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ONE OF the most
successful exhibits at the 1939 New York World's Fair was the
Futurama exhibit in the General Motors Pavilion. This exhibit,
the largest scale model that had ever been built at that time,
depicted the changing face of the city and the countryside with
emphasis on the development of highways and automotive transportation
in this country. To view this exhibit, visitors rode a 600-seat
conveyor system with a capacity of about 30,000 passengers per
exhibit day. When the Fair closed on October 27, 1940, some 9.6
million people had ridden through the Futurama. This was over
21 per cent of the total Fair attendance during the 1939-1940
period of operation.
The
success of Futurama was due to two main ingredients: (a) recognition
of the natural curiosity of man to see what the future holds
for him, and (b) the provision of a conveyance system for the
visitors, not only for the sake of an organized and controlled
movement of people but also for the refreshment of the footsore
and the weary. Today, these ingredients continue to remain a
basic requirement for large scale presentations. The use of a
ride in eight major pavilions at the 1964-65 World's Fair attests
to its popularity.
In
1939, the focal point of interest was mobility in the United
States. Today, it is mobility on a global scale. In preparing
for the 1964-65 exhibit, General Motors decided to examine "Man's
Achievements on a Shrinking Globe in an Expanding Universe,"
survey the great changes to come, and bring this story to the
people. As in 1939, the cited quotation from the central theme
of the New York World's Fair represents in part the theme of
the present GM exhibit.
Similar
to the 1939 exhibit, Futurama II is based on the concept of a
large scale diorama and means of transporting people to view
it. This time, however, spectators do not merely look at the
changing scenes but experience movement through the varied environmental
settings used to tell the story.
Visitors
to the Futurama II will board a ride for a journey into the future.
After a brief introductory prologue, the ride will carry them
through space to the moon to witness man's activity and mobility
on that satellite. To remind one of the unconquered frontiers
on earth, they then are brought back to the continent of Antarctica,
where the once barren land is seen to serve man's quest for greater
knowledge of the world in which he lives. The journey continues
towards the ocean floor, which is being both industrialized and
inhabited by man. From underseas, visitors enter a tropical jungle,
then move on through mountains and desert, seeing how these regions
are transformed into productive lands. Finally, they are ushered
to the approaches of a city, with a view of tomorrow's urban
life. This briefly describes the Futurama II show as seen from
the ride, which takes nearly 14 minutes of viewing time.
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Ride
Design Posed
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Unique
Problems
In
October 1960 the Industrial Design Studios of General Motors
Styling Staff, comprised of industrial designers, mechanical,
electrical, and architectural engineers, as well as modelers,
was assigned the responsibility for the overall design and coordination
of the GM Pavilion, the Futurama show and ride, and product displays
and exhibits at the 1964-65 New York World's Fair. The experience
of this group in creating and engineering large GM-sponsored
shows included the Chicago Powerama, which covered 20 acres,
and the GM Motoramas, with over 100,000 square feet, which toured
the country from coast to coast. It is interesting to note that
the 1964-65 Futurama assignment was based on competition in which
nationally prominent architectural and exhibit firms and the
Industrial Design Studios of General Motors Styling participated.
The
spectator conveyor used in the 1939 Futurama was carefully re-examined.
It was found that a similar system would not yield the passenger
carrying capacity required for the Futurama II ride. While the
1939 conveyor carried 30,000 people per day over a 1,568-ft track,
projected attendance at the 1964-65 World's Fair called for a
daily ride capacity of about 65,000 people over a track length
of 1,850 ft, with ride speed remaining nearly the same. A number
of seats were displaced by electric drive motors on the 1939
ride, which reduced maximum passenger capacity. This feature
was considered unacceptable for the Futurama II ride.
A study
of many commercially available conveyor systems showed that all
had one or more of the following objectionable features:
- Excessively
noisy and jerky operation
- Problems
in driveline take-up and tension
- Poor
speed regulation
- Questionable
safety provisions
- Excessively
bulky drives that could not be concealed within a predetermined
cross section of roadbed structure.
Other
methods of propulsion also were considered, including both suspended
and supported monorail systems, conventional four-wheel vehicles
using traction motors integrated with front or rear axles and
powered either individually or coupled in multiple units, the
friction roller drive principle, air supported vehicles, and
the linear electric traction principle. In each case, either
excessive power requirements, incompatibility with basic ride
design criteria, or simply too high a cost ruled out a selection.
