Logistics Project Report On f1 (Formula 1)

Formula 1 Logistics
PROJECT REPORT ON
FORMULA 1 LOGISTICS
SUBMITTED BY
ASHISH L W EMANUEL
T.Y.B.M.S. SEMESTER V
ACADEMIC YEAR 2008-2009
PROJECT GUIDE
PROF. PRADEEP GUPTE
SUBMITTED TO
UNIVERSITY OF MUMBAI
ST. XAVIERS COLLEGE

5, MAHAPALIKA MARG,
MUMBAI 400001
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Formula 1 Logistics
Acknowledgement
When it came to deciding what project to do, the choice was very simple; I decided to
match my passion with the BMS course. Formula 1 has been my passion for over a
decade and when I realised that logistics would be a subject in our 5th semester, it just
made sense to put the two together and thus my topic became Formula 1 Logistics.
Working on this project has only been a pleasure as my interest levels couldnt have
been higher. Hence I have to thank the Mumbai University not only for giving me the
opportunity to do a project but also allowing me do a project on a subject that interests
me. I would also like to thank Prof. Pradeep Gupte for his continuous guidance and
support through the duration of this project.
Sincere thanks to Mr. Jude Absolom and Mr. John Haiedgen, 2 Formula 1 enthusiasts
that helped me draft this project, some of their ideas were priceless.
I have to thank many members of my family for introducing me to the sport of
Formula One some 10 years ago, this project should make all of them proud.
Last but not least, my parents who have always been there for me and allowed me to
be true to myself.
Formula 1 Logistics
Executive Summary
Formula One, the most expensive sport is also the second most popular with a
viewership of over 1 billion people. The main reason for this, is, as a sport, Formula
One travels the world.
Formula One Grand Prixs take place in over 17 countries across 5 continents. So a
Formula One team which has a crew of over 100 people and 40 tones of equipment
(ranging from cars to water bottles) has to be transported to different parts of the
world.
This project focuses on just that, Formula One Logistics. How teams travel all around
the world, be it by Road, Air or Sea. With the time constraints and quality levels, the
logistics and transportation become a tedious task and we will see in this project how
teams cope with it. This project is case study oriented where every aspect of the
logistics is followed up with a teams perspective. Due the complex nature, I have also
included several flow charts to help explain the different logistical features.
In formula 1, logistics ends up being that discipline which is carried out behind the
scenes, but after you finish reading this project, you will be convinced that logistics is
not only the back bone but also the defining factor between success and failure.
Formula 1 Logistics
INDEX
1. Introduction To Formula 1
- The Cars; The Teams; The Equipment; The Rules; Race Weekend;
2. Cost Of F1
- Team Budgets; Driver Salaries; R&D Costs; Manufacturing Costs;
3. Logistics
- Off Track Logistics; 2008 F1 Calendar; 3 Main Aspects;
4. Road Travel Logistics
- Flow Chart;
- Teams Perspective Williams F1 Racing Team & Toyota F1 Racing
Team;
- Day To Day Activities Of Midland F1 Racing Team;
5. Flyaway Logistics
- Flow Chart;
- Teams Perspective Williams F1 Racing Team;
6. Double Header Logistics
- Flow Chart;
- Teams Perspective BMW;
- Q&A with Super Aguris Team Manager - Mick Ainsley-Cowlishaw;
7. Logistics Behind An F1 Pit Stop
- Pit Stop Broken Down As Per Second;
- Regular Pit Stop; Flow Chart;
- Emergency Pit Stop; Flow Chart;
8. Case Study Inside Ferrari
- Other Aspects of F1 Logistics;
- Logistics Food; Ferrari Convoy; Truck Driver; Media Bus;
9. F1 in India
- F1 & Vijay Mallya;
- Can Delhi Host The Indian GP?;
- The Circuit;
10. Conclusion Value Addition
- Logistics Required For An Indian GP;
- Part Of A Flyaway Double Header
1. Introduction To Formula 1
Formula One is the top level of open-wheel motor racing in the world today - it is also
the one with the most history behind it. Its roots can be traced all the way back to the
first auto races held in the late 1800s and early 1900s. There was a World
Championship that was briefly held in the 1920s, though this is much different from
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Formula 1 Logistics
the World Championship of today; the 'modern' era is considered to have begun in
1950. Since then, the sport has been growing steadily, with prestigious manufacturers
like Ferrari, Lotus, Renault, Mercedes, McLaren and many others having made their
mark, along with drivers such as Fangio, Clark, Hill, Schumacher, Ascari, Hakkinen,
Prost, Senna and hundreds of others. Today, Formula One is considered by most to be
the peak of automotive technology and driving skills.
The Cars
A modern Formula One car is a single-seat, mid-engined machine with high amounts
of 'downforce' and electronic aids for the driver. However, this has not always been
the case: the modern car has evolved rapidly. In the 1950s, at the start of the modern
Formula One era, the cars were front-engined beasts with large, wooden steering
wheels made on low budgets with minimal testing and design improvement. The cars
then progressed to low-slung mid-engined cars in the early 1960s with wings and
other basic aerodynamic aids appearing at the end of that decade. Design then
progressed rapidly into the 'wing car' concept that used aerodynamic engineering
more and more efficiently to provide more grip on the track and higher speeds. From
the 1980s onwards, it has been a constant battle between the regulators and the teams
over the reduction of speeds through aerodynamic rules: the designers almost always
win in the end, resulting in even faster cars. The design of a modern racing car takes
hundreds of hours and the car is constantly upgraded and changed during the season
depending on results from races and or testing to get the best out of it. One small
change can make all the difference between winning and not even scoring one point.
A modern F1 car goes from 0 to 100 and back to 0 in 5 seconds. The car can reach
speeds of over 300 km/ph at circuits which provide long straights to do so. An F1
cars ground clearance is less than 2 inches so that literally means a driver is inches
off the track at over 300 km/ph. An F1 car is made up of over 10,000 pieces and a
team carries at least 3 spares for each piece. For every race weekend a team carries 3
cars and a spare chassis.
Formula 1 Logistics
The Drivers
It used to be, at the beginning of the modern era, that any wealthy man could purchase
a car and race it himself as a privateer - a mechanic could easily work his way up to
the driving seat. Nowadays, however, there are only a handful of drivers that race in
Formula One, all of whom are greatly experienced in some form of racing, which
leads Formula One to be considered 'the cream of the crop' in auto-racing talent.
Many drivers in the past treated Formula One almost as a hobby and were not always
in the best physical shape; they did little testing or setup work with the car and were
often twice as old as most drivers are now, with slower reflexes to match. Drivers
nowadays are picked from 'feeder series' such as Formula 3000 and such, and are very
well trained and keep in great shape. They work out, test constantly with the cars and
are media icons for their sponsors. F1 drivers earn over $ 25 Million a year. The
Highest contract ever signed was with Michael Schumacher and Ferrari for a sum of
$87 Million for the year 2005. Some of the legends in the recent past are Allen Prost,
Aryton Sena, Mika Hakinnen and of course Michael Schumacher who dominated the
sport for over 10 years and is worth more than $ 1 Billion.
The Teams
Formula One is by no means an individual sport. There have been people who have
done more than one task, such as owned the team they drove for, worked as
mechanics on their own cars and such, but there are always many people behind every
driver. There is only one team that has been around for the complete modern era and
that is Ferrari, although many teams have nearly as great a history. There are the likes
of McLaren, founded by a New Zealand driver and winner named Bruce McLaren;
Williams, which worked its way up from a small private team to a powerhouse; and
Lotus, who (though it no longer races) set many a standard in the racing world. Some
team engineers are more famous than their drivers, such as Flavio Briatore who has
managed the Benetton/Renault team; Colin Chapman, the founder and designer of
Lotus who was known for his amazing aerodynamic advancements; and Jean Todt, the
man behind the resurgence of Ferrari in the late 1990s and 2000s.
Formula 1 Logistics
The essence of an F1 team remains with the Drivers. Each team has 2 main drivers
and 1 or 2 test drivers but there are many, many individuals who work even further
behind the scenes. Some of the more modern teams employ upwards of 200 people in
building the car, sponsor relations, pit crews, driver care, logistics, kitchen and
catering and many other things. Formula One, though it centres around a small field
of drivers, is really a team-based sport depending on entire organisations and not just
the man in the car.
The Engines
Engine technology has always been a scene of constant development, but it is
showcased nowhere better than Formula One. Modern Formula One engines are so
well made that they do not use gaskets - it is said that if you pulled off the cylinder
head and disconnected the crankshaft on the upward swing of a piston, the force it
nowadays wields would shoot it over 500 feet up into the air. This translates to about
850 horsepower at almost 19,000 revolutions per minute1. The engines are truly an
engineering marvel and a long way from what now appear to be the rather
cumbersome old V8s of the 1960s and the turbo engines in the 1980s that were
developing a reported 1400 horsepower.
The Rules
The Fdration Internationale de l'Automobile (FIA) are the rule-makers of Formula
One. This organisation determines the technical specifications, driver licensing, the
schedule and everything else one can imagine. The FIA has organised races since
around 1904 and handles not only Formula One but also rallies, motorcycle and other
types of racing. Each year, the FIA changes the rules slightly in an attempt to make
the cars safer and in recent times also to slow Formula One cars down. They try and
change the rules in such a way as to make the field somewhat even, so that
competition is not restricted solely to the teams with the biggest budgets. They also
try to encourage technical development, although one must remember that the FIA is,
Formula 1 Logistics
like any other organisation, profit-based and they make more profit by putting on the
best show.
Equipment
Formula One is also known for the hi-tech equipment used not just in the cars.
Computer modelling and control systems have been around for years now, improving
in every season as electronics are made smaller and more versatile. High-precision
machining tools are used in fabrication of the cars and high quality hand tools are
specially built to maintain the finished cars. Wind tunnels, computers, jacks,
wrenches, and even screwdrivers can make the difference in a winning team. In such a
competitive sport, one must have the best equipment to be the best.
An f1 team has over 40 tonnes of equipment. 40 computers, 100 radio sets, 3 f1 cars,
1 spare chassis, 5 engines consisting of 5000 individual parts, 160 rims, 3000 bottles
of mineral water and so on.
Race Weekend
An F1 weekend starts on a Friday and ends on a Sunday.
At each Grand Prix meeting all race drivers may participate in two one and a halfhour practice sessions on Friday (Thursday at Monaco), a one-hour session on
Saturday morning and a qualifying session on Saturday afternoon. While individual
practice sessions are not compulsory, a driver must take part in at least one Saturday
session to be eligible for the race.
Saturdays one-hour qualifying session is split into three distinct parts, each with
multiple drivers on track simultaneously, and each with the drivers running as many
laps as they want:
Q1: All 22 cars may run laps at any time during the first 20 minutes of the hour. At
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Formula 1 Logistics
the end of the first 20 minutes, the six slowest cars drop out and fill the final six grid
places.
Q2: After a seven-minute break, the times will be reset and the 16 remaining cars then
will then run in a 15-minute session - again they may complete as many laps as they
want at any time during that period. At the end of the 15 minutes, the six slowest cars
drop out and fill places 11 to 16 on the grid.
Q3: After a further eight-minute break, the times are reset and a final 10-minute
session will feature a shootout between the remaining 10 cars to decide pole position
and the starting order for the top 10 grid places. Again, these cars may run as many
laps as they wish.
Sunday is Race Day. Every track has a different number of laps depending on the
track size. No race can last longer than 2 hrs. The driver that finishes the race 1st
obviously wins. Only the top 8 drivers get championship points. (in the form of
10,8,6,5,4,3,2,1) and the combined points of the 2 team drivers make up the
constructors/teams points.
The Tracks
Formula One has progressed over the years from being held on true road circuits such
as Spa-Franchorchamps and Rheims which were on public roads between villages, to
custom-built race tracks such as the one in Sepang, Malaysia, that was designed
purposely for Formula One. With safety becoming a bigger concern each and every
year, the classic tracks have all but disappeared - replaced by safer, shorter tracks that
are considered, compared to the tracks of yesteryear, more boring. Some older venues
are still in use today, albeit in modified form. The Nurburgring is no longer 14 miles,
but is a shorter and safer course, the old one having claimed the lives of five drivers.
The only course still used today in almost its original configuration is the street circuit
in Monte Carlo, Monaco, which has had only a few minor changes due to
development of the principality. There is no one track in Formula One that is
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Formula 1 Logistics
considered 'better' than others; all have unique layouts and characteristics that make
them so exciting.
An f1 race is scheduled on a Sunday. Races normally occur every fortnight; this gives
the teams to carry out tests and development between Grand Prixs. Tests are normally
carried out at circuits approved by the FIA such as Catalunya (Spain), Silverstone
(England), Jerez (Spain) etc.
There are times when f1 races occur on 2 consecutive Sundays this is known as a
Double Header. This is done in order to reduce travelling costs; Ex China and Japan.
This Double Header means that teams would have to travel to Asia only once instead
of twice.
F1 tracks are located in 6 continents so the sport travels the world. Teams therefore
have to transport all their equipment (ie 40 tonnes) from their Head Quarters to the
race track which is in a different continent. This proves to be a challenging task as
time is very crucial in f1 and every second count so logistics task is unimaginable but
so crucial. Every item has to be in the same place as it would be in a circuit in a
different continent. Each item has to be accounted for and teams normally have 80
pages for such accounts. The logistics department is the backbone for every f1 team
and the role it plays cannot be replaced. With that in mind this project focuses on the
logistics in formula 1.
2. The Price of Formula 1.
F1 is the most expensive sport, with that in mind it will be interesting to see where
and what f1 teams spend their money.
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Formula 1 Logistics
The following are the budgets of the present F1 teams.
Total $2,569,320,000
Engine budgets $1,117,200,000
$532,560,000 Ferrari
$222,000,000 BMW
$423,960,000 BMW
$210,000,000 Ferrari
$365,520,000 McLaren
$180,000,000 Toyota
$348,480,000 Toyota
$168,000,000 McLaren
$270,120,000 Honda
$132,000,000 Renault
$248,160,000 Renault
$126,000,000 Honda
$143,400,000 Williams
$ 28,800,000 Williams
$ 95,040,000 Red Bull
$ 21,600,000 Red Bull
$ 94,560,000 Torro Rosso
$ 18,000,000 Force India

