...Rules
Essentially, we're here to help you take part in a structured organized online racing event. Not to make it difficult for you to do so. If we can help you we will. The rules exist to assist you to understand what's expected of you, what you can expect from us, and how to participate in the series in a way most likely to produce the best experience for everyone. You can download a printable version of these rules via the printer icon at the top left hand corner of this page.
Please advise the League Direct with as much notice as possible if you're unable to attend your race. This will help us better organize the events for the attending drivers. Other than missing out on scoring points for the race you missed, there's no other disadvantage or penalty directed towards you for missing a race.
If you miss a number of races without notice to the League Director, you may be dropped from the entry list until you re-confirm your intention to attend.
Please try to log into your race at least 15 minuets before the race starts.
Please try to know your password and have
yourself ready in all respects to run your race on the night.
Race night is generally not a good time to ask procedure questions,
confirming your division or password, sorting out circuit version
compatibilities, etc. All these things etc. should be sorted out before race
night if at all possible. You may find that we simply just don't have the free time to sort out
any problems you might have on race night, and, in the worst case, you might miss out on your race. We will always try to help drivers at any time -
but we can be fully occupied with just getting the servers working etc, and if there's no time on race night to help you then you
may be left to your own
resources.
Drivers have unrestricted chassis choice including changing chasses from round to round.
There are no other restrictions on chassis usage for individual drivers or for teams. Drivers can use any chassis they wish at any event and change chassis freely from round to round. Team members do not have to use the same chassis are their other team members.
There will be a number of concurrently run
championships based on the same race results.
- Driver's Open Championship.
- Driver's Non-Lotus Championship. ( Troy Rosenberg Plate )
- Driver's State Championships.
- Driver's Age Championship
- Rookie's Cup
- Best per Chassis Type
- Team's Open Championship.
- Team's Non-Lotus Championship.
There may be other sub-championships depending on the available time the League Director has and what assistance they have available to them.
Drivers' participation classifications will be as follows ...
Drivers who are entered in the competition, but who do not attend either the Qualifying session or the Race session will be classified as Did Not Attend ( DNA ).
Drivers who attend the Race session, but fail to log a qualifying time, will be classified as a Did Not Qualify ( DNQ ). Their race results count as normal.
Drivers who attend the Qualifying session, but fail to make the starting grid, will be classified as a Did Not Start ( DNS ).
Drivers' race position classifications will generally be those awarded by the GPL program.
These should be ...
The first driver to cross the finish line after completing the final lap will be awarded 1st place.
All other drivers who cross the finish line on the lead lap will be classified in the order in which they cross the finish line.
All drivers who cross the finish line but who are not on the lead lap will be classified according to the number of laps they have completed, and if two or more are on the same lap count, then by the order in which they cross the finish line.
Drivers who do not cross the finish line, after the winner has done so to complete the final lap, will be classified as Did Not Finish ( DNF ).
Drivers who are classified as Disqualified ( DQ ) by the GPL program will be likewise so classified in the official results.
Exceptions to the above will be ...
Where the GPL program has incorrectly classified a driver.
The GPL program sometimes classifies lapped drivers as DNFs. It can also classify DNF drivers as having finished, and/or stops counting a drivers' laps, and/or disqualifies a driver inappropriately. Any of these conditions may occur inconsistently. Where these anomalies are known to exist, or they are protested upon, and the rightful situation can be reasonably determined, they will be corrected in the official results.
Where a drivers' classification is changed due to the outcome of a protest.
Where a driver incorrectly participated in a race.
If a driver competes in a race incorrectly they may be disqualified, or may simply be discounted in the official results as if they never attended.
Points will be awarded based on finishing position, division, and DNF status.
Features of the points system include ...
The higher your division the more points you receive.
A lower divisions' P1 points are slightly better than its' immediately higher divisions' P7 points.
DNFs receive a percentage of their usual points ( rounded up ). The higher the DNF position classification the higher the percentage of the usual points received.
DNSs are treated as DNFs.
( A DNS is a driver who attended the official event but failed to make it to the grid. Drivers who did not attend ( DNA ) receive no points for the event ).Drivers who are disqualified ( DQ ) or drivers who are banned ( BAN ) from an event receive no points for the event.
Each drivers' worse two scores from the series will be dropped from their standings' score.
Each teams' worse two scores from the series will be dropped from their standings' score.