The problem finally evolved into one of developing an entirely
new passenger conveyance system that would embody the following
features:
- Complete
operating safety
- Quiet,
smooth, and reliable operation
- Ultimate
speed regulation with provision for varying the speed of the
system, if needed
- Ease
in adjusting or take-up of any developed slack as in the case
of driveline conveyors
- Flexibility
to negotiate turns of a given radius and various degrees of climb
and descent
- A
drive mechanism not to exceed given parameters, dictated by purely
aesthetic considerations and kept to a workable minimum
- Maximum
passenger-carrying capacity over a set track length
- Reasonable
economy in its construction, operation, and maintenance
The
path of the Futurama II ride was established as a closed loop
with a pattern of turns extending over varying elevations. After
the ride path was established, the Industrial Design Studios
approved an engineering proposal of a steel roadbed structure
that would support rolling loads over a maximum clear span of
30 ft. This led to the consideration of an in-the-floor type
conveyor that could be fitted within the given parameters. If
a commercially available chain conveyor were used it would have
to include the following modifications:
- Precision
machined chain to eliminate the need for take-up due to "wear-in"
- Smooth
and quiet operation of the chain and towing attachments in the
conveyor track
- Rubber
faced rollers to provide chain guidance in the horizontal and
vertical planes to eliminate metal-to-metal contact noise.
- A
reduction in the size of the conventional chain drives to fit
within the approved roadbed structure.
At
meeting held with major conveyor manufacturers, agreement was
reached on the reliability and economical operation of the proposed
conveyor system. Considerable concern was expressed, however,
about how chain wear take-up, smoothness of ride, and elimination
of chain noise could be accomplished. No practical solution to
these developed.
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Unique
Conveyance
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System
Developed
It
became necessary, therefore, for the Industrial Design Studios
to design and develop an entirely new type of conveyance system.
The result was the novel concept of a vertical belt friction
drive.
The
principle involved in the new design can best be explained by
describing the Futurama II ride system. Essentially, the ride
conveyance system consists of the following:
- Roadbed
structure, or the ride track
- Driveline
- Drive
and braking drive assemblies
- Electrical
control system
- Passenger
seat and chassis assemblies
- Sound
system
- Moving
belt walkways for loading and unloading passengers
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The
Futurama II ride track, shown in this cross section drawing,
consists of two parallel 18-in. steel I-beams spaced 44 in. apart.
The I-beams are topped with a 1/4 in. steel plate having a continuous
center opening.
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Ride
Track
A typical
cross section of the Futurama ride track, approximately 1,850
ft in length and forming a closed loop with a number of turns
and varying elevations, is made up of two parallel 18-in. steel
I-beams spaced 44-in. apart. The beams are covered by a 1/4-in.
steel plate with a continuous center opening. The I-beams are
joined at approximately 7-ft intervals by cross members. The
continuous center opening of the track is formed by four steel
angles that support and guide the drive line. These are embedded
into and reinforced by the track structure.
The
track elevation differential is 35 ft - 10 3/4 in., with turn
radii of 28 ft and 32 ft, and minimum and maximum ascent and
descent angles of 7o and 7o-12', respectively.
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The elevation
and plan of the track are shown here by a perspective drawing. |
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The
photograph shows the track descending from a higher to a lower
elevation. In this photograph, taken during construction of the
ride, the seat chassis are shown as installed on the track.
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The
track structure is supported at the base by vertical steel columns,
or frames, resting on the basement concrete floor at the lower
levels. and the building structure at the upper levels. The track
support structure is isolated from the building structure by
sound and vibration isolating material.
| A service
walkway parallels the entire length of the track. This walkway
is automatically lighted in case of an emergency, as shown in
this photograph taken during construction.Cardboard dust shields,
used temporarily during the construction period, appear over
the continuous center opening of the track. |
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A service
walkway is located adjacent and parallel to the track throughout
its entire length. The walkway is supported by the track supporting
structure except at the 46-ft elevation, where the building floor
beams are used for this purpose. The service walkway facing,
which is No. 10 gauge steel plate with a non-skid surface, includes
covered hatch openings for entry into drive service pits wherever
the track rests directly on the basement concrete floor. In locations
where the track elevation is considerably above the floor, drive
assemblies are serviced from a maintenance walkway hanging from
the underside of the track structure.
