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Appendix 1.2.
2 - Civil works, typical works
The following appendix collates part of the typically required civil works, on Formula E street
circuits and venues, with the aim to be used as a reference for evaluation of the works and
costs. However, for each specific circuit layout and venue design, a specific project will need
to be developed from the concept design, through to the civil works design and until the
construction phase, guided and developed by an expert motorsport consultant on racetrack
construction to agreed standards, adapted to the geography and local regulations of the
venue.
Dismantling and set up of existing traffic signs
All lamp-posts, sign-post and traffic lights will need to be at least 1m behind the rear of the
concrete barriers, although exceptions may be made to reduce this offset in some locations.
Lighting heads or sign boards with cantilever mountings may need to be permanently or
temporarily removed for the race, and traffic lights switched off or covered to eliminate any
driver confusion that may be caused by the phasing lights. Footings and fixings for posts
that are relocated should comply with local highway requirements.
Where existing traffic bollards are within the track limits or runoff these will need to be
removed and any base fixing is to be flush to the road surface with temporary asphalt
material to fill any gaps.
The majority of any road studs will be left in place unless positions coincide with a specific
track location where an unsafe loss of grip may occur, depending on the track alignment
and speed.
Traffic islands, kerbs, sidewalks, street furniture
In line with the circuit design, the removal and re-installation of traffic islands, kerbs,
pavements and another street furniture is usually required.
This includes the installation of any temporary arrangements required to maintain safe traffic
conditions following the removal of any permanent features. Where temporary drop kerbs or
other measures are required to ensure safe passage of pedestrians during the construction
phase or event, these must be in keeping with local regulations.
Earthworks
Earthworks associated with advanced civil works will relate to the excavation and fill of
material within the road foundation and may extend to adjacent areas of footpath, verge and
soft landscape.
A basic classification of acceptable and unacceptable earthworks material is required in

relation to the use of in-situ and imported earthworks. In simple terms this will identify the
type and suitability of well-draining granular material. Unacceptable material will include clay,
peat and constituents including wood, perishable material and various hazardous waste.
In addition to the grading requirements of different materials the maximum particle size of
any fill should be no more than 2/3 of the compacted layer thickness of that material.
The contractor should employ working methods to maintain the nature of acceptable material
during construction. This includes any excavation necessary to achieve design formation
levels and for the removal of any unacceptable material and the contractor should make
suitable arrangements for stockpiling and separation of materials on site.
The contractor must keep earthworks free of water by making suitable arrangements to
avoid water entering the excavation and for the removal of water including ground water,
sufficiently to enable the permanent works to be constructed.
Excavation should be carried out in such a way as to minimise unnecessary destruction or

disturbance of adjacent areas and reduce associated reinstatement works. It should be
assumed that reinstatement of all such areas will be carried out as part of the works to a
standard in keeping with the existing conditions.
The compressive strength of sub-formation is fundamental to the strength of any road

construction and the contractor will be expected to make an informed assessment of the
material in-situ or through laboratory tests to determine the strength of the material and the
extent of additional compaction or Foundation material that may be required.
Construction and renewal of asphalt surfaces
City streets are usually found to have flexible asphalt pavements, although rigid concrete
construction is not uncommon and such cases would require closer assessment in particular
with respect to skid resistance.
In general, the flexible asphalt material construction should be in accordance with local
highway specifications. It should be noted that construction traffic associated with the E-
Prix will include significant HGV traffic and plant.
Capping is required to improve and protect weak sub-grades (CBR less than 15%) by using
a relatively cheap material to increase the stiffness modulus and strength of the formation.
The sub-base may be omitted on hard rock sub-grades that are intact or, if granular would
have a laboratory CBR of at least 30%, and which do not have a high-water table. For a sub-
grade having a CBR greater than 15 %, the thickness of sub-base is 150 mm, this being
controlled by the minimum practicable thickness for spreading and compaction.
Typical asphalt layer thickness:
Resurfacing should not take place less than 60 days before an event.
Skid resistance
SRV values of 70+ are generally expected, however consistency of grip is equally important.
Preferably the surface should be the same the whole length of the track, but any changes in
Surface should be avoided at corners and areas of high acceleration or braking. Sections of
widening should be achieved with consistent surfacing across the full width of the road, if
necessary, involving the removal and resurfacing of existing surface course.
Surface texture
Closer consideration of macro and micro surface texture should be given to ensure skid
resistance is maintained to a reasonable level in wet conditions using aggregate with PSV
values of 68+.
High Friction Surfacing
The application of a resin or polymeric liquid binder and calcined bauxite aggregate over
existing surfaces is acceptable.
Lateral cross-fall
The ideal lateral cross-fall should be 1.5-3.0% and adverse inclines should be avoided where
possible. However, junction design layouts and surface water run-off may dictate special
allowance depending on track alignment and speed.
Surface tolerance
Surface course +/- 6 mm