$36,360,000 BMW
Operating the cars at tests
$19,800,000 Renault
$312,960,000
$15,360,000 Honda
$105,000,000 Ferrari
$15,240,000 Williams
$57,600,000 BMW
$12,720,000 Torro Rosso
$34,920,000 McLaren
$ 10,560,000 Red Bull
$29,640,000 Toyota
$26,400,000 Honda
$17,520,000 Renault
Operating the cars at races
$ 4,440,000 Red Bull
$224,760,000
$34,200,000 Ferrari
$27,000,000 Toyota
$24,960,000 BMW
Team salaries $279,360,000
$23,040,000 McLaren
$49,680,000 Ferrari
$22,800,000 Renault
$38,760,000 Toyota
$30,300,000 McLaren
$21,120,000 Honda
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Formula 1 Logistics
$ 9,600,000 Red Bull
$19,200,000 Red Bull
$ 9,000,000 Toyota
$10,200,000 Force India
$ 8,160,000 Williams
$ 7,440,000 Renault
$ 600,000 Force India
Research and development

$207,600,000
$42,000,000 McLaren
$25,800,000 Toyota
$24,360,000 BMW
Wind tunnel operating costs
$24,000,000 Ferrari
$112,320,000
$20,280,000 Renault
$18,120,000 Ferrari
$19,800,000 Honda
$15,480,000 McLaren
$14,640,000 BMW
$13,920,000 Toyota
$15,120,000 Red Bull
$12,120,000 Honda
$ 9,600,000 Renault
$ 5,400,000 Red Bull
Driver salaries $158,400,000

$52,800,000 Ferrari
$28,800,000 Honda
$24,000,000 BMW
$16,200,000 McLaren
Corporate entertaining and catering
$11,640,000 Ferrari
$75,420,000
$10,680,000 McLaren
$14,640,000 BMW
$ 8,640,000 Honda
$ 8,040,000 Renault
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Formula 1 Logistics
$ 7,560,000 Toyota
$15,600,000 McLaren
$14,400,000 Toyota
$11,160,000 BMW
$ 1,920,000 Red Bull
$ 9,480,000 Honda
$ 9,000,000 Renault
Travel and accommodation
$ 5,400,000 Red Bull
$103,920,000
$21,600,000 Ferrari
Car manufacturing costs $23,100,000

$4,920,000 Ferrari
$3,240,000 McLaren
$2,400,000 Toyota
$2,400,000 Honda
$2,280,000 Williams
$1,800,000 Red Bull
$1,800,000 BMW
$1,680,000 Renault
3. Logistics
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Formula 1 Logistics
For Formula One racing teams one of the biggest battles of a race weekend or testing
session will be over before a car even turns a wheel: the vast logistical effort required
to get all of the team's equipment to the circuit.
Indeed each team competing in the FIA Formula One World Championship now
travels something like 160,000 kilometres (100,000 miles) a year between races and
test sessions - with some of the larger constructors (running one or more test teams)
doing considerably more than that. Some squads travel even further if they decide to
test at non-European circuits during the off-season. Going as far west as Brazil, and as
far east as Australia in the course of the year. They take with them around 32 tonnes
of equipment, around 80 personnel, have to accommodate and ground-transport these
people, build and dismantle their corporate hospitality facilities and motor homes, set
up secure data links to their factories and arguably most importantly, water and feed
their staff. The teams take around 3,000 bottles of mineral water with them. Now
multiply all that by ten, for the ten teams currently competing in Formula One. I think
youll agree that for a sport, were now looking at some serious numbers.
Off Track Logistics
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Formula 1 Logistics
Off track logistics covers the logistics involved in getting an entire f1 team from its
headquarters to a racing circuit that is in a different country and sometimes in a
different continent.
An F1 team has to transport everything from bulbs for its office lighting to the spares
of an f1 car to the circuit. So how does it do this?
The teams travel 160,000km a year. The logistics are like a military operation.
It's a tried and tested formula that can't afford to fail. Each team that competes in the
FIA Formula One World Championship does this 17 times a year in preparation for
race weekends, and that's not counting the test sessions, where they put the car
through its paces on circuits that closest resemble the particular GP they're preparing
for.
For the teams logistics department, there is a constant race against time to get the
cars, and hundreds of spare parts and pieces of equipment, to the track on time. And
the challenge does not stop there once on location, around 90 team members need
food, transport, hotels and suitable working conditions.
For millions of television viewers around the world, a Grand Prix begins when the red
lights go out on a Sunday afternoon, but for the logistics department, each race starts a
long time earlier before the season has started to be precise.
As soon as the next seasons Formula 1 calendar is confirmed, An F1 team gets to

work on booking flights, hotels and, crucially, on planning how the cars will make
their way to race tracks on five continents with barely any time to catch breath in
between races.
F1 Calendar for the 2008 Season

01 2008 FORMULA 1 ING AUSTRALIAN GRAND PRIX (Melbourne)
15
14 - 16 Mar
Formula 1 Logistics
02 2008 FORMULA 1 PETRONAS MALAYSIAN GRAND PRIX (Kuala Lumpur)
21 - 23 Mar
03 2008 FORMULA 1 GULF AIR BAHRAIN GRAND PRIX (Bahrain)
04 - 06 Apr
04 FORMULA 1 GRAN PREMIO DE ESPANA TELEFONICA 2008 (Catalunya)
25 - 27 Apr
05
06
07
08
09
2008 FORMULA 1 PETROL OFISI TURKISH GRAND PRIX (Istanbul)

FORMULA 1 GRAND PRIX DE MONACO 2008 (Monte Carlo)
FORMULA 1 GRAND PRIX DU CANADA 2008 (Montreal)
FORMULA 1 GRAND PRIX DE FRANCE 2008 (Magny-Cours)
2008 FORMULA 1 SANTANDER BRITISH GRAND PRIX (Silverstone)
FORMULA 1 GROSSER PREIS SANTANDER VON DEUTSCHLAND 2008
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(Hockenheim)
11 FORMULA 1 ING MAGYAR NAGYDIJ 2008 (Budapest)
09 - 11 May
22 - 25 May
06 - 08 Jun
20 - 22 Jun
04 - 06 Jul
12 2008 FORMULA 1 TELEFONICA GRAND PRIX OF EUROPE (Valencia)
22 - 24 Aug
13 2008 FORMULA 1 ING BELGIAN GRAND PRIX (Spa-Francorchamps)