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The
driveline consists of 463 eight-wheel master carriers spaced
four ft apart. An equal number of idler carriers are spaced midway
between the master carriers. This train of carriers moves in
the center of the track. A vertical post projects upward from
each master carrier to secure and pull a passenger seat chassis.
Projecting downward vertically from the carriers are sections
of belting, which are driven by the drive assemblies and which
impart motion to the carriers and seat assemblies. The drawings
show side and cross section views of the driveline.
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Driveline
The
driveline of the Futurama ride is a closed loop assembly approximately
1,850 ft. long. It consists of 463 eight-wheel master carriers
spaced four ft apart and an equal number of two-wheel idler carriers
spaced midway between the master carriers. All carrier wheels
have either neoprene rubber or urethane plastic tires to reduce
contact noise.
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The photograph
shows an underneath view of the driveline installed on the track. |
The
master and idler carriers are interconnected by adjustable drawbars
with a spherical bearing at the master carrier end. This allows
horizontal and vertical motion, but does not permit any changes
in the four-ft nominal pitch of the driveline. The possibility
of telescopic action in case of driveline separation is eliminated.
From
the center of each master carrier, a steel post projects upward
vertically through the center opening of the track. These posts
serve the double function of towing and guiding the 463 three-passenger
seats of the Futurama ride. Attached to the bottom of the carriers,
in a vertical position, are sections of fabric reinforced rubber
belting, 1/2 in. thick, 7 in. wide, and approximately 4 ft long,
to which driving effort is transmitted by 47 drive assemblies.
In addition, four braking drives located on the downgrades are
used to reduce drawbar tension.
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Driving
force is imparted by friction to the vertical belt by drive units
which include two endless positive-drive cog belts. These belts
drive the vertical belt in the same manner that a clothes wringer
forces a towel through its rollers. The drawings show the arrangement
of the drive belts, pulleys, motors and reducers in relation
to the driven vertical belt.
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Drive
and Braking Drive Assembly
The
drive assembly consists of twin 230-volt d-c motor-reducer combinations,
each rated at two hp for a total of four hp per drive assembly.
Each combination drives an endless positive drive cog belt at
a speed of 123.5 ft per min. The motor-reducer combinations are
locate directly opposite each other, separated by the 1/2-in.
thick driven belt attached to the bottom of the driveline. The
flat sides of the two positive-drive cog belts run in pressured
contact with the driven belt, thus transmitting driving power
to it by friction. The contact pressure between the belts is
maintained by the application of adjustable spring pressure radially
to one of the cog belts through its three pressure pulleys. This
pressure acts against the oppositely placed pulleys of the other
driving belt. The drive assemblies impart a speed of 1.4 mph
(123.5 ft per minute) to the driveline. This speed is regulated
to within 0.3 per cent noncumulative.
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shows a view from below a drive unit installed on the track. |
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A backstopping
clutch is included in each drive assembly to prevent roll-back
of the driveline when it is stopped. This clutch also permits
free passage of the driven belt through the drive assembly, should
any one drive become inoperative.
The
braking drive assembly is similar in construction to the regular
drive assembly except that each motor is wired to provide dynamic
braking for reduction of drawbar tension on the downgrade and
no clutches are used. The braking drives are driven by the driveline,
which causes their motor to act as generators. A resistance bank
dissipates the generated power.
The
operating noise level of the drive and brake assemblies does
not substantially exceed that which is normally produced by the
rotating electrical equipment and the reducer used in the drives.
The contact between the driving and driven elements is through
rubber and, to further isolate vibration, the drives as well
as brakes are bolted securely to the track bed through sound
and vibration isolating material.
Easy
access is available to all drive and brake assemblies, including
two driveline service areas, one at the 46-ft elevation and one
at the 7-ft elevation. An intercom system connects all drive
and brake locations and service areas to the main electrical
control panel located at the 31-ft elevation.
Ride
Electrical Control system
Main
drive power for the ride is provided by a 240-kw d-c motor-generator
set. A standby motor-generator set is used alternately. This
generated d-c power is fed into the main control panel for distribution
to the individual motor circuits. The main electrical control
station, consisting of three panels, is located in the ride control
room at the 31-ft elevation. The panels continually indicate
the operation of drive and brake assemblies, the two moving belt
passenger loading and unloading walkways, and the motor-generator
sets.
