Highdownforcce

QUOTE
Appendix O to the International Sporting Code

7) CIRCUIT CONCEPTION

[...]

7.4) Longitudinal profile:
Any change in gradient should be effected using a minimum vertical radius calculated by the formula: R = V2/K
Where R is the radius in metres, V is the speed in kph and K is a constant equal to 20 in the case of a concave profile or to 15 in the case of a convex profile. The value of R should be adequately increased along approach, release, braking and curved sections. Wherever possible, changes in gradient should be avoided altogether in these sections.
The gradient of the start/finish straight should not exceed 2%.

7.5) Transversal inclination:
Along straights, the transversal incline, for drainage purposes, between the two edges of the track or between the centre-line and the edge (camber), should not exceed 3%, or be less than 1,5%.
In curves, the banking (downwards from the outside to the inside of the track) should not exceed 10% (with possible exceptions in special cases, such as speedways). An adverse incline is not generally acceptable unless dictated by special circumstances, in which case the entry speed should not exceed 125kph.
Any variation in transversal incline, particularly along the entry and exit sections of a planimetrical curve, should have adequate altimetrical transitions, based on the trajectory and on consideration of point 7.4.

7.6) Curves:
A curve, or series of curves uninterrupted by a straight, taken at a speed in excess of 125kph, should preferably have an increasing, or at least a constant radius. Curves taken at lower speeds may have a decreasing radius on condition that it is foreseen to provide an adequate safety area, extending beyond the exit of the curve(s).

7.7) Track edges, verges and run-off areas:
The track should be bordered all along its length on both sides by compact verges having an even surface, but more irregular than the track itself. These verges should be free of loose stones or debris and should preferably be grass-covered; they should preferably be a continuation of the transversal profile of the track, with no step between track and verge: any transition should be very gradual.
A run-off area is that section of ground between the verge and the first line of protection and unless otherwise specified should have the same basic characteristics as the verge, although it may be less stabilised. The run-off area should be graded to the verge; if it has a slope, this should not exceed 25% upwards, with a smooth transition from track to run-off area, or 3% downwards, in relation to the lateral projection of the track surface. This paragraph does not apply to gravel beds.



I see your point, but this is just a rule as currently written. The FIA changes rules every season (no fueling in 2010) any reason they should not change the rules regarding the track to allow designers more options, if they really want to "spice up the show"?

I can imagine that those who belongs to Tilke's power wants to hold on to his authority. Also, it is easier for Bernie to keep only one architect in power.

But this much I can say.

There is no venue that overwhelms the Sao Paulo in terms of events, an Spa in terms of its myth. Monaco surprisingly survives with its settings. There are so much more than engineering to the Formula One track. I truly believes that there are many who knows his own land more than Tilke knows. they can work together or not?

Here's the thing: off the top of my head FIA will not allow tracks with banking (rovals) and anything less than 2.5. With that in mind, the US currently has:

MMP: Great track, great facilities, no way in hell will they pay the money.
Road America: "Outdated" to FIA standards + middle of nowhere.
Sebring: Too bumpy + won't pay the fee.
Watkins Glen: Same as Road America.
VIR: meh.
Indianapolis: George family isn't too happy with them atm....
Road Atlanta: See Road America, minus the middle of nowhere part.

Funny how these "outdated" tracks land major events, but I digress. As far as street courses go, past and present there aren't any that would fit the bill. The only thing I could see that would be anything close to an automatic lock would be if the group that was rebuilding Riverside International Raceway actually succeeded (old track layout + modern facilities + name recognition with American race fans + California = win?), but they are in foreclosure right now. I really don't see it happening in the next decade. A real shame.

The track looks challenging for the driver but I don't see any obvious overtaking zones to entertain the fans.

The new Riverside Motorsport Park died a year or so ago. Not really any chance of it coming back. There isn't likely to be any new track construction anytime soon save for the few motorsport country club parks being brought online. Places like Motorsport Ranch in Cresson (http://www.motorsportranch.com/) or Spring Mountain outside Vegas (http://www.springmountainmotorsports.com/) are more along the lines of what is going to happen near term than a Barber or a Miller. SMI and LVMS in Vegas have the land, zoning and local infrastructure to support a modern Grand Prix palace but given the costs I don't see it happening.

Um, it's a two-dimensional planographic. We don't know anything about the topography of the circuit, the positions of the grandstands, or, well, anything else about it. To pass judgement on it is a little premature, wouldn't you say?

true up to a point, as before the aero situ started to get so bad, the turn one and two at
Indy provided an excellent area to pass with cars slipstreaming through the banked curve and down the long straight into turn one of the road course. this was a tilke design. and yes the rest of the track might have been micky mouse......but still some of the best passing anywhere during the first several years of the event

Now I think by the time the current cars made it through the banked turn, they would have to keep such a distance that the slip stream would be lost or only slightly effective down the straight.......

(Just look at monza's history and how that track has lost its ability to produce close racing and passing.....all because of car design and safety issues with added chicanes)