阅读说明：本技术 用于滚动车辆的轨道以及制造和组装该轨道的方法 (Rail for rolling vehicle and method for manufacturing and assembling the rail ) 是由 M.A.格雷厄姆 C.M.米勒 K.T.基珀特 L.R.比尔 J.S.沃彻 B.M.科斯马 于 2020-02-14 设计创作，主要内容包括：提供了一种用于过山车的轨道。轨道包括多个层,每个层由用自动精确切割装置预制的多个层段构成。(A track for a roller coaster is provided. The track comprises a plurality of layers, each layer consisting of a plurality of intervals pre-fabricated with an automatic precision cutting device.)

1. A method for manufacturing a roller coaster track, the method comprising:

prefabricating a plurality of first intervals and a plurality of second intervals for the roller coaster track with an automatic precision cutting device;

constructing a first layer of the roller coaster track with a plurality of first layer sections such that each of the plurality of first layer sections is in contacting relationship with a longitudinally adjacent one of the plurality of first layer sections at a first interface location; and

constructing a second layer of the roller coaster track laterally adjacent to the first layer with a plurality of second layer segments such that each of the plurality of second layer segments is in contacting relationship with a longitudinally adjacent one of the plurality of second layer segments at a second interface location, wherein each first interface location is longitudinally offset from the second interface location.

2. The method of claim 1, wherein the first layer comprises a first base layer, the second layer comprises a second base layer, and the method further comprises:

prefabricating a plurality of track layer sections for a roller coaster track with an automatic precision cutting device; and

a track layer of the roller coaster track is constructed laterally adjacent to each of the first and second base layers, wherein the track layer defines a travel path for the train cars.

3. The method of claim 2, wherein the first base layer, the second base layer, and the track layer are arranged horizontally.

4. The method of claim 2, wherein the first and second base layers are arranged vertically and the track layer is arranged horizontally.

5. The method of claim 4, wherein at least one first substrate segment of the plurality of first layer segments comprises a shoulder feature configured to rest on a ledge of a lower structure.

6. The method of claim 1, wherein prefabricating the plurality of first and second intervals comprises cutting the plurality of first and second intervals from a gauge material with a CNC machine.

7. The method according to claim 1, wherein each first layer segment of the plurality of first layer segments comprises a tab that extends into a notch defined by each longitudinally adjacent first layer segment of the plurality of first layer segments at the first interface location.

8. The method according to claim 1, further comprising generating a computer model of the plurality of first intervals and the plurality of second intervals, and wherein prefabricating the plurality of first intervals and the plurality of second intervals comprises prefabricating the plurality of first intervals and the plurality of second intervals based on the computer model.

9. A method for manufacturing and installing a roller coaster track, the method comprising:

prefabricating a plurality of first base layer segments, a plurality of second base layer segments and a plurality of first track layer segments for a roller coaster track with an automated precision cutting apparatus at a manufacturing location remote from an infrastructure constructed at an amusement park site for supporting the roller coaster track;

constructing a first portion of the roller coaster track within the manufacturing location, the first portion comprising a first track section comprising a plurality of first base layer segments, a plurality of second base layer segments, and a plurality of first track layer segments;

transferring a first portion of the roller coaster track from the manufacturing location to the substructure; and

a first portion of the roller coaster track is mounted to the substructure.

10. The method of claim 9, wherein the manufacturing location comprises a temperature-controlled manufacturing facility having indoor lighting, and the amusement park site comprises an outdoor location, and wherein transferring the first portion of the roller coaster track from the manufacturing location to the infrastructure comprises:

loading the first portion of the roller coaster track onto a first vehicle after the first portion of the roller coaster track is constructed;

transporting a first portion of a roller coaster track from a manufacturing facility to an amusement park with a first vehicle; and

transferring a first portion of the roller coaster track from the first vehicle to the infrastructure.

11. The method of claim 10, wherein the first vehicle comprises a tractor-trailer.

12. The method of claim 10, wherein loading the first portion of the roller coaster track comprises loading the first portion of the roller coaster track onto a first vehicle with a crane.

13. The method of claim 10, wherein transferring the first portion of the roller coaster track from the first vehicle to the substructure comprises transferring the first portion of the roller coaster track from the first vehicle to the substructure with a crane.

14. The method according to claim 9, further comprising generating a computer model of the plurality of first base-layer segments, the plurality of second base-layer segments, and the plurality of first orbital segments, wherein prefabricating the plurality of first base-layer segments, the plurality of second base-layer segments, and the plurality of first orbital segments comprises prefabricating the plurality of first base-layer segments, the plurality of second base-layer segments, and the plurality of first orbital segments based on the computer model.

15. The method of claim 10, further comprising:

prefabricating a plurality of third base layer segments, a plurality of fourth base layer segments and a plurality of second track layer segments for the roller coaster track with an automatic precision cutting device inside a manufacturing facility;

constructing a second portion of the roller coaster track within the manufacturing facility, the second portion comprising a second track section comprising a plurality of third base layer segments, a plurality of fourth base layer segments, and a plurality of second track layer segments;

loading a second portion of the roller coaster track onto a second vehicle;

transporting a second portion of the roller coaster track from the manufacturing facility to the amusement park;

transferring a second portion of the roller coaster track from a second vehicle to the substructure; and

the second portion of the roller coaster track is mounted on the substructure adjacent the first portion of the roller coaster track.

16. The method of claim 15, further comprising:

prefabricating a plurality of seventh base layer segments for the roller coaster track with an automated precision cutting apparatus inside the manufacturing facility;

constructing at least one rail joint from a plurality of seventh base segments inside the manufacturing facility; and

attaching at least one rail joint to each of the first rail portion and the second rail portion, wherein the first rail portion, the second rail portion, and the at least one rail joint cooperate to define a continuous rail.

17. The method of claim 15, wherein:

the first portion of the roller coaster track further comprises a plurality of first beams disposed below the first rail portion; and is

The second portion of the roller coaster track further comprises a plurality of second cross members disposed below the second track portion.

18. The method of claim 15, wherein:

the first portion of the roller coaster track further comprises a first step tread disposed adjacent to the first rail portion; and

the second portion of the roller coaster track further comprises a second step plate disposed adjacent the second track portion.

19. The method of claim 15, wherein:

the first portion of the roller coaster track further comprises a first center plate disposed adjacent to the first track portion; and

the second portion of the roller coaster track further comprises a second center plate disposed adjacent to the second track portion.

20. A method of prefabricating a track section for a roller coaster having a three dimensional curve, the method comprising:

generating a computer model of a three-dimensional curve of the rail portion;

identifying a plurality of intervals that form a three-dimensional curve;

identifying a three-dimensional shape for each of a plurality of intervals;

extrapolating from the three-dimensional shape a planar shape of each of the plurality of intervals;

prefabricating each interval based on the extrapolated plan shape with an automated precision cutting apparatus inside the manufacturing facility;

arranging each planar-shaped layer segment to form a first layer and a second layer;

attaching the first layer to the second layer; and

the first and second layers are bent to form a three-dimensional curved shape.