14 FORMULA 1 GRAN PREMIO SANTANDER D'ITALIA 2008 (Monza)
15 2008 FORMULA 1 SINGTEL SINGAPORE GRAND PRIX (Singapore)
2008 FORMULA 1 FUJI TELEVISION JAPANESE GRAND PRIX (Fuji
16
Speedway)
17 2008 FORMULA 1 SINOPEC CHINESE GRAND PRIX (Shanghai)
05 - 07 Sep
12 - 14 Sep
26 - 28 Sep
18 FORMULA 1 GRANDE PREMIO DO BRASIL 2008 (Sao Paulo)
31 Oct - 02 Nov
You have to set very clear targets for yourselves. We have our plans for the year
because we make plans at the start of every season. Once the calendar is finalised
from the FIA we sit down with the different departments, look at the dates of the
trucks leaving, when we want the equipment there and basically we go away and
arrange that.
- Richard Cregan (Team Manager Toyota Racing Team)
16
18 - 20 Jul
01 - 03 Aug
10 - 12 Oct
17 - 19 Oct
Formula 1 Logistics
There are 3 aspects of the Off Track logistics that have to be looked into.
1. Road Travel
2. Flyaways
3. Double Headers
As mentioned earlier, F1 circuits are located all over the world. Considering that all
F1 teams have their headquarters in Europe the means to getting their equipment to
different countries vary. Thus the 3 different aspects.
When a Grand Prix happens in Europe, Teams resort to Road travel for their logistical
needs.
Flyaways are when Grands Prix are in countries outside Europe. For Eg Brazil,
China etc. Where teams would have to fly all their equipment abroad.
Double Headers This is when a Grand Prix takes place on 2 consecutive weekends.
That is on 2 consecutive Sundays. Eg China and Japan.
Anyone who wants to celebrate victories in Formula 1 first needs to ensure, they get
off to a winning start. Being in the right place at the right time with 32 tonnes of
material and always knowing which box contains which of about 10,000 individual
parts is just the start.
4. Road Travel
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Formula 1 Logistics
All the F1 teams are based in Europe. Ferraris Headquarters is in Marenello, Mclaren
Silverstone, Toyota Cologne and so on. So the teams use Road Travel to
transport their equipment when theres a Grand Prix happening anywhere in Europe.
The European Grand Prixs are as follows
Spanish Gp (Catalunya)
Turkish Gp (Istanbul)
Monaco Gp (Monte Carlo)
British Gp (Silverstone)
German Gp (Hockenheim)
Hungarian Gp (Budapest)
European Gp (Spain Valencia)
Belgian Gp (Spa-Francorchamps)
Italian Gp (Monza)
Normally a Grand Prix happens every fortnight and between Grand Prixs teams test at
different circuits in different countries. So the logistics doesnt end at the end of a race
if anything it only begins.
Lets look at what F1 team Ferrari would go through between races.
Lets take the Spanish Gp as Race 1 and the Monaco Gp as Race 2.
Ferrari is based in Marenello, Italy so before the Spanish GP, all the equipment would
have to be transported from Italy to Spain. That would mean more than 4 trucks
carrying over 35 tonnes of equipment is transported from Italy to Spain. After the GP,
the same is transported back. If theres a test session happening in Germany (for
example) then the same 4 trucks would be driven down there and back. And then
theres Race 2 in Monaco where the same is followed. So thats Just 1 teams activities
over 14 days in an F1 season.
Now think of 10 teams and their activities over 9 months.
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Before we get into the details lets look at the following Flow Chart to get an understanding on Road Travel Logistics
A Teams Perspective
Williams F1 Racing Team:
ANT&T Williams Team Chief Operating Officer Alex Burns discussed the logistics of
all this travel from his office overlooking the shop-floor mayhem.
"Formula One is unique - the World Cup and the Olympics are every four years. F1
has a frenzied local and a fanatical global audience 17 times a year. It's phenomenal,"
he told us.
As COO Alex is responsible for all the facilities at AT&T Williams. That includes the
wind tunnel facility, which as for any F1 team is the key test area, plus all the
production facilities - a lot of the component part production is done in-house because
it's the quickest way to get the parts to the car - as well as the usual HR, IT and
procurement responsibilities of any COO.
"I'm responsible for taking the designs that Technical Director Sam Michael's group
produces and getting those to the point where they can leave this facility. Then the
separate logistic activities for the race and test teams kick in, and all the packaging up
and transporting that this involves."
The team takes four trucks to European Grands prix - you've no doubt seen them on
race-day TV coverage in the paddocks, wearing the team livery and sponsor logos laden with about 25 tonnes of cars and garage equipment. It's a similar set-up for test
sessions, but slightly smaller - three trucks will go to a two-car test session. Most of
the testing is done in Spain.
"We take three cars to each race. Sometimes we'll take a spare chassis too, that could
be built up into a car if needs be - Monaco would be a circuit where we'd do this
because it's very tight and it's easy for a driver to hit the barriers in practice - and then
you need to have your spare car ready for Sunday." - Alex Burns - ANT&T Williams
Team Chief Operating Officer
Toyota F1 Racing Team

For Richard Cregan (Toyota Racing Team), the challenge of Formula 1 logistics is
not in making the car itself perform to its best, but ensuring the Panasonic Toyota
Racing team behind the car are given everything they need to work to the maximum
of their ability.
For European GPs everything is taken by truck from Cologne across the continent.
Seven truckies are dedicated to filling the four trucks with everything the team can
possibly need at the track, with the emphasis being on making sure nothing from
light bulbs to spare engine parts is forgotten.
Two days are spent ensuring everything is in working order and loaded on to the
trucks. All packed and ready to go, the truckies drive their cargo across whole
countries, covering 30,000 kilometres in a race season.
We take about 38-39 tonnes of equipment to each Grand Prix, even a bit more for
European races because then of course you have all the equipment loaded in the
trucks themselves, like work benches and all sorts of extras for offices that are
completely kitted out. Markus Brger - Toyota team leader in charge of pit
equipment and trucks.
Detailed Road Travel logistics of Midland F1 Racing Team When the Grand Prix circus re-convenes in Monza on Thursday, everything in the
paddock will look perfectly normal which is to say, absolutely perfect. As per
Formula 1 protocol, the trucks of all 11 teams will be neatly lined up with military
precision outside the garage entrances, and behind them, the motorhome / hospitality
centres will be strategically arrayed and ready for business.
What most people dont realise is just how much planning and work is involved in
getting all this equipment in the right place at the right time, and Monza the last
European race and therefore, the last to involve the trucks is especially complicated.
Thats because Midland F1 Racings five transporters (the three main pump-up units
that double as offices once their upper levels are raised stay inside the paddock, plus
the two smaller tractor trailers, parked off-site, that carry the actual cars and other
equipment) have come via Turkey.
The man in charge of coordinating this effort is Chief Truckie Franco Massaro, who is
joined by six other race team truckies plus two from the test team. They are backed up
by relief drivers hired from an outside agency who are brought in to do specific
journeys, mainly because of EU regulations limiting the lengths of drivers shifts.
To give you a sense of what is involved in moving an F1 team from country to
country, we enlisted Francos to help us map out the schedule that led the trucks from
the Hungaroring to Monza.
Sunday: August 6: The trucks left Budapest following the Hungarian GP.
Tuesday August 8: The trucks arrive back at MF1 Racings base at Silverstone. We
got back from Hungary, had a day off, and then got back in and got everything ready
to go to Turkey. By Friday night (the 11th), they were ready, confirms Franco. They
were then left parked at Silverstone for a few days as the race team took its annual
break.
Wednesday August 16: Because that was our break, all of the race team truckies were
on holiday. So we had two test team truckies take the transporters to Italy, along with
some relief drivers two per truck, so 10 guys in total. They drove to Trieste, which
takes two days. Its not a bad run, and they got there on the Thursday night/Friday
morning to load the truck onto the boat, which normally takes half a day or so.
Friday August 18: Once the trucks were safely on the boat in Trieste, all 10 drivers
flew back to the UK. Last year, some teams sent a man to accompany their trucks and
keep an eye on things, but Turkish freighters are not geared up for comfortably
accommodating passengers, and almost everyone who made the journey hated every
minute. They gave us the option of sending a driver along, but we didnt take them
up on it. Theres no need to. And since I didnt see any drivers disembark (in
Istanbul), its probably safe to assume that everyone learned from last year
Sunday August 20: The boat carrying the trucks arrived in Istanbul. Meanwhile,
Franco and four other drivers had already flown in to Turkey to receive their precious
cargo. We meet them at the other end by the time the boat gets there. So we flew out
on Sunday afternoon, and then Monday morning we were at the port.
Monday August 21: The trucks sailed through customs with a minimum of delay
much to everyones relief, as Turkeys non-EU status can sometimes makes simple
matters suddenly very complicated.
Team Manager Andy Stevenson takes up the story: We get used to the luxury of
travelling around Europe and not having to worry about border crossings and customs
and VAT and everything. Life is made very easy for us. So when we go to Turkey,
every single piece of equipment has to be listed on a carnet, which probably takes us
four to five weeks to generate. For the six flyaways, we have standard stuff, which is
all made very easy. We just renew it every year and update it. But Turkey is
completely different, because we take the trucks.
Its a lot of work, even using DHL as our agents. You cant raise the carnets yourself;
it has to be done through an official importer. And we transport all of Toyotas
(engine) stuff as well, so we then have to raise the carnets for the Germans, who are
twice as efficient as we are, and have serial numbers seven times as long for
everything!
Fortunately, everything was in order, and Franco and his crew were soon on their way
to the circuit. In fact, it took barely 30 minutes from the port to Istanbul Park.
Upon arrival, they fastidiously went about setting the trucks up in the paddock, gave
them a thorough washing and waxing, then awaited the arrival of the race team.
During race weekends, six of the truckies double up as race team members: three look
after the tyre situation while three others handle fuel. Franco himself keeps on top of
the transporter situation, helping out the race team when required.
Sunday August 27: Completely independent of the Turkey operation, the two test team
trucks leisurely wound their way down to Monza, piloted by only one driver apiece.
Meanwhile, after the race, there was a rush to get the five race trucks packed and
down the port for a quick departure for Trieste. Adding to the complication was that
some equipment and personnel couldnt make the journey by boat. They had to be
at Monza by Tuesday morning for the start of the test.
You cant risk sending stuff from Turkey directly to the test, explains Andy. There
is so much work involved, and its never 100% certain that customs are going to clear
it overnight. I believe that last year, Renault had a box of spares that was supposed to
go to Monza, but it took about five days! So it can be tricky. The race trucks couldnt
leave Turkey and get to Monza before Wednesday lunchtime. So we had to take
certain equipment that we needed at the Monza test by hand baggage.
To do that and to do it efficiently you need to do separate carnets, which doubles