Position
D1
D2
D3
D4
% Points
for
DNFs1
100
60
36
22
98.5
2
91
54
33
20
97.0
3
85
51
31
18
95.5
4
80
48
29
17
94.0
5
75
45
27
16
92.5
6
70
42
25
15
91.0
7
65
39
23
14
89.5
8
60
36
22
13
88.0
9
57
34
21
12
86.5
10
54
32
19
12
85.0
11
51
31
18
11
83.5
12
48
29
17
10
82.0
13
45
27
16
10
80.5
14
42
25
15
9
79.0
15
39
23
14
8
77.5
16
36
22
13
8
76.0
17
33
20
12
7
74.5
18
30
18
11
6
73.0
19
27
16
10
6
71.5
20
24
14
9
5
70.0
It's hoped that this points system gives incentive to ...
Always qualify in the highest division possible.
Always finish in the highest possible position.
Win races.
Finish a race. I.e. Not to DNF. And if you do DNF, then to do so as far into the race as possible.
The results' reports from GPL are not entirely adequate. Their deficiencies lead to compromises in the points system. E.g. It would be better to base the DNF % on how much of a race a driver completed rather than their position classification - but GPL is very unreliable at reporting that information. Their are utilities available that can do this, but with a multi-division multi-championship drivers and teams competition to process every race night it can be an even longer process to score the events than it already is.
Prohibited Program Modifications
Any utility which improves the basic performance of any car is prohibited from this competition. This includes, but is not limited to, any engine swapping utility.
Car shape enhancements, graphic enhancements, sound enhancements, track tyre-wear-grove re-positioning, driver position re-positioning, etc, do not affect the basic performance of the car and are therefore allowed. Some of these allowable modifications may give the driver better feedback, as with enhanced tyre squeal sounds, or provide the driver with a better perception of the racing line, as with track grove and driver re-positioning. However these modifications do not directly affect a cars' performance, and also they are freely available to everyone and therefore do not constitute an exclusive advantage to any one.
The protest system described here is rather formal. Some situations may be handled in a less formal way depending on the circumstances. However where justice requires, the full formality of the system will be observed.
Please send in your protests as soon as possible so we can start the process early. In fact please send them directly after the race ( or your retirement from it ) or at least on the same night of the race if at all possible.
Send your protests to the protest judge listed on the Court page.
Procedure Detail
Plaintiff
Save a replay of the race before you exit if you can.
Cut out the section of the race concerned. Show sufficient lead up footage so the judge can see how the situation developed.
Zip ( compress ) the cut replay if you know how to.
Explain the situation in enough detail to make sure your point of view is made plain. Point out any particular facets of the event you feel the judge should particularly make note of.
Send to the protest judge as soon as possible after the event - on the night if you can.
Please include the Series, Round, and Division in the name of the sent file.
E.g. GPLAC8 R3 D2 <Your name >.zip would be fine.
The judge will read your plaint and view your replay ( if sent ).
If the judge feels there's no case to answer by the defendant then they'll advise you that in their opinion the matter doesn't warrant proceeding with and the case will be closed subject to appeal.
If the judge feels there is a case to answer then ...
At this time the judge may make an interim ' Prima Facie ' judgment.
Prima Facie means ' Prime Face ' or ' Plain Facts '. This means that the main points as they seem to appear are considered and an interim judgment is made before further investigation or discussion. Prima facie judgments are entirely open to debate and appeal. They may simply be used to help speed up the process in some cases.
Defendant
The judge will advise the defendant as soon as possible that there's a charge against them and describe to them the material facts. They may also be sent a copy of any replays if such are available. They may also be advised of any interim prima facie judgment that has been made.
If the defendant feels they were indeed partially or wholly at fault then they should simply admit blame to the degree they feel they were to blame.
If the defendant feels they were not fully to blame or that there were mitigating circumstances then they should reply with a detailed explanation of their point of view.
If they feel that the situation as they saw it on their system varied materially from how the plaintiff might have seen it on their system, then the defendant should include a compressed cut replay from their system if possible .
The judge will consider the defendants' reply and view all footage and make a judgment which will be posted on the Court page.
Appeals
In general the judge will explain the reasons why they reached the verdict they did. This gives all interested parties the opportunity to examine the judges' rational.