Technical Field

The apparatus and methods described below relate generally to tracks for rolling vehicles, such as roller coasters. In particular, the track assembly includes multiple layers arranged in a stacked configuration to facilitate the underlying support of the rolling vehicle.

Background

Conventional wooden roller coaster tracks are typically formed by layering the gauge material and bending the layers in a "weak" direction (e.g., a direction substantially perpendicular to the depth of each layer of gauge material) to match the overall profile of the infrastructure. The layers are then manually cut in the "strong" direction (e.g., along the width of the gauge stock) to create a curved path for the ride vehicle. Bending and cutting the track in this manner may require repeated adjustments, which is expensive and time consuming, and may still leave minor imperfections in the track, which adversely affect passenger enjoyment and comfort. Furthermore, this type of track assembly may require highly skilled labor, which may be scarce and expensive.

Drawings

Various embodiments will become better understood with regard to the following description, appended claims, and accompanying drawings where:

FIG. 1 is an isometric view depicting a horizontal track portion of a roller coaster track comprising a right rail and a left rail, each comprising a plurality of base layers, a lower track layer, and an upper track layer, in accordance with an embodiment;

FIG. 2 is a lower isometric view depicting the right rail of the horizontal track section of FIG. 1;

FIG. 3 is a cross-sectional view taken along line 3-3 of FIG. 1;

FIG. 4 is a front view depicting the right rail of FIG. 1;

FIG. 5 is an exploded view depicting three base layer sections of the right rail of FIG. 1;

FIG. 6 is an exploded view depicting three lower track layer segments of the right rail of FIG. 1;

FIG. 7 is an exploded view depicting three upper track layer segments of the right rail of FIG. 1;

FIG. 8 is a side view of a right rail depicting a vertical track portion of a roller coaster track comprising a plurality of base layers, a lower track layer, and an upper track layer, in accordance with an embodiment;

FIG. 9 is an upper elevation view depicting the right rail of FIG. 8, but with the lower and upper rail layers removed for clarity of illustration;

FIG. 10 is a top view of the left and right rail portions depicting the vertical portions of FIGS. 8 and 9;

FIG. 11 is a top view depicting a plurality of cross-members associated with the left and right rail portions of FIG. 10;

FIG. 12 is a side view depicting the left and right rail portions and cross member of FIG. 11;

FIG. 13 is a cross-sectional view taken along line 13-13 of FIG. 12;

FIG. 14 is a top view depicting a plurality of center plates and a plurality of walking plates associated with the left and right rail portions and cross rail of FIG. 10;

FIG. 15 is a schematic view of a method for transporting a first rail portion from a manufacturing facility to an amusement park;

FIG. 16 is a side view of the first and second track portions associated with the substructure;

FIG. 17 is a partially exploded top view depicting the right rail portion of FIG. 11 in relation to first and second rail joints;

FIG. 18 is an assembled top view of the right rail portion of FIG. 17 and the first and second rail joints;

FIG. 19 is a cross-sectional view of the arrangement shown in FIG. 13, but with brackets attaching the left and right rails to the rungs;

FIG. 20 is a side view of a fully assembled vertical track section;

FIG. 21 is a cross-sectional view taken along line 21-21 of FIG. 20;

FIG. 22 is a schematic diagram depicting three base layer segments according to another embodiment;

FIG. 23 is a schematic illustration of the three base layer segments of FIG. 21, but with one base layer segment stacked on the remaining base layer segments;

FIG. 24 is an isometric view depicting three base layer segments assembled together and bent to define a three-dimensional curve;

FIG. 25 is a cross-sectional view depicting right and left rails of a horizontal track portion of a roller coaster track according to another embodiment;

FIG. 26 is a cross-sectional view depicting right and left rails of a vertical track portion of a roller coaster track according to another embodiment; and

27A-27I are cross-sectional views depicting various alternative track arrangements.

Detailed Description

The embodiments are described in detail below with reference to the figures and examples of fig. 1-27I, wherein like numerals represent the same or corresponding elements throughout the several views. The horizontal track section 10 of the roller coaster track defining a horizontal curve (e.g. left/right turn) is generally shown in fig. 1-3. Horizontal track section 10 may include a right rail 12 and a left rail 14 that cooperate together to provide a base support for a train car 15 (see fig. 3), such as a ride vehicle. The right rail 12 and the left rail 14 may be spaced apart from each other to define a track width W0. Right rail 12 may include a plurality of base layers 16, a lower rail layer 18, and an upper rail layer 20. Each of the base layer 16, the lower track layer 18, and the upper track layer 20 may be horizontally arranged and stacked together such that the base layer 16 is positioned below the lower track layer 18 and the upper track layer 20, and the lower track layer 18 is sandwiched between the base layer 16 and the upper track layer 20.

The layers 16, 18, 20 may be formed of wood such that the roller coaster is considered a wooden roller coaster. In an embodiment, the layers 16, 18, 20 may be formed of a weatherable wood (e.g., pressure treated wood), such as pine. Each of base layer 16, lower track layer 18, and upper track layer 20 may be secured to one another with fasteners, glue, and/or pins, or with any of a variety of suitable alternative attachment methods.

Together, base layer 16 may cooperate to provide a base support structure for lower track layer 18 and upper track layer 20. The lower track layer 18 and the upper track layer 20 may have respective interior portions 22, 24 that extend beyond the base layer 16 (e.g., in a cantilevered arrangement) to accommodate wheels 26 of the railcar 15 (see fig. 3). The lower track level 18 and the upper track level 20 may define a travel path for the train cars 15. Running plates (not shown) may be provided at the top, sides, and bottom of the interior portions 22, 24 to provide a running surface (e.g., contact surface) for the wheels 26 of the train car 15. In one embodiment, the running plate may be formed of a steel plate.

Each layer 16, 18, 20 of the horizontal track section 10 may be constructed from a plurality of discrete segments, each segment being connected end-to-end and in contacting relationship with longitudinally adjacent segments (e.g., parallel to the path of travel of the railcar 15). Referring now to fig. 4, each base layer 16 is shown to include a plurality of base layer segments 28, each base layer segment 28 having a first end 30 and a second end 32. The first end 30 of each base layer segment 28 may be in contact with the second end 32 of an adjacent base layer segment 28 at an interface location 34. The lower track layer 18 is shown to include a plurality of lower track layer segments 36, each having a first end 38 and a second end 40. The first end 38 of each lower track layer segment 36 may contact the second end 40 of an adjacent lower track layer segment 36 at an interface location 42. The upper track layer 20 is shown to include a plurality of upper track layer segments 44, each having a first end 46 and a second end 48. The first end 46 of each upper track layer segment 44 may contact the second end 48 of an adjacent upper track layer segment 44 at an interface location 50.