the workload. Last year, we even had to take engines that way. This year, we took a
gearbox home with us. It went back to the UK with us, and then from the UK to
Monza, because its quicker doing it that way than it is to put them on the trucks.
Some of the engineers and mechanics had to fly home on Sunday night. They got to
the factory at about 1:00am, then left to go to Monza at 3:30am. Its a tough one, to be
sure, and it was all down to the fact that Monza couldnt hold tests on a Friday. Last
year, it started on Wednesday, and this year, it had to start Tuesday.
Tuesday August 29: After a day at home in the UK following the Turkish GP, Franco,
two colleagues and two relief drivers flew out to Trieste.
Wednesday August 30: Franco and his men arrived in Trieste to find the boat safely
docked. After recovering the transporters, the crew made the five-hour journey to
Monza. The two test team trucks were already on site and action was underway on the
track, so they just parked and cleaned the trucks before leaving them in a corner of the
paddock and heading back to England.
Sunday September 3: Franco and four other drivers flew back out to Milan and
headed to Monza to move the trucks into the main paddock, and begin readying the
garages for the race team.
Tuesday September 5: The bulk of the team has arrived in Monza, two days earlier
than for a normal European race because theres work to be done on the cars. The
mechanics actually fly on Tuesday morning, because its counted as a double header,
so they need to turn the cars around, says Andy. They didnt touch the cars in
Turkey (after the race), so theyll get in on Tuesday afternoon and strip them all
down.
By Sunday night, the frenzy of activity will begin anew as the trucks are packed and
sent on their journey back to Silverstone. If that sounds like a hectic schedule,
consider that it could have been even more complicated.
Its busy, but at least Spa was cancelled, says Franco. So after Monza, weve got a
few days to take it easy.
5. Flyaway
For the non-European 'flyaway' races the logistical effort is considerably more
complicated (all Formula One teams being resident in Europe at the moment) as
equipment has to be flown out on transport planes. Rather than use conventional
aircraft containers, teams have created their own specially designed cargo crates,
designed to fill all available space in the planes' holds. At present most of the teams
use cargo planes chartered by Formula One Management (FOM) which fly from
London and Munich to wherever the race is being held. In the case of successive
flyaway races (such as with the Chinese and Japanese Grands Prix in 2006) there is
insufficient time between them to allow the teams' equipment to be brought 'home',
meaning direct transit between the two races. This means that considerably more
components have to be packed.
A lot of time planes are used to transport the equipment around. The teams each own a
fleet of large trucks in which the cars are carefully stowed, tightly packed in on top of
each other and nestled in between rows and rows of drawers containing just about
every spare part you could imagine, and the necessary tools needed to fit them. Upon
arrival at the airport, the FIA chartered 747s are loaded up, the equipment being
housed in specially designed containers, enabling the safety of the cars and parts as
well as minimising wasted space.
For the flyaway races, a lot of the equipment is also sent over on ships, together with
the trucks and a small crew of staff. For the European races, often the trucks will
transport most of the goods over ground. The larger transportation methods tend to be
very expensive, even with the FIAs help. Most British teams actually make a point of
purchasing left-hand drive trucks simply because most of their mileage is accrued on
continental Europe. The only real journeys made in the UK are from the teams base
to down to Dover in the South East.
You might think that with such a large operation involving so many parts, things
probably go missing all the time, or get temporarily mislaid at minimum. But
according to Paul Singlehurst, Williamss logistics officer, every single part has its
place.
Every part has a fixed position. At the track, we dont have time for any major
searches. Paul Singlehurst.
Singlehurst has, like all his counterparts up and down the pitlane, an 80+ page
document detailing every item that has be accounted for, from engines to bolts,
umbrellas to awnings. Other items on the checklist include ~50 computers, ~100
radios, ~500 metres of data cables, ~300 metres of power cables, the list is almost
unimaginable.
Paul's team was working towards getting everything on a Boeing 747 cargo plane due
to leave London Stansted for Brazil in less than 24 hours time. The pressure was on,
but
Paul was at ease - it was something he'd done again and again.
Some of the essential equipment is sent by sea freight too. Items that are bulky or
heavy are cheaper and easier to send by sea freight than by air. These items then join
up with the airfreight at the circuit.
"We send about five and a half tonnes by sea and we send this three months in
advance of each race. It's mainly heavy electrical cables, gear that's cheap to buy but
heavy and expensive to transport. It costs around $9000 to send it by sea - that's a
fraction of the airfreight cost. We've made some huge savings just by doing this over
the last three years."
Eight truckies carry out the majority of the packing and loading, with the help of the
mechanics when they've finished working on the cars and carrying out their last
minute checks. Rather than use conventional aircraft containers, teams create their
own specially designed cargo crates, designed to fill all available space in the planes'
holds, "Everyone knows where everything goes, everyone has a set job," explained
Paul. His team also sends all communications equipment too - the secure data links
that connect the team to its base, enabling telemetry and other data to be sent directly
back, which in turn allows engineers to study any potential problems, even during the
race.
What's Paul's worst fear? "We only need a plane to go technical! Because they're so
heavy they can only fly about eight hours, then need to sit down somewhere and
refuel. That's when problems can arise. Ultimately if we lose time then, we have to
work around the clock to make up for it at the circuit."
Surprisingly though, very few slip ups occur and the process in very methodical and
just as well rehearsed as the pit stops. By the time the cars have finished the race, the
structures are already in the throes of being dismantled, ready for the next leg of their
journey
Lets look at the Flyway Flow Chart for a better understanding.
A Teams Perspective - Williams F1 Racing Team.

This is the challenge facing the logistics experts of the teams. They hit top form when
they travel to an overseas race like the Canadian Grand Prix.
with the Gilles Villeneuve Circuit as an example
The grand prix circus travels with a lot of luggage. Roughly 120 crates and containers
are dispatched from the WilliamsF1 Team headquarters in Grove, England on the
journey across the Atlantic. During the packing, Paul Singlehurst, who is responsible
for the logistics, is always extremely careful to take as little as possible but also as
much as necessary: a difficult balancing act. To make sure nothing is forgotten, he
meticulously produces a list of more than 80 pages showing everything that needs to
be put in the crates from the race cars and spare engines to the paper serviettes for
the hospitality service.
While the WilliamsF1 Team is packing everything together after the British Grand
Prix, 50 crates with a total weight of about six tonnes are already on their way by sea
to Montral. Because it is cheaper by sea than by air, they were sent on their way
immediately after the previous race in Imola. The WilliamsF1 Team trucks drive from
Silverstone back to Grove, where the race cars are dismantled down to their individual
parts on the Monday morning. At the same time, the HGVs are unloaded and
everything that is not urgently needed for assembling the cars is gradually packed into
crates and containers. Every part has a fixed position, says Singlehurst. At the
track, we dont have time for any major searches.
On the Friday after Silverstone, the Boeing 747 lifts off from Stansted Airport, to the
north-east of London, in the direction of Montral with its valuable Formula 1 freight.
A vanguard of the team led by Singlehurst, plus about 35 WilliamsF1 Team
employees, the chief mechanics and the pit crew arrive at the Circuit Gilles Villeneuve
on the Monday morning before the race and begin to set up the pits. That includes
sweeping the floor, hanging up the numerous monitors and installing the computer
network with the help of 500 metres of data cable and 300 metres of power cable. The
full team at the races consists of about 80 people.
While the WilliamsF1Team can concentrate on three race cars and the necessary
accessories, the automotive industry, with its huge production volumes, has to master
amazing logistical performances every day. "The many components and modules for
every single model have to arrive on the belt from more than 100 supplier operations
at the right time and in the right sequence - and that's only if you count the most
important suppliers in car manufacturing," says Dr. Christoph Lauterwasser from the
Allianz Centre for Technology. That means the suppliers have to be integrated to an
increasing extent in the production process.
The true extent of the material complexity in Formula 1 will become clear in
Montral when the large trucks gradually start to arrive from the airport and the
port. The WilliamsF1 Team takes three race cars to every grand prix, mounted on
pallets for the overseas races so they fit on top of each other in the hold of the
plane. There are also six or seven engines so the team is equipped for every
eventuality, with a huge number of tools and spare parts. The basic equipment
also includes 16 computers and 28 laptops plus 100 radios for quick
communications. Not to forget 3,000 bottles of mineral water for the team and
its guests. Although Canada is not always a hot race, the teams in Formula 1 like
to play safe, even with their luggage.
While the drivers see the chequered flag at the Montral Grand Prix as a sign to
slow down and relax, other members of the WilliamsF1 Team crew take it as a
signal to accelerate. The United States Grand Prix is on the agenda the following
Sunday which means, as far as the team is concerned, that all the equipment
needs to be packed up ready for transportation by midnight at the latest. The
plane leaves for Indianapolis at 8:00am on the Monday morning. Last year, they
sent part of the material on the trip to the United States by truck, but that was
just too slow. At the end of the day, speed is everything in Formula 1, even in the
preparation before the race
6. Double Header
When a Grand Prix occurs on 2 consecutive Sundays it is termed as a Double Header.

The reasons for Double Headers are mainly to save time and money.
There are 3 Double Headers this season

1 Australia Malaysia
2 Belgium Italy
3 Japan China
Here teams cannot return to their headquarters for tests and developments as there
isnt any time. So in effect, on completion of a Grand Prix teams would have to pack
up and leave immediately for the next GP in another country. Teams normally leave
early on Monday morning and finish their Set Up by Wednesday.
There are different aspects and time constraints involved in the logistics of a Double
Header so before getting into the details, lets look at the following flow chart to get a
better understanding.
Double Header Flow Chart.
A Teams Perspective BMW

