their primary focus of design is in the field of Family Entertainment Centers, including go-kart tracks, arcades, bumper boat ponds, batting cages and non-regulation golf facilities. The firm is located in Arlington, Texas.

END

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