Referring now to FIG. 5, three base layer segments 28 are shown, which will now be described. The first end 30 of each base layer segment 28 may include a tab 52, and the second end 32 of each base layer segment 28 may define a notch 54. When the substrate segments 28 are end-to-end (e.g., longitudinally adjacent) and in contacting relationship with one another (as shown in fig. 4), each tab 52 may extend into one of the notches 54, thereby defining the interface location 34. The interaction between the notches 54 and the tabs 52 may inhibit relative horizontal movement between the base layer segments 28 and provide a visual indicator that helps verify the relative physical orientation between the base layer segments 28. It should be appreciated that the base layer segments 28 may have any of a variety of suitable alternative interlocking features disposed at the first end 30 and/or the second end 32 that facilitate lateral coupling between the base layer segments 28.

Each base layer segment 28 may have a thickness T1 and a width W1 that is greater than the thickness T1. Each base layer segment 28 may include an upper surface 55 extending along a width Wl. The first and second ends 30, 32 may be provided with markings 56 (e.g., lettering and numbers engraved or otherwise applied to the upper surface 55) that identify which ends of the base layer segments 28 are to be matched together during assembly, and which side of the track the base layer segments 28 are meant to be. The markings 56 may also include arrows indicating the direction of the path of travel of the roller coaster to identify the longitudinal direction of each base layer segment 28. It should be appreciated that any of a variety of suitable alternative visual indicators (e.g., markings or engravings) may be used to verify the relative orientation of the substrate segments 28 with respect to one another. Each base layer segment 28 may define a plurality of first vertical apertures 58 and a plurality of second vertical apertures 60. A pin (not shown) or other fastener may be disposed through the first vertical hole 58 and into a corresponding hole in the immediately adjacent base layer 16 to couple the base layers 16 together.

Referring now to fig. 6, three lower track layer segments 36 are shown and are similar or identical in many respects to the base layer segments 28 shown in fig. 5. For example, each lower track layer segment 36 may include a first end 38 and a second end 40. The first ends 38 may each include a tab 64 and the second ends 40 may each define a notch 66. The first and second ends 38, 40 may be provided with indicia 68. Each lower track layer segment 36 may define a plurality of second vertical bores 72. The lower track layer segments 36 may each have a thickness T2 and a width W2 that is greater than the thickness T2. Each lower track layer segment 36 may include an upper surface 74 extending along a width W2 and an inner surface 76 extending along a thickness T2. The width W2 of the lower track layer segment 36 may be wider than the width Wl of the base layer segment 28 such that the inner portion 22 (fig. 3) of the lower track layer 18 overhangs the base layer 16.

Referring now to fig. 7, three upper track layer segments 44 are shown and are similar or identical in many respects to the base layer segments 28 shown in fig. 5. For example, each upper track layer segment 44 may include a first end 46 and a second end 48. Each first end 46 may include a tab 78 and each second end 48 defines a notch 80. The first and second ends 46, 48 may be provided with indicia 82. Each upper track layer segment 44 may define a plurality of first vertical apertures 84. A pin (not shown) or other fastener may be disposed through the first vertical hole 84 and into a corresponding hole in the immediately adjacent lower track layer 18 to couple the upper and lower track layers 20, 18 together. The upper rail layer segments 44 may each have a thickness T3 and a width W3 that is greater than the thickness T3. Each upper track layer segment 44 may include an upper surface 86 extending along the width W3 and an inner surface 88 extending along the thickness T3 (fig. 4). The width W3 of the upper track layer segment 44 may be wider than the width W1 of the base layer segment 28 such that the inner portion 24 (fig. 3) of the upper track layer 20 overhangs the base layer 16.

Referring again to fig. 4, the base layer 16, the lower track layer 18, and the upper track layer 20 may be horizontally arranged and stacked together such that each layer 16, 18, 20 is laterally (e.g., vertically) adjacent to one another (e.g., in a direction perpendicular to the direction of travel of the train car 15). The inner surfaces 76, 88 (fig. 4) may define the overall contour (e.g., gradual turn) of the right rail 12 of the roller coaster. The inner surfaces (e.g., 90) of the base layer segments 28 may be contoured to substantially follow the inner surfaces 76, 88 of the lower track layer 18 and the upper track layer 20 such that the contours of the base layer 16, the lower track layer 18, and the upper track layer 20 similarly follow the length of the right rail 12. It should be appreciated that the inner surfaces (e.g., 90) of the base layer segments 28 are horizontally spaced from the inner surfaces 76, 88 of the lower and upper track layers 18, 20 sufficient to prevent contact with the wheel assemblies of the train.

Base layer 16 and lower track layer 18 may be arranged to align first vertical aperture 58 with first vertical aperture 70 and second vertical aperture 60 with second vertical aperture 72. A pin (not shown) may be disposed through the first vertical holes 58, 70 to couple the base layer 16 and the lower track layer 18 together. Bolts 92 (one shown in phantom) may be disposed through the second vertical holes 60, 72 to facilitate securing the base layer 16 and the lower track layer 18 together to an underlying structural member, such as a cross-beam (not shown). As shown in fig. 6, the second vertical hole 72 of the lower track layer 18 may be counter-bored or otherwise recessed to allow the bolt 92 to nest within the second vertical hole 72 such that the bolt 92 does not obstruct the attachment of the upper track layer 20 to the lower track layer 18.

Each layer 16, 18, 20 may be arranged such that the interface locations (e.g., 34, 42, 50) between each pair of intervals of a given layer are longitudinally offset (e.g., along the path of travel of the train car 15) from the interface locations of laterally adjacent (e.g., overlying and/or underlying) layers. Each layer is correspondingly positioned relative to the other laterally adjacent layers such that each layer segment overlaps (e.g., extends beyond) the laterally adjacent layer segment (e.g., is disposed vertically above or below) to create a plurality of interface locations that are longitudinally offset from one another along the path of travel of the railcar. For example, as shown in fig. 4, the interface locations 42 of the lower track layer 18 may be longitudinally offset from the interface locations 34 of the base layer 16 (e.g., lower cladding layer) and the interface locations 50 of the upper track layer 20 (e.g., upper cladding layer). Offsetting the interface locations in this manner may distribute the weight of the train cars 15 more evenly than conventional prefabricated arrangements having discrete rail portions that are joined together end-to-end (e.g., by bolts, welding, or adhesives) at butt joints (e.g., where the interface locations are vertically aligned), joints, or similar single point rail joints that require shear brackets or other shear reinforcement to join the rail portions together. In an embodiment, each of the layers 16, 18, 20 may be arranged to overlap the underlying interface location by about one-third of the total length of the layer. For example, for an interval about six feet long, the interval may be arranged to overlap the underlying interface location by about two feet.

