System error

error:  Error during compilation of /web/na-motor/components/DisplayGPS.mhtml:
Can't locate Krusty/Coords.pm in @INC (@INC contains: /usr/local/lib/perl5 /usr/local/share/perl5 /usr/lib/perl5/vendor_perl /usr/share/perl5/vendor_perl /usr/lib/perl5 /usr/share/perl5 . /etc/httpd) at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
[/web/na-motor/components/DisplayGPS.mhtml:6]
[Krusty/Coords.pm:6]
[/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:816]
[/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
[/web/na-motor/components/TrackPage.mhtml:240]
[/web/na-motor/Tracks/NY/WatkinsGlen.html:1]
BEGIN failed--compilation aborted at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
[/web/na-motor/components/DisplayGPS.mhtml:6]
[/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:816]
[/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
[/web/na-motor/components/TrackPage.mhtml:240]
[/web/na-motor/Tracks/NY/WatkinsGlen.html:1]

context: 
... 
2:  $latitude
3:  $longitude
4:  </%args>
5:  <%init>
6:  use Krusty::Coords;
7:  </%init>
8:  % my $latstring = Krusty::Coords::toDD_MM_MMM( $latitude, "N", "S");
9:  % my $longstring = Krusty::Coords::toDD_MM_MMM( $longitude, "E", "W");
10:  GPS: <% $latstring %>, <% $longstring %>
... 
code stack:  /usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:450
/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115
/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029
/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226
/web/na-motor/components/TrackPage.mhtml:240
/web/na-motor/Tracks/NY/WatkinsGlen.html:1
raw error






























Error during compilation of /web/na-motor/components/DisplayGPS.mhtml:
Can't locate Krusty/Coords.pm in @INC (@INC contains: /usr/local/lib/perl5 /usr/local/share/perl5 /usr/lib/perl5/vendor_perl /usr/share/perl5/vendor_perl /usr/lib/perl5 /usr/share/perl5 . /etc/httpd) at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
  [/web/na-motor/components/DisplayGPS.mhtml:6]
  [Krusty/Coords.pm:6]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:816]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
  [/web/na-motor/components/TrackPage.mhtml:240]
  [/web/na-motor/Tracks/NY/WatkinsGlen.html:1]
BEGIN failed--compilation aborted at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
  [/web/na-motor/components/DisplayGPS.mhtml:6]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:816]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
  [/web/na-motor/components/TrackPage.mhtml:240]
  [/web/na-motor/Tracks/NY/WatkinsGlen.html:1]



Trace begun at /usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm line 850
HTML::Mason::Interp::_compilation_error('HTML::Mason::Interp=HASH(0xb63596c0)', '/web/na-motor/components/DisplayGPS.mhtml', 'HTML::Mason::Exception::Compilation=HASH(0xb5c18c48)') called at /usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm line 450
HTML::Mason::Interp::load('HTML::Mason::Interp=HASH(0xb63596c0)', '/components/DisplayGPS.mhtml') called at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1115
HTML::Mason::Request::_fetch_comp('HTML::Mason::Request::ApacheHandler=HASH(0xb76f6008)', 'DisplayGPS.mhtml', 'HTML::Mason::Component::FileBased=HASH(0xb5d042b8)', 'SCALAR(0xb634b2f0)') called at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1029
HTML::Mason::Request::fetch_comp('HTML::Mason::Request::ApacheHandler=HASH(0xb76f6008)', 'DisplayGPS.mhtml', undef, 'SCALAR(0xb634b2f0)') called at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1226
HTML::Mason::Request::comp('HTML::Mason::Request::ApacheHandler=HASH(0xb76f6008)', 'DisplayGPS.mhtml', 'latitude', 42.336564, 'longitude', -76.925068) called at /web/na-motor/components/TrackPage.mhtml line 240
HTML::Mason::Commands::__ANON__('version', 2, 'new', '', 'updated', '2011-01-30', 'license', 'CC-NC-SA', 'author', 'Richard Welty', 'owner', 'Krusty Motorsports, Limited', 'date', '1996-2011', 'oval', 'paved,defunct', 'road', 'paved,active', 'drag', 'paved,quarter,defunct', 'kart', '', 'offroad', '', 'adOverride', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Watkins Glen International', 'trackStreetAddr', '2790 County Road 16', 'trackCityState', 'Watkins Glen, NY', 'trackZip', 14891, 'introduction', ' is a 3.45 mile road course^Jlocated near Watkins Glen, New York, at the south end of Seneca Lake.^JA paved dragstrip and a paved oval have also operated here, but not^Jfor quite some time.^J</p>^J<p>^JWatkins Glen has hosted a remarkable variety of races over the^Jyears, including most of the various IMSA series, most of the various^J<a href="/Organizations/SCCA/">^JSCCA^J</a>^Jseries, Formula 1, Indycar, and NASCAR.^J</p>^J<p>^JPro races make up a very small part of the Watkins Glen Schedule;^Jone or two SCCA National races and a large number of SCCA regionals occur^Jat the track during the course of a year, as well as a large number^Jof Club Dates put on by organizations such as the Porsche Club of^JAmerica, the BMW Car Club of America, and so forth.^J</p>^J', 'trackOffice', '^J<p>^JWatkins Glen International<br />^J2790 County Road 16<br />^JWatkins Glen, NY 14891<br />^J<br />^JWatkins Glen International<br />^JP.O. Box 500, C.R. 16<br />^JWatkins Glen, NY 14891<br />^J</p>^J<pre>^J607-535-2486    Extension 201    Administration^J                Extension 220    Operations^J                Extension 206    Race Operations^J^J607-535-2481    Extension 261    Tickets^J                Extension 229    Sales & Marketing^J</pre>^J', 'videoTested', 'Yes', 'videoString', 'Watkins Glen', 'mapService', 'MapQuest', 'foodService', 'MapQuest', 'hotelService', 'MapQuest', 'timeZone', 'EST/EDT (-0500/-0400)', 'elevation', '1500 feet to 1600 feet', 'latitude', 42.336564, 'longitude', -76.925068, 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=1&s=12&lon=-76.9259876872685&lat=42.3382405515706&alon=-76.92600957&alat=42.34722067&w=2&opt=0&qs=2790+County+Road+16%7cwatkins+glen%7cny%7c&addr=2790+CR-16%2c+Watkins+Glen%2c+NY+14891', 'googleMapLink', 'http://maps.google.com/maps?f=q&hl=en&q=watkins+glen,+ny&ie=UTF8&z=15&ll=42.336564,-76.925068&spn=0.018336,0.053902&t=h&om=1', 'mapquestMapLink', 'http://mapq.st/fqg7rP', 'trackMapOSM', 1, 'trackMapEmbedZoom', 15, 'trackMap', '^J<p>^JA Google Map with overlays showing the 1948 and 1953 courses may be found^J<a href="http://maps.google.com/maps/ms?ie=UTF8&hl=en&msa=0&msid=108922789455584958934.000438c8a65786f4c0e5d&ll=42.358671,-76.911335&spn=0.058223,0.110035&t=h&z=13&om=1">Here</a>.^J</p>^J<p>^JThe maps presently available are:^J<p>^J<a href="images/glen/1948.gif">^J<img src="images/glen/1948small.gif" alt="1948 course">^J</a>^JThe Original Course^J<p>^J<a href="images/glen/1953.gif">^J<img src="images/glen/1953small.gif" alt="1953 course">^J</a>^JThe Second Course^J<p>^J<a href="images/glen/1956.gif">^J<img src="images/glen/1956small.gif" alt="1956 course">^J</a>^JThe Third Course^J<p>^J<a href="images/glen/1963.gif">^J<img src="images/glen/1963small.gif" alt="1963 course">^J</a>^JAlternate View, Third Course (ca. 1963)^J<p>^J<a href="images/glen/glen4.gif">^J<img src="images/glen/glen4-small.gif" alt="fourth course">^JVertical View, Fourth Course^J</a>^J<p>^J<a href="images/glen/elev.gif">^J<img src="images/glen/elevsmall.gif" alt="fourth course, elevation view">^JElevation View, Fourth Course^J</a>^J<p>^JThe elevation view dates from before the addition of the new chicane on^Jthe back straightaway.  In interpreting these maps, note that the^Jcourse direction is clockwise, that is, the infield is to the driver\'s^Jright.  Turn 1 is the first turn after Start/Finish (the extreme left end^Jof the map). Turns 2, 3, and 4 are the Esses, leading to the back straight.^JThe chicane which appears at the end of the back straight on the elevation^Jmap is the old "SCCA chicane" which is no longer used; it does not^Jcorrespond to the new "Inner Loop" which appears on the Vertical View.^JTurn 5 is "The Loop", which may feed either the long course or the short^Jcourse.^J<p>^JThe long course consists of an addition refered to as the "Boot";^Jthe driver on the long course takes a different, wider line through^J"The Loop", following a short downhill straight into the lefthander^Jknown as "The Chute" (long course Turn 6); the track levels off somewhat^Jand then enters a long, banked, climbing hairpin called "the Toe of^Jthe Boot" (long course Turn 7), and a goes up a steep hill onto^Ja short straight; this is followed by a right hander of slightly^Jmore than 90 degrees called "the Heel of the Boot" (long course^Jturn 8).  A short straight ensues, followed by a left hander^Jof more than 90 degrees called "the Off Camber" (long course^Jturn 9), which rejoins the short course between short course^Jturns 5 and 6 (long course turns 5 and 10).^J</p>^J', 'historicalNote', '^J<p>^JA 1/4 mile paved dragstrip operated from 1957-1959, and^Janother as "Watkins Glen Dragway" around 1970.^JA 1/5 mile paved oval operated briefly in 1993.^JThis may have been an experiment with the "inner loop"^Jchicane on the back straight.^J</p>^J<h3>Road Racing -- The Beginning</h3>^J<p>^JRoad Racing came to Watkins Glen in 1948; the projected was initiated^Jby Cameron Argetsinger, an Ohio resident who often stayed at his^Jfather\'s summer house on Seneca Lake.  Argetsinger, an early member^Jof the <a href="/Organizations/SCCA/">SCCA</a>,^Jproposed a an amateur Road Race to be called the "Watkins Glen Grand^JPrix" to the Watkins Glen Chamber of Commerce.  The Chamber was^Jenthusiastic; Argetsinger selected a 6.6 mile course using paved,^Jgravel, and dirt roads, permissions were obtained to close a NYC^Jrailroad track and the roads needed, and SCCA sanction was obtained.^JThe first race was held at 12 Noon on October 2nd, 1948, a 4 lap^Jqualifying race with a standing start.  Subsequently, 15 cars^Jstarted the 8 lap, 52.8 mile Grand Prix, and 10 finished.  The winner^Jwas Frank Griswold, of Wayne, Pennsylvania, in a pre-war Alfa Romeo^J8C2900 coupe, closely followed by Briggs Cunningham in his infamous^JBu-Merc.  Other prominent entrants included William Milliken, the^Jnoted Aircraft and Race Vehicle dynamics expert-to-be (who rolled^Jhis Bugatti 35 on the last lap of the qualifier, giving "Milliken\'s^JBend" its name), Charles Addams, the cartoonist who created the^JAddams\' Family, and Miles and Sam Collier, major figures in^Jthe early history of US Road Racing (it should be noted that^JMilliken and Argetsinger were original members of the first SCCA^JCompetition Board, holding competition licenses numbers 6 and 1,^Jrespectively.  