BriSCA F2 Forum
Date: Monday 24th January 2010
Location: Northampton
Meeting Report:
BriSCA F2 would like to record its thanks to the persons who attended the first BriSCA F2 Forum, which was held on Monday 25 January at the Holiday Inn, Flore. The meeting was cordial, productive, constructive and forward thinking, and has helped engender an air of enthusiasm and excitement ahead of the new season.
An over-riding theme of the meeting was that BriSCA F2 needed to improve its communication, and to appear more open and transparent - to reduce the theory of "cloak and dagger" and "closely guarded secrets". Accordingly, here is a comprehensive list of those persons present: BriSCA F2 Chairman Crispen Rosevear (Autospeed), BriSCA F2 Secretary Graham Bunter (Mendips), ORC Chairman Dave Borthwick (GMP Scotland), BriSCA F2 World Final promoter Hazel Cooke (Skegness), Colin Aylward (HCD), 110 Dave Billing, 189 Paul Butcher, 259 Simon Farrington, 270 Mark Gibbs, John Harding (Motorworld), Richard Hill (Redline), 606 Andrew Palmer, Dave Richardson (RCE), 798 Mark Sargent, 482 Dale Seneschall, 871 Mark Simpson, Nigel Smith (Randall Motorsport).
Apologies for absence were also received from a number of other persons invited, most notably Technical Officer Dave Coventry (RDC Promotions), who was unable to leave urgent matters at Mildenhall Stadium, where a dog trainer had unfortunately died the previous day, during a greyhound meeting.
The meeting addressed a wide range of topics, relating to BriSCA F2 Stock Car racing. In his introduction to the meeting, the Chairman made it clear that the meeting was not a political one, but it was an opportunity for active drivers, car constructors and engine builders to directly address a group of promoters. All persons were given ample opportunity to discuss matters, make clear their viewpoint and engage in healthy debate aimed at furthering the sport.
Initial discussions centered on the current climate of dissatisfaction from the BSCDA F2 over the restructuring of the administration of the sport. The BSCDA F2 had reported that approximately 350 drivers had expressed their solidarity to support the BSCDA F2, which was widely felt to emphasise how concerned drivers were about losing any involvement in decisions about the sport - most notably with regard to car construction. The Chairman reassured the meeting that promoters were as keen as ever to involve not only active drivers in future discussions, but also the engine builders and car constructors - hence this first Forum was a key starting point for the new process.
The rule changes that were implemented mid-season in 2009 (seemingly with great haste), had been widely criticised. The promoters at the Forum explained the extensive background to the enforced rule changes - such as accident trends, the accident reporting mechanisms of the sport's new style insurance, and the increasingly more prominent Health & Safety concerns. This extended explanation was welcomed, with many members of the Forum commenting that they were pleased with the fullness of the information, yet disappointed that this had not been elaborated at the time.
Whilst car construction rules had undergone an extensive re-write by Ian Gardiner, the car constructors in particular felt that there was still scope for some more fine tuning - notably dimensions of materials used in car construction, and some rules which were considered to be outdated. The idea of stabilising rules for a period beyond just the 2010 season was mooted. However, a more measured approach was adopted - to monitor the first couple of months of the new season before embarking on a process to:
- identify rules which can be agreed for 2011 and beyond
- encourage car constructors to closely examine existing rules and identify areas where greater clarity is needed and is achievable
- review the scientific testing procedures (such as fuel, tyres, etc)
- finalise rules for 2011 as early as possible
When concerns were raised over the sump guard plate to be used with the Duratec engine, the introduction of the rule was reviewed. The sump guard plate had been originally recommended, to compensate for the difference in weight between the Pinto engine and the Duratec engine. This recommendation was made before the introduction of the inside weight percentage rule. As car constructors were uneasy about the plate's safe fitment, and it was recognised that cars could now not be built to maximise advantage of the weight reduction of using a Duratec, the requirement for the sump guard plate was withdrawn. This rule change will be reflected in the 2010 rulebook.
The cost of the Duratec engine came under discussion, as there were concerns that drivers would face a significant outlay to switch to using a Duratec, for a perceived longer term economic benefit from using an engine that would last longer. Richard Hill of Redline suggested that there were Vauxhall engines which could potentially offer a cheaper alternative. Having been reminded that the introduction of the Duratec engine had been many years in the design and testing stages, he was invited to draw up and submit a set of rules, ahead of preparing a Vauxhall engine for testing. It was made clear that BriSCA F2 always welcomes such new ideas, when made in the appropriate manner, and with a clear evaluation process to be followed.
As a further illustration of this, a presentation was made by Nigel Smith, for a new silencer, and it was agreed that, as a first step, Redline would test the new silencer for its noise value.
There was discussion over the possibility of reintroducing aluminium fuel tanks with a minimum thickness, but all racing formulae were likely to move towards using steel tanks.