It takes a twelve-strong fleet of trucks to transport the BMW Sauber F1 Team's
equipment from Hockenheim to Budapest. 72 hours after the chequered flag at
the German track, the team set-up takes shape all over again 1,000 kilometres
out to the east.
Munich/Hockenheim, 27th July 2006. Two grands prix in eight days demands an
impressive feat of logistics on the part of the Formula One teams. Everything from the
kitchen and offices to the toolboxes in the garage has its fixed place within the BMW
Sauer F1 Team complex at the European races. And the removals crew has only 72
hours between the races at Hockenheim (30th July) and Budapest (6th August) to
whisk men and materials from one circuit to the next. If the race weekend is to get
underway in the style to which the team has become accustomed, every element of the
packing up and rebuilding process has to run like clockwork.
The race against time.
Sunday at Hockenheim:
The storage tents behind the garage are packed away as early as Sunday morning,
weather permitting. During the race, the first tyres are already being prepared for
dispatch to Michelin. And the third car is drained of fuel after the last refuelling stop.
The chequered flag is the signal for the BMW Sauber F1 Team crew to swap their
fireproof overalls for lighter team fatigues. Over the ensuing hours, the team's pit area
is dismantled according to a strict plan and in the following order:
partition walls, refuelling rigs, pit-stop equipment, compressed air unit, overhead
system including the air supply unit, data download cables, lighting, heating units for
the tyres on the car, power supply for the fans and monitors.
In the meantime, the cars are released from parc ferm and the first of the team's
transporters, the so called pit lane trucks, is waved into the pit lane from the parking
bays outside the complex. The garage equipment is then loaded up, the first MAN
truck and trailer accommodating some 160 wheel rims. The front wheel rims weigh in
at around nine kilos, their rear-wheel siblings approximately 13 kg. Next into the
transporters are computers, pit systems and the monitor units.
While this is taking place, the cars themselves are being readied for the trip ahead. The
engines are taken out, transportation frames fixed into place and the transmission
changed for the race in Budapest. The spring-damper units are removed and sent back
to the factory and the thin transportation wheels are fitted to the cars. They are then
covered with a tarpaulin for the journey.
The three paddock trucks parked up behind the garage over the race weekend are filled
with body components, radio equipment, engines and associated spare parts,
transmission spare parts, tools, driver kit and pit stop overalls - the full replacement
armoury, in other words.
The second truck enters the pit lane. This MAN semitrailer tractor will be carrying the
race cars for the trans-European journey, as well as three replacement rear axles, the
mechanics' rolling tool carts, the refuelling rigs and ancillaries.
By 10.00 p.m. everything is safely stowed away and, at around four on Monday
morning, the five-truck convoy sets off on its journey to Budapest.
Across the way, the work continues. Even with the assistance of ingenious technology,
more time is still needed to dismantle the 14-metre-long, 16.5-metre-wide and eightmetre-tall hospitality and office construction. Up to 80 people at a time can be catered
for at tables and in the 16-metre BAR area, and 20 team members have their
workstations here. There are two showers with toilet in the driver zones, as well as two
other toilet areas elsewhere. A total of 37 plasma displays supply information, 40
kilometres of cable ensure power supply and network support.
The hospitality finally comes to an end at six o'clock on Sunday evening at the latest.
The twelve-strong disassembly team, who have gathered at the end of the race, begin
their work with the full inventory of the "atrium", the glass-fronted central section
between the three surrounding trailers which are part of the overall construction.
Tables and chairs are protected by special covers and stacked up, while crockery and
glasses are packed away carefully to avoid breakage. These are joined by the coffee
machine, flower vases and much more besides. It takes some three to four hours to get
everything ready for transportation.
It is almost dark; the pit crews have made it back to the hotel, and the hectic
manoeuvrings in the paddock have eased a little by the time the first support trailer for
the motorhome rolls in from its external parking place. This trailer swallows up the
contents of the motorhome, as well as items such as seats and tables from the upper
floors of the office trailers which have to be dismantled to allow the trailer to be
lowered to driving height.
The six-metre-high and 11.5-metre-wide glass frontage is next up for disassembly and
will be packed into the second support trailer. This clears the way for removal of the
huge media walls, each consisting of six plasma screens. The screens on the first level
have to be loaded down carefully using a forklift truck. Together, the media walls fill
up a third support trailer.
The final dismantling phase reveals a source of pride for the constructors of the BMW
Sauber F1 Team hospitality unit. Based around four integral trailers, the entire
structure essentially packs away into itself. No cranes or additional trucks are required.
The spider structure supporting the roof is folded in. The two side-flanking trailers are
lowered hydraulically to the driving height. The electrics of the side office trailers are
disconnected from the atrium. The tractors are then hooked up with their cargo and the
two motorhomes make their way out of the circuit.
Now it's time for the white Goretex membrane and the walnut parquet of the firststorey gallery floor to be retracted hydraulically. Both elements fold into the central
trailer, to which the atrium construction is fixed. Finally, the kitchen container is
disconnected from the central area and also linked up to its tractor.
The second BMW Sauber F1 Team convoy is ready for departure at seven o'clock on
Monday morning. It consists of seven vehicles: the two office trailers complemented
by the kitchen trailer, central trailer and the three support trailers.
Well-rested truck drivers get behind the wheel of the seven trucks, each with a member
of the disassembly team as a "sleeping passenger". While the convoy sets out on the
1,000-kilometre journey, the remaining five members of the disassembly team join the
catering staff on a plane to Budapest.
Monday evening in Budapest:
Drivers and co-drivers take turns behind the wheel during the 1,000-kilometre journey
from Hockenheim to Budapest. The trip takes anything from twelve to 14 hours and
the trucks arrive late on Monday evening. The seven men who are rested after the
journey now team up with the five who have flown in - restoring the construction team
to twelve people - to rebuild the team complex at the latest circuit.
36 hours remain to get first the kitchen trailers, then the central trailer into position, to
roll out part of the membrane, hook up the right and left-hand office trailers, roll out
and secure the rest of the membrane, unpack and set up the office trailers, unload the
support trailers, install the media walls, kit out the atrium and finally to put together
the glass frontage. Then the cleaning process can begin, before the catering team
moves in at lunchtime on Wednesday.
Although the pit crew have had a few hours' head start, the clock is ticking for them as
well. Their first task after arriving at the Hungaroring paddock early on Monday
evening was to hose down the trucks. Tuesday sees the pit complex take shape once
again; the team's facility has to be completed by Wednesday, when the mechanics
begin to prepare the BMW Sauber F1.06 cars for the weekend. They find themselves
back in familiar surroundings, their tools and spare parts all in the same place they
were at Hockenheim. When it comes to recreating this impeccable sense of dj vu,
there is no room for error.
Q&A with Super Aguris Mick Ainsley-Cowlishaw

With just a week between the Canadian and US Grands Prix, Super Aguri's team
manager Mick Ainsley-Cowlishaw discusses the logistical challenge of getting all
their equipment from Montreal to Indianapolis
Q: Mick, we are heading to the US Grand Prix straight from Montreal. What are
the issues you face with such a short turnaround?
Mick Ainsley-Cowlishaw: With the two flyaways being so close together it is
incredibly difficult for the team logistically because we're working on such a short
time scale. Having to pack your freight on a Sunday night means you're going to be
working late and then on Monday morning we have an early flight out to Indianapolis;
we leave the hotel at 07.00. We won't finish packing up the cars and garage until about
22.30 tonight. Then we are straight back to work on Tuesday morning when the
freight arrives, which is coming by road, at the Speedway in Indianapolis. We have an
initial crew who will go in to the track to break down the freight and start setting up
the garage. The rest of the mechanics and the engineers arrive on Tuesday afternoon
and Wednesday morning.
Q: So you are very short of time! How do you turn around parts that need to be
checked or obtain new ones to replace the irreparable?
MAC: It is much more difficult here in North America because of the time difference
to the UK. When we finish work here the team in the UK are in bed, so it's much
harder to get parts out to us than it is when we're in Bahrain, for example, or at a race
where time's not up against you. Turning around parts, testing them for faults and the
such like is very difficult, so what we do when we're going away for a double-header
is try to bring as many spares with us as we can so we don't have to do anything to the
used parts. The rear uprights, gear ratios, and all those types of things you try to bring
enough spares with you so you can just exchange them at the next race.
Q: The Super Aguri team usually take three trucks of freight to the European
races. What is the difference between packing for a European race and the
flyaways?
MAC: The major difference that we experience is that most of the freight is flown to
the race on an aircraft. The cars have to be boxed up and palleted along with all of the
freight. These pallets are then put onto a cargo plane that flies out of the UK. As we
have a back-to-back race with the US Grand Prix the freight is going by road from
Canada to America, but then it's flown back to the UK. We carry about 22 tonnes of
freight, which sounds like a large amount, but compared to the other teams in the
pitlane it's the minimum. However the situation is still better that when we are in
Monaco, because even though weve got the trucks with us there, we have to unload
every nut and bolt off of them and pack them in the garage, because once you've
unloaded the trucks they disappear for a week and you don't see them again until
Sunday at about 20:00. In Montreal our situation is not too bad because we have
what's called the Track Shacks, which are like little garages where you can keep
your kit. You don't have to unpack it, you just open the door and take out the few bits
and pieces that you need. Most of the freight is all in pack horses - freight boxes
which you load and unload. Each pack horse, and also each pallet, has an invoice
with a value attached to it. You weigh the pallets and then when you do the pack-up
on the Sunday night after the race the customs people know exactly what is in which
pallet. We have six pallets and three cars that have to be packed away.
Q: But you also send freight by sea dont you? Why do you do this?
MAC: Yes, that is true and we try to send more sea freight to the flyaways because of
the cost. Sea freight works out at approximately four times less in cost per
kilogramme compared to air freight, which is a massive saving over a year. But you
obviously have to prepare this freight to leave the factory two months in advance of
the race as it takes much longer to get there, so we have to have three times as much
kit for different shipments. The first sea shipment goes to Australia, the second to
Malaysia and the final one goes to Bahrain. Obviously they have to leave at different
times and so we have three different sets of kit distributed to these areas. The one that
then comes back first you turn around and send out to Canada. The one that comes
back to the UK from Malaysia gets turned around and sent to the US. And then later
in the year, for Japan and China, you pack the freight that you need from the one that
gets back from Canada and then do the same with the one from the US. It's an
ongoing project and we try to include more and more in the sea freight because the
cost of a 40-foot container is considerably cheaper to ship than to fly. Hopefully we
will be able to send much more by sea, get more equipment made as we grow because
we're a young team that is still learning the ropes on that side of things.
Q: Does the Indianapolis Speedway have any peculiarities in terms of garage setup and freight logistics?
MAC: Indy is a strange one really because it is a modern facility, but it is lacking in a
few areas. The offices are situated a long way from the garages and setting up our IT
connections, for example, is a big problem. Surprisingly, the garages do not provide
any compressed air, so we have to buy our own compressors for blowing on the
brakes and using the car lifts for example. But the facilities in Indy are very good
and the track is an interesting one for the drivers. We also have great support from the
fans in the US and so we are really looking forward to it.
7. Logistics behind an F1 Pit stop