Milliken wrote the actual supplemental regulations^Jfor the first Watkins Glen race.)^J</p>^J<p>^JThe 1949 Grand Prix was won by Miles Collier in a Ford-Riley, narrowly^Jdefeating Briggs Cunningham in a Ferrari.  The 1950 Race (the first^Jon the FIA calendar, via the AAA contest board), brought tragedy to^JWakins Glen for the first time.  Sam Collier was killed when his^Jcar fishtailed and rolled during the race; his brother Miles never^Jraced again.  Later in the day, a car left the road, injuring a^Jfireman and two spectators.^J</p>^J<p>^JChange started in 1951; there was a need to spend real money on^Ja communication system, and gain better control of the spectators.^JAfter some debate, it was decided to continue with SCCA sanction^Jrather than switching to AAA sanction.  The 1951 race was relatively^Juneventful after that; it was won by George Weaver of Boston in^Ja blue-and-white Cunningham, narrowly defeating John Fitch^Jin another blue-and-white Cunningham.^J</p>^J<p>^J1952 was the last year of the original circuit that passed through^Jthe center of town; spectator control and money problems had^Jbeen mounting, and change was clearly the order of the day.^JThis point was brought home when for the second time, tragedy^Jstruck at Watkins Glen: in a 3 lap trial prior to the main race^Jof the day, a car left the course on the start-finish straight^Jin town, entering the crowd.  12 spectators were injured and 1 died.^JThe day\'s race schedule was abruptly halted, and never completed;^Jthe race would never pass through town again.^J</p>^J<h3>The Second Course</h3>^J<p>^JIn response to the events in the 1952 Watkins Glen Grand Prix, the^JState of New York imposed new policies forbidding racing on state^Jhighways; this effectively ended racing on the original circuit.^JAfter some searching, a location was selected in the Town of Dix,^Jon the top of a hill to the southwest of town.  A 4.6 mile course was^Jselected using existing Town roads, agreements were reached with^Jsurrounding land owners, and a lease agreement was signed with the^JTown.  the Watkins Glen Grand Prix Corporation was formed by the^JChamber of Commerce to manage the race.  George Weaver and William^JMilliken were consulted and the roads that had been selected were^Jimproved prior to the race.  Spectator control, parking and concessions^Jwere all dramatically improved at the new site.  However, the SCCA^Jchoose not to sanction the 1953 Watkins Glen Grand Prix.^J</p>^J<p>^JThe actual race was won by Walt Hansgen in a Jaguar XK120C; second^Jplace went to George Harris in an Allard.  There were no major^Jincidents in the race.  In light of the relative safety of the^Jnew circuit, the SCCA choose to renew sanction for the 1954 and^J1955 races.  The 1954 race was won by Phil Walters in a Cunningham C4R.^JTrouble surfaced in 1955; it became clear that it would not be^Jreasonable to continue using closed public roads that doubled as^Jfarm roads, and the drivers expressed concern about poor runoff and^Jpoor visibility.  The decision was made to build a permanent road^Jcourse, and the 9th Watkins Glen Grand Prix would be held in 1956 on^Jan all new race course.  Thus, the second course only lasted 3 years.^J</p>^J<h3>The Third Course</h3>^J<p>^JThe new race course was located on a 550 acre parcel which overlapped^Jpart of the second race course; however, no roadways were shared,^Jas entirely new roads were built for the new circuit.  Bill Milliken^Jwas consulted on the new course, and several engineering professors^Jfrom Cornell laid out the new circuit and specified the pavement.^JThe new course would be 2.3 miles long.  The new course was completed^Jthe night before the first practice.  The SCCA had changed management,^Jand the race promotors were not able to come to terms on a race^Jsanction; the race went forward without one.  A press release turf war^Jfollowed, with the race eventually going on anyway, despite an effort^Jby the SCCA to get its drivers to withdraw.  The 9th Watkins Glen^JGrand Prix went off without serious incidents.^J</p>^J<p>^JThe Grand Prix committee decided to hold a "get together" race^Jat the circuit on October 20th and 21st; the turf war continued^Jas the SCCA announced a ban on SCCA driver participation.  The^Jrace was held anyway, with a small but friendly turnout.^JThe turf war burned out; the SCCA inspected the circuit, asked^Jfor a small and reasonable list of changes, and in early 1957^Jformed the Glen region of the SCCA.  The Watkins Glen Grand Prix^Jcommittee made all the requested changes and more; the SCCA ban^Jwas lifted, peace was restored, and on July 5th and 6th, the^JGlen region put on the First Annual Glen Classic SCCA Regional.^J</p>^J<p>^JThe 10th Watkins Glen Grand Prix subsequently occured on the traditional^J3rd Saturday of September, 1957, with Cameron Argetsinger as SCCA Chief^JSteward.  There were over 225 entries, and no serious incidents.^JThe Grand Prix was won by Walt Hansgen in a D Type Jaguar; fast^Jlap was set by second place finisher Bob Holbert in a Porsche RS.^J</p>^J<p>^JIn 1957, Watkins Glen was visited by NASCAR for the first time,^Jas the Grand National Division (which eventually became NASCAR^JNextel Cup) appeared.  Beginning in 1961, the US Grand Prix^Jwas held at Watkins Glen for 19 years.^J</p>^J<p>^JIn 1981, Watkins Glen filed for bankruptcy and closed its doors;^Jin 1983 the facility was purchased by a division of Corning Glass,^Jwho reopened the track in 1984.  Since then, Corning sold^Jthe track to NASCAR.^J</p>^J<h3>The Fourth Course - Entering the Modern Era</h3>^J<p>^JThe fourth course is basically the course which exists today.^JThe "short course" follows the rough outlines of the third course,^Jwith turns 2, 3, and 4 corresponding to turns 1, 2, and 3 of the^Jthird course.  Turn 5 ("the Loop") corresponds to turn 4 on the^Jfinal version of the third course.  Turn 6 of the short course^J(turn 10 of the long course) is a dramatic (and rather tighter)^Jrevision of the third course turn 5; the remainder of the fourth^Jcourse is distinctly different from the third course, relocating^Jpit lane and the pit straight (the relocation of pit lane triggered^Jthe turn renumbering for those parts of the third course that were^Jretained in the fourth course.)^J</p>^J<p>^JA chicane known as the "Inner Loop" was added in the early 1990s after^Jthe tragic death of NASCAR Winston Cup driver J. D. McDuffie in a^JTurn 5 accident; this chicane was added on the right side of the^Jback straightaway, just before the entrance to "The Loop".  It is^Jnumbered as 4 distinct turns (Turns 5, 6, 7, and 8), although it^Jis generally taken as two turns.  When the chicane is used, 4 is^Jadded to the turn numbers for all subsequent turns on the course.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', '10-12,19-20,510-511', 'reference2', 'WatkinsGlen', 'reference2pages', '', 'weatherID', '', 'officialWebSite', 'http://www.theglen.com/', 'officialFacebook', 'http://www.facebook.com/WatkinsGlenInternational', 'racingReferenceID', 083, 'hotLap', '^J<p>^JHot Lap courtesy of Chris W. Ingle,^J2003 Southeast Division T1 National Champion, #7 T1 Corvette Z06.^J<a href="http://www.tracktapes.com/">Track Tapes</a>^Jhas a video of laps of this track as driven by Chris.^J</p>^J<P>^JOverall, Watkins is an incredibly fast and quite frankly, dangerous^Jroad course near the Finger Lakes region of New York.  It is a^Jhigh-horsepower track that has everything a great road course should^Jhave -- elevation changes, length (3.4 miles long), high speed^Jstraights (near 150 mph), fast \'pucker-factor\' corners, wide,^Jsmooth, low curbs, and a few tight corners thrown in just for good^Jmeasure.  The bad part about this track though is that there is^Jabsolutely no room for error.  The entire course is surrounded by Blue^JArmco (guard rail) and it\'s only 2-10 ft off the racing surface in^Jmost locations.  If you make a mistake going up thru the very fast^Juphill Esses, you will become a pin-ball bouncing off the rails that^Jborder the road.  And to make matters worse, if you bend a piece of^Jtheir railing, you have just purchased it!  Ouch!^J</p>^J<P>^JThe amenities of Watkins Glen are what you\'d expect from a track that^Jhosts some of the best racing in motor sports -- professional^Jgarages, large paved paddock area, permanent admin buildings, great^Jviewing/vantage spots, etc.) It also hosted some of the earlier^JFormula 1 races held in the U.S. too so you know it\'s set up well.^J</p>^J<P>^JIt helps to have a neutral car here that you can easily point where^Jyou want it to go and one that can easily be recovered (forgiving) if^Jyou make a mistake.  A car that understeers or oversteers severely^Jwill most likely find the Armco some time during the weekend.  The^Jcurbing/rumble strips are reasonably smooth, but it does help to have^Ja compliant suspension to take advantage of them.  The course is used^Jquite a bit and kept in fantastic condition so the tires grip^Jimmediately.  It\'s a difficult track to learn and master because of^Jblind apexes, elevation changes, and ever-present Armco.  The track is^Jso wide and smooth, that most of the corners are much faster than they^Jlook.^J</p>^J<P>^JAll shift points and approximate speeds are relative to my T1 prepared^J2001 Corvette Z06.^J</p>^J<P>^JLeaving the pits, stay to the right as cars will be coming thru turn 1^Joff to your left.  There is a \'merge\' area, but cars will be^Jgetting set up to fly up thru the uphill Esses - so check your mirrors^Jcarefully.^J</p>^J<P>^JAs you head down hill toward 2 and the Esses, you should be in 4th^Jgear.  You need to line up on the left side of the track.  It is^Jpossible to negotiate the next 3 turns under full throttle, but it^Jtakes a perfectly set up car and lots of guts!  Turn 2 is a very fast,^Jright-hand, 45 degree dip that begins these Esses.  Late apex this^Jcurve and stay to the right to get set up for scariest turn on the^Jtrack (#3).^J</p>^J<P>^JTurn 3 is a blind apex sweeping left hander over a crest where the car^Jgets very, very light.  It is essential to be very smooth thru here,^Junder a consistent throttle and have a neutral handling car.  Keep^Jyour eyes focused on where you want the car to go -- NOT THE ARMCO!!^JYour car will follow your eyes.^J</p>^J<P>^JOnce thru the apex of 3 you\'ll be on the right side of the track.