The track has been upgraded further since then, and a return is not out of the question. This circuit started life in as the Osterreichring, hosting the Austrian Grand Prix for the first time the following year. It was one of the most beautiful tracks F1 has ever seen, rising and falling though the Styrian mountains in Austria.
Sadly, it was sorely lacking in safety features. High-speed corners dominated, with little in the way of run-off or protection from the scenery. Somehow it survived in a form almost identical to the original layout until , when it hosted its last race.
A decade later, F1 cars returned to Austria and found a very different circuit waiting for them. Now called the A1-Ring, the new track was a shorter, slower, sterile version of the old beast that once occupied the same spot.
But somehow, the little seven-corner circuit worked. Enough of the old Osterreichring's beauty was retained and races tended to be better than average.
It instantly became a favourite of fans and drivers alike, and its usual place toward the end of the calendar has led to 13 world champions having been crowned here — some more controversially than others. Suzuka was famously the scene of two of the most unsavoury championship deciders in F1 history. Suzuka is a rare example of a circuit that has stood the test of time.
Even the trained eye struggles to spot the differences between the current layout and the one on which the first race was held. The Esses section is one of the finest sequences in the motoring world, and corners like Spoon and R stand out as highlights.
Built a stone's throw from the sea on the northern coast of the Netherlands, Zandvoort first hosted the Dutch Grand Prix in Like many circuits of the day, it was a fast, flowing layout with few safety features. In the early decades this was accepted, but in the drivers refused to race at Zandvoort, deeming it too dangerous. Improvements were quickly made and the circuit returned to the calendar the following year.
But despite the improvements, Zandvoort was always on borrowed time. Part of the track was sold, and a new layout now graces the sand dunes — but F1 is unlikely to return. Hockenheim was constructed in the s in the forests of Baden-Wurttemberg, and a cut-down version of the original layout first hosted a German Grand Prix in The circuit was simple but effective — most of the 6. A tight "stadium" section at the end of the lap added some variety. With a huge distance between one end of the circuit and the other, it was common for rain to be falling in some sections while others were bone dry.
Hockenheim survived in this form until the early s, but the F1 world was pushing for higher and higher safety standards, and eventually it had to be changed. A redesigned Hockenheim made its debut in The long, fast loop through the forest was put out to pasture and the overall length cut to 4.
The new layout isn't terrible, but it's not especially good either. Hockenheim no longer stands out as a special circuit — an unfortunate but necessary victim of modern F1. The Autodromo Jose Carlos Pace, more commonly known as Interlagos its original name, but one which it lost in , held the first ever Brazilian Grand Prix in The version used for that race was one of the most tightly packed circuits F1 has ever seen.
At a shade under eight kilometres in length, it was left behind by the more demanding safety standards of F1. In , the new cut-down version hosted its first race. It retained much of the old, undulating layout, including the uniquely kinked pit straight, and added what is now known as the Senna S. Interlagos is one of the F1's few remaining jewels. Hopefully it will remain on the calendar long into the future. Perched upon the man-made Ile Notre Dame in the St.
Since it was first used in , no other circuit has held a Canadian Grand Prix. Its beauty lies in its simplicity.
Though it once had a slightly more complex layout, the current track is essentially two hairpins connected by a few chicanes and some long straights. No circuit on the current calendar is as good at consistently producing great races.
Overtaking has always been possible though DRS has perhaps made it too easy in recent years , and close racing is almost guaranteed. Montreal is proof a circuit doesn't need a "perfect" mix of corner types and artificially crafted overtaking zones.
In the early days of F1, it wasn't uncommon for races to be run on public roads. Such circuits tended to be long, fast and dangerous — and the Granddaddy of the them all was the Nurburgring's Nordschleife northern loop. Over 22 kilometres 14 miles in length, the Nordschleife featured jumps, banking, blind crests and corners. F1 has never seen a greater test of man and machine, and it never again will.