Ride
speed is controlled by regulating the armature current in the
drive motors. This speed is infinitely variable to a maximum
of 1.5 mph, although normal operation calls for 1.4 mph. Control
of individual drive motor field windings is used to trim each
drive for pulling its share of the load. A Selsyn control system,
with its signal generated by the moving driveline belt, regulates
the ride speed with an accuracy of 0.3 per cent. The moving belt
walkways and the ride are synchronized to move at the same speed.
The
operator at the control panels monitors the overall operation
of the ride, and is the only person able to start it. the ride
may be stopped, however, by actuation of emergency stop buttons
located strategically within the reach of authorized personnel.
The operator also serves as a central link in the inter-communication
network connecting all drive locations, ride service areas, and
ride guard stations.
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Each
of the 463 seats accommodates three passengers. Each passenger
headrest contains two speakers connected to a sound reproducing
unit located beneath every third seat. The seat is set on a carpeted
platform and is attached to a steel chassis (inset).
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Ride
Passenger Seats
The
463 three-passenger fiber glass seats, designed by the Styling
Staff, are spaced at four-ft intervals on the ride. Each seat
has three separated high backs in which the sides of the head
rests are formed inward enclosing individual speakers for the
ride sound system. Passenger seating areas are separated by a
slight ridge effect for individual comfort. Arm rests are provided
at the sides of the seat.
Each
seat, set on a 3/4-in thick carpeted platform, is bolted through
rubber bushings to the steel chassis. the front and rear edges
of the platform are concave and convex, respectively, to maintain
a constantly closed fit during turns. A fiber glass toe board
at the front of the platform serves both as a foot rest and as
a cover projecting over the narrow opening between platforms.
The
chassis is a welded steel channel frame riding on two plastic
tired, castered wheels. Two steel side members of the chassis
frame extend and converge forward of a rectangular base to form
a slightly downward sloping triangular connecting point. Attached
to the apex of this triangle is a rubber mounted spherical bearing
that connects to the vertical post of the master carrier and
is contained by a pair of retainer collars on the post. This
front connection is used to pull the chassis. Lateral guidance
for the chassis is provided by two thicknesses of 1/2-in. rubber
belting, slotted longitudinally, and attached to the chassis
with the center of the slot at 48-in. behind, and slightly above,
the front connection. Thus, each vertical post of the driveline
master carrier, having a nominal pitch of four ft, is used to
pull one chassis and guide the one ahead.
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post extending upward from each master carrier serves a dual
purpose as shown in this photograph of seat chassis installed
on the track. Each post pulls one chassis while guiding the chassis
ahead, as shown by post A which pulls the chassis shown
and guides the one ahead. This photograph shows a temporary cardboard
dust cover placed over the track center opening to protect the
driveline and drive units during installation. |
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Ride
Sound System
Each
head rest has two loudspeakers through which each passenger listens
to a synchronized narration of the show scene being viewed. The
description of the show is reproduced on a specially developed
unit for repetitive reproduction of sound, pre-recorded optically
on a film base. The reproduced sound is binaural voice with stereophonic
musical background. The sound is recorded on four tracks, two
for forward and two for reverse playback. The film transport,
with a 15-minute capacity playing time in either direction, runs
at a speed of 7.2 in. per second. A starting switch bar on the
track starts the sound reproducing unit for every ride circuit.
Completing the ride circuit, the sound film stops midway between
the unloading and loading areas, automatically reverses itself,
and is started again by the starting switch bar.
An
integral transistorized amplifier produces high fidelity sound,
and its binaural effect directs the attention of the listener
to the particular scenes on either side of the ride as he passes
through them.
One
sound reproducing unit is used for every three seats, providing
narration for nine passengers. Each unit is powered by 110-v
a-c picked up through a double-brush collector located at every
sixtieth seat. The collector rides in an electrical feed rail
attached to the side of the ride track. The sound reproducing
units are located under the seats. The wiring harness is concealed
within the legs of the seat and under the seat platform.
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Sound
reproducing units (left) are located under every third seat.
Power for these units is picked up through a double brush collector
(right) at every sixtieth seat. The collector rides in an electrical
feed rail attached to the side of the track. The rail runs the
entire length of the track. |
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