Drivers get most of the attention, but Formula One racing remains a team sport even
during the race itself. The precisely timed, millimetre perfect choreography of a
modern pit stop is vital to help teams to turn their race strategy into success refuelling and changing a cars tyres in a matter of seconds.
It was not always so. Pit stops tended to be disorganised, long and often chaotic as
late as the 1970s - especially when (in the absence of car-to-pit communication) a
driver came in to make an unscheduled stop. The age of the modern pit stop arrived
when changes were made to the sporting regulations to allow fuelling during the race
itself, simultaneously limiting the tank size of cars.
The car is guided into its pit by the lollypop man, named for the distinctive shape of
the long stop/ first gear sign he holds in front of the car. The car stops in a precise
position and, if a tyre change is required, is immediately jacked up front and rear.
Three mechanics are involved in changing a wheel, one removing and refitting the nut
with a high-speed airgun, one removing the old wheel and one fitting the new one. At
the same time two mechanics operate the heavy fuelling rig, which must be precisely
slotted into the car before fuelling can start.
Other mechanics may make other adjustments during the stop. Some changes can be
carried out very quickly - such as altering the angle of the wings front and rear, to
increase or decrease downforce levels. Other tasks, such as the replacement of
damaged bodywork, will typically take longer - although front nose cones, the most
frequently broken components, are designed with quick changes in mind.
On tracks with debris or rubbish you often see mechanics removing this from the cars
air intakes during a stop, ensuring radiator efficiency is not compromised. And there is
always a mechanic on stand-by at the back of the car with a power-operated engine
starter, ready for instant use if the car stalls.
When they have finished their work the mechanics step back and raise their hands. It
is the responsibility of the lollypop man to control the cars departure from the pit,
ensuring no other cars are passing in the pit lane. Such is the skill of mechanics that
routine stops can be over in under seven seconds, longer halts tending to be
determined by the time it takes to transfer bigger fuel loads.
Pit stops have become one of the most tense and exciting features of a Grand Prix, and
races are frequently won and lost in this high pressure environment. In just a few
seconds a huge number of actions are carried out by a Formula One pit crew. Here
they are broken down.
- 1 Lap; Race strategy is discussed in detail before the race, so the driver knows when
to enter the pit. This is confirmed via radio one lap before the stop is scheduled to take place.
-0.5 Lap; The Pit crew leaves the garage and takes their position. The mechanics in charge of
the tyres gets the allotted tyres which are stored under tire warmers to maintain the specific
level of heat (80 C) which is crucial for track performance. The other 2 mechanics get
behind the fuel hose.
- 10 Secs; The car enters the pit lane.
- 3 Secs; The car approaches the garage.
0 Secs; The car is stationary, and driver sets it in neutral and keeps his foot on the brake.
1 Sec; The wheel gun crew uses air guns to undo the wheel nuts and lean back; at the same
time, the front and rear jack men raise the car off the ground with their jacks. The refueller
should be connected by 1.5 secs.
2 Secs; As the fuel is going in, the wheel off crew have started their work. All four wheels
will be off by 2.5 secs, and the four wheel on crew start placing new wheels. Another crew
member cleans the drivers helmet visor.
3 Secs; The new wheels are on by 3.5 secs, and the wheel gun crew lean forward to tighten
the nuts. When theyve finished, they raise a hand to signify that everything is okay.
4 secs; All four wheels have been changed, so the car is dropped from its jacks. Now
everyone waits for the refuelling to be completed.
5.5 Secs; The lollipop man signals to the driver to select first gear, while the refuelling
continues.
6.5 Secs; The fuel hose comes off, and the refueller wipes any spillage from the car. The
lollipop man signals for the driver to leave, and the driver should be able to shoot off within
0.3 secs of the fuel hose coming off.
7 Secs; The car is on its way. The fuel flap automatically closes, and the cars tyres have
been preheated to allow the driver to speed up without danger.
Pre-programming: Once the strategists have agreed on when the driver is to make a
pit stop and the intended duration of the next stint, the driver's fuel rig is programmed
to deliver the precise amount of fuel required.
Timing: The driver's race engineer tells him over the radio, usually on the preceding
lap, when to pit. At the same time, the team manager listening in to all team radio
communications scrambles the driver's pit crew, who gather their equipment and
tires and move from the garage into the pit apron in front of the garage. The lollipop
man a crew member with a big carbon-fibre lollipop stations himself in line
with where the nose of the car will stop and holds out his lollipop directly in the
driver's path, giving him a clearly visible guide for his precise stopping place.
Pit lane entry: The driver enters the pit lane at full racing speed but brings the speed
down to the pit lane speed limit of 80 km/h (60 km/h in the very tight pit lane of
Monaco) before he crosses the white line that denotes the start of the speed limit area.
As he crosses the line, he engages a pit lane speed limiter that electronically prevents
the car from accelerating above the speed limit. Selecting the limiter automatically
pops open the fuel filler flap.
Although the pit lane limiter helps, the driver is the one responsible for being under
the speed limit as he crosses the line entering the pits. The limiter only prevents the
car accelerating beyond that speed once it's already below it.
Hitting the marks: The driver stops the car in the appropriate spot. As the car stops,
the lollipop man brings down his lollipop in front of the driver. Imprinted on the face
of the lollipop is the word "brakes" to remind the driver to keep his foot on the brake
pedal so that the wheels don't turn as the wheel nuts are spun loose. The driver must
also prevent the engine from stalling, which they can be prone to.
It is essential that the driver stop at precisely the same place that his crew are awaiting
him. Failure to do so means that the crew have to drag their equipment and tires up to
the car, costing valuable seconds. To help the driver hit the mark, the stopping place
for the front and rear tires and the lollipop man are marked out by extremely toughwearing adhesive tape.
Front jack: Crouching next to the lollipop man is the front jack man. The instant the
car stops he levers his jack under the nose of the car and lifts it into the air. The jack is
made from steel tubing and has a quick-release button to bring the car back down.
In most cases the car only needs to be jacked-up around two inches though at certain
tracks the pit lane is on an incline and the jacking height has to be increased, which is
done by giving the jack bigger wheels. Because teams have different nosecones giving
different aerodynamic characteristics, they need also to have specific jacks to suit
them, with specially tailored mating points.
Rear jack: The rear jack man has to wait until the car has passed him before getting
into position. He then places his jack beneath the car and raises the rear of the car.
Starter motor: The rear jack has a fitting incorporated into it for a starter motor. The
starter is there ready to bring the engine back into life if the car stalls. A car may stall
due to driver error or trouble with the gearbox, clutch, or hydraulics system. The
starter is fitted with an extra-long lead as a precaution in the event that the car stalls
after jumping forward a few feet.
Wheel changing: Each wheel has two crew members. One operates the compressed
air-driven gun that removes the single, central retaining nut. The other removes the
old wheel and fits the new. The gun man then re-attaches the nut and tightens it to
around 500 lb/ft (pounds per foot). The wheel nut and the socket of the gun are
magnetised to prevent the nut falling to the ground. This whole process takes around
three seconds.
To prevent the nuts working loose, the right-hand side of the car uses right-handed
threads, the left-hand side of the car left-sided threads. This means that the guns of the
right and left sides have to work in opposite ways. Teams usually color code them to
denote which is which. Each wheel man has a spare gun with him and usually a
couple of spare wheel nuts too, just in case.
Refuelling: A transparent plastic shield is fitted between the filler and the rear of the
car to prevent any spilt fuel reaching the hot exhausts. (It's transparent so that the
lollipop man can see through it and know when the right-rear tire has been attached.)
Two refuellers attach the hose to the car's filler. One handles the hose itself, the other
presses on the "dead man's handle" which has to be kept down in order for the fuel to
flow. As soon as this handle is released as it would be by the man running away,
for example the fuel stops flowing. The rig delivers the exact amount of fuel that's
been programmed in, at the rate of 12-liters per second.
Fuel shrinks in volume when it is chilled, enabling more of it to be contained within
each liter. The regulations allow the fuel to be chilled to 10 degrees C below the
ambient temperature.
The rig is standardised and provided by the governing body to the teams who are not
allowed to modify it in any way. Attached either to the hose or to the refuellers'
helmets are indicators showing when the fuel is flowing and when the process is
completed. As soon as these indicators tell the refuellers that the car is full-up, they
release the latch that holds the nozzle to the filler and then use a second handle to
release the nozzle from a connector on the car. Overseeing the whole operation are
two crew members, each with a 60-liter fire extinguisher. Larger capacity fire hoses
are at hand in the garage. An additional safety feature on the fuel rig are earthing
strips that are wired to the refuelling rigs and reduce the chances of static electricity
discharging highly undesirable with all that fuel around.
Lollipop up: The lollipop man, who's been watching the whole operation intently,
lifts the lollipop. He does so only when he's satisfied that all four wheels have been
attached, the refuelling completed, the nozzle removed from the car, and that another
car isn't about to be in his man's path. Only then can the driver leave.
Pit lane exit: The driver, while waiting for the crew to finish, will have armed his
launch control. The launch control, in concert with his pit lane speed limiter, governs
his getaway. As he crosses the line denoting the end of the pit lane speed limit he
disengages the speed limiter and accelerates hard back up to race speed, taking care
not to cross the next white line the one that denotes the exit lane back onto the
track before he reaches the end of the pit lane itself. Failure to respect this will
incur a penalty
Lets look at how a regular F1 pit stop works through the following Flow chart
Emergency Pit Stops

There are times when unscheduled pit stops have to be made. This can occur at any
time during a race. It may be termed emergency as it is unscheduled but planned
for. Teams have various spare parts that can be fixed in less than 10 seconds and
hence when an accident or malfunction occurs the team can make an emergency pit
stop to get their car back into the race. There are only certain parts that can be
replaced, this is because the time taken to fix the other parts may be too long and thus
the driver will not be able to rejoin the race in a competitive position.
Lets look at some of the incidents that can be over turned when they occur.
-
An accident occurs and the driver breaks the front wing. In this situation,
thanks to the car to pit radio, the driver would contact the team and let them
know (abt the broken wing) or vice versa, as sometimes the driver may be
unaware of what the problem is.
After which the team instructs the pit crew to get hold of the spare front wing
and prepare for the pit stop. Once the pit crew is ready the driver is told so and
he enters the pit lane and the pit stop is made. Here the team could decide to
change tyres and refuel the car in order to adjust their strategy.
A puncture occurs. Again the team and driver notify each other about the
problem.
A spare tyre is acquired by the wheel on mechanic and when the pit crew is
ready the driver is told so. During this pit stop the punctured tyre is replaced
with a new 1.
Again the team could decide to change all the tyres and refuel the car in order
to adjust their strategy.
Rain If it starts to rain then the track becomes too slippery to drive on with
the Dry tyres so drivers have to come in to change their tyres to either Full
Wets or Intermediates depending on the rain. Here again the team could
decide to change tyres and refuel the car in order to adjust their strategy.
For better understanding Lets look at the following flow chart.
8. Inside Ferrari
Food Logistics
When the Ferrari team travels the world; to all the Grand Prix's in a season, they have
to be fed and the man behind the cooking at Ferrari is Carlo Casoni. Together with
Massimo Battaglini they have the responsibility to feed the entire Ferrari team, this
includes Jean Todt to the youngest team mechanic.
"We feed around 80 people at each meal," says Casoni, "and serve a total of 720 meals
per Grand Prix, but our job doesn't finish there. We also have to set the kitchen up and
then dismantle everything at the end of the weekend."
Team Clothing
If you have a look at the Ferrari team in the pit lane you will notice the fact that
everyone is dressed in red from tip to toe. Of course red is the natural colour for the
Ferrari team, but it is worth noting that every member has the same clothes. No
special clothes for Todt and Brawn they were the same items as the cooks and the
mechanics, this is all part of the family atmosphere that helps to make Ferrari so
successful.
Every Ferrari team member is given his or her team outfit at the start of the season.
The outfits include a large selection of items, as the team needs to have the right type
of clothing to suit the variable weather conditions that they face. For instance at
Silverstone the temperature can be anything from 5-10C where in Sepang it can rise
to well over 30C.
The team member's job also affects the clothing that they wear. Every piece of
clothing is designed to allow freedom of movement for the team member wearing the
clothes. The shoes issued have anti-slip shoes that provide grip when it rains.
To compliment the work outfits each team member is also given clothes for them to
use whilst travelling to their next destination. The team also is equipped with it's own
tailoring service for repairs and adjustments, the team also provides it's own dry-
cleaning service. If you consider the fact that the Ferrari test team also has the same
outfits as the racing team, it becomes apparent that the organising behind the team's
clothing play a large part in the team's efficiency.
100 team members have to be supplied with 25 different articles of clothing, this
includes shirts, socks, jackets, belts and shoes. The man behind the team's clothing is
Miodrag Kotour who works directly with Tommy Hilfiger, who are the official
suppliers of clothing to Scuderia Ferrari.
It is not unusual to see members of the public wearing official team clothing, these
can be acquired in a number of ways, mechanics may give them to friends and family
after the season is over. Or you may be able to but items from various F1 merchandise
suppliers.
Logistics - The Truck Driver