An agreed procedure was necessary to cover the new inside weight test. Efforts were being made by promoters to ensure electronic scales would be available at all meetings. All promotions were to be encouraged to make weighing checks as often as possible, but not to the detriment of the smooth running of a race day. The following procedure was agreed:
- cars to be weighed AT ANY TIME
- if a car's inside weight is 53% or less, the car passes
- if a car's inside weight is 54% (or less), but over 53%, the driver loses his race place
- if a car's inside weight is over 54%, the driver is loaded up for the rest of the meeting
The Yokohama A021R is now entering the third year of its three year contract. Tyre testing will thus continue during the course of 2010. Already, Goodyear and Hoosier have identified tyres they would like to test, and for BriSCA F2 to evaluate. Yokohama have also indicated they have an alternative tyre to be considered. For 2010, a driver can use a brand of test tyres for a maximum of three meetings, and they will be awarded National Points in accordance with their results achieved. Tyre testing is not permitted at Championship events, World qualifying rounds or BriSCA 50 Series rounds.
As an example, driver X could use Goodyear tyres for a maximum of three meetings, and then use Hoosier tyres for a maximum of three meetings.
Further explanation was made regarding the £1 ORCi Driver HSE levy. All drivers (from BriSCA F2, to Ministox, to Hot Rods) which race at Oval Racing Council venues, pay the £1 levy at every meeting. The drivers' contribution was just one source of income for the sport's Health & Safety fund. Other sources include direct contributions from promoters; and grants and funding from the sport's insurers. The insurers have also sponsored some aspects of Officials Training. There would be no increase from the £1 present level. The Secretary explained how the central fund had enabled the ORCi to focus on the Code of Practice which had been first introduced in 1994. Fifteen years on, the Code of Practice was in need of review, development and updating, and this had been achieved by January 2009, as part of the ongoing review of Health & Safety within short oval motor racing.
Another aspect of the Health & Safety initiative was the standardising of Rules of Racing. Information had been collaborated from BriSCA F1, BriSCA F2, and all other promotions within the ORCi. A series of conference calls throughout 2009, had resulted in a standard set of rules, which all promotions were duty bound to adopt for 2010. This included the introduction of the new Technical Disqualification flag - a white flag with a red cross - which is to be issued to drivers who have a technical and/or dangerous fault noted during a race - such as a fuel leak, a loose spring guard, etc.
The Chairman explained that he had collated early season Practice Dates at which BriSCA F2 could prepare for the new season. This list was about to be published on the F2 website: www.briscaf2.com . Similarly, 2010 World of Shale dates are about to be announced, after clearance by the shale promoters. The Forum was also given a brief outline of the end of season BriSCA 50 Series.
The Secretary reported that over 100 drivers had already registered for the 2010 season, which is about par for the course for mid to late January. It is customary for there to be a deluge in the last few days of the month, as drivers look to take advantage of the £10 saving for early registration. It was common knowledge that some members of the BSCDA F2 Committee had been encouraging drivers to make licence fees payable to the wrong payee. To date, this has not happened, but the Chairman made it clear that any such applications would simply be returned. The Chairman illustrated this further by noting that if you shop at Tesco you do not get to the checkout and pay Asda.
The use of licence fees, and its distribution in the sport was addressed. The Chairman said he was disgusted that the Chairman of BSCDA F2 had published his statement to 2009 registered drivers on the internet in an attempt to further inflame and mislead. 600 drivers paying £100 licence/magazine subscription equated to £60,000. That much was true. £25 of each £100 licence fee passed to the publishers of unloaded 7.3. This is a forced subscription for all registered drivers, but at a discounted rate (standard subscription rate is £35). The remaining £45,000 in the sport's central fund, is used for the admin of the sport. From this central fund, the following costs have to be met:
- Secretary's Fees
- Grader's Fee
- Technical Officer
- Weighing Officer travel costs
- Printing of rulebooks, logbooks, fixture lists, etc
- Meeting rooms hire
- Mailing of newsletters
- Annual Grant to the BSCDA F2
- Website costs
- Travelling expenses for Board of Control directors
- Accountancy fees
- National Points prize money
- etc, etc
A vote of thanks was recorded to the drivers who had provided cars at the NEC, and for the Live Action arena, and to all other personnel who had contributed to the presence of BriSCA F2 at the show, notably the organiser of the stand, Paul Brown of 4FS Marketing.
The Chairman invited ideas and suggestions for further expansion of the website: www.briscaf2.com, whilst explaining that financial limitations restricted the possiblity of deploying much in the way of an editorial team of news and feature writers. The work of Chris Frankum who constructed and maintains the website, was offically recognised.
The number of cars in races was touched upon. Whilst it is difficult to make a hard and fast rule which would be appropriate for all tracks (for example, contrast the sizes of Mildenhall, Taunton, Cowdenbeath, Arena Essex, Hednesford), it was hoped that promoters would recognise the need to balance between action and over-populated grids.
Promoters would also be urged to review maximum use of the Mylaps.com electronic lapscoring systems. For example, Hazel Cooke explained that she was in the process of replacing her broken decoder at Skegness.
The Secretary concluded the meeting by noting that the BSCDA F2 had written to BriSCA F2 (the promoters), requesting a meeting. Collectively, the promoters were going to discuss a response to the letter, whilst noting the misrepresentation of financial information by the BSCDA F2 Chairman; and that five of the seven members of the BSCDA F2 had been invited to attend the Forum, but none attended.