- (Adjacent to channel) (+10mm / –0 mm)
Binder Course +/- 6 mm
Base Course +/- 15 mm
Sub-Base +10/-30 mm
The cumulative tolerance shall not reduce the thickness of the pavement (excluding sub-base)
by more than 15mm or the bituminous surface course by more than 5 mm. Where cold milling
of existing pavement is carried out for the purpose of widening this shall be to a level
tolerance of +/-6 mm.
Surface Regularity
No irregularity exceeding 10 mm measured by a rolling straight edge or 4m long straight will

be acceptable.
Maximum Frequency of irregularities:
Irregularity limit 4mm 7mm
Length of Road 300m 75m 300m 75m
Number 40 18 4 2
Resurfacing
The full depth of the surface course must be removed and replaced with fresh material laid in
accordance with tolerance. A minimum length of 15m should be completed in one operation.
Geotextile Separator
A Geotextile fabric separator should be placed above the subbase layer
Asphalt material
Asphalt material is to be spread and levelled by paving machine and compacted by 8T roller.
Hand laying should be avoided except in confined spaces and at the edges of gullies,
manholes and other ironwork.
Asphalt Reinforcement
An asphalt reinforcing synthetic grid should be used across all joints between new and
existing roads to reduce cracking. As a minimum this should be placed below the binder
course.
Lateral joints
All joints in flexible surface layers are to be offset min 300mm. In sub-base this should be at
least to the edge of clean material.
Bitumen emulsion
Bitumen emulsion (tack coat) is to be applied between layers and joints during construction.
Repair street works
A civil works contractor must be available on call during the construction phase as well as the
event itself to carry out temporary and short-notice asphalt repairs in compliance with FIA
regulations. If local repairs are necessary, particularly before or during an event, Appendix
Practical Guide to Motor Racing Circuit Surface Repair Techniques in the FIA sporting regulations, may
be referred to.
Levelling of manhole covers
All inspection chamber (man-hole) covers on the track surface (and run-off) will need to be
secured, either through the use of permanent mechanical fixings or temporary spot-welding
of covers. Large iron work may require a surface covering such as epoxy resin to increase
skid resistance.
Gullies
Surface water drainage gullies must be relocated to the edge of the new road channel in
locations of road widening.
Road markings removal
Existing road markings will generally be left intact with the exception of any significant areas
of thermoplastic markings (such as pedestrian crossings), where such markings may cause
unsafe loss of grip, depending on the track alignment and speed, or where the existing traffic
lines become a confusion for sporting regulations
Cable containment infrastructure

In order to avoid the installation of temporary gantries, a study of possible cable containment
ducts or trenches must be done.

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Appendix 1.2.

2 - Civil works, typical works

Dismantling and set up of existing traffic signs

Traffic islands, kerbs, sidewalks, street furniture

A basic classification of acceptable and unacceptable earthworks material is required in

Excavation should be carried out in such a way as to minimise unnecessary destruction or

The compressive strength of sub-formation is fundamental to the strength of any road

High Friction Surfacing

Surface course +/- 6 mm

No irregularity exceeding 10 mm measured by a rolling straight edge or 4m long straight will

A Geotextile fabric separator should be placed above the subbase layer

Repair street works

Levelling of manhole covers

Cable containment infrastructure

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