If either the plaintiff or the defendant feels the judge misinterpreted an essential point or missed a material fact, or in any other way erred in their judgment, then they are free to appeal. They should explain their reasons for disagreeing with the judges' view with as much detail as necessary.
The judge will review the matter, possibly referring it to other respected parties for a second opinion and make a final determination.
Any further appeals must then be made to the ASRG committee itself as the competition's sanctioning body. Full details would have to be provided to them. This last avenue for appeal would normally only be used when a party believes that they have been treated unfairly.
Rules designated as - Recommended cannot be used as the basis of a protest, They are recommended due to the added benefit and enjoyment they may encourage, but are not compulsory, possibly due to some limitation with the program, online sim racing, or other reasons why compulsory enforcement would be unfair or not advisable.
Drivers who finish in any of the top three positions of a race must send a copy of the race results to the League Director as soon as possible after the end of their race. Such drivers who fail to send in their results may receive a points penalty at the League Director's discretion.
Other drivers may also send in a copy of the
race results if they wish.
It's not a problem if we receive too many copies of race results. But it's a major
inconvenience if we receive no results for a given race at all.
A red flag means that a race is stopped.
A race may be red flagged if in the opinion of an authorized official the interests of the majority of the racers involved would be best severed by such a sanction. E.g. If a substantial portion of the competitors in a race fail to complete Lap 1 then a red flag might be considered appropriate.
The decision to red flag a race can be a very subjective one. It relies on the judgment of the official who calls it, who often has to make the decision within a short time period and with only partial knowledge of all the facts at the moment.
If a red flag is called the race may be restarted or the race results may be declared as they were at the lap before the red flag was declared.
As a guide only...
If called before half the race has been completed then the race may be restarted, with the same or a lesser qualifying period and/or the same or lesser race distance.
If after half race distance has been completed then the race results may be taken as they stood at the completion of the previous lap.
There can be several reasons why a race may be red flagged, including very bad internet weather. If that is the case, and there appears to be no likelihood that it will improve, then the results may be declared ( as at the previous lap ) even if half the race distance had not been completed.
All drivers must be part of a team.
Teams will consist of no more than 3 active drivers at any point in time.
If a driver changes teams during a season their team points stay with the team with whom they were driving when they earned the points. ( Their individual driver points stay with them throughout the competition ).
A teams' points per round will be made up of the points of its' best two scoring drivers per round.
Any driver who has not advised the League Director of their team status by the processing of their first race results will be pressed into a team by the League Director.
The drivers of any partially filled teams may be re-assigned to other teams at the League Directors' discretion.
During the season, with new entries and retirements, the League Director may reassign drivers to other teams in order to keep teams filled.
Waving a Driver Past
- Recommended
There may be times when a leading driver may want to let a behind driver past without contest. It may be when they're being lapped, their car may be damaged or underperforming for some reason, or it may be because they simple don't want the risk of a on-track battle with another driver.
Its an acceptable part of good driver etiquette for drivers to raise their arm as a general caution signal, to indicate something is wrong with their car or that for whatever reason they're waving following drivers past without contest.
By default raising your virtual arm in GPL is achieved by pressing the space bar, although it can be mapped to an alternative control via the Set Controls facility.
But ... Everone needs to understand that just because you raise your arm it does not mean that following drivers will see it. Still raise it, but continue to drive assuming that following drivers may not have seen your raised arm. In GPL many drivers turn off the virtual car's wheel and driver arms as they find them distracting. Consequently when they turn off their own virtual arms it also turns off all other driver's virtual arms from appearing on their system as well, which includes raised arms. If other drivers have their virtual arms turned off they will not see yours either, raised or not.
Below are the basic general rules that govern this
competition. They are essentially the same as the ASRG General Competition Rules
which are a set of rules
developed over time by the ASRG to best enhance the online racing experience
of its' members. These can be found on the ASRG Inc. web site. The actual
rules here may contain some minor variations and amendments as required for
this specific competition.
K-1 It's the responsibility of drivers to make themselves familiar with all the rules that govern the competition in which they're entered.
GC-1 You must compete in a fair and honest manner.
GC-2 You must endeavour to drive responsibly in a way that's not likely to ruin the racing enjoyment of your fellow drivers.
GC-3 You must not indulge in bad general behaviour.
GC-4 You must not use abusive or offensive language ( including but not limited to swearing ) in any of the chat or voice facilities.