The team truck driver plays a vital if not a less glamorous role in the Ferrari team, but
as with all team members at Ferrari they are vital to the smooth running of the team.
When the majority of the race team arrives at a circuit for a Grand Prix the truck
driver has already been at the track for a couple of days.
When Ferrari travel to the various circuits on the European calendar they have to take
piles of stock, cars and equipment. Ferrari usually travel to events with three massive
trucks and on board they must carry a supply of spare parts along with all with the
cars for use in the race. When all parts are stored in their locker the car minus the
wings is lifted into the truck by the ramp lift which is part of the back door, they are
then firmly secured in place and then the journey can begin.
These days it is a lot easier to pass through the various countries on the way to a GP
but it still takes time and planning to get to the destination in time. For instance the
truck may have to travel through a country that does not allow tobacco advertising
and therefore the truck livery has to be changed.
Once the trucks arrive at the racetrack the drivers begin to prepare the garages for the
arrival of the race team. First job is to paint the garage floor and wash the trucks, this
is especially important for the motorhome, which is used to entertain the various
guests the team has over the weekend. Once that is done then they get to work in the
garage turning them into the high tech working areas, partitions are erected and all air
lines, phone lines and electrical cables are connected up.
With all this travel by road the truck driver is away from home a lot longer than the
rest of the team with all the driving to and from circuits they arrive a couple of days
early. And while most of the team flies home they are left to pack up all the equipment
and then begin their journey home, and when they get home the next trip is already
looming.
Logistics - The Ferrari Convoy

Ferrari leave nothing to chance in their preparations for a grand prix, especially from
the organisational point of view. For a typical European race the Ferrari team will
transport around 35 tonnes of equipment.
The equipment includes spares and many parts that could be needed during the course
of a race weekend along with usually four cars, one is dismantled. The Ferrari convey
involves nine vehicles, which are used to entertain guest and the media along with
carrying parts and pit equipment. One truck is used for supporting Ferrari's customer
engine partners.
This convey of equipment needs to be organised perfectly and it is the job of Stefano
Domenicali who is the team manager to organise.
"Everything has to be perfectly organised," explains Domenicali. "The work can be
split into two phases: one which takes place at the offices of the Gestione Sportiva and
the other which takes place over the course of the race weekend, at which time we
also have to take into account the drivers' official duties."
Under Domenicali's charge are fifteen other dedicated workers, one of whom is
Miodrag Kotur. Miodrag is in charge of all the logistics and is in charge of looking
after everything to do with the transportation, from air tickets to accommodation.
Once at the race Kotur also monitors tyre use and operates a pit board.
"The road to winning a race begins when a truck goes out the gates at Maranello,"
recounts Kotur. "During a race weekend, the truckies also work as mechanics, tyre
men and other jobs besides. Versatility and availability are two important
requirements of this job."
With races in Europe the start for Ferrari begins on the Sunday before the race, and
comes in three stages. Stage 1 is to see all the pit equipment organised and sent on its
journey. Stage 2 is to pack and send all the technical material. The final stage is
usually undertaken on a Tuesday night or Wednesday morning when cars leave
Maranello in various stages. Team personal use charter flights and arrive at the venue
on Thursday morning.
For the 2001 season Ferrari have a new motorhome for the team. "The project for this
new vehicle took almost a year to complete," explained Kotur. "It has two levels with
a total area of around fifty square metres. On the top floor are offices for Jean Todt
and Stefano Domenicali, as well as two rooms where the drivers can relax and have a
massage.
"The lower level houses logistics and the department which deals with the sponsors. It
also houses the audio-visual set up, which includes a hi-fi with CD, satellite television
and DVD. On the outside is a covered area which is home to the entire team for the
three daily meals, as well as the kitchen which is home to two cooks."
Over the course of the season the Ferrari vehicles with cover around thirty thousand
kilometres, not much compared to a commercial vehicle, but the Ferrari convey plays
one of the many vital roles in the success of the greatest ever F1 team.
Logistics - Shell Truck Driver

Darren Slade's work necessitates him carrying a full FIA paddock pass for all
European Grands Prix. As a Shell truck driver, he carries responsibility for delivering
Shell fuel and lubricants to Ferrari at every European race, and now, at the busiest
point in his season, he is about to embark on three months of travelling.
Most people assume Shell's involvement with the Formula One World Champions is
limited to product supply and the support of specialist engineers in the Ferrari garage
at every race, but in fact Shell also operates a huge logistics operation based at its
facilities at Thornton, in Cheshire, UK. An experienced team works behind the scenes
ensuring Ferrari is continually supplied with the fuels and lubricants that powered it to
last both of year's World Championships. Darren, however, is hardly your
quintessential "trucker." While for many, the job of road haulage is one of continual
road driving; Darren also has to ensure the safe delivery and distribution of Shell's
fuels and lubricants at the track throughout the race weekend.
"I think I spend about two days at home a month on average during the European
season," says Darren, shortly before setting off for the Nurburgring, "I will arrive at
the track late on Tuesday and then I usually leave the following Monday, either going
directly to the next race or coming back to Thornton to fill up the truck before heading
back out to the next track."
"We arrive at or near the track on the Tuesday night before the race so we can be park
up on Wednesday morning and give the truck a good wash down to make it look smart
for the race weekend. I'll probably spend the rest of the weekend polishing the truck
on and off, but at least I don't have to polish the inside of the exhaust pipes, like some
teams! Once the truck is parked in the fuel compound, a special area of the paddock
reserved for the teams' fuel and lubricant suppliers, Darren gets to setting up shop for
the weekend. He has just taken delivery of a brand new truck, and ensures that it is
positioned for optimum paddock access because it's going to be "quite a busy
weekend." Shell's Technical Specialist, Tobias Tasche, generally arrives at the track
later on Wednesday and together with Darren, his first priority is ensuring everything
is in order and the fuel has arrived safely.
On Thursday, the teams are usually occupied with setting up. FIA safety regulations
state fuel can only be delivered before 0930 and after 1800, and once Darren has met
with Ferrari to discuss fuel requirements for that each day, he has to arrange for the
agreed amount and type of fuel and lubricants to be delivered before the deadline.
"Inevitably, there's always some fuel that needs to be delivered at the end of the day
too, so I always have to be on hand throughout the weekend. I know I can't deliver
any fuel after 0930 each morning, so if I have a lot to do, I'll often be at the track at
four or five in the morning and not leave until eight that evening." But surely Darren
has a great opportunity to watch some of the best racing in the world at first hand once
his deliveries are done?
"Not really! Teams can get special permission to have fuel delivered to their garages
during the day in special circumstances, so I have to be available all day in case
Ferrari need additional Shell fuel or lubricant."
The Canadian Grand Prix offered Darren a chance for a break, as fuel for the long
distance races is specially air freighted from Cheshire before the race. Fresh from trips
to Austria, Spain and Monaco, he took the opportunity to have a week away, but
leaves for Germany knowing he will not be back in England until after the French
Grand Prix in two week's time.
In three months time, Darren will have driven his truck over 45,000 km through
Europe, although he insists that the driving is the easiest part of the job. "Because I'm
carrying hazardous goods in the truck, my speed limit is 80kms/hour so the driving is
just a case of putting the radio on and concentrating on the road ahead." Most of the
driving is easy; the lack of border controls within the EU makes light work of crossing
between countries.
At some stage, you have to ask yourself why Darren does this job. It ruins his social
life, is physically exhausting and puts him under enormous pressure at each race, so
why has he been doing the job for five years?
"I've worked with lots of teams in the past, but Ferrari and Shell really have a special
relationship. Working with Ferrari is a bit different to what I've done before. I've never
worked with an Italian team and the culture in the team is very different to what I've
been used to with the English teams. After Michael (Schumacher)'s win in Spain this
year, the team invited me into the garage for a glass of champagne. I hadn't known
them long, but they made me feel a part of the winning partnership."
"My partner's not too happy about me being away so much, but I'm due to work for
Shell for another three years and as long as it continues like this, I'm more than happy.
The hours are unsociable but that's par for the course. Being a technical partner to the
World Champions isn't easy!"
Look out for Darren on the motorways of Europe this summer; you can't miss his
Shell truck with the Ferrari logo on one side. If you do see him, give him a wave - you
can be sure his journey is longer than yours.
Logistics The Media Bus