Base layer 16, lower track layer 18, and upper track layer 20 are shown in a horizontal arrangement to form a horizontal curve (e.g., a left/right turn) of horizontal track section 10. It should be understood that a layer described as being horizontally disposed may be understood to mean that the width of the layer (e.g., Wl, W2, W3) may extend substantially parallel to the running surface of the roller coaster defined by the lower track layer 18 and the upper track layer 20.

It should be understood that although right rail 12 is shown with six substrates, any number of substrates (e.g., one, two, three, four, five, or more than six substrates) may be used. It should also be understood that although right rail 12 is shown with two rail layers, any number of rail layers (e.g., one or more than two rail layers) may be used.

The left rail 14 shown in fig. 1-3 may be understood to be similar to the right rail 12 described above, but is alternatively configured for use on the left side of the horizontal track section 10. For example, as shown in fig. 3, the left rail 14 may include a plurality of base layers 94, a lower rail layer 96, and an upper rail layer 98. Each layer 94, 96, 98 may be formed from a corresponding plurality of layer segments. Each of the intervals may include an inner surface configured to follow the contour of the horizontal track section 10 defined by the right rail 12. Alternatively, the track may be defined by a single rail, the track layer extending beyond the base layer on both sides in order to accommodate the ride vehicle.

Each of the intervals of the layers 16, 18, 20, 94, 96, 98 may be made from a single piece of finished gauge stock (e.g., normal pre-milled wood of standard length, width and thickness provided by the mill) in a factory or other controlled environment, and then the track delivered and assembled at the destination (e.g., an amusement park). Each interval may be manufactured by cutting a precise shape from a finished gauge, which shape may include at least some of the features described above (e.g., internal surfaces, pores, and/or interface features). The shape of the layer segments may form a predefined two-dimensional curve of the track. The intervals can be cut from the finished gauge material using a CNC machine or other automated precision cutting device such as a laser cutter, plasma cutter, or water jet cutter.

A computer model of the horizontal track section 10 may be generated first before each interval is prefabricated. The computer model may help map the shape and location of each interval that will be used to construct the horizontal rail section 10. Each interval may then be cut using parameters defined by the computer-generated model. The horizontal track section 10 may then be assembled from pre-cut layer segments. Since the shape and location of each interval is predefined by the computer model, the assembly of the horizontal track sections 10 may be more predictable than conventional construction methods. As a result, the construction of the horizontal track section 10 may require less field operations than conventional arrangements, may reduce costs and inefficiencies compared to these conventional construction methods, and may improve the overall quality of the horizontal track section 10.

For example, conventionally, wooden roller coaster tracks are made by: the structural wood is made by layering uncut structural wood, bending the wood in a weak direction, and then manually cutting the bent vehicle running surface in a strong direction using an electric tool. Typically, multiple layers must be stacked together prior to cutting the vehicle running surface to form the correct curve in the direction of the bend and to precisely match the cutting path between the layers after the bend occurs. This typically requires highly skilled labor (which can be scarce and expensive) and time consuming repeated iterations to cut the plate ends to ensure that each plate is installed at the proper angle to maximize the use of the material while avoiding discontinuities or gaps between plates. Furthermore, once the track begins to be constructed, the path and curve profile still needs to be fine-tuned by repeatedly disassembling, repositioning and reattaching the track to the underlying infrastructure until the path and curve profile are within acceptable tolerances of the original engineering plan for the track.

By prefabricating the intervals from a computer generated model and using automated precision cutting equipment prior to assembly, the horizontal track sections 10 can be assembled at the destination by simply assembling the intervals in the order defined by the computer model. In some cases, the holes in each interval may be pre-drilled to ensure proper alignment between adjacent intervals. As a result, the horizontal track sections may be assembled more easily and cost effectively than conventional tracks, and may provide a stronger and more durable track without the need for highly skilled labor. In addition, since the appropriate curve shape for each interval is converted directly from the computer model to another automated precision cutting apparatus that is cutting the interval, the overall accuracy of the curve between adjacent intervals can be maintained since the automated precision cutting apparatus can achieve consistent and repeatable cuts.

It should be understood that the intervals may be modeled and prefabricated to allow for shifting the interface positions of laterally (e.g., vertical) adjacent layers such that each interval overlaps with a laterally adjacent interval (e.g., an interval disposed above and/or below a given interval). In this way, the horizontal track section 10 can be constructed without the use of a single plane vertical joint that extends completely through the track rail (e.g., a butt joint), which is often provided on conventional prefabricated track sets. It should also be understood that the intervals may be modeled and prefabricated to facilitate alignment of the interior surfaces (e.g., 76, 88) such that they produce smoother, more accurate curves than conventional wood rails having interior surfaces that are manually cut in situ.

As described above, each precast layer segment may be allocated a specific location on the horizontal rail section 10 based on a computer model of the horizontal rail section 10. Each layer segment may be indexed and marked with a marker (e.g., 56, 68, 82) indicating the location of each track segment relative to other track segments. During installation, the installer may install the intervals in a prescribed order provided by the manufacturer (e.g., based on a computer model). Thus, the installation may be more organized, efficient, cost effective, and environmentally friendly than conventional arrangements that require each panel to be manually manufactured on site and repeatedly cut and/or manually adjusted.

One example of a method of designing, manufacturing and installing the horizontal track section 10 will now be discussed. First, the overall layout of the horizontal track section 10 is selected and designed using a computer generated model. The shape and characteristics of each interval of the horizontal track section 10 can be mapped as part of the design process. Each interval may then be cut from finished gauge stock in a factory or other controlled environment using the drawings generated during the design process. Each layer segment may also be provided with a marker or other indicia that indicates how the layer segment is mounted relative to other layer segments and/or rungs (e.g., 151) of the horizontal track section 10. Once the intervals are manufactured, they can be shipped to the destination for assembly. The horizontal track section 10 may then be assembled by: the bottommost base layer (e.g., 16) is constructed first, then the remaining base layers are constructed sequentially on top of the bottommost base layer, and then the lower track layer and the upper track layer are constructed sequentially on top of the base layer. Thus, the layers may be stacked along an assembly axis a1 (fig. 4) in an arrangement of layers that are horizontally oriented and laterally adjacent to each other. The assembly axis a1 may be substantially perpendicular to the path of travel of the train cars 15 (e.g., in the x-direction shown in fig. 3) and the width of the layers (Wl, W2, W3) and substantially parallel to the thickness of the layers (T1, T2, T3). The inner surface (e.g., 76, 88, 90) of each interval of the base layer 16 may define the overall path of the railcar 15. Running plates (not shown) may be assembled to the top, sides, and bottom of the inner portions 22, 24 of the lower track layer 18 and the upper track layer 20.