GC-5 You're expected to behave in a sportsmanship like manner at all times.
DE-1 You should enter events with your plain real name if at all possible.
You name should be written in standard form. That is ... Use capitals for the first letter in your given name and surname, and then use small case letters for the rest. Do not use periods at the end of either of your names.
Do not use a nick name, or a stylized or modified version of your real name if at all avoidable.
GE-1 You must be a paid-up ASRG club member. unless exempted by the ASRG committee.
GE-2 You must be registered on the ASRG forum, and any other place that the ASRG or the GPLAC requires from time to time.
GE-3 Drivers who are known to be habitual causers of incidents due to continual careless or malicious driving, or who are known to be cheaters, or who are known to indulge in offensive behaviour, in or out of organised events, may be banned from current or future ASRG and/or GPLAC events.
Special exemptions may be allowed at the discretion of the the ASRG and/or GPLAC.
EP-1 Drivers should log onto the race event with at least 15 minutes of pre-race time remaining. If you're not logged on by then it may be assumed that you're not attending and your place may be given to another driver who, for any valid reason, may be allowed to take part in the race in your stead. If you know you may be late, then advise the League Director beforehand so that your spot is not re-allocated.
EP-2 If for any reason you know prior to a race you'll be unable to attend, please advise your League Director as soon as possible. If you fail to advise of your intention to be absent in sufficient time before the start of any two consecutive events, it may be deemed counter productive to everyone's best enjoyment to further allocate you a place in the remaining events.
GR- 1 As a general rule, if there isn't a stated rule, then the rules as they are within the GPL program will apply - both intentional and coincidental.
I.e. The way a matter is handled by a racing program is the way that it will be interpreted by the League Director.
PE-1 Drivers leaving the pits to take to the track should announce their actions by announcing "PO" ( Pit Out ) before taking ground on the track itself.
PE-2 Drivers should always take to the track with enough care to avoid any interference with those already on the track.
PE-3 Cars on the race track have right-of-way over cars entering the race track from the pits.
PE-4 Drivers entering the pits from the track should announce their actions by typing "PI" ( Pit In ) in the chat facility in a timely manner whilst approaching the pit entrance.
This is obviously more important if there's someone close behind you at the time. You wouldn't be the first to be crashed into because the driver behind was taken by surprise by your unexpected slowing down to enter the pits. You may even rather slow down at a safer part of the track to let near-by drivers though before you're at the actual pit entrance - just to be extra safe - as you can't rely on other drivers being able to read your chat messages in the tension of a racing moment.
PE-5 When leaving your pit stall, you must immediately, and at as shape an angle as possible so as not to encroach upon any part of an adjacent pit stall, move out and away from the pit stalls lane and onto the pit driving lane, exercising due care not to interfere with anyone already on the pit driving lane.
PE-6 Cars on the pit driving lane have right-of-way over cars in, and coming out of, the pit stall lane.
PE-7 The pit lane is to be utilized for valid and appropriate pit lane purposes only. It is not be used as part of the race track for, racing upon, as a short cut, as a passing lane, or any other non-valid pit lane usage.
If a driver feels a case warrants special consideration for them, or special compensation to them, and they are not satisfied with the response they received from the League Director in the first instant, they are then free to contact all their fellow participants to solicit votes in agreement to their cause. They will require a positive vote from every participant whose position in the race in question will be affected, and also a positive vote from every participant whose position in any championship may be affected. In practice this will often require a unanimous or near unanimous agreement from their colleges.
The Race
No careless driving. Always show respect for your fellow racers. Be careful. Show some patience. Understand the limitations of the GPL sim racing program and drive accordingly. Driving online in a racing sim is NOT exactly the same as real life racing in every respects, and in some cases online sim racing requires even more care.
Contact
Concessions
- Recommended
CC-1 If there's contact between drivers that doesn't put either out of the race, but results in the guilty driver making up places on the innocent driver, the guilty driver should make the contact concession of allowing the innocent party to pass freely to re-establish their respective positions as they were before the contact. Even if the guilty driver has to let other non-incident-related drivers past, thus loosing positions, while waiting for the innocent driver to regain their lost respective position - then that is what the guilty driver has to do.
CC-2 If there's contact between drivers that puts the innocent driver out of the race, but allows the guilty driver to carry on, then the guilty driver should make the contact concession of retrieving from the race as soon they can safely do so.
