F1 TRACK DESIGN AND
SAFETY
Yogesh Kumar
(1RV15ME125)
Introduction
• Motor Racing is an infinite human endeavour. Drivers drive vehicles in races as fast as their
ability allows them. Engineers seek to construct vehicles that will go faster than others. A
driver seeks to win races. To do that they must drive their vehicle faster and faster
for longer, than the other drivers in the race.
• Inevitably, such actions lead to an increased risk environment and may result in
property damage and/or human injury.
• The FIA has developed bespoke software, the Circuit and Safety Analysis System (CSAS), to
predict problem areas on F1 circuits.
• Where and when cars leave circuits is due to the complex interaction between their design, the
driver’s reaction and the specific configuration of the track, and the CSAS allows the input of
many variables-lap speeds, engine power curves, car weight changes, aerodynamic
characteristics to predict how cars may leave the circuit at particular places. The variables are
complex. The impact point of a car continuing in a straight line at a corner is easy to predict,
but if the driver has any remaining control and alters the car’s trajectory, or if a mechanical
fault introduces fresh variables, its final destination is tricky to model.
• These tracks with their high tech safety barriers and other safety featureswhich go into the
making of the track like the use of CSAS( Circuit And Safety Analysis System) and barrier
crash test makes it so safe and thrilling to watch.
Track Design
• The tracks used in motor sport all are designed to meet certain standards and its
design and layout must be approved by the FIA, before any construction commences.
• All design criteria, for curves and straight sections, do not mean the actual track
itself, but the actual trajectory followed by the cars whilst racing.
Track Specification
• Straights - The maximum length permitted of any straight section of track is 2km.
• Length - Maximum being 7km and minimum being 3.5km .
• Race time – No longer than 2hr 45min
• Curves - a curve, or series of curves uninterrupted by a straight, taken at a speed in
excess of 125 km/h, should have an increasing, or at least a constant, radius.
• Width - The minimum width of any new race track will be 10m, however 12m is
preferable. When the track widens or narrows, the transition should be made as gradually
as possible, at a rate not sharper than 1 in 20.
• Elevation-As far as practicable, a driver’s vision of the track surface should be such that it
provides for the theoretical ability to stop before contacting any hazard which may
be seen on the approach (known as the “stopping sight distance”, made up of
driver reaction time plus braking distance).
• Crossfall (Transversal Inclination) - Along straights, the crossfall, for drainage
purposes, between the two edges of the track or between the centre-line and the edge,
should not exceed 3% (0.3 m fall per 10 m width), or be less than 1.5%.
• Track surface –
1. The surface should be exempt from any undulations so that a 4 m long straight-edge laid on the
finished surface shall uniformly contact it ;
2. A tolerance of 3 mm will be admitted only in a few points of the entire surface; at least
three checks should be made every 100 m of the track length.
• Track Edges - the track should be bordered along its entire length on both sides by
continuous white lines clearly marked in (preferably) anti-skid paint, 100 to 150mm wide.
Use of colours other than white require specific approval from CAMS.
• Verges - Unless otherwise indicated because of features such as pit exit and entry roads, the
track should be bordered along its entire length on both sides by continuous and
compacted verges, usually between 3m and 5m wide. All verges must present an even surface,
be free of loose stones, debris or any other obstacles (unless specifically approved otherwise),
and should where possible, be grass-covered.
• Kerbs - Kerbs should be installed flush with the track edge with appropriate, smooth,
transitional end pieces over a length of at least 2.5m for kerbs on the apex of a corner and 5m
for kerbs on the exit of a corner.
• Run off area - A run-off area is that section of ground between the verge and the first line of
protection , must have the same basic characteristics as the verge, although it may be less
stabilised.
Safety systems
• First line of protection – barriers are to be essentially rigid , immovable and non crushable
1. 3 row high guardrail
2. Concrete barriers
3. Earth backed tire barriers
4. Free standing tire buffers
5. Deceleration systems like gravel traps
• Second line of protection - In general, this will normally consist of reinforced wire fencing
1. Reinforced wire fencing - Where the fence is on the same level as, and no more than
1500mm behind, the first line of protection (1LoP, 1000mm high barrier), the wire netting
and cables may be omitted up to a maximum of 800mm above ground (to allow the passage
of marshals beneath), provided that this does not affect the integrity and resistance of the rest
of the fence.
• Third line of protection - All areas designated as being suitable for the public must be
separated from the rear of the 1LoP zone by at least a system of third line of protection
(3LoP). This must be a metallic fence or other equivalent structure at least 1200mm high .
Warning Flags
Indicates a hazard on A red flag means a
or near the track session has been
stopped.
Driver is disqualified
Indicates deterioration
(usually accompanied by
in adhesion such as oil
the driver's number).
or a pool of water
Normal racing conditions
Car is damaged and
apply. This is usually shown
must pit immediately.
following a yellow flag to
indicate that the hazard has
been passed
Warns a driver for
Indicates to a slower car unsportsmanlike behaviour. Ma
that they are about to be be followed by a black flag
lapped upon further infringement.
Accompanied by the driver's
number.
Circuit and Safety Analysis System(CSAS)
• Predicting the trajectory and velocity of a racing car when it is driven at the limit
within the confines of a racing track was manual work done by the engineers.
• But now this can now also be analyzed though in the same sort of detail, to assess the
safety features of the circuits on which it is raced.
• FIA had to start almost from scratch when it set out to develop software for its
Circuit and Safety Analysis System (CSAS).
• The pace of development has been set by the availability of powerful PC's and
suitably qualified graduates to carry out the work.
• Their task is to be able to model and predict the effects of every nuance of
aerodynamic, tire, engine, damper etc., characteristic on the speed of their car at
every point on a given circuit.
Conclusion
• It shows how the advanced technology of the world’s fastest and largest spectator-
sport can be used in the normal superhighways and expressways setting standards of
safety for the general public who drive on the highways. Use of barriers similar to
those used in formula one can reduce the amount of injury in case of accidents on
these highways. Even the use of CSAS (Circuit and Safety Analysis System) can be
used to build safer highways.
• As for F1 different circuits and different conditions present challenges for all
connected with the engineering side of F1 and it is those who predict and cope best
with these complications who eventually triumph.
References
• Track Operator’s safety guide ; Confederation of Australian Motorsport Ltd ; June
2012
• Formula one safety : A review ; Shubham R. Ugle, Shweta D. Kate, Dhananjay R.
Dolas ; B.E., Department of Mechanical Engineering, MGM’s JNEC Aurangabad
(M.S.), India ; Oct -2015.
• The Physiology and Pathology of Formula One Grand Prix Motor Racing ; Eric S.
Watkins, O.B.E., M.D., D.Sc., F.R.C.S.
• Apex cicuit design limited ; 2015
• FIM STANDARDS FOR TRACK RACING CIRCUITS (STRC) ; 2018
• International Journal of FIA ; 2015 issue #11
