The Comet,
. . . Anatomy of a Coaster
In this section we turn into ‘Urban Archaeologists’ and dig into the nitty gritty details of the Comets workings. It involves a lot of time and attention to the details, and we hope to make future additions by continuing to collect and compile the photos and data as they become available.
Data Collection and Observations
The following is based on field measurements and pictures collected about the comet. These are facts, and oblservations based on the facts. Although the commet was in pretty bad shape, and the Lift Hill had collapsed the ramaining parts of the coaster are largely intact. Any measurements were made with either physical ‘tape measures’ or ‘a laser tape measure’. All heights were measured using the Laser tape (for safety reasons), accuracy is confirmed within 1/4″ per 100 ft (and appears much better on the device used)
The following sections are broken down into their component parts with additional analysis following the particular item. Please be sure to look through the “Wooden Costers – 101″ page for clarification of terminology
Clicking on the images will show a larger view, and you will be able to return to this page easily
Structural
BENTS
2 – 4×6 creating the vertical rise segment, typically spaced between 7′-9″ to 8′-0″ as measured inside to inside edge (between the elements). Looking from the side (as shown) the bent verticals are showing the 4 side of the 4 x 5.
BENT SPACING
All bents were spaced at 10′. This spacing was from the centerline of the track ( half way between bent posts)
STRUCTURAL (Stress Bracing)
Addtional bracing was placed at stress points on the valleys below drops. These were typically made from 3 2×8’s bolted together. There was a pair between the vertical posts of a bent, in the section and attached ,resting on the footers. Then th longer ones (shown) would span to the next bent with a similar arrangement between the footers/bent posts. Verticals were 4×4 or 4×6 that themselves had an alternate stacked type ledger, that was bolted to and supported the track. Spacing of the additional vertical supports were at 3 to 4 feet depending on the severity (forces) of the drop. Larger drops with higher G froce ‘dips’ used the smaller spacing
CROSS BRACES and CORDS
2×6 (or 2×4) cords spaced @ 5.5′ 2×6’s on bottom up to the last 1 or 2 at crest peaks or flats, where 2×4’s are used.
LEDGERS
1 or 2 – 2 x 8 typ
TRACK
5 – 2×6 (lower layers)
2 – 2×8 (upper layers)
Rail steel 3″ wide x 3/8″ thk
Side and underfriction steel 1-1/2″ x 3/8 thk
TRACK GAGE
Friction Rail to Friction Rail (inside) 2′-7″
Underisde rail to rail 3′-1″
RAIL and FRICTION STEEL
Riding Rails in various section lengths all mounted to the top layers with flat head screws. All screw holes are countersunk ~1/16″ below the rail surface. Most sections were ‘joined’ with 2 screws, and the end was cut at 45 degrees.
Susbequent screws were placed in an alternating pattern spaced in 1 foot increments.
Side friction Steel
LIFT HILL DRIVE
Hauling a heavy load up the lift hill needs a serious method. Here is a general arrangement of the components.
First we have the motor
OK A really BIG motor
Note the dates on the bottom are the 1890’s and 1900’s. It is believed the motor was built in 1946
A Drive Belt (shown not installed)
The Reduction Wheel (its about 10 feet in diameter, maybe 12)
Looking behind the motor (on the outside wall towards the lift hill) You can see the drive wheel on the right side of the motor in the forground, and aligned with it about 16 feet behind the motor you can see the Reduction wheel. From this angle you see the edge, and it’s hard to realize what it is. The belt sould be installed between the motor and this reduction Wheel.
The shaft from the reduction wheel comes outside to the actual chain drive gear. The gear is about 1 foot in diameter
From this picture it appears that there was a second guiding wheel, the chain returning from the top of the lift hill, would pass over the guide and go directly to the chain gear.
Photo Courtesy MikeDijital http://www.dijitalphotography.com/gallery/honestabe.html
The chain would wrap around perhaps 3/4 of the way around the chain drive sprocket, then be guided over the top of the guide wheel, and around it, exiting underneath, and down to the roller at the base of the lift hill.
From here the chain would be guided up the hill in the channel on the right
The Lift Hill incorportated an anti-roll back mechanism. The hill had saw toothed ‘ratchet catches’ next to the chain channel. There were corresponding components installed on the cars, that would ride up the gentle slope of the saw tooth, and then drop down into the valleys between each tooth. This would keep the cars from rolling backwards, in the event of a power failure, or a break in the lift chain. It is also the source of the familiar clicking (or clanking) sound you hear as the train ascends the lift hill.