CC-3 If the appropriate contact concession is carried out by the guilty driver then they may avoid or reduce the severity of any penalties that might otherwise usually apply.
CC-4 If the appropriate contact concession is not carried out by the guilty party then there'll be no mitigation of the usual penalties that would apply.
Contact concession rules are all about just doing the sporting thing in these types of cases - which is why we apply them.
CR-1 You must establish substantial overlap with the car ahead before they reach the corner's turn-in point to have the right to drive up their inside, or to expect them to leave inside room for you. Substantial overlap means at least that the front of your car is up to say the driver's position in the ahead car - and that's at the very least. You probably should have more overlap in some circumstances. The ahead driver has the right to be fully committed to the racing line of their choice without any interference if there was no substantial overlap before he turned in.
CR-2 If sufficient overlap is established before the turn-in point, then the behind driver has the right to sufficient side room. The ahead driver must then leave sufficient side room for the behind driver.
CR-2-A The car on the outside has the right to outside room all the way through the corner - right up to the exit point. They should not be squeezed against the outside towards the exit point.
CR-2-B The car on the inside has the right to inside room all the way through the corner - right up to the exit point. They should not be squeezed against the inside towards the apex area.
The ahead driver can still battle for the position of course but must do so while maintaining side room for the behind driver.
The practice of going up the inside of an ahead car after they have already turned in, and where there was no established substantial overlap before the turn-in point, is sometimes referred to as barge passing, ( I.e. you barge your way past ). Understand that barge passing is a high risk manoeuvre for both you and others. You have no rights what-so-ever as a barge passer. Should you cause an accident from a barge passing manoeuvre you'll be in a defenceless position should you be protested.
CR-3 Where an ahead driver has clearly made a sufficient error to warrant a passing move a behind driver may attack their position, with due caution and care, regardless of whether there was any pre-existing overlap.
E.g. - If the ahead driver brakes too late and drifts out wide of the apex and then has to reduce speed etc. This would be a valid passing opportunity regardless of whether there was pre-existing overlap. However, there is still substantial responsibility on the overtaking driver to take all necessary care to avoid contact.
Small errors by the ahead driver may not be sufficient to justify an attacking passing move however. Just because the ahead drivers gets a bit out of shape at times doesn't give you an automatic right to pass uncontested by them or a right to room. You still have to judge if their error provides sufficient opportunity for a safe pass to take place.
DD-1 Leading cars have the right to choose their own line down a straight. They may make one move to block an attacking car to protect their position while on a straight - but then must maintain that position as long as the attacker remains affected by their position. Then, naturally, as they approach the next corner, they can of course return to the racing line of their choice for the corner.
DD-2 leading cars have the right to take their line of choice through corners.
E.g. They may drive a defensive line around the inside of a corner to protect their position, thereby forcing an attacking driver to try to pass around the outside. This is not blocking and is part of normal racing etiquette.
In fact, apart from the restrictions of rule DD-1, a leading driver can drive any line which they feel is the most inconvenient for any following car to try to pass them.
Driving a severely damaged car
DC-1 The onus is entirely on the driver of a severely damaged car to take all necessary care, hazard minimization, and responsibility not to interfere with any other car. A severely damaged car has no rights what-so-ever over other cars.
A severely damaged car for the purpose of this rule means a car that for whatever reason is performing substantially below its normal performance expectations. It constitutes in effect a moving obstacle. The damage may be a mechanical breakage or failure of some kind on the car, or it may be an input control device failure, or whatever.
You'll have no defence if you cause an accident while driving a severely damaged car. The onus is entirely on the driver to assess if they believe the risk of an accident to others due to their cars' condition is high enough that they should retire rather than continue. If they choose to continue then the risk of receiving a severe penalty, should they cause an accident due to their cars' condition, is entirely theirs.
If while driving a severely damaged car you drive off the track at any time then the rules on Returning To The Track After An Off apply.
If the damage entails a missing wheel then see also Driving a Car with a Missing Wheels.
Driving a car with missing
wheels
MW-1 It is not permitted to drive a car with less than 4 wheels other than to complete your current lap. Once you have crossed over the finish line once with a less-than-4-wheeled car you must retire quickly and safely.
A car with a missing wheel constitutes a severely damaged car under the Driving a Severely Damaged Car rule and all those rules also apply.