Although the manufacture and construction of the horizontal track section 10 of the track is described, it should be understood that the vertical track section (e.g., 110) or some combination of vertical and horizontal track sections (e.g., a three-dimensional curve) of the track may be constructed in accordance with the principles and methods described above, as described in further detail below. It should also be understood that although gauge material is described above, the intervals may be made from any of a variety of suitable alternative substrates that may be cut with an automated precision cutting apparatus, such as composite wood or other wood (gauge shapes or sheets), thermoplastic, or metal (e.g., steel).

Referring now to fig. 8 and 9, a vertical track portion 110 of a roller coaster track defining a vertical curve (e.g., a ramp) is generally depicted. Certain features of the vertical track section 110 may be similar or identical in many respects to the horizontal track section 10 of the roller coaster track shown in fig. 1-7. For example, vertical track portion 110 may include a right rail 112 that includes a plurality of base layers 116 (fig. 9), a lower rail layer 118 (fig. 8), and an upper rail layer 120 (fig. 8). The lower track layer 118 and the upper track layer 120 may be positioned above the base layer 116 and horizontally disposed. The lower track layer 118 and the upper track layer 120 may be formed from discrete layers (not shown). The lower track layer 118 and the upper track layer 120 may each include a respective inner portion (not shown) that overhangs the base layer 116. Running plates (not shown) may be provided on the top, sides and bottom of the inner portion to provide a running surface (e.g., contact surface) for the wheels of the train cars. A plurality of rails 151 and cross members 153 may be positioned below the base layer 116 to provide a base support for the vertical track sections 110.

However, the base layer 116 of the vertical track section 110 may be arranged vertically (rather than horizontally) so as to withstand the increased vertical forces (e.g., in the z-direction) associated with the passage of a train car through that portion of the track (e.g., a hill or valley), as will be described in further detail below. The base layer 116 may be similar or identical in many respects to the base layer 16 shown in fig. 1-5, except for the vertical arrangement. For example, as shown in fig. 9, each base layer 116 may include a plurality of base layer segments 128a, each having a first end 130a and a second end 132a, and a plurality of base layer segments 128b, each having a first end 130b and a second end 132 b. The base layer segments 128a, 128b may be joined end-to-end in an alternating manner and in contacting relationship with each other such that the first end 130a of each base layer segment 128a contacts the second end 132b of an adjacent base layer segment 128b at interface location 134a and the second end 132a of each base layer segment 128a contacts the first end 130b of an adjacent base layer segment 128b at interface location 134 b. In an embodiment, as shown in fig. 9, the first ends 130a, 130b and the second ends 132a, 132b may be slotted such that when the base layer segments 128a, 128b are connected end-to-end and in contact with each other in an alternating manner, the first ends 130a and the second ends 132b interlock and the second ends 132a and the first ends 130b interlock to resist relative (e.g., vertical) movement between the base layer segments 128a, 128 b. It should be appreciated that the base layer segments 128a, 128b may have any of a variety of suitable alternative interlocking features that facilitate visual indication of the lateral coupling and/or relative physical position between the base layer segments 128a, 128 b.

Each base layer 116 may be arranged such that the interface locations (e.g., 134a, 134b) between each pair of intervals are longitudinally offset (e.g., along the path of travel of the railcar) from the interface locations of the laterally (e.g., horizontally) adjacent layers (e.g., in a direction perpendicular to the path of travel of the railcar). Thus, each interval may overlap (e.g., extend beyond) the interface locations of adjacent layers to distribute the weight of the railcar more evenly than conventional butt joints (e.g., where the interface locations of laterally adjacent layers are aligned in a plane perpendicular to the path of travel of the railcar).

Referring again to fig. 8 and 9, each base layer segment 128a, 128b may have a thickness T11 (fig. 9) and a width W11 (fig. 8) greater than the thickness T11. Each base layer segment 128a, 128b may cooperate to define an upper surface 155 (fig. 9) that extends along a thickness T11 of the base layer 116. Lower track layer 118 and upper track layer 120 may be routed along base layer 116 and secured to base layer 116 such that lower track layer 118 rests on upper surface 155. It should be understood that the base layer (e.g., 116) described as a vertically disposed vertical track section 110 may be understood that the thickness (e.g., T11) of the base layer 116 may extend substantially parallel to the running surface of the roller coaster defined by the lower track layer 118 and the upper track layer 120.

Referring again to fig. 8, each of the base layer segments 128a, 128b may define a plurality of first vertical apertures 158. A pin (not shown) or other fastener may be disposed through the first vertical hole 158 and into a corresponding hole in the immediately adjacent base layer 116 to couple the base layers 116 together. Each base layer segment 128a may have a length L1, and each base layer segment 128b may have a length L2 that is shorter than the length L1 of the base layer segment 128 a. In one embodiment, the length L1 of the base layer segment 128a may be selected to be long enough to span at least two of the rungs 151 such that the weight of the railcar is distributed between the cross members 153.

Each base layer 116 can include a shoulder feature 181 that extends along the width of the right rail 112 and is configured to rest on each rail 151. Each shoulder feature 181 may be shaped to have a lower surface corresponding to the shape of the upper surface of the rung 151 to more evenly distribute the weight of the right rail 112 and/or the train car on the rung 151. The shoulder feature 181 can also be used as an alignment point for the base layer 116 relative to the ledge 151 during assembly of the right rail 112.

Still referring to fig. 8, each base layer 116 may include distal end group segments 128c, each distal end group segment 128c defining a stepped profile that allows the right rail 112 to be easily integrated into a horizontal rail arrangement when retrofitting the right rail 112 to an existing horizontal rail portion of the rail 111. It should be understood that for new configurations, the distal end group segments 128c may not comprise a portion of the design for the entire track.

One example method of designing, manufacturing, and installing the vertical track section 110 will now be described. First, the overall layout of the vertical track section 110 is selected and designed using computer-generated modeling. As part of the design process, the shape and characteristics of each interval (e.g., 128a, 128b, 128c) of the vertical track section 110 may be drawn to define a vertical shape of the vertical track section 110 that contributes to the vertical component of the travel path of the railcar. Each interval may then be prefabricated (as described above) and transported to the destination for assembly. The vertical track sections 110 may then be assembled by first assembling each base layer (e.g., 116) from the layer segments. Each base layer may be vertically oriented such that the thickness of each base layer 116 (e.g., T11) extends along the width of the lower track layer 118 and the upper track layer 120. Each base course may be stacked together along an assembly axis (e.g., a2 in fig. 9) that is substantially perpendicular to the path of travel of the railcar 15 and the width W11 of the base course 116. Once the base course 116 is assembled, the inner surface of each interval of the base course 116 may define a vertical component of the travel path of the railcar.