^JStay tucked in tight thru the entrance of #4 and slowly unwind the^Jwheel all the way thru the exit.  Afterward is one of the few places^Jto catch your breath and check your gauges and mirrors.  Stay to the^Jleft down the straight to get set up for the Chicane/Bus-stop or^J\'Inner Loop.\'^J</p>^J<P>^JThe braking zone is flat and smooth so work your braking points closer^Jand closer to the turn-in.  Heel-toe downshift to 3d.  The first part^Jis a quick right hand flick so turn in under throttle and nail the^Jrumble strips/curbing on the right and the ones immediately after on^Jthe left.  Run over as much curbing as your suspension will allow and^Jkeep the car turned to the left setting up for the exit of the Loop.^JAgain, nail the curbing on the left and right to straighten the exit^Jas much as possible.^J</p>^J<P>^JOnce thru the loop, stay under throttle, but you should be close to^Jthe left side of the track for the right hand turn 5.  It\'s a late,^Jdownhill apex and you should be at or near full throttle shortly after^Japex.  You must hit the apex because there is no run off room at the^Jexit.  Once the car gets straight enough, smoothly shift to 4th gear.^J</p>^J<P>^JTurns 6-9 are the long part of Watkins Glen and they call it \'The^JBoot.\' The braking zone and entrance to turn 6 (\'The Laces\')^Jis steeply down hill lefty so you must brake very hard and heel-toe^Jdownshift to 3d.  Again it\'s a long, sweeping, 130 degree blind apex^Jwith no curbing at the apex or exit so be careful.^J</p>^J<P>^JAfter exiting 6, you can either shift to 4th gear or remain in 3d and^Jthe high rpms.  I prefer shifting to 4th, then back to 3d for the^Jentrance to turn 7 (\'The Toe\').^J</p>^J<P>^JTurn 7 is a long, sweeping right hand, uphill 180 degree turn that^Jrequires lots of early power to get up and over.  Trail brake here.^JThe turn-in is banked uphill so you can turn in harder than you think,^Jbut the apex is late and the exit is a bit slippery so it\'s difficult^Jto get all the power down.  Be smooth and try to avoid too much wheel^Jspin and oversteer.^J</p>^J<P>^JThe braking zone for turn 8 (\'The Heel\') is a downhill bumpy^Jzone and it takes much longer to get slowed down that it appears.  It^Jis however an excellent passing opportunity due to the critical exit^Jof 7.  Turn 8 itself is a sharp right hand 130 degree turn with a^Jlittle room for runoff if you make a mistake.^J</p>^J<P>^JYou then head uphill toward the sharp, left hander turn 9, which is^Jthe transition corner from the boot to the part that NASCAR actually^Juses.  It has a very late apex on a crest.  It is also very difficult^Jto put the power down on the exit because the track drops away^Jslightly after the ridge.  To compound matters, the ARMCO (with some^Jpadding) is directly in front of you.  Again, look where you want the^Jcar to go and not at the pretty blue Armco.  The exit is only a few^Jfeet away from the rail, so it\'s important not to spin the rear wheels^Jand play dirt-trackin\'!!^J</p>^J<P>^JStay in 3d gear down the small straight and brake very late for turn^J10.  It\'s a 70-80 degree left hand corner and much, much faster than^Jit appears -- due to the banking, the curbing at the exit, and the^Jrun off room.  Stay in 3d upon exit and get back to the left to set up^Jfor #11.^J</p>^J<P>^JTurn 11 (right hand 90 degree) is also much faster than it appears,^Jbut the exit is only a few feet away from the Armco.  Begin using a^Jlate apex and slowly work an earlier turn in until you find the right^Jspot.  Shift to 4th and then you\'ll cross start finish.  The earlier^Jyou have to shift to 4th, the better you did the last corner.^J</p>^J<P>^JTurn 1\'s braking zone is down hill and a little bumpy.  By this time,^Jyour brakes are pretty hot so it takes longer to stop than you think.^JTrail brake here.  There\'s a tendency for the car to push upon initial^Jturn in because of how the track drops away.  It\'s a 90 degree down^Jhill right hand turn with lots of curbing on the inside of the apex^Jand at the exit too.  Use as much of each as your suspension will^Jcomply.  Power down the hill, shift to 4th, and set up for the Esses^Jagain.^J</p>^J<P>^JWatkins is a horsepower and guts track.  It\'s imperative you keep your^Jhead and eyes up and look only where you want the car to go!  It\'s^Jawesome!  Enjoy!^J</p>^J<P>^JChris W. Ingle^Jwww.tracktapes.com ^J', 'gettingThere', '^J<h3>From Albany, NY</h3>^J<h4>Towing</h4>^J<p>^JTake I-88 west to Binghampton; take NY 17 west from there.^JIn Elmira/Horseheads, turn right off of NY 17 onto NY 14 North.^JTake NY 14 North to Montour Falls.  Most of the accomodations^Jare further North just off of 14; to reach the track, you^Jmay also turn left in Montour Falls and follow the "Race Track"^Jsigns up the hill.  Alternatively, you may simply take 14 North^Jand then turn Left onto NY 414 in Watkins Glen.  Climbing the^Jhill sucks either way.  The two roads meet at a traffic light^Jat the top of the hill; WGI is to the north (go straight from^Jhere if you are on the Montour Falls road; turn right if you^Jare on NY 414.)  Head on up the hill to the race track, which will^Jbe on your left.  For marque club dates, enter at the first turn;^Jfor SCCA events, head further up the hill to the registration building.^J</p>^J<h4>Not Towing</h4>^J<p>^JA more scenic route than the above is possible, but it is only about^J15 minutes shorter.  It is a very poor choice of route to tow on, though.^J</p>^J<p>^JTake I-88 west to Bainbridge (Exit 8.)  Take NY 206 from Bainbridge^Jto I-81; when you reach I-81, switch to NY (mumble) towards Ithaca.^JLeaving Ithaca, turn onto NY (mumble) towards Watkins Glen.  Follow^JNY (mumble) until it ends in a T intersection at the foot of a long^Jhill; turn left at the T onto NY (mumble) and follow this road into^JWatkins Glen.  In Watkins Glen, turn left at a traffic light onto^JNY 14.  Turn right at a traffic light onto NY 414 and at the top of^Jthe hill, turn right at a traffic light towards WGI and head up the hill.^J</p>^J<h3>From the NYC area</h3>^J<p>^JTake NY 17 west, and use the Albany/Towing instructions once you get^Jpast Binghampton.^J</p>^J', 'racersGuide', '<h3>Registration</h3>^J<p>^JRegistration is generally near the top of the hill on the east side of^Jthe track, on Bronson Hill Road.^JThe Driver/Crew line generally is at the front of the building,^Jand the Worker/Official line generally is around to the side.^J</p>^J<h3>Entry</h3>^J<p>^JOnce registered, turn right (downhill) on to the road you took^Jto Registration, and head down to the first gate you passed on the^Jway up the hill.  Turn right to enter the track.  Display your^Jcredentials to the track employees at the gate, and enter the^Jtrack.  Pass through the tunnel under the Esses.  Continue straight^Jthrough the 4 way stop, and through the 2 way stop.  Open^JPaddock space will be all around you, the garages and pits straight^Jahead.  There is additional paved paddock space on the far side^Jof the garage.^J</p>^J<h3>Garages</h3>^J<p>^JSpace in the garage is generally rented; ask about it at registration.^JThe bays closest to the Pits are reserved for Tech Inspection.^J</p>^J<h3>Fuel</h3>^J<p>^JThe fuel pumps are next to the Tech Bays near the garage area.^J</p>^J<h3>Tech Inspection</h3>^J<p>^JDuring safety tech, the path through the Tech inspection starts on^Jthe track side of the garage.  For gear checks, enter and go to^Jone of the tables on this side of the garage.  The inspector will^Japprove your gear and send you to the table on the other side of^Jthe garage to get your log book stamped and recieve your tech sticker.^J</p>^J<p>^JFor full techs, bring your car to the track side of the garage, and^Jenter from this side when space is available.  You may wish to have^Jyour gear check done separately while waiting for space for the rest^Jof a full tech.  Again, once you complete the required tech inspection,^Jgo to the table on the other end to have your logbook stamped and^Jrecieve your tech sticker.^J</p>^J<p>^JThe scales are located in the Tech bay on the side away from the^Jtrack.  If the area is clear, enter from the side away from the^Jtrack.  Do not attempt to do so if annual techs are in progress,^Jhowever.  It is unlikely that scales will be available if any^Jform of Impound is in progress.^J</p>^J<h3>False Grid</h3>^J<p>^JThe False Grid is behind the Pits, at the far end from the^JGarage and Tower.  Note that Pit Marshalls at Watkins Glen wear^Jred shirts, and are quite serious about directing traffic in the^Jarea between the Fuel Pumps, the Garages, the Pits, and the Tower.^J</p>^J<h3>Impound</h3>^J<p>^JUpon leaving the track, impound for the top finishers (or sometimes^Jall cars for compliance efforts) starts on the side of the garage^Jaway from the Track.  You will be directed into the garage bay where^Jthe scales are located, and then may be directed to stop after leaving^Jthe scales for compliance checks.  After clearing the Tech bays,^Jimpounded cars are parked in a pyloned off area between the garage^Jand the track.  This is adjacent to the gravel area where disabled^Jcars are placed by the wreckers for Post Accident Scrutineering.^J</p>^J<h3>Water</h3>^J<p>^JWatkins Glen has recently made major upgrades to their water supply; the^Jsituation is vastly improved over years past.^J</p>^J') called at /usr/share/perl5/vendor_perl/HTML/Mason/Component.pm line 135