IF-1 If you make a significant driving error and another driver or drivers attempts to capitalize on it then you have reduced rights to counter their attack. If one or the other has to give way, it should be the driver who made the initial error.
E.g. If you go wide at a corner and a close behind car tries to take advantage of this by moving up the inside, you should leave room for them, whether or not they had pre-existing overlap going into the corner. They must leave you room as well of course.
This is a bit of a grey area and requires good judgment. Small errors that don't much materially effect the speed or direction of a car wouldn't count here. E.g. Simply going a little wide but maintaining race speed while still half on the racing line would not be enough of an error to expect this rule to apply. For the behind drivers - If in doubt - don't - should apply. You can always protest after the race if you think you've been wronged - but once you're in the wall that's your race done - and the other guy might protest you and win.
So ... Behind drivers shouldn't push your luck with this rule.
RI-1 The onus is entirely on the driver recovering from any incident that leaves them in any way an obstacle or a hazard to other drivers, to take all necessary care, hazard minimization, and responsibility not to interfere with any cars still on the track and not part of the incident.
If you are off the track then the rules on Returning to the track after an off apply.
RI-2 If you're on the track after an incident and still in an incident recovery mode then you have no rights what-so-ever. You must give way to all non-incident-affected cars until you are fully recovered.
An relevant incident may include, but not limited to, being ... Spun out, facing the wrong way, perpendicular to the track, going abnormally slow for where you are on the track, whatever, ...
RI-3 You must do everything you can to minimize the hazard your car may constitute as soon as possible.
This may mean driving fully off the track if you're half on it. It may mean moving as fast as you safely can to the non-racing-line side of the track. It may mean retiring from the race as fast as you can do so. Whatever.
You will have no defence if you cause another incident whilst recovering from an incident, or being unnecessarily slow at removing the hazard your car may constitute after an incident. Even if the incident was not your fault. All non-incident-affected drivers have right-of-way over anyone recovering from an incident.
Returning to the track after
an off
RT-1 The onus is entirely on the driver returning to the track after an off to take all necessary care and responsibility not to interfere with any cars still on the track.
RT-2 For these purposes being hard up against and/or 'stuck' to a railing or wall constitutes an Off.
RT-3 On-track drivers have right-of-way over anyone returning to the track.
You can have very little defence if you cause an incident whilst returning to the track. If you leave the track you loose all rights. Even if you left the track through an event that was not-you-fault.
RT-4 The returning-to-the-tack-after-an-off period includes the recovery period after the actual off when your car may be physically on the track but still constitutes a hazard to on-coming race-speed traffic while you get up to speed and orientate yourself
RT-5 Do not reverse back onto the track unless it is absolutely unavoidable to do so. You are responsible not to cause an incident if you reverse backwards onto the track. This manoeuvre, if carried out, must be undertaken with great care and patience.
Its probably always desirable to re-enter the track parallel to the road, slowly and gently, and always with great care. This gives you the best opportunity to see what's coming up the track behind you, and it also gives drivers coming up on you the best chance to orientate themselves to your situation.
Special care applies when returning to the track from being stuck against a railing. You may be steering extremely trying to get off the railing. But what keeps you stuck is your speed. As soon as your speed reduces to a level where you're able to get un-stuck, if you're still steering to an extreme angle trying to get off, you will probably suddenly swing out onto the track and maybe even spin. If you do this in front of other drivers you will be held at fault.
To get off a wall or railing ... Slow down first to a very slow speed, possibly even steering into the wall to be sure of keeping yourself out of the way or others. Then ease off the railing, very gently, and always give way to all other cars on the track proper.
Running into the car ahead of
you
RA-1 The onus is on the behind driver to take all necessary care and responsibility not to run into an ahead driver.
RA-2 The ahead driver must not do any malicious or inappropriate braking or slowing.
The ahead driver is entitled to be slower or use longer and earlier braking zones than others. They are also entitled to turn in earlier or later and/or apex earlier or later. They are also entitled to be inconsistent and erratic.
Behind drivers are expected to anticipate the possibility that ahead drivers may have longer braking zones etc. than do they and should drive accordingly, always maintaining separation.
In short, if you are behind someone then you have the responsibility not to run into them. They do not have to try to avoid you. If all else fails, you should run your own car off the track to avoid such a collision.