The chain itself was rather hefty, as you can see
This chain guide and anti-rollback ratchet, went all the way up the lift hill, and slightly beyond the crest of the hill. At this point there is another idler pully, and the chain returns to the Drive sprocket in a return channel.
Sorry the channel was destroyed and not in place since the lift hill collapse of 2005.
From here …. its all gravity
The Comet Station and Mechanics
As does every roller coaster, the Comet’s ride started and ended in its now collapsed station. The station itself was of simple design. Riders walked up a ramp onto the station. This ramp was seperated from the track area within the station and acted as a line queue, keeping riders in order as they waited their turn.
Unlike many wooden and steel coasters, the Comet lacked motorized entrance gates to seperate and organize riders who were next in line. Instead, the correct number of riders were taken from the line by the ride attendant and took whatever seat they could find.
As far as mechanics in the station went, the Comet was a bit more primitive then most wooden coasters. The Comet used three, large wooden levers that were operated by the ride attendant throughout the day. The first lever was used to control the lap restraints on the indivdual coaster cars. When riders first entered a car, they would pull their lap bar down tight against their lap, locking it in place. At the end of the ride, the ride operator would then pull the large lever to release the lap bars. When this lever was pulled, a long, metal beam spanning the length of the coaster train would rise up from the station track and press against release rods on the actual train. When these release rods were pressed, the lap bars would instantly unlock, allowing the riders to exit the train cars.
The other two large wooden levers were used to control the Comet’s brakes. One lever was designated for the brake-run brakes, and the other was used to control the brakes inside the station. Having the ability to control the two brake sections independently was essential when two trains were being used. When one train was sitting in the station being filled with passengers, the other train was out completing the ride. When this train came in, the ride operator could activate the brakes on the brake run thus stopping the moving train and holding it until the ride operator released the station brakes, dispatching the other train that was now ready to go.
There was a section in the station, a little longer than a train, where the track could be slide to the side. This was used to move trains on and off the main track loop. There was a storage shed, on the secondary side of this ’switch’ section where the trains could be stored and worked on. They could be moved off the end and taken off the coaster entirely should the train need to be overhauled or replaced. The shed was large enough to house both of the trains in inclement weather and winter storage .
Station Track Switch, Details
This switch mechanism was a part of the station platform, where the physical running rail section could slide under the loading platform. When loading, or switching, a train onto the track, the train would be rolled onto the secondary track in the station, and then the section would be slid so the main track would be under the loading platform, and the secondary track would be in the position that the main track was, allowing the train to be released onto the main coaster loop.
The switch section was guided along its own set of rails, under the station, and its wheels that were arranged perpendicular to the main track, to allow it to slide sideways.
The Brakes, In Detail
The types of brakes used on the Comet are known as sled brakes, or skid brakes. They get this name for a reason. Although an outdated braking system, it was practical and worked with simplicity.
To begin with, each coaster train was outfitted with a long, thin metal skid that spanned the length of the train. This skid ran parallel to the length of the train.
The braking section on the track consisted of two thick rails situated in the middle of the track. These rails were separated by about 4-5 inches on the track. When the ride operator pulled the brake lever when the train entered the brake run, these two rails would raise up and push towards one another, however they would now be separated by the skid on the train. By the simple principle of friction, the train would be instantly slowed down to a complete stop.
Other Information
Modern day wooden coasters make use of electronic control panels within the station. On this control panel, various buttons serve different purposes. Among these buttons is the “Dispatch” button, which, once everything is set and ready, sends the train out of the station for its ride. Although emergency braking buttons do exist, most coasters use automated sensors to detect when a train enters the braking run and applies the brakes as necessary. Also included on the control panel are buttons to open and close lap bars, open and close entrance gates, emergency stop buttons and various status lights.
As you can see, ride operators for the Comet had a good deal of work and responsibility during their shift. God forbid an operator failed to apply the brakes in time for an incoming train. Failing to do so would either mean an extra ride if the station was clear, or a potentially fatal accident if a train was waiting to be dispatched. Although this never occured, there were several mechnical braking failures over the years, the worst of which occured on the final run of the Comet in 1987 ironically enough. The brakes were applied too early, causing the brake plate on the coasters to ram into the braking bars on the track. The cars jackknifed and were ripped off the track, hurling several passengers to the ground. Miraculously, no one was badly hurt, but it was a final curse upon the park.