But with the challenge and sheer size of the place also came danger. As the sport progressed into the s, the risk of racing here was deemed unacceptable. Changes were made to improve safety, but they weren't and could never have been enough. The German Grand Prix of — in which Niki Lauda was badly burned and almost lost his life — was the last F1 race held on the Nordschleife.
Tacked onto the southern edge of the Nordschleife, the new circuit was built to conform to modern safety standards. It was also a little bit sterile and bland. Changes have been made over the years in an attempt to improve the spectacle and it's better than it was, but the GP-Strecke will never match up to its big brother. Silverstone hosted the first-ever race of the world championship era, all the way back in May Since then it has held the British Grand Prix 47 times.
The land upon which the circuit lies started life as RAF Silverstone, a training base for British air crews flying the Wellington bomber. Opened in , it was used until the end of World War II. When hostilities ceased the aircraft departed and the airfield's perimeter road was put into service as a race track.
Silverstone's overall shape has changed little, but numerous corners and chicanes have been added and changed over the years, mostly in the name of safety. Fortunately, the character of the place has always been retained, and the Maggots-Becketts-Chapel complex stands out as one of the best quick corner sequences in the world.
The modern Spa-Francorchamps circuit bears only a passing resemblance to the fearsome old beast that once hosted grands prix. But unlike so many other cut-down modern tracks, Spa managed to retain its charm and majesty. An event everybody loves. Set-up strategy: You need confidence for high-speed changes in direction and a good front end because there are lots of corners where one leads into another.
Key corner for a quick lap: Tricky. There are lots of them! From Turns 3 to 9 are probably key. Most wins: Lewis Hamilton, 6 , , , , , Character: A tricky track because of the altitude.
The thin air means the drivers have much less downforce, and we get some incredible speeds down the straight with these turbo hybrid engines. Set-up strategy: Having a car that works well despite the relatively low level of downforce, in terms of generating heat in the tyres. Also a good front end for the slow-speed corners. Advertisement Back to top Best overtaking spot: Turn 1. Most wins: Jim Clark, 3 , , Character: A great track for racing. Changeable weather conditions adds another element of excitement.
Set-up strategy: A car that gives you braking and turning stability is important, but also can deal with cambers and undulations. A car that can cope with that is very useful. Key corner for a quick lap: The last real corner that leads you back up the hill, Juncao.
Most wins: Alain Prost, 6 , , , , , Best overtaking spot: Not easy here, but Turn 1 is the place if you get a good run out of the last corner. Possibly Turn 3 too. Advertisement Back to top Key corner for a quick lap: The last sector in qualifying, because the tyres are struggling by that stage.
The layout of this new street circuit was yet to be confirmed when Karun ran us through the season's tracks. At the time of writing, the FIA has confirmed the inaugural Saudi Arabian Grand Prix will be F1's fastest street circuit, with 27 corners the most of any event on the calendar and an average speed of mph according to race simulations. Character: Fantastic facilities, it looks great on TV, amazing spectacle, but not a great track for racing and overtaking.
Set-up strategy: You need good braking stability, good traction and anything you can do to keep the rear tyre temperatures under control for the final sector. Best overtaking spot: Very difficult. We see them done at Turns 8 and 9, and also at the chicane at Turns 11 and Character: Good for racing, lots of overtaking opportunities, big emphasis on braking stability and traction.
A track where engine power can be very helpful. Set-up strategy: You need something that gives you good confidence on the brakes and good traction, especially in the race when the tyre wear kicks in. The Talent Zone: Turn 10 is really important because you can lose a lot of time there.
Most wins: Sebastian Vettel, 4 , , , ; Lewis Hamilton, 4 , ,, Character: A great history, much narrower than the modern tracks. The undulations and blind corners make it a real challenge. Set-up strategy: Something that gives you a good change of direction on the front end is very helpful. The only one is into the first chicane — possibly…. Key corner for a quick lap: The two Rivazza left-handers at the end of the lap.
