The Gentleman’s Agreement is nice and all, but…
Editor’s Commentary
Before you take the time to read this, I want you to read Bob Bolles’ commentary on this same topic.
Go ahead and check it out. I’ll wait… I don’t really have anywhere else to go.
Are you back? What did you think? That’s some pretty sensible stuff, right?
What Bob is describing is the “Gentleman’s Agreement,” which has been adopted by some tracks and series. If you’re not familiar with the policy, it breaks down pretty easily. Let’s say two cars are in an incident and both spin. One of the drivers is clearly at fault and knows this. That driver can accept blame for the incident (usually signified by tapping on the roof of his car or having his spotter let an official know) and go to the back alone.
That’s right. Although two cars were in the incident, the one that was wronged gets to keep his/her spot. Not a bad policy at all. If a driver messes up, drives into the corner too deep and accidentally spins out another, he/she can do the right thing and let that driver get his/her spot back. This keeps from developing hard feelings and takes away the need for an official to make a judgment call. It almost sounds too good to be true.
Well – like anything in short track racing – the Gentleman’s Agreement isn’t perfect. Before I get too far along, let me first say that I agree with Bob 100%. This is something that is good for short track racing when used properly. But, unfortunately, I have seen this policy abused in the time that it has become popularized around the tracks of Wisconsin.
In a way, the policy has been used as a bargaining tool. In fact, “bargaining tool” might be a little too politically correct for some of the instances I’ve experienced. It has become a form of extortion.
Extortion is defined as, “the practice of obtaining something… through force or threats.” Can you see where I’m going with this? I’ll bet you can.
So let’s say you’re in the spotters’ stand and your car is in a heated battle with another driver. Drivers make contact, both spin, and are told by officials to go to the tail of the field. Just as you’re done communicating with your driver and trying to prepare to go back to green, the other driver’s spotter comes over with steam rolling out of his ears. The “bargaining” begins. Then the threats come.
Here are some of my favorites: “You know you dumped us, don’t ruin both of our races.” “We’re in the points, and you’re not. Let us have our spot back.” “If you don’t tap out, we’ll wreck you right away after the green flag drops.” “When the race is over, be ready to rumble.” Does this seem like something that might happen?
Sadly, this isn’t the only way I’ve seen this policy – which, like I said, can and should be REALLY GOOD for short track racing – abused. There have been cases of racers getting in last-lap incidents that didn’t cause yellows trying to get others to “tap out” after the race. Should someone who didn’t cross the finish line really get a Top Five finish? Once the race is over…it’s over, right? Sure it sucks that you got dumped on the last lap and it ruined your result. But as short track racing legend Rich Bickle once told me in an interview, some days you’re the bug; some days you’re the windshield.
In other cases there have been instances where drivers will tap out even though they knew they weren’t at fault – either to help another racer, or to try to hinder another rival. I suppose damaging your own race isn’t the worst way to abuse the rule, but it’s still not living up to the spirit of the policy.
Along with potential abuse, there is also the confusion of when, where, and how racers should signal that they are using the agreement. I witnessed an incredibly confusing case at a dirt track where the leader spun a lapped car and was sent to the tail. The lapped car tapped out under the flag man, but the race director did not catch it. The leader was sent to the tail. A better understanding of when and where, as well as some communication would have helped this situation.
As far as those gray areas, it doesn’t hurt to spell them out in the policy book. In the TUNDRA Super Late Model Series rule book we specify a certain number of laps under yellow (two) that you must give the signal. We also don’t allow the post-race tap out and have in our book that we can overrule and send both cars to the back anyway. Checks and balances.
In conclusion, the gentleman’s agreement is something that every track/series should, at the very least, discuss bringing into the fold. For every once instance of misuse I’ve experienced, I’ve experienced ten instances of this being an excellent policy that did exactly what it was intended to do.
Just like anything in short track racing, the Gentleman’s Agreement isn’t perfect. But with the right amount of responsibility and sportsmanship in mind, it could be an incredible asset to the sport.
Does your track or series use the Gentleman’s Agreement? Do you recall a case where it saved a race? Have you seen it abused? Let us know e-mail at mpanure@enthusiastnetwork.com
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