Each base course 116 may be arranged such that the interface location (e.g., 134a, 134b) between each pair of segments (e.g., 128a, 128b, 128c) of a given base course is longitudinally offset (e.g., in a direction perpendicular to the path of travel of the train cars) from the interface location of the laterally (e.g., horizontally) adjacent layer. Thus, each base layer is positioned relative to the other laterally adjacent layers such that each interval overlaps (e.g., extends beyond) the intervals of the laterally adjacent layers to create multiple interval interfaces (e.g., along the travel path of the train car 15) that are longitudinally offset from each other.

It should be appreciated that each interval may be assembled in the field to form the layer-by-layer vertical track section 110 with the above-described overlap features that may more evenly distribute the weight of the train cars than conventional pre-cast track arrangements. For example, conventional pre-fabricated arrangements are typically formed from discrete rail portions (e.g., formed from wood or steel) and are pre-fabricated with planar ends (e.g., each rail portion having a single end face disposed in a plane) and end-to-end in abutting relationship (e.g., at a butt joint, a joint, or similar single point rail joint). Each rail section is connected to an adjacent rail section by a shear bracket that connects the rail sections together and that may be susceptible to significant flexing, deformation or even failure (e.g., in the z-direction shown in fig. 3) as the train car passes through the rail sections. Through the interface locations of the overlapping layer segments, the base layers may be attached together (e.g., with bolts, adhesives, and/or dowels) without the use of shear braces or other shear attachment arrangements used in conventional pre-fabricated arrangements.

It should be appreciated that the left rail 114 of the vertical track section 110 may be formed similarly to the right rail 112 described above, but configured to be disposed on the left side of the vertical track section 110. It should also be understood that the right and left rail segments (e.g., 128a, 128b, 128c) of the vertical track section 110 may be fabricated in a manner similar to that described above with respect to the horizontal track section 10 in fig. 1-7. Alternatively, the track may be defined by a single rail (e.g., a monorail), with the track layer extending beyond the base layer on both sides to accommodate the ride vehicle.

It should be appreciated that by orienting the base layer (e.g., 116) of the vertical track section 110 vertically and in an offset arrangement as described above, the weight of the railcar of the roller coaster may be borne by the width of the base layer 116, and thus the base layer 116 is less susceptible to vertical deflection and deformation than a horizontally oriented base layer (e.g., the layers 16, 18, 20 described above) as the railcar passes by. As such, a vertically oriented base layer (e.g., 116) may be particularly suitable for track portions that experience increased vertical forces (e.g., in the z-direction shown in fig. 3), such as hills and valleys.

Referring now to fig. 10-21, one example of a method for manufacturing and installing the vertical track section 110 is shown and will now be discussed. First, the overall layout of the right guide rail 112 and the left guide rail 114 of the vertical track section 110 is selected and designed using a computer-generated model. As part of the design process, the shape and characteristics of each of the intervals (e.g., 128a, 128b, 128c) of the right rail 112 and left rail 114 may be drawn to define the vertical shape of the vertical track portion 110 of the track and prefabricated (as described above). As shown in fig. 10, the right rail 112 can then be assembled into discrete first and second rail portions 112a, 112b that are separate from one another, and the left rail 114 can be assembled into discrete first and second rail portions 114a, 114b that are separate from one another.

Each of the discrete first and second rail sections 112a, 112b may include a plurality of base layer segments 128a, 128b, 128c that overlap one another to form a plurality of base layers 116 in a manner similar to that described above with reference to fig. 8 and 9. Each base segment 128a, 128b, 128c may be secured together with a fastener (e.g., a nut and bolt) that extends substantially horizontally through the base segment 128a, 128b, 128c (e.g., through a horizontal hole aligned through the base segment 128a, 128b, 128 c). It should be appreciated that the discrete first and second rail portions 114a, 114b of the left rail 114 may be assembled in a similar manner. A plurality of vertical holes 160 substantially perpendicular to the horizontal holes may then be drilled through the discrete first and second rail portions 112a, 112b, 114a, 114 b.

As shown in fig. 11 and 12, a plurality of cross-members 153a may be mounted beneath the discrete first rail portions 112a, 114a and may extend laterally between the discrete first rail portions 112a, 114 a. As shown in fig. 11, each cross-member 153a may be aligned with a respective pair of vertical apertures 160 in the discrete first rail portions 112a, 114 a. As shown in fig. 13, each cross-member 153a may be attached to the discrete first rail portions 112a, 114a with a bolt 191, the bolt 191 being disposed through the vertical bore 160 of the discrete first rail portions 112a, 114a and through the cross-member 153 a. It should be appreciated that a plurality of cross members 153b may be mounted below the discrete second rail portions 112b, 114b in a similar manner.

Referring now to fig. 14, a pair of footplates 162a may be attached to the cross-beam 153a on opposite sides of the discrete first rail portions 112a, 114 a. A pair of center plates 163a may be attached to the cross-beam 153a between the discrete first rail portions 112a, 114 a. The center plates 163a may be spaced apart from one another by a distance (e.g., about 12 inches or less) that may prevent an installer from falling between the discrete first rail portions 112a, 114 a. It should be appreciated that a pair of footplates 162b and center plate 163b may be mounted between the discrete second rail portions 112b, 114b in a similar manner.

Discrete first rail portions 112a, 114a, plurality of cross-members 153a, pair of walking plates 162a and pair of center plates 163a (collectively first vertical rail portion 110a) and discrete second rail portions 112b, 114b, plurality of cross-members 153b, pair of walking plates 162b and pair of center plates 163b (collectively second vertical rail portion 110b) may be prefabricated in a controlled environment remote from the manufacturing facility of the amusement park. First assembling the first and second vertical rail portions 110a, 110b in a manufacturing facility may allow the first and second vertical rail portions 110a, 110b to be manufactured more accurately and with tighter tolerances than conventional rod construction methods that currently occur on the amusement park site.

Referring now to fig. 15, once the first vertical rail portion 110a has been assembled at the manufacturing facility, it may be loaded onto the tractor-trailer 131 by crane 133 and transported with the tractor-trailer 131 to the amusement park site. The first vertical rail portion 110a can then be unloaded from the tractor-trailer 131 at the amusement park by crane 135. The crane 135 may lift the first vertical rail portion 110a into position on the substructure 149 already in the amusement park configuration. The second vertical track portion 110a may be shipped to the amusement park site in a similar manner such that the first and second vertical track portions 110a, 110b may be assembled in a manner similar to that of a conventional steel roller coaster assembly. To this end, each of the first and second vertical rail portions 110a, 110b may be designed and engineered to be mounted at specific locations along the track, which may alleviate the need to repeatedly measure and adjust the track to obtain a desired curved profile, which is common to conventional rod construction methods found on the amusement park site.