HTML::Mason::Component::run('HTML::Mason::Component::FileBased=HASH(0xb5d042b8)', 'version', 2, 'new', '', 'updated', '2011-01-30', 'license', 'CC-NC-SA', 'author', 'Richard Welty', 'owner', 'Krusty Motorsports, Limited', 'date', '1996-2011', 'oval', 'paved,defunct', 'road', 'paved,active', 'drag', 'paved,quarter,defunct', 'kart', '', 'offroad', '', 'adOverride', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Watkins Glen International', 'trackStreetAddr', '2790 County Road 16', 'trackCityState', 'Watkins Glen, NY', 'trackZip', 14891, 'introduction', ' is a 3.45 mile road course^Jlocated near Watkins Glen, New York, at the south end of Seneca Lake.^JA paved dragstrip and a paved oval have also operated here, but not^Jfor quite some time.^J</p>^J<p>^JWatkins Glen has hosted a remarkable variety of races over the^Jyears, including most of the various IMSA series, most of the various^J<a href="/Organizations/SCCA/">^JSCCA^J</a>^Jseries, Formula 1, Indycar, and NASCAR.^J</p>^J<p>^JPro races make up a very small part of the Watkins Glen Schedule;^Jone or two SCCA National races and a large number of SCCA regionals occur^Jat the track during the course of a year, as well as a large number^Jof Club Dates put on by organizations such as the Porsche Club of^JAmerica, the BMW Car Club of America, and so forth.^J</p>^J', 'trackOffice', '^J<p>^JWatkins Glen International<br />^J2790 County Road 16<br />^JWatkins Glen, NY 14891<br />^J<br />^JWatkins Glen International<br />^JP.O. Box 500, C.R. 16<br />^JWatkins Glen, NY 14891<br />^J</p>^J<pre>^J607-535-2486    Extension 201    Administration^J                Extension 220    Operations^J                Extension 206    Race Operations^J^J607-535-2481    Extension 261    Tickets^J                Extension 229    Sales & Marketing^J</pre>^J', 'videoTested', 'Yes', 'videoString', 'Watkins Glen', 'mapService', 'MapQuest', 'foodService', 'MapQuest', 'hotelService', 'MapQuest', 'timeZone', 'EST/EDT (-0500/-0400)', 'elevation', '1500 feet to 1600 feet', 'latitude', 42.336564, 'longitude', -76.925068, 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=1&s=12&lon=-76.9259876872685&lat=42.3382405515706&alon=-76.92600957&alat=42.34722067&w=2&opt=0&qs=2790+County+Road+16%7cwatkins+glen%7cny%7c&addr=2790+CR-16%2c+Watkins+Glen%2c+NY+14891', 'googleMapLink', 'http://maps.google.com/maps?f=q&hl=en&q=watkins+glen,+ny&ie=UTF8&z=15&ll=42.336564,-76.925068&spn=0.018336,0.053902&t=h&om=1', 'mapquestMapLink', 'http://mapq.st/fqg7rP', 'trackMapOSM', 1, 'trackMapEmbedZoom', 15, 'trackMap', '^J<p>^JA Google Map with overlays showing the 1948 and 1953 courses may be found^J<a href="http://maps.google.com/maps/ms?ie=UTF8&hl=en&msa=0&msid=108922789455584958934.000438c8a65786f4c0e5d&ll=42.358671,-76.911335&spn=0.058223,0.110035&t=h&z=13&om=1">Here</a>.^J</p>^J<p>^JThe maps presently available are:^J<p>^J<a href="images/glen/1948.gif">^J<img src="images/glen/1948small.gif" alt="1948 course">^J</a>^JThe Original Course^J<p>^J<a href="images/glen/1953.gif">^J<img src="images/glen/1953small.gif" alt="1953 course">^J</a>^JThe Second Course^J<p>^J<a href="images/glen/1956.gif">^J<img src="images/glen/1956small.gif" alt="1956 course">^J</a>^JThe Third Course^J<p>^J<a href="images/glen/1963.gif">^J<img src="images/glen/1963small.gif" alt="1963 course">^J</a>^JAlternate View, Third Course (ca. 1963)^J<p>^J<a href="images/glen/glen4.gif">^J<img src="images/glen/glen4-small.gif" alt="fourth course">^JVertical View, Fourth Course^J</a>^J<p>^J<a href="images/glen/elev.gif">^J<img src="images/glen/elevsmall.gif" alt="fourth course, elevation view">^JElevation View, Fourth Course^J</a>^J<p>^JThe elevation view dates from before the addition of the new chicane on^Jthe back straightaway.  In interpreting these maps, note that the^Jcourse direction is clockwise, that is, the infield is to the driver\'s^Jright.  Turn 1 is the first turn after Start/Finish (the extreme left end^Jof the map). Turns 2, 3, and 4 are the Esses, leading to the back straight.^JThe chicane which appears at the end of the back straight on the elevation^Jmap is the old "SCCA chicane" which is no longer used; it does not^Jcorrespond to the new "Inner Loop" which appears on the Vertical View.^JTurn 5 is "The Loop", which may feed either the long course or the short^Jcourse.^J<p>^JThe long course consists of an addition refered to as the "Boot";^Jthe driver on the long course takes a different, wider line through^J"The Loop", following a short downhill straight into the lefthander^Jknown as "The Chute" (long course Turn 6); the track levels off somewhat^Jand then enters a long, banked, climbing hairpin called "the Toe of^Jthe Boot" (long course Turn 7), and a goes up a steep hill onto^Ja short straight; this is followed by a right hander of slightly^Jmore than 90 degrees called "the Heel of the Boot" (long course^Jturn 8).  A short straight ensues, followed by a left hander^Jof more than 90 degrees called "the Off Camber" (long course^Jturn 9), which rejoins the short course between short course^Jturns 5 and 6 (long course turns 5 and 10).^J</p>^J', 'historicalNote', '^J<p>^JA 1/4 mile paved dragstrip operated from 1957-1959, and^Janother as "Watkins Glen Dragway" around 1970.^JA 1/5 mile paved oval operated briefly in 1993.^JThis may have been an experiment with the "inner loop"^Jchicane on the back straight.^J</p>^J<h3>Road Racing -- The Beginning</h3>^J<p>^JRoad Racing came to Watkins Glen in 1948; the projected was initiated^Jby Cameron Argetsinger, an Ohio resident who often stayed at his^Jfather\'s summer house on Seneca Lake.  Argetsinger, an early member^Jof the <a href="/Organizations/SCCA/">SCCA</a>,^Jproposed a an amateur Road Race to be called the "Watkins Glen Grand^JPrix" to the Watkins Glen Chamber of Commerce.  The Chamber was^Jenthusiastic; Argetsinger selected a 6.6 mile course using paved,^Jgravel, and dirt roads, permissions were obtained to close a NYC^Jrailroad track and the roads needed, and SCCA sanction was obtained.^JThe first race was held at 12 Noon on October 2nd, 1948, a 4 lap^Jqualifying race with a standing start.  Subsequently, 15 cars^Jstarted the 8 lap, 52.8 mile Grand Prix, and 10 finished.  The winner^Jwas Frank Griswold, of Wayne, Pennsylvania, in a pre-war Alfa Romeo^J8C2900 coupe, closely followed by Briggs Cunningham in his infamous^JBu-Merc.  Other prominent entrants included William Milliken, the^Jnoted Aircraft and Race Vehicle dynamics expert-to-be (who rolled^Jhis Bugatti 35 on the last lap of the qualifier, giving "Milliken\'s^JBend" its name), Charles Addams, the cartoonist who created the^JAddams\' Family, and Miles and Sam Collier, major figures in^Jthe early history of US Road Racing (it should be noted that^JMilliken and Argetsinger were original members of the first SCCA^JCompetition Board, holding competition licenses numbers 6 and 1,^Jrespectively.  Milliken wrote the actual supplemental regulations^Jfor the first Watkins Glen race.)^J</p>^J<p>^JThe 1949 Grand Prix was won by Miles Collier in a Ford-Riley, narrowly^Jdefeating Briggs Cunningham in a Ferrari.  The 1950 Race (the first^Jon the FIA calendar, via the AAA contest board), brought tragedy to^JWakins Glen for the first time.  Sam Collier was killed when his^Jcar fishtailed and rolled during the race; his brother Miles never^Jraced again.  Later in the day, a car left the road, injuring a^Jfireman and two spectators.^J</p>^J<p>^JChange started in 1951; there was a need to spend real money on^Ja communication system, and gain better control of the spectators.^JAfter some debate, it was decided to continue with SCCA sanction^Jrather than switching to AAA sanction.  The 1951 race was relatively^Juneventful after that; it was won by George Weaver of Boston in^Ja blue-and-white Cunningham, narrowly defeating John Fitch^Jin another blue-and-white Cunningham.^J</p>^J<p>^J1952 was the last year of the original circuit that passed through^Jthe center of town; spectator control and money problems had^Jbeen mounting, and change was clearly the order of the day.^JThis point was brought home when for the second time, tragedy^Jstruck at Watkins Glen: in a 3 lap trial prior to the main race^Jof the day, a car left the course on the start-finish straight^Jin town, entering the crowd.  12 spectators were injured and 1 died.^JThe day\'s race schedule was abruptly halted, and never completed;^Jthe race would never pass through town again.^J</p>^J<h3>The Second Course</h3>^J<p>^JIn response to the events in the 1952 Watkins Glen Grand Prix, the^JState of New York imposed new policies forbidding racing on state^Jhighways; this effectively ended racing on the original circuit.^JAfter some searching, a location was selected in the Town of Dix,^Jon the top of a hill to the southwest of town.  A 4.6 mile course was^Jselected using existing Town roads, agreements were reached with^Jsurrounding land owners, and a lease agreement was signed with the^JTown.  the Watkins Glen Grand Prix Corporation was formed by the^JChamber of Commerce to manage the race.  George Weaver and William^JMilliken were consulted and the roads that had been selected were^Jimproved prior to the race.  Spectator control, parking and concessions^Jwere all dramatically improved at the new site.  However, the SCCA^Jchoose not to sanction the 1953 Watkins Glen Grand Prix.^J</p>^J<p>^JThe actual race was won by Walt Hansgen in a Jaguar XK120C; second^Jplace went to George Harris in an Allard.  There were no major^Jincidents in the race.  In light of the relative safety of the^Jnew circuit, the SCCA choose to renew sanction for the 1954 and^J1955 races.  The 1954 race was won by Phil Walters in a Cunningham C4R.^JTrouble surfaced in 1955; it became clear that it would not be^Jreasonable to continue using closed public roads that doubled as^Jfarm roads, and the drivers expressed concern about poor runoff and^Jpoor visibility.  The decision was made to build a permanent road^Jcourse, and the 9th Watkins Glen Grand Prix would be held in 1956 on^Jan all new race course.  Thus, the second course only lasted 3 years.^J</p>^J<h3>The Third Course</h3>^J<p>^JThe new race course was located on a 550 acre parcel which overlapped^Jpart of the second race course; however, no roadways were shared,^Jas entirely new roads were built for the new circuit.  Bill Milliken^Jwas consulted on the new course, and several engineering professors^Jfrom Cornell laid out the new circuit and specified the pavement.^JThe new course would be 2.3 miles long.  The new course was completed^Jthe night before the first practice.  The SCCA had changed management,^Jand the race promotors were not able to come to terms on a race^Jsanction; the race went forward without one.  A press release turf war^Jfollowed, with the race eventually going on anyway, despite an effort^Jby the SCCA to get its drivers to withdraw.  The 9th Watkins Glen^JGrand Prix went off without serious incidents.^J</p>^J<p>^JThe Grand Prix committee decided to hold a "get together" race^Jat the circuit on October 20th and 21st; the turf war continued^Jas the SCCA announced a ban on SCCA driver participation.  The^Jrace was held anyway, with a small but friendly turnout.^JThe turf war burned out; the SCCA inspected the circuit, asked^Jfor a small and reasonable list of changes, and in early 1957^Jformed the Glen region of the SCCA.  The Watkins Glen Grand Prix^Jcommittee made all the requested changes and more; the SCCA ban^Jwas lifted, peace was restored, and on July 5th and 6th, the^JGlen region put on the First Annual Glen Classic SCCA Regional.