Character: Very undulating, lots of blind corners, lots of corners where you are braking and turning at the same time. So you need a car that allows you to carry good speed while you are heading for the apex. Set-up strategy: You need a car that will give you confidence for braking and turning. Also anything that can give you good compliance over the crests and bumps.
Best overtaking spot: Down into Turn 1, but you also have an opportunity at Turn 5. Advertisement Back to top Key corner for a quick lap: The fast left-hander in the second half of the lap followed by a long right that tightens — Turns 9, 10 and Most wins: Alain Prost, 3 , , ; Nigel Mansell, 3 , , All won at Estoril. Character: A circuit everyone knows too well! Best overtaking spot: It has to be Turn 1. There are not many places to pass here.
The Grade 1 license means that the track meets all the criteria to hold a race, but might not do so because of cost, scheduling difficulties, a lack of interest or any other reason. The disruption of also saw some circuits not renew their Grade 1 license following the cancellation of their races, with five circuits losing their license in There are no rules dictating what shape a track must be, but there are still a number of regulations that circuits must abide by.
The only exception is the Monaco Grand Prix, which falls just short at 3. Permanent tracks must be at least 12 metres wide at all points, although there are some ways around this for temporary tracks and those that host national competitions on a regular basis.
Meanwhile the starting grid has to be at least 15 metres wide, with the width of the track maintained through the first corner to minimise the risk of pile-ups on the opening lap.
The first corner must see a change of direction of at least 45 degrees, with a radius under metres. Grid spots must be spaced 6 metres apart, although for F1 this rises to 8 metres. The pitlane is subject to a minimum width too: it should be at least 12 metres wide and adjacent to the start-finish straight. The FIA also goes into detail on the gradient of circuits, which must be appropriate for the performance of the cars using the track.
Turns 3 and 14 of the refurbished track at Zandvoort are two such examples, with banking of 18 and 19 degrees respectively. Although no longer on the F1 calendar, the Grand Prix Circuit at the Indianapolis Motor Speedway features a nine degree corner and remains a Grade 1 listed venue.
The FIA says the track layout, topography, racing lines, speed and structures outside of the circuit should all be considered when deciding what type of barrier to use as the first line of protection. Either a barrier is needed to absorb the energy of a car travelling at speed, or a run-off area is required to give drivers space to regain control.
These can range from 30 to metres deep, depending on the cornering speeds anticipated at any given section of the track. Where the risk of a crash is deemed to be low, a vertical barrier such as metal guardrail is needed.
In the higher-risk zones - like at the end of a straight - more sophisticated, energy-dissipating barriers are required. One of the most common are Tecpro barriers, which are made from a combination of foam and steel and can be arranged like pieces in a jigsaw puzzle to fit any kind of track. One of the conditions of being given an FIA licence is that all track surfaces, guardrails, tyre barriers, fencing, kerbs, drains, service roads, gravel traps and barriers all have to be checked and maintained on a regular basis.
Adequate protection of spectator areas and grandstands also needs to be installed. Tracks are usually designed so that rainwater naturally drains away from the circuit, and on straights the FIA says these slopes should be between 0. In areas of a circuit where water is known to build up during heavy rain, organisers can cut grooves into the surface of the asphalt to direct water away from the track, provided that evidence of where surface water will flow is given to the FIA.
Given that drivers can be at serious risk of injury in the event of a high-speed crash, a permanent medical centre is mandatory for Grades , while Grades 5 and 6 only require a temporary facility.
For F1, WEC and WRC events, the medical centre must include at least two doctors proficient in resuscitation and at least two surgeons. One must be skilled at the initial treatment of burns and another must be able to manage spinal injuries and concussion. Multiple members of the medical team must speak English well, and all must be experienced dealing with trauma patients. Oxygen reserves, a spinal board, x-ray and ultrasound equipment are also listed. Meanwhile, the FIA provides a list of drugs that need to be stocked in the medical centre.
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