Referring now to fig. 16, the first and second vertical rail portions 110a, 110b are shown placed on the substructure 149 (e.g., by the crane 135 of fig. 15). The lower structure 149 can include a plurality of rails 151 that extend laterally (relative to the path of travel) and are configured to support the first and second vertical rail portions 110a, 110 b. The ledge 151 can be initially positioned along the lower structure 149 (e.g., during assembly of the lower structure 149 and prior to placement of the first and second vertical rail portions 110a, 110b) to substantially match the overall curved profile defined by the first and second vertical rail portions 110a, 110 b. When the first and second vertical rail portions 110a, 110b are placed on the lower structure 149, any of the cross pieces 151 that do not provide sufficient base support to the first and second vertical rail portions 110a, 110b may be repositioned and/or shimmed until each cross piece 151 adequately supports the first and second vertical rail portions 110a, 110 b. Since the first and second vertical track portions 110a, 110b are pre-fabricated prior to shipment to the amusement park, the curved profile of the track is effectively set by the first and second vertical track portions 110a, 110b, and the substructure 149 is adjusted to conform to the first and second vertical track portions 110a, 110b, which may alleviate the need to adjust the track and substructure simultaneously, which is common in conventional arrangements, which may be time consuming, expensive, and imprecise. It should be appreciated that the first and second vertical track portions 110a, 110b may be prefabricated with any of a variety of design features that may facilitate alignment and support of the first and second vertical track portions 110a, 110b on the substructure 149 (e.g., shoulder features 181 shown in FIG. 8).

Referring now to fig. 17 and 18, the completion of the assembly of the right rail 112 will now be discussed. A first rail coupler 165 and a second rail coupler 167 may be provided. Each of the first and second rail joints 165, 167 may be formed from a base layer segment 128a, 128b in a similar manner as described above with respect to the discrete first and second right rail segments 112a, 112 b. First and second track joints 165, 167 may be prefabricated at a manufacturing facility and shipped to the amusement park site with first and second vertical track sections 110a, 110 b. The first and second rail tabs 165, 167 may be clipped to and may mate with the proximal ends 113a, 113b of the discrete first and second rail portions 112a, 112 b. First and second rail joints 165, 167 may be attached to proximal ends 113a, 113b of separate right rail portions 112a, 112b with bolts (not shown) such that the separate first and second rail portions 112a, 112b and first and second rail joints 165, 167 complete right rail 112 when installed. It should be appreciated that left rail 114 may be assembled in a similar manner.

Referring now to fig. 19, each of the right rail 112 and the left rail 114 may be attached to the rung 151 with a bracket 169. In one embodiment, the support 169 may comprise a hurricane beam. Referring now to fig. 20, a lower track layer 118 and an upper track layer 120 may be mounted on the right rail 112. In one embodiment, the center plates 163a, 163b may be used as a jig for the lower track layer 118 and the upper track layer 120 during installation to create the appropriate curves for the lower track layer 118 and the upper track layer 120. As shown in fig. 21, top running plate 171 may be mounted on upper track layer 120 and coupled thereto by bolts (not shown). The bottom running plate 173 may be installed under the lower rail layer 118 and coupled thereto by bolts (not shown). Side running plates 175 may be mounted on the lower track layer 118 and the upper track layer 120 adjacent to and coupled to the top and bottom running plates 171, 173 by bolts (not shown). Lower rail layer 196 and upper rail 198 and top, bottom and side running plates 177, 179, 183 may be mounted on left rail 114 in a similar manner.

By first manufacturing the first and second vertical rail portions 110a, 110b in a manufacturing facility and then transporting the first and second vertical rail portions 110a, 110b to the amusement park site, the vertical rail portions 110 can be more easily and efficiently installed without the need for skilled workers typically required for conventional wooden roller coaster tracks that are constructed on site bar (e.g., completely at the amusement park). In this way, the vertical track section 110 of the roller coaster can be more efficiently and economically manufactured and installed than conventional roller coaster tracks. It should be understood that the method for manufacturing and installing the vertical track section 110 shown in fig. 10-21 may also be used to manufacture and install the horizontal track section 10 shown in fig. 1-9.

One example of a method for prefabricating a rail section with complex three-dimensional curves, such as a rail section with curves in both horizontal and vertical directions, will now be discussed. First, a computer model of the three-dimensional curve of the rail portion is generated (e.g., using computer-aided design software). The computer model may identify the three-dimensional shape of the various intervals (e.g., 28, 36, 44) that are necessary to form the base layer (e.g., 16) and the lower and upper track layers (e.g., 18, 20) of the three-dimensional curve. The planar shape of each interval can then be extrapolated/rendered from the three-dimensional shaped segment. The planar layer segment may then be cut from the gauge (e.g., by a CNC machine in a factory or other controlled environment) to substantially form a temporary two-dimensional curve based on the planar shape extrapolated from the computer model. The planar segments may then be stacked together on the rail without attaching the planar segments to the rail. The planar segments may then be bent into a three-dimensional curved shape (along the weak axis) and then permanently attached to the rail (e.g., with bolts).

It should be understood that bending of the planar layer segments may be achieved by engineering stresses and does not require the application of stresses (e.g., pre-tension between the rails and the infrastructure, which causes additional stresses in the rails to be different from and sometimes in excess of the design stresses) typically associated with conventional methods of forming three-dimensional curves. For example, in certain conventional arrangements, the sheets forming each layer may be bent using a profiling process, wherein the sheets are manually bent in a vertical direction (sometimes beyond the design curvature) so as to create a continuous curve between the rungs (e.g., 151). In such an example, the panels may be bent by first attaching equipment to the substructure, which selectively forces the panels into a desired direction by applying loads and stresses to the panels and/or structure that are different from the loads and stresses typically applied to the intervals during normal operation of the roller coaster (e.g., during passage of a train car 15). Once the panels are bent to the desired position, they may be secured to the substructure (e.g., with nails), which may introduce undesirable pre-stresses in the panels, the substructure, and/or the connections therebetween. In other conventional arrangements, the plates may be forcibly attached to misaligned or imprecise rungs. If the base structure is not within tolerance, the stresses of the track layer may be different than expected in the design. It will be appreciated that by first simulating a three-dimensional curve and then cutting a flat sheet which when bent into place is used to create the three-dimensional curve, many undesirable pre-stresses on the roller coaster track and substructure may be avoided which may extend the useful life of the track.