^J</p>^J<p>^JThe 10th Watkins Glen Grand Prix subsequently occured on the traditional^J3rd Saturday of September, 1957, with Cameron Argetsinger as SCCA Chief^JSteward.  There were over 225 entries, and no serious incidents.^JThe Grand Prix was won by Walt Hansgen in a D Type Jaguar; fast^Jlap was set by second place finisher Bob Holbert in a Porsche RS.^J</p>^J<p>^JIn 1957, Watkins Glen was visited by NASCAR for the first time,^Jas the Grand National Division (which eventually became NASCAR^JNextel Cup) appeared.  Beginning in 1961, the US Grand Prix^Jwas held at Watkins Glen for 19 years.^J</p>^J<p>^JIn 1981, Watkins Glen filed for bankruptcy and closed its doors;^Jin 1983 the facility was purchased by a division of Corning Glass,^Jwho reopened the track in 1984.  Since then, Corning sold^Jthe track to NASCAR.^J</p>^J<h3>The Fourth Course - Entering the Modern Era</h3>^J<p>^JThe fourth course is basically the course which exists today.^JThe "short course" follows the rough outlines of the third course,^Jwith turns 2, 3, and 4 corresponding to turns 1, 2, and 3 of the^Jthird course.  Turn 5 ("the Loop") corresponds to turn 4 on the^Jfinal version of the third course.  Turn 6 of the short course^J(turn 10 of the long course) is a dramatic (and rather tighter)^Jrevision of the third course turn 5; the remainder of the fourth^Jcourse is distinctly different from the third course, relocating^Jpit lane and the pit straight (the relocation of pit lane triggered^Jthe turn renumbering for those parts of the third course that were^Jretained in the fourth course.)^J</p>^J<p>^JA chicane known as the "Inner Loop" was added in the early 1990s after^Jthe tragic death of NASCAR Winston Cup driver J. D. McDuffie in a^JTurn 5 accident; this chicane was added on the right side of the^Jback straightaway, just before the entrance to "The Loop".  It is^Jnumbered as 4 distinct turns (Turns 5, 6, 7, and 8), although it^Jis generally taken as two turns.  When the chicane is used, 4 is^Jadded to the turn numbers for all subsequent turns on the course.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', '10-12,19-20,510-511', 'reference2', 'WatkinsGlen', 'reference2pages', '', 'weatherID', '', 'officialWebSite', 'http://www.theglen.com/', 'officialFacebook', 'http://www.facebook.com/WatkinsGlenInternational', 'racingReferenceID', 083, 'hotLap', '^J<p>^JHot Lap courtesy of Chris W. Ingle,^J2003 Southeast Division T1 National Champion, #7 T1 Corvette Z06.^J<a href="http://www.tracktapes.com/">Track Tapes</a>^Jhas a video of laps of this track as driven by Chris.^J</p>^J<P>^JOverall, Watkins is an incredibly fast and quite frankly, dangerous^Jroad course near the Finger Lakes region of New York.  It is a^Jhigh-horsepower track that has everything a great road course should^Jhave -- elevation changes, length (3.4 miles long), high speed^Jstraights (near 150 mph), fast \'pucker-factor\' corners, wide,^Jsmooth, low curbs, and a few tight corners thrown in just for good^Jmeasure.  The bad part about this track though is that there is^Jabsolutely no room for error.  The entire course is surrounded by Blue^JArmco (guard rail) and it\'s only 2-10 ft off the racing surface in^Jmost locations.  If you make a mistake going up thru the very fast^Juphill Esses, you will become a pin-ball bouncing off the rails that^Jborder the road.  And to make matters worse, if you bend a piece of^Jtheir railing, you have just purchased it!  Ouch!^J</p>^J<P>^JThe amenities of Watkins Glen are what you\'d expect from a track that^Jhosts some of the best racing in motor sports -- professional^Jgarages, large paved paddock area, permanent admin buildings, great^Jviewing/vantage spots, etc.) It also hosted some of the earlier^JFormula 1 races held in the U.S. too so you know it\'s set up well.^J</p>^J<P>^JIt helps to have a neutral car here that you can easily point where^Jyou want it to go and one that can easily be recovered (forgiving) if^Jyou make a mistake.  A car that understeers or oversteers severely^Jwill most likely find the Armco some time during the weekend.  The^Jcurbing/rumble strips are reasonably smooth, but it does help to have^Ja compliant suspension to take advantage of them.  The course is used^Jquite a bit and kept in fantastic condition so the tires grip^Jimmediately.  It\'s a difficult track to learn and master because of^Jblind apexes, elevation changes, and ever-present Armco.  The track is^Jso wide and smooth, that most of the corners are much faster than they^Jlook.^J</p>^J<P>^JAll shift points and approximate speeds are relative to my T1 prepared^J2001 Corvette Z06.^J</p>^J<P>^JLeaving the pits, stay to the right as cars will be coming thru turn 1^Joff to your left.  There is a \'merge\' area, but cars will be^Jgetting set up to fly up thru the uphill Esses - so check your mirrors^Jcarefully.^J</p>^J<P>^JAs you head down hill toward 2 and the Esses, you should be in 4th^Jgear.  You need to line up on the left side of the track.  It is^Jpossible to negotiate the next 3 turns under full throttle, but it^Jtakes a perfectly set up car and lots of guts!  Turn 2 is a very fast,^Jright-hand, 45 degree dip that begins these Esses.  Late apex this^Jcurve and stay to the right to get set up for scariest turn on the^Jtrack (#3).^J</p>^J<P>^JTurn 3 is a blind apex sweeping left hander over a crest where the car^Jgets very, very light.  It is essential to be very smooth thru here,^Junder a consistent throttle and have a neutral handling car.  Keep^Jyour eyes focused on where you want the car to go -- NOT THE ARMCO!!^JYour car will follow your eyes.^J</p>^J<P>^JOnce thru the apex of 3 you\'ll be on the right side of the track.^JStay tucked in tight thru the entrance of #4 and slowly unwind the^Jwheel all the way thru the exit.  Afterward is one of the few places^Jto catch your breath and check your gauges and mirrors.  Stay to the^Jleft down the straight to get set up for the Chicane/Bus-stop or^J\'Inner Loop.\'^J</p>^J<P>^JThe braking zone is flat and smooth so work your braking points closer^Jand closer to the turn-in.  Heel-toe downshift to 3d.  The first part^Jis a quick right hand flick so turn in under throttle and nail the^Jrumble strips/curbing on the right and the ones immediately after on^Jthe left.  Run over as much curbing as your suspension will allow and^Jkeep the car turned to the left setting up for the exit of the Loop.^JAgain, nail the curbing on the left and right to straighten the exit^Jas much as possible.^J</p>^J<P>^JOnce thru the loop, stay under throttle, but you should be close to^Jthe left side of the track for the right hand turn 5.  It\'s a late,^Jdownhill apex and you should be at or near full throttle shortly after^Japex.  You must hit the apex because there is no run off room at the^Jexit.  Once the car gets straight enough, smoothly shift to 4th gear.^J</p>^J<P>^JTurns 6-9 are the long part of Watkins Glen and they call it \'The^JBoot.\' The braking zone and entrance to turn 6 (\'The Laces\')^Jis steeply down hill lefty so you must brake very hard and heel-toe^Jdownshift to 3d.  Again it\'s a long, sweeping, 130 degree blind apex^Jwith no curbing at the apex or exit so be careful.^J</p>^J<P>^JAfter exiting 6, you can either shift to 4th gear or remain in 3d and^Jthe high rpms.  I prefer shifting to 4th, then back to 3d for the^Jentrance to turn 7 (\'The Toe\').^J</p>^J<P>^JTurn 7 is a long, sweeping right hand, uphill 180 degree turn that^Jrequires lots of early power to get up and over.  Trail brake here.^JThe turn-in is banked uphill so you can turn in harder than you think,^Jbut the apex is late and the exit is a bit slippery so it\'s difficult^Jto get all the power down.  Be smooth and try to avoid too much wheel^Jspin and oversteer.^J</p>^J<P>^JThe braking zone for turn 8 (\'The Heel\') is a downhill bumpy^Jzone and it takes much longer to get slowed down that it appears.  It^Jis however an excellent passing opportunity due to the critical exit^Jof 7.  Turn 8 itself is a sharp right hand 130 degree turn with a^Jlittle room for runoff if you make a mistake.^J</p>^J<P>^JYou then head uphill toward the sharp, left hander turn 9, which is^Jthe transition corner from the boot to the part that NASCAR actually^Juses.  It has a very late apex on a crest.  It is also very difficult^Jto put the power down on the exit because the track drops away^Jslightly after the ridge.  To compound matters, the ARMCO (with some^Jpadding) is directly in front of you.  Again, look where you want the^Jcar to go and not at the pretty blue Armco.  The exit is only a few^Jfeet away from the rail, so it\'s important not to spin the rear wheels^Jand play dirt-trackin\'!!^J</p>^J<P>^JStay in 3d gear down the small straight and brake very late for turn^J10.  It\'s a 70-80 degree left hand corner and much, much faster than^Jit appears -- due to the banking, the curbing at the exit, and the^Jrun off room.  Stay in 3d upon exit and get back to the left to set up^Jfor #11.^J</p>^J<P>^JTurn 11 (right hand 90 degree) is also much faster than it appears,^Jbut the exit is only a few feet away from the Armco.  Begin using a^Jlate apex and slowly work an earlier turn in until you find the right^Jspot.  Shift to 4th and then you\'ll cross start finish.  The earlier^Jyou have to shift to 4th, the better you did the last corner.^J</p>^J<P>^JTurn 1\'s braking zone is down hill and a little bumpy.  By this time,^Jyour brakes are pretty hot so it takes longer to stop than you think.^JTrail brake here.  There\'s a tendency for the car to push upon initial^Jturn in because of how the track drops away.  It\'s a 90 degree down^Jhill right hand turn with lots of curbing on the inside of the apex^Jand at the exit too.  Use as much of each as your suspension will^Jcomply.  Power down the hill, shift to 4th, and set up for the Esses^Jagain.^J</p>^J<P>^JWatkins is a horsepower and guts track.  It\'s imperative you keep your^Jhead and eyes up and look only where you want the car to go!  It\'s^Jawesome!  Enjoy!^J</p>^J<P>^JChris W. Ingle^Jwww.tracktapes.com ^J', 'gettingThere', '^J<h3>From Albany, NY</h3>^J<h4>Towing</h4>^J<p>^JTake I-88 west to Binghampton; take NY 17 west from there.^JIn Elmira/Horseheads, turn right off of NY 17 onto NY 14 North.^JTake NY 14 North to Montour Falls.  Most of the accomodations^Jare further North just off of 14; to reach the track, you^Jmay also turn left in Montour Falls and follow the "Race Track"^Jsigns up the hill.  Alternatively, you may simply take 14 North^Jand then turn Left onto NY 414 in Watkins Glen.  Climbing the^Jhill sucks either way.  The two roads meet at a traffic light^Jat the top of the hill; WGI is to the north (go straight from^Jhere if you are on the Montour Falls road; turn right if you^Jare on NY 414.)  Head on up the hill to the race track, which will^Jbe on your left.  For marque club dates, enter at the first turn;^Jfor SCCA events, head further up the hill to the registration building.^J</p>^J<h4>Not Towing</h4>^J<p>^JA more scenic route than the above is possible, but it is only about^J15 minutes shorter.  It is a very poor choice of route to tow on, though.^J</p>^J<p>^JTake I-88 west to Bainbridge (Exit 8.)  Take NY 206 from Bainbridge^Jto I-81; when you reach I-81, switch to NY (mumble) towards Ithaca.^JLeaving Ithaca, turn onto NY (mumble) towards Watkins Glen.  Follow^JNY (mumble) until it ends in a T intersection at the foot of a long^Jhill; turn left at the T onto NY (mumble) and follow this road into^JWatkins Glen.  In Watkins Glen, turn left at a traffic light onto^JNY 14.  Turn right at a traffic light onto NY 414 and at the top of^Jthe hill, turn right at a traffic light towards WGI and head up the hill.^J</p>^J<h3>From the NYC area</h3>^J<p>^JTake NY 17 west, and use the Albany/Towing instructions once you get^Jpast Binghampton.^J</p>^J', 'racersGuide', '<h3>Registration</h3>^J<p>^JRegistration is generally near the top of the hill on the east side of^Jthe track, on Bronson Hill Road.^JThe Driver/Crew line generally is at the front of the building,^Jand the Worker/Official line generally is around to the side.^J</p>^J<h3>Entry</h3>^J<p>^JOnce registered, turn right (downhill) on to the road you took^Jto Registration, and head down to the first gate you passed on the^Jway up the hill.  Turn right to enter the track.  Display your^Jcredentials to the track employees at the gate, and enter the^Jtrack.  Pass through the tunnel under the Esses.  Continue straight^Jthrough the 4 way stop, and through the 2 way stop.  Open^JPaddock space will be all around you, the garages and pits straight^Jahead.  There is additional paved paddock space on the far side^Jof the garage.^J</p>^J<h3>Garages</h3>^J<p>^JSpace in the garage is generally rented; ask about it at registration.^JThe bays closest to the Pits are reserved for Tech Inspection.^J</p>^J<h3>Fuel</h3>^J<p>^JThe fuel pumps are next to the Tech Bays near the garage area.^J</p>^J<h3>Tech Inspection</h3>^J<p>^JDuring safety tech, the path through the Tech inspection starts on^Jthe track side of the garage.  For gear checks, enter and go to^Jone of the tables on this side of the garage.  The inspector will^Japprove your gear and send you to the table on the other side of^Jthe garage to get your log book stamped and recieve your tech sticker.^J</p>^J<p>^JFor full techs, bring your car to the track side of the garage, and^Jenter from this side when space is available.  You may wish to have^Jyour gear check done separately while waiting for space for the rest^Jof a full tech.  Again, once you complete the required tech inspection,^Jgo to the table on the other end to have your logbook stamped and^Jrecieve your tech sticker.^J</p>^J<p>^JThe scales are located in the Tech bay on the side away from the^Jtrack.  If the area is clear, enter from the side away from the^Jtrack.  Do not attempt to do so if annual techs are in progress,^Jhowever.  It is unlikely that scales will be available if any^Jform of Impound is in progress.^J</p>^J<h3>False Grid</h3>^J<p>^JThe False Grid is behind the Pits, at the far end from the^JGarage and Tower.  Note that Pit Marshalls at Watkins Glen wear^Jred shirts, and are quite serious about directing traffic in the^Jarea between the Fuel Pumps, the Garages, the Pits, and the Tower.^J</p>^J<h3>Impound</h3>^J<p>^JUpon leaving the track, impound for the top finishers (or sometimes^Jall cars for compliance efforts) starts on the side of the garage^Jaway from the Track.  You will be directed into the garage bay where^Jthe scales are located, and then may be directed to stop after leaving^Jthe scales for compliance checks.  After clearing the Tech bays,^Jimpounded cars are parked in a pyloned off area between the garage^Jand the track.  This is adjacent to the gravel area where disabled^Jcars are placed by the wreckers for Post Accident Scrutineering.^J</p>^J<h3>Water</h3>^J<p>^JWatkins Glen has recently made major upgrades to their water supply; the^Jsituation is vastly improved over years past.^J</p>^J') called at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1284
eval {...} at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1274
HTML::Mason::Request::comp(undef, undef, 'version', 2, 'new', '', 'updated', '2011-01-30', 'license', 'CC-NC-SA', 'author', 'Richard Welty', 'owner', 'Krusty Motorsports, Limited', 'date', '1996-2011', 'oval', 'paved,defunct', 'road', 'paved,active', 'drag', 'paved,quarter,defunct', 'kart', '', 'offroad', '', 'adOverride', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Watkins Glen International', 'trackStreetAddr', '2790 County Road 16', 'trackCityState', 'Watkins Glen, NY', 'trackZip', 14891, 'introduction', ' is a 3.45 mile road course^Jlocated near Watkins Glen, New York, at the south end of Seneca Lake.^JA paved dragstrip and a paved oval have also operated here, but not^Jfor quite some time.^J</p>^J<p>^JWatkins Glen has hosted a remarkable variety of races over the^Jyears, including most of the various IMSA series, most of the various^J<a href="/Organizations/SCCA/">^JSCCA^J</a>^Jseries, Formula 1, Indycar, and NASCAR.^J</p>^J<p>^JPro races make up a very small part of the Watkins Glen Schedule;^Jone or two SCCA National races and a large number of SCCA regionals occur^Jat the track during the course of a year, as well as a large number^Jof Club Dates put on by organizations such as the Porsche Club of^JAmerica, the BMW Car Club of America, and so forth.^J</p>^J', 'trackOffice', '^J<p>^JWatkins Glen International<br />^J2790 County Road 16<br />^JWatkins Glen, NY 14891<br />^J<br />^JWatkins Glen International<br />^JP.O. Box 500, C.R. 16<br />^JWatkins Glen, NY 14891<br />^J</p>^J<pre>^J607-535-2486    Extension 201    Administration^J                Extension 220    Operations^J                Extension 206    Race Operations^J^J607-535-2481    Extension 261    Tickets^J                Extension 229    Sales & Marketing^J</pre>^J', 'videoTested', 'Yes', 'videoString', 'Watkins Glen', 'mapService', 'MapQuest', 'foodService', 'MapQuest', 'hotelService', 'MapQuest', 'timeZone', 'EST/EDT (-0500/-0400)', 'elevation', '1500 feet to 1600 feet', 'latitude', 42.336564, 'longitude', -76.925068, 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=1&s=12&lon=-76.9259876872685&lat=42.3382405515706&alon=-76.92600957&alat=42.34722067&w=2&opt=0&qs=2790+County+Road+16%7cwatkins+glen%7cny%7c&addr=2790+CR-16%2c+Watkins+Glen%2c+NY+14891', 'googleMapLink', 'http://maps.google.com/maps?f=q&hl=en&q=watkins+glen,+ny&ie=UTF8&z=15&ll=42.336564,-76.925068&spn=0.018336,0.053902&t=h&om=1', 'mapquestMapLink', 'http://mapq.st/fqg7rP', 'trackMapOSM', 1, 'trackMapEmbedZoom', 15, 'trackMap', '^J<p>^JA Google Map with overlays showing the 1948 and 1953 courses may be found^J<a href="http://maps.google.com/maps/ms?ie=UTF8&hl=en&msa=0&msid=108922789455584958934.000438c8a65786f4c0e5d&ll=42.358671,-76.911335&spn=0.058223,0.110035&t=h&z=13&om=1">Here</a>.^J</p>^J<p>^JThe maps presently available are:^J<p>^J<a href="images/glen/1948.gif">^J<img src="images/glen/1948small.gif" alt="1948 course">^J</a>^JThe Original Course^J<p>^J<a href="images/glen/1953.gif">^J<img src="images/glen/1953small.gif" alt="1953 course">^J</a>^JThe Second Course^J<p>^J<a href="images/glen/1956.gif">^J<img src="images/glen/1956small.gif" alt="1956 course">^J</a>^JThe Third Course^J<p>^J<a href="images/glen/1963.gif">^J<img src="images/glen/1963small.gif" alt="1963 course">^J</a>^JAlternate View, Third Course (ca. 1963)^J<p>^J<a href="images/glen/glen4.gif">^J<img src="images/glen/glen4-small.gif" alt="fourth course">^JVertical View, Fourth Course^J</a>^J<p>^J<a href="images/glen/elev.gif">^J<img src="images/glen/elevsmall.gif" alt="fourth course, elevation view">^JElevation View, Fourth Course^J</a>^J<p>^JThe elevation view dates from before the addition of the new chicane on^Jthe back straightaway.  In interpreting these maps, note that the^Jcourse direction is clockwise, that is, the infield is to the driver\'s^Jright.  Turn 1 is the first turn after Start/Finish (the extreme left end^Jof the map). Turns 2, 3, and 4 are the Esses, leading to the back straight.^JThe chicane which appears at the end of the back straight on the elevation^Jmap is the old "SCCA chicane" which is no longer used; it does not^Jcorrespond to the new "Inner Loop" which appears on the Vertical View.^JTurn 5 is "The Loop", which may feed either the long course or the short^Jcourse.^J<p>^JThe long course consists of an addition refered to as the "Boot";^Jthe driver on the long course takes a different, wider line through^J"The Loop", following a short downhill straight into the lefthander^Jknown as "The Chute" (long course Turn 6); the track levels off somewhat^Jand then enters a long, banked, climbing hairpin called "the Toe of^Jthe Boot" (long course Turn 7), and a goes up a steep hill onto^Ja short straight; this is followed by a right hander of slightly^Jmore than 90 degrees called "the Heel of the Boot" (long course^Jturn 8).  A short straight ensues, followed by a left hander^Jof more than 90 degrees called "the Off Camber" (long course^Jturn 9), which rejoins the short course between short course^Jturns 5 and 6 (long course turns 5 and 10).^J</p>^J', 'historicalNote', '^J<p>^JA 1/4 mile paved dragstrip operated from 1957-1959, and^Janother as "Watkins Glen Dragway" around 1970.^JA 1/5 mile paved oval operated briefly in 1993.^JThis may have been an experiment with the "inner loop"^Jchicane on the back straight.^J</p>^J<h3>Road Racing -- The Beginning</h3>^J<p>^JRoad Racing came to Watkins Glen in 1948; the projected was initiated^Jby Cameron Argetsinger, an Ohio resident who often stayed at his^Jfather\'s summer house on Seneca Lake.  Argetsinger, an early member^Jof the <a href="/Organizations/SCCA/">SCCA</a>,^Jproposed a an amateur Road Race to be called the "Watkins Glen Grand^JPrix" to the Watkins Glen Chamber of Commerce.  