Referring now to fig. 22-24, three base layer segments 228a, 228b, 228c are shown that cooperate to form a portion of a three-dimensional curve. As shown in fig. 22, each base layer segment 228a, 228b, 228c is a substantially planar sheet (e.g., two-dimensional) that is cut from a gauge stock based on a three-dimensional computer-generated model as described above. As shown in fig. 23, when the base layer segments 228a, 228b, 228c are laid flat (e.g., two-dimensional) and stacked together, the base layer segments 228a, 228b, 228c are not aligned. However, as shown in fig. 24, when the base layer segments 228a, 228b, 228c are collectively bent into the appropriate three-dimensional curve of the rail section, the base layer segments 228a, 228b, 228c may be aligned with the base track and may be attached to the track to form a continuous rail section. In an embodiment, each base layer segment 228a, 228b, 228c may include a longitudinal line 229a, 229b, 229c disposed thereon that indicates to a user when the base layer segment 228a, 228b, 228c has been bent into an appropriate shape. For example, as shown in fig. 23, when the base layer segments 228a, 228b, 228c are laid flat, the longitudinal line 229c on the base layer segment 228c may be skewed relative to the longitudinal lines 229a, 229b of the base layer segments 228a, 228 b. When the base layer segments 228a, 228b, 228c are collectively bent into an appropriate three-dimensional curve, the longitudinal lines 229a, 229b, 229c of the base layer segments 228a, 228b, 228c may be aligned to indicate to the user that the base layer segments 228a, 228b, 228c are properly aligned and may be attached to a track. It will be appreciated that the profile of the rail portion shown in figure 24 is exaggerated for illustrative purposes. It should also be understood that although longitudinal lines 229a, 229b, 229c are depicted, any of a variety of alignment features may provide visual indications, such as holes, tabs, notches, fasteners, or other indicia, when base layer segments 228a, 228b, 228c are properly aligned in a three-dimensional curve. It should also be appreciated that any of a variety of suitable alternative intervals, such as rail intervals, clamp plates, and center plates, may be prefabricated with complex three-dimensional curves in a manner similar to that described above with respect to the base layer intervals 228a, 228b, 228 c.

Fig. 25 shows an alternative embodiment of a horizontal track section 310 of a roller coaster track, which is similar or identical in many respects to the horizontal track section 10 shown in fig. 1-7. For example, the horizontal track section 310 may include a right guide rail 312 and a left guide rail 314. The right and left guide rails 312, 314 may each include a plurality of base layers 316, lower track layers 318, and upper track layers 320 arranged horizontally. However, a pair of vertical guides 395 may be laterally adjacent the base layer 316. The vertical guides 395 may be disposed along the outer sides of the right and left guide rails 312 and 314 such that the right and left guide rails 312 and 314 are disposed between the vertical guides 395.

The vertical guide 395 may be configured (e.g., cut) to define a vertical component of the curve of the roller coaster track for the base layer 316 (e.g., similar to the manner in which the vertical guide 110 defines a vertical curve described above). During assembly of the track, the vertical guide 395 may be first attached to a rail, such as 151 (not shown), to serve as a clip to which the base layer 316 is attached. For each of the right 312 and left 314 guide rails, the bottom-most layer of the base layer 316 (e.g., the base layer 316 closest to the rung) may then abut the vertical guide 395 and be attached to the rung at one end. The bottommost base layer 316 may then be bent against the vertical guide 395 in a weak direction (e.g., up/down direction) and attached to the rungs to impart a vertical component to the curve. The bottommost base layer 316 and its associated vertical guide 395 may cooperate to define a cross-sectional L-shape. The remainder of the base layer 316, as well as the lower track layer 318 and the upper track layer 320, may then be attached to the bottommost base layer 316 in a similar manner. Once the construction of the right 312 and left 314 guide rails is complete, the vertical guide 395 may be removed. It should be appreciated that the vertical guides may be prefabricated in a manner similar to the base layer 116 of the vertical track section 110 described above. It should also be understood that the vertical guide 395 may additionally or alternatively be disposed inboard of the right 312 and left 314 guide rails.

Fig. 26 shows an alternative embodiment of a vertical track section 1110 of a roller coaster track, which is similar or identical in many respects to the vertical track section 110 shown in fig. 8 and 9. For example, vertical track portion 1110 can include a right rail 1112 and a left rail 1114. The right and left rails 1112, 1114 may each include a plurality of base layers 1116, lower track layers 1118, and upper track layers 1120. The base 1116 may be vertically disposed, and the lower and upper rails 1118 and 1120 may cover the base 1116 and may be horizontally disposed. However, a pair of horizontal guides 1197 may be laterally adjacent the base layer 1116. Horizontal guide 1197 may be disposed along the inside and outside of right rail 1112 and left rail 1114 such that horizontal guide 1197 is disposed between right rail 1112 and left rail 1114.

The horizontal guide plate 1197 may be configured (e.g., cut) to define a horizontal component of the roller coaster track profile for the base 1116 (e.g., similar to the manner in which the horizontal plate 10 defines a horizontal profile described above). During assembly of the track, the horizontal guide 1197 may be first attached to a rail (e.g., 151 (not shown)) to serve as a clip to which the base layer 1116 is attached. For each of the right and left rails 1112, 1114, the innermost substrate 1116 (e.g., the substrate 1116 closest to the opposing rail) may then abut the horizontal guide plate 1197 and be attached at one end to the rail. The innermost base layer 1116 may then be bent in a weak direction (e.g., in a left/right direction) against the horizontal guides 1197 and attached to the rungs to impart a horizontal component to the curve. The innermost base layer 1116 and its associated horizontal guide plate 1197 may cooperate to define a cross-sectional L-shape. The remainder of the base layer 1116 may then be attached to the innermost base layer 1116 in a similar manner, and the lower track layer 1118 and upper track layer 1120 may then be attached to the base layer 1116. In an embodiment, once the configuration of the right 1112 and left 1114 rails is complete, the horizontal guide 1197 may be removed. In another embodiment, the horizontal guides 1197 may be left in place, and a center plate 1163 (shown in phantom) may be installed between the horizontal guides 1197 and may cooperate with the horizontal guides 1197 to prevent an installer from falling between the right rail 1112 and the left rail 1114. It should be understood that the horizontal guides 1197 may be prefabricated in a manner similar to the base layer 16 of the horizontal track section 10 described above. It should also be understood that horizontal guides 1197 may additionally or alternatively be disposed outboard of the right and left rails 1112, 1114.

Referring now to fig. 27A-27I, various alternative track arrangements are shown that may be constructed using the principles and methods described herein. It should be appreciated that any suitable alternate layers of roller coaster track, such as the clamp plate and center plate, may be prefabricated, constructed/manufactured and assembled according to the principles and methods described herein.

The foregoing description of embodiments and examples has been presented for the purposes of illustration and description. It is not intended to be exhaustive or to limit the forms described. Many modifications are possible in light of the above teaching. Some of these modifications have been discussed, and others will be appreciated by those skilled in the art. The embodiments were chosen and described in order to illustrate various embodiments. Of course, this scope is not limited to the examples or embodiments set forth herein, but may be used by one of ordinary skill in the art in any number of applications and equivalent arrangements. Rather, it is intended that the scope be defined by the following claims. Moreover, for any method claimed and/or described, whether or not the method is described in conjunction with a flowchart, it should be understood that any explicit or implicit ordering of steps performed in the performance of the method does not imply that the steps must be performed in the order presented, and may be performed in a different order or in parallel, unless the context dictates otherwise.