The Chamber was^Jenthusiastic; Argetsinger selected a 6.6 mile course using paved,^Jgravel, and dirt roads, permissions were obtained to close a NYC^Jrailroad track and the roads needed, and SCCA sanction was obtained.^JThe first race was held at 12 Noon on October 2nd, 1948, a 4 lap^Jqualifying race with a standing start.  Subsequently, 15 cars^Jstarted the 8 lap, 52.8 mile Grand Prix, and 10 finished.  The winner^Jwas Frank Griswold, of Wayne, Pennsylvania, in a pre-war Alfa Romeo^J8C2900 coupe, closely followed by Briggs Cunningham in his infamous^JBu-Merc.  Other prominent entrants included William Milliken, the^Jnoted Aircraft and Race Vehicle dynamics expert-to-be (who rolled^Jhis Bugatti 35 on the last lap of the qualifier, giving "Milliken\'s^JBend" its name), Charles Addams, the cartoonist who created the^JAddams\' Family, and Miles and Sam Collier, major figures in^Jthe early history of US Road Racing (it should be noted that^JMilliken and Argetsinger were original members of the first SCCA^JCompetition Board, holding competition licenses numbers 6 and 1,^Jrespectively.  Milliken wrote the actual supplemental regulations^Jfor the first Watkins Glen race.)^J</p>^J<p>^JThe 1949 Grand Prix was won by Miles Collier in a Ford-Riley, narrowly^Jdefeating Briggs Cunningham in a Ferrari.  The 1950 Race (the first^Jon the FIA calendar, via the AAA contest board), brought tragedy to^JWakins Glen for the first time.  Sam Collier was killed when his^Jcar fishtailed and rolled during the race; his brother Miles never^Jraced again.  Later in the day, a car left the road, injuring a^Jfireman and two spectators.^J</p>^J<p>^JChange started in 1951; there was a need to spend real money on^Ja communication system, and gain better control of the spectators.^JAfter some debate, it was decided to continue with SCCA sanction^Jrather than switching to AAA sanction.  The 1951 race was relatively^Juneventful after that; it was won by George Weaver of Boston in^Ja blue-and-white Cunningham, narrowly defeating John Fitch^Jin another blue-and-white Cunningham.^J</p>^J<p>^J1952 was the last year of the original circuit that passed through^Jthe center of town; spectator control and money problems had^Jbeen mounting, and change was clearly the order of the day.^JThis point was brought home when for the second time, tragedy^Jstruck at Watkins Glen: in a 3 lap trial prior to the main race^Jof the day, a car left the course on the start-finish straight^Jin town, entering the crowd.  12 spectators were injured and 1 died.^JThe day\'s race schedule was abruptly halted, and never completed;^Jthe race would never pass through town again.^J</p>^J<h3>The Second Course</h3>^J<p>^JIn response to the events in the 1952 Watkins Glen Grand Prix, the^JState of New York imposed new policies forbidding racing on state^Jhighways; this effectively ended racing on the original circuit.^JAfter some searching, a location was selected in the Town of Dix,^Jon the top of a hill to the southwest of town.  A 4.6 mile course was^Jselected using existing Town roads, agreements were reached with^Jsurrounding land owners, and a lease agreement was signed with the^JTown.  the Watkins Glen Grand Prix Corporation was formed by the^JChamber of Commerce to manage the race.  George Weaver and William^JMilliken were consulted and the roads that had been selected were^Jimproved prior to the race.  Spectator control, parking and concessions^Jwere all dramatically improved at the new site.  However, the SCCA^Jchoose not to sanction the 1953 Watkins Glen Grand Prix.^J</p>^J<p>^JThe actual race was won by Walt Hansgen in a Jaguar XK120C; second^Jplace went to George Harris in an Allard.  There were no major^Jincidents in the race.  In light of the relative safety of the^Jnew circuit, the SCCA choose to renew sanction for the 1954 and^J1955 races.  The 1954 race was won by Phil Walters in a Cunningham C4R.^JTrouble surfaced in 1955; it became clear that it would not be^Jreasonable to continue using closed public roads that doubled as^Jfarm roads, and the drivers expressed concern about poor runoff and^Jpoor visibility.  The decision was made to build a permanent road^Jcourse, and the 9th Watkins Glen Grand Prix would be held in 1956 on^Jan all new race course.  Thus, the second course only lasted 3 years.^J</p>^J<h3>The Third Course</h3>^J<p>^JThe new race course was located on a 550 acre parcel which overlapped^Jpart of the second race course; however, no roadways were shared,^Jas entirely new roads were built for the new circuit.  Bill Milliken^Jwas consulted on the new course, and several engineering professors^Jfrom Cornell laid out the new circuit and specified the pavement.^JThe new course would be 2.3 miles long.  The new course was completed^Jthe night before the first practice.  The SCCA had changed management,^Jand the race promotors were not able to come to terms on a race^Jsanction; the race went forward without one.  A press release turf war^Jfollowed, with the race eventually going on anyway, despite an effort^Jby the SCCA to get its drivers to withdraw.  The 9th Watkins Glen^JGrand Prix went off without serious incidents.^J</p>^J<p>^JThe Grand Prix committee decided to hold a "get together" race^Jat the circuit on October 20th and 21st; the turf war continued^Jas the SCCA announced a ban on SCCA driver participation.  The^Jrace was held anyway, with a small but friendly turnout.^JThe turf war burned out; the SCCA inspected the circuit, asked^Jfor a small and reasonable list of changes, and in early 1957^Jformed the Glen region of the SCCA.  The Watkins Glen Grand Prix^Jcommittee made all the requested changes and more; the SCCA ban^Jwas lifted, peace was restored, and on July 5th and 6th, the^JGlen region put on the First Annual Glen Classic SCCA Regional.^J</p>^J<p>^JThe 10th Watkins Glen Grand Prix subsequently occured on the traditional^J3rd Saturday of September, 1957, with Cameron Argetsinger as SCCA Chief^JSteward.  There were over 225 entries, and no serious incidents.^JThe Grand Prix was won by Walt Hansgen in a D Type Jaguar; fast^Jlap was set by second place finisher Bob Holbert in a Porsche RS.^J</p>^J<p>^JIn 1957, Watkins Glen was visited by NASCAR for the first time,^Jas the Grand National Division (which eventually became NASCAR^JNextel Cup) appeared.  Beginning in 1961, the US Grand Prix^Jwas held at Watkins Glen for 19 years.^J</p>^J<p>^JIn 1981, Watkins Glen filed for bankruptcy and closed its doors;^Jin 1983 the facility was purchased by a division of Corning Glass,^Jwho reopened the track in 1984.  Since then, Corning sold^Jthe track to NASCAR.^J</p>^J<h3>The Fourth Course - Entering the Modern Era</h3>^J<p>^JThe fourth course is basically the course which exists today.^JThe "short course" follows the rough outlines of the third course,^Jwith turns 2, 3, and 4 corresponding to turns 1, 2, and 3 of the^Jthird course.  Turn 5 ("the Loop") corresponds to turn 4 on the^Jfinal version of the third course.  Turn 6 of the short course^J(turn 10 of the long course) is a dramatic (and rather tighter)^Jrevision of the third course turn 5; the remainder of the fourth^Jcourse is distinctly different from the third course, relocating^Jpit lane and the pit straight (the relocation of pit lane triggered^Jthe turn renumbering for those parts of the third course that were^Jretained in the fourth course.)^J</p>^J<p>^JA chicane known as the "Inner Loop" was added in the early 1990s after^Jthe tragic death of NASCAR Winston Cup driver J. D. McDuffie in a^JTurn 5 accident; this chicane was added on the right side of the^Jback straightaway, just before the entrance to "The Loop".  It is^Jnumbered as 4 distinct turns (Turns 5, 6, 7, and 8), although it^Jis generally taken as two turns.  When the chicane is used, 4 is^Jadded to the turn numbers for all subsequent turns on the course.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', '10-12,19-20,510-511', 'reference2', 'WatkinsGlen', 'reference2pages', '', 'weatherID', '', 'officialWebSite', 'http://www.theglen.com/', 'officialFacebook', 'http://www.facebook.com/WatkinsGlenInternational', 'racingReferenceID', 083, 'hotLap', '^J<p>^JHot Lap courtesy of Chris W. Ingle,^J2003 Southeast Division T1 National Champion, #7 T1 Corvette Z06.^J<a href="http://www.tracktapes.com/">Track Tapes</a>^Jhas a video of laps of this track as driven by Chris.^J</p>^J<P>^JOverall, Watkins is an incredibly fast and quite frankly, dangerous^Jroad course near the Finger Lakes region of New York.  It is a^Jhigh-horsepower track that has everything a great road course should^Jhave -- elevation changes, length (3.4 miles long), high speed^Jstraights (near 150 mph), fast \'pucker-factor\' corners, wide,^Jsmooth, low curbs, and a few tight corners thrown in just for good^Jmeasure.  The bad part about this track though is that there is^Jabsolutely no room for error.  The entire course is surrounded by Blue^JArmco (guard rail) and it\'s only 2-10 ft off the racing surface in^Jmost locations.  If you make a mistake going up thru the very fast^Juphill Esses, you will become a pin-ball bouncing off the rails that^Jborder the road.  And to make matters worse, if you bend a piece of^Jtheir railing, you have just purchased it!  Ouch!^J</p>^J<P>^JThe amenities of Watkins Glen are what you\'d expect from a track that^Jhosts some of the best racing in motor sports -- professional^Jgarages, large paved paddock area, permanent admin buildings, great^Jviewing/vantage spots, etc.) It also hosted some of the earlier^JFormula 1 races held in the U.S. too so you know it\'s set up well.^J</p>^J<P>^JIt helps to have a neutral car here that you can easily point where^Jyou want it to go and one that can easily be recovered (forgiving) if^Jyou make a mistake.  A car that understeers or oversteers severely^Jwill most likely find the Armco some time during the weekend.  The^Jcurbing/rumble strips are reasonably smooth, but it does help to have^Ja compliant suspension to take advantage of them.  The course is used^Jquite a bit and kept in fantastic condition so the tires grip^Jimmediately.  It\'s a difficult track to learn and master because of^Jblind apexes, elevation changes, and ever-present Armco.  The track is^Jso wide and smooth, that most of the corners are much faster than they^Jlook.^J</p>^J<P>^JAll shift points and approximate speeds are relative to my T1 prepared^J2001 Corvette Z06.^J</p>^J<P>^JLeaving the pits, stay to the right as cars will be coming thru turn 1^Joff to your left.  There is a \'merge\' area, but cars will be^Jgetting set up to fly up thru the uphill Esses - so check your mirrors^Jcarefully.^J</p>^J<P>^JAs you head down hill toward 2 and the Esses, you should be in 4th^Jgear.  You need to line up on the left side of the track.  It is^Jpossible to negotiate the next 3 turns under full throttle, but it^Jtakes a perfectly set up car and lots of guts!  Turn 2 is a very fast,^Jright-hand, 45 degree dip that begins these Esses.  Late apex this^Jcurve and stay to the right to get set up for scariest turn on the^Jtrack (#3).^J</p>^J<P>^JTurn 3 is a blind apex sweeping left hander over a crest where the car^Jgets very, very light.  It is essential to be very smooth thru here,^Junder a consistent throttle and have a neutral handling car.  Keep^Jyour eyes focused on where you want the car to go -- NOT THE ARMCO!!^JYour car will follow your eyes.^J</p>^J<P>^JOnce thru the apex of 3 you\'ll be on the right side of the track.^JStay tucked in tight thru the entrance of #4 and slowly unwind the^Jwheel all the way thru the exit.  Afterward is one of the few places^Jto catch your breath and check your gauges and mirrors.  Stay to the^Jleft down the straight to get set up for the Chicane/Bus-stop or^J\'Inner Loop.\'^J</p>^J<P>^JThe braking zone is flat and smooth so work your braking points closer^Jand closer to the turn-in.  Heel-toe downshift to 3d.  The first part^Jis a quick right hand flick so turn in under throttle and nail the^Jrumble strips/curbing on the right and the ones immediately after on^Jthe left.  Run over as much curbing as your suspension will allow and^Jkeep the car turned to the left setting up for the exit of the Loop.^JAgain, nail the curbing on the left and right to straighten the exit^Jas much as possible.^J</p>^J<P>^JOnce thru the loop, stay under throttle, but you should be close to^Jthe left side of the track for the right hand turn 5.  It\'s a late,^Jdownhill apex and you should be at or near full throttle shortly after^Japex.  You must hit the apex because there is no run off room at the^Jexit.  Once the car gets straight enough, smoothly shift to 4th gear.^J</p>^J<P>^JTurns 6-9 are the long part of Watkins Glen and they call it \'The^JBoot.\' The braking zone and entrance to turn 6 (\'The Laces\')^Jis steeply down hill lefty so you must brake very hard and heel-toe^Jdownshift to 3d.  Again it\'s a long, sweeping, 130 degree blind apex^Jwith no curbing at the apex or exit so be careful.^J</p>^J<P>^JAfter exiting 6, you can either shift to 4th gear or remain in 3d and^Jthe high rpms.  I prefer shifting to 4th, then back to 3d for the^Jentrance to turn 7 (\'The Toe\').^J</p>^J<P>^JTurn 7 is a long, sweeping right hand, uphill 180 degree turn that^Jrequires lots of early power to get up and over.  Trail brake here.^JThe turn-in is banked uphill so you can turn in harder than you think,^Jbut the apex is late and the exit is a bit slippery so it\'s difficult^Jto get all the power down.  Be smooth and try to avoid too much wheel^Jspin and oversteer.^J</p>^J<P>^JThe braking zone for turn 8 (\'The Heel\') is a downhill bumpy^Jzone and it takes much longer to get slowed down that it appears.  It^Jis however an excellent passing opportunity due to the critical exit^Jof 7.  Turn 8 itself is a sharp right hand 130 degree turn with a^Jlittle room for runoff if you make a mistake.^J</p>^J<P>^JYou then head uphill toward the sharp, left hander turn 9, which is^Jthe transition corner from the boot to the part that NASCAR actually^Juses.  It has a very late apex on a crest.  It is also very difficult^Jto put the power down on the exit because the track drops away^Jslightly after the ridge.  To compound matters, the ARMCO (with some^Jpadding) is directly in front of you.  Again, look where you want the^Jcar to go and not at the pretty blue Armco.  The exit is only a few^Jfeet away from the rail, so it\'s important not to spin the rear wheels^Jand play dirt-trackin\'!!^J</p>^J<P>^JStay in 3d gear down the small straight and brake very late for turn^J10.  It\'s a 70-80 degree left hand corner and much, much faster than^Jit appears -- due to the banking, the curbing at the exit, and the^Jrun off room.  Stay in 3d upon exit and get back to the left to set up^Jfor #11.^J</p>^J<P>^JTurn 11 (right hand 90 degree) is also much faster than it appears,^Jbut the exit is only a few feet away from the Armco.  Begin using a^Jlate apex and slowly work an earlier turn in until you find the right^Jspot.  Shift to 4th and then you\'ll cross start finish.  The earlier^Jyou have to shift to 4th, the better you did the last corner.^J</p>^J<P>^JTurn 1\'s braking zone is down hill and a little bumpy.  By this time,^Jyour brakes are pretty hot so it takes longer to stop than you think.^JTrail brake here.  There\'s a tendency for the car to push upon initial^Jturn in because of how the track drops away.  It\'s a 90 degree down^Jhill right hand turn with lots of curbing on the inside of the apex^Jand at the exit too.  Use as much of each as your suspension will^Jcomply.  Power down the hill, shift to 4th, and set up for the Esses^Jagain.^J</p>^J<P>^JWatkins is a horsepower and guts track.  It\'s imperative you keep your^Jhead and eyes up and look only where you want the car to go!  It\'s^Jawesome!  Enjoy!^J</p>^J<P>^JChris W. Ingle^Jwww.tracktapes.com ^J', 'gettingThere', '^J<h3>From Albany, NY</h3>^J<h4>Towing</h4>^J<p>^JTake I-88 west to Binghampton; take NY 17 west from there.^JIn Elmira/Horseheads, turn right off of NY 17 onto NY 14 North.^JTake NY 14 North to Montour Falls.  Most of the accomodations^Jare further North just off of 14; to reach the track, you^Jmay also turn left in Montour Falls and follow the "Race Track"^Jsigns up the hill.  Alternatively, you may simply take 14 North^Jand then turn Left onto NY 414 in Watkins Glen.  Climbing the^Jhill sucks either way.  The two roads meet at a traffic light^Jat the top of the hill; WGI is to the north (go straight from^Jhere if you are on the Montour Falls road; turn right if you^Jare on NY 414.)  Head on up the hill to the race track, which will^Jbe on your left.  For marque club dates, enter at the first turn;^Jfor SCCA events, head further up the hill to the registration building.^J</p>^J<h4>Not Towing</h4>^J<p>^JA more scenic route than the above is possible, but it is only about^J15 minutes shorter.  It is a very poor choice of route to tow on, though.^J</p>^J<p>^JTake I-88 west to Bainbridge (Exit 8.)  Take NY 206 from Bainbridge^Jto I-81; when you reach I-81, switch to NY (mumble) towards Ithaca.^JLeaving Ithaca, turn onto NY (mumble) towards Watkins Glen.  Follow^JNY (mumble) until it ends in a T intersection at the foot of a long^Jhill; turn left at the T onto NY (mumble) and follow this road into^JWatkins Glen.  In Watkins Glen, turn left at a traffic light onto^JNY 14.  Turn right at a traffic light onto NY 414 and at the top of^Jthe hill, turn right at a traffic light towards WGI and head up the hill.^J</p>^J<h3>From the NYC area</h3>^J<p>^JTake NY 17 west, and use the Albany/Towing instructions once you get^Jpast Binghampton.^J</p>^J', 'racersGuide', '<h3>Registration</h3>^J<p>^JRegistration is generally near the top of the hill on the east side of^Jthe track, on Bronson Hill Road.^JThe Driver/Crew line generally is at the front of the building,^Jand the Worker/Official line generally is around to the side.^J</p>^J<h3>Entry</h3>^J<p>^JOnce registered, turn right (downhill) on to the road you took^Jto Registration, and head down to the first gate you passed on the^Jway up the hill.  Turn right to enter the track.  Display your^Jcredentials to the track employees at the gate, and enter the^Jtrack.  Pass through the tunnel under the Esses.  Continue straight^Jthrough the 4 way stop, and through the 2 way stop.  Open^JPaddock space will be all around you, the garages and pits straight^Jahead.  There is additional paved paddock space on the far side^Jof the garage.^J</p>^J<h3>Garages</h3>^J<p>^JSpace in the garage is generally rented; ask about it at registration.^JThe bays closest to the Pits are reserved for Tech Inspection.^J</p>^J<h3>Fuel</h3>^J<p>^JThe fuel pumps are next to the Tech Bays near the garage area.^J</p>^J<h3>Tech Inspection</h3>^J<p>^JDuring safety tech, the path through the Tech inspection starts on^Jthe track side of the garage.  For gear checks, enter and go to^Jone of the tables on this side of the garage.  The inspector will^Japprove your gear and send you to the table on the other side of^Jthe garage to get your log book stamped and recieve your tech sticker.^J</p>^J<p>^JFor full techs, bring your car to the track side of the garage, and^Jenter from this side when space is available.  You may wish to have^Jyour gear check done separately while waiting for space for the rest^Jof a full tech.  Again, once you complete the required tech inspection,^Jgo to the table on the other end to have your logbook stamped and^Jrecieve your tech sticker.^J</p>^J<p>^JThe scales are located in the Tech bay on the side away from the^Jtrack.  If the area is clear, enter from the side away from the^Jtrack.  Do not attempt to do so if annual techs are in progress,^Jhowever.  It is unlikely that scales will be available if any^Jform of Impound is in progress.^J</p>^J<h3>False Grid</h3>^J<p>^JThe False Grid is behind the Pits, at the far end from the^JGarage and Tower.  Note that Pit Marshalls at Watkins Glen wear^Jred shirts, and are quite serious about directing traffic in the^Jarea between the Fuel Pumps, the Garages, the Pits, and the Tower.^J</p>^J<h3>Impound</h3>^J<p>^JUpon leaving the track, impound for the top finishers (or sometimes^Jall cars for compliance efforts) starts on the side of the garage^Jaway from the Track.  You will be directed into the garage bay where^Jthe scales are located, and then may be directed to stop after leaving^Jthe scales for compliance checks.  After clearing the Tech bays,^Jimpounded cars are parked in a pyloned off area between the garage^Jand the track.  This is adjacent to the gravel area where disabled^Jcars are placed by the wreckers for Post Accident Scrutineering.^J</p>^J<h3>Water</h3>^J<p>^JWatkins Glen has recently made major upgrades to their water supply; the^Jsituation is vastly improved over years past.^J</p>^J') called at /web/na-motor/Tracks/NY/WatkinsGlen.html line 1
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