Making its debut at the European Grand Prix at the Nurburgring 2001, Ferrari's new
Media bus looks pretty much like any other unit in the paddock and blends in with the
Prancing Horse's two other motorhomes, sharing their predominantly red livery.
However, a logo on the new vehicle gives a big clue as to its innovative construction
and the philosophy that inspired it.
The Mobius Loop is the internationally recognised sign, indicating that whatever it is
attached to is either made of recycled material or that the product is recyclable. Both
Ferrari and principal F1 partner Philip Morris (Marlboro) are committed to using
recyclable materials in building and this new vehicle is an important and tangible
example of what can be done in practical terms.
By building this bus, Ferrari, in conjunction with Philip Morris, wanted to do more
than just pay lip service to environmental concerns. They also wanted to show that a
vehicle of this type can fit in perfectly with Formula One's clean, cool and high-tech
image. Scratch beneath the surface, the vehicle's Eco- credentials can be found in
every aspect of its build, starting with the body itself. Made of aluminium, steel, wood
and glass on a steel chassis, more than 95% of it is recyclable. Even the glue used in
construction is a special Eco- friendly product. Glass being one of the most recyclable
materials on the planet, it is used extensively, with the bus boasting a bigger window
area than usual. In the interests of energy saving, it is double glazed, with
automatically adjusting blinds inserted between the two layers.
This means the essential air-conditioning units, themselves built specifically for the
vehicle, do not have to work so hard, while the generator which powers them, as well
as all the other ancillary equipment is the first to meet the latest stringent Euro 3
Exhaust Emission Regulations, as does the tractor unit engine.
While solar panels are part of the specification, rain and dark skies are a regular
scenario on the grand prix calendar, hence the need for a powerful generator. But for
those baking hot days, the on-board air-conditioning can also be piped out to the
awning.
The bus is slightly longer than the one it replaces, as the kitchen area, all kitted out in
stainless steel, is built into the bus, whereas it used to sit behind the old vehicle in a
separate trailer. That makes for better working conditions for the catering staff and
highlights another important element in the bus' design philosophy: not only is it Eco
friendly, it is also user friendly. The ergonomics of the interior and exterior have been
carefully thought out to ensure that on-site assembly and pull-down are as painless as
possible.
This attention to detail can be seen in the self-levelling system which means the
stabilising legs find their right height, no matter how irregular the paddock floor, to
the fact that the wooden flooring for the awning area, always a heavy item to
manhandle into place, nestles in lockers near to the ground on the side of the bus. The
process of erecting the awning area, which hosts the media guests and can be used for
press conferences, has also been simplified. The solid ends are permanently attached
to the outside of the bus and can simply be swung out into place and the awning hung
off them. The awning is double skinned to better reflect the heat and trap cooler air
inside. The ends also house all the cabling, which can be stripped and recycled, for the
low emission TV screens, which, once the bus is set up, just have to be hung in place
and connected to the power supply.
Despite the complexity of the project and the challenge of sourcing all the recyclable
materials used in its construction, the bus was completed in the relatively short time of
26 weeks. The vehicle was built in Frating, Essex, UK by A. Smith (Gt. Bentley Ltd.)
a firm which specialises in one-offs and is best known for producing outside broadcast
vehicles for television companies. The project was managed by Procar International
Ltd., who were also responsible for the other two motorhome-type facilities in the
Ferrari fleet. Tasked with the design of the interior and the awning area was Italian
designer Francesco Carboncini, who worked to a brief supplied by Ferrari and Philip
Morris.
The guidelines were straightforward: the look had to reflect the Eco- friendly theme of
the bus, while maintaining a high level of practicality for the team's media department
and the staff who run the facility. The biggest challenge he faced was in sourcing and
using reconstituted materials, some of them very basic, in a tasteful way, which would
be totally in keeping with Ferrari's and Formula One's emphasis on modern, high-tech
aesthetics.
Inside, the bus is split into four main areas: an office for the team press officer, a
working area for other staff, including all the usual paraphernalia connected with the
communications business - computers and servers, a photocopier and fax, phone lines
and storage space. To the other side of the central door is an interview room where the
drivers can be grilled by journalists and TV crews and further back is an area used by
the photographers who provide all the images for the team's media office and its
archives.
Running the length of the bus, the flooring is made from recycled car tyres, flecked
with red sports flooring. Looking up, the ceiling is made of aluminium strips, covered
with recyclable polyester, while the wallcoverings are a mixture of low grade wood,
paper and polished aluminium. A quick glance at the desk tops and one might think
they were made of some expensive form of mosaic. In fact, the surface has far more
humble origins, fashioned from compressed milk bottle tops and other containers.
Practicality has not been forgotten as most of the interior fittings are of modular
construction and therefore easily detachable. For example, it is only the work of a
moment to convert the working area, with a desk that runs half the length of the bus,
into a meeting room with a central table. Similarly, the dining section under the
awning can rapidly be transformed into a press conference area. The tasteful lighting
is a brand new low consumption system and will back up the solar- powered lights,
while the finishing touch comes courtesy of a series of black and white images
showing Ferrari cars in unusual settings. Floral displays have long been used to add a
homely touch and break up the somewhat austere atmosphere of a grand prix paddock
and even here, the Ferrari bus shows off its Eco credentials, with pots of bamboo
canes rather than cut flowers.
The concept behind the new bus has also prompted Ferrari to look more closely at
other ways of promoting the Eco friendly ethos. It is planned to recycle aluminium
soft drinks cans used on the team's units, to use paper plates and avoid polystyrene
cups and if real crockery is used it should be washed with detergent that does not
harm the environment. Ferrari and Philip Morris are not making any extravagant
claims about this vehicle, as much of it is still built with conventional methods and
materials, because it has to provide an efficient work place for the media department,
operating in a very high-tech environment. However, there is no doubt that it will use
less energy and be more suitable for recycling than the one it replaces.
9. F1 In India
F1 was barely heard off some 10 years ago but over the last decade there has been an
ever increasing interest amongst Indians. Due to the changing patterns of lifestyles
and the fact that most Indians are crunched for time more and more Indians are
watching sports that last for no more than 2 hrs. Hence there has been a noted increase
in the viewership for sports like f1 and football. The cricketing community has
realised this and thus we have the concept of twenty 20, IPl etc.
But besides the time aspect, there are other reasons to why India has the highest f1
viewership (over 300 million) in the world. For long Narain Karthekeyan was
threatening to make an entry into f1 and this finally happen in 2005 when he signed a
1 year contract with Jordan F1 racing team. The media went to this news faster than a
fat kid to cake. This media hype created a buzz in most Indian Homes and viewership
jumped by over 30% that year. Like Narain there are other Indians who have high
aspirations on making it into f1. Karan Chandok looks likely to make a debut next
year as he already is performing well in the GP2 series which is a level lower than F1.
F1 and Vijay Mallya

Vijay Mallya has put India on the F1 Map. His interest in f1 was noted 5 years ago
when he took his private yacht the Indian Empress to the coast of Monaco to watch
the GP. His intentions were clear when he sponsored the Toyota f1 team in the 2006
season through the kingfisher brand. He has also hosted several Kingfisher parties for
the formula 1 community to mark his presence in the F1 world.
In 2007 Vijay Mallya bought the Spyker F1team for 88 million. This made him the
1st Indian to won a formula 1 team. On this purchase he took the liberty to name the
team Force India. By doing this he brought in the feeling of patriotism into F1 and
every Indian watching f1 was behind Force India. He also signed SRK to be the Brand
Ambassador for the team. All these moves have created even more interest in f1. 300
million Indians use to watch f1 before Force India was born, Now after Force India
that figure could easily be 500 million. We will have to wait till the end of this season
to find out if that is indeed true.
With the ever increasing viewership and the fact that there exist a Force India f1 team
its only a matter of time before India hosts a GP. In fact Indian Formula 1 enthusiasts
have reason to be cheerful. After months of negotiation between the Indian Olympic
Association (IOA) and F1 supremo Bernie Ecclestone, India has been announced as a
potential candidate on the F1 calendar for 2009. IOA president Suresh Kalmadi later
confirmed that India will host a Grand Prix in 2010. Greater Noida, near capital New
Delhi, has been finalized as the circuit location. There is no denying the fact that
Formula 1 is being taken very seriously in India. The total investment in the event is
expected to be about half a billion dollars, with over US$100 million expected to be
spent on the track alone. In addition to the track, there are plans to build a new airport,
many five star hotels and a 6 lane highway to the track.
The IOA and the Motor Sports Association of India have recognized the tremendous
financial potential of Formula 1 in India, as well as how the simple act of hosting a
race could boost the country's global image. Formula 1 is the world's most expensive
sport and also generates the most money. The average cost of all the advertisements
on a Formula 1 car is about $40 million. In fact most teams get about 80% of their
income from sponsorship. Recent estimates project that the Indian Grand Prix would
create over 60,000 direct and indirect jobs. Formula 1 is also amongst the more global
sports. So, the event would help attract a lot of overseas investment. It would also
benefit he tourist industry. On average, over 65% of the attendance at a Grand Prix is
foreign. Each race attracts well over 90,000 supporters; this would do wonders for the
Indian sports tourism industry. The infrastructure for an event of such magnitude is
also in place, as a result of the 2010 Commonwealth Games being held in Delhi.
The circuit
The circuit location has been finalized as Greater Noida, near Delhi. The circuit will
be of length 3.1 miles and will be designed by F1 circuit designer Hermann Tilke. A
contract has been given to Jaypee Group to build it.
Ifs and buts of Delhi's Formula One race

Do we have the infrastructure? Do we have the monies? Will it find enough sponsors
locally? Can we do it without doing much damage to the environment? We look at
some of the issues...
Confident as it is of hosting the Formula 1 Grand Prix, the government has ruled out
any pit stops till race day in 2010
However, sceptics are of the view that Delhi is not yet infrastructurally equipped to
host the show. Even as Indian Olympic Association president Suresh Kalmadi has
declared that the circuit would be ready in seven months time, the stark realities that
the state government must take on war-footing are about creating sufficient
accommodation, fast lane highways, power, water and parking facilities.
Which means Delhi may just not make the grade.
One person though begs to differ. Delhi chief minister Sheila Dikshit is upbeat enough
to say, "When we can host a grand function like Republic Day every year, the Grand
Prix would never be a problem."
She says Delhi would automatically get prepared for Formula One as things are in
place keeping the 2010 Commonwealth Games (to be hosted by Delhi) in view.
"Power and water can never be a problem. For power we have tied up with many
power producers. We are also building our own power capacity in
Delhi as well as in Haryana. Water is also abundant. What we need to do is to fix
leakages and unnecessary wastage," she says.
Ms Dikshit has already got into the driver's seat. "We have had talks with the Formula
One team on the proposed track. They want it inside Delhi. For that, we have asked
them to prepare a detailed report on what all facilities they need from us. They have
not got back to us on that yet. Meanwhile, Indian Olympic Association (IOA) has got
an approval from Bernie Ecclestone," she adds.
Ms Dikshit has assured them that every need from ample parking facility, security for
visitors and transport would be taken care of.
"MCD, DDA, PWD and the police would be asked to prepare a report after Formula
One managers have sent in theirs," Ms Dikshit said. A month ago, when brewery king
Vijay Mallya and F1 star Ralf Schumacher called upon Delhi chief minister Shiela
Dixit, it kicked off a great deal of
speculation.
Delhi government officials say that experts including Formula One ace designer
Herman Tilke who had recently designed both the Shanghai and Bahrain circuits did
work out a couple of circuits.
One of them is to have a Monaco-like street circuit (see diagram) where the F1 cars
can zip in and around Lutyens Delhi.
The circuit starts from Rajpath, goes all the way to the India Gate round-about, curves
into the two parallel roads that go around Rajpath, zooms in front of Vigyan Bhavan
and behind Meridien Hotel and back to end the race at Rajpath.
But Kalmadi has ruled out the possibility of a street circuit and has said that it would
be inside a stadium. That would automatically bring the National Capital Region into
the picture. But if the Formula One Administration (FOA) insists on New Delhi then a
street circuit is the only option.
As far as infrastructural needs are concerned, at least 4,500 hotel rooms out are
required of which 1,800 will have to be in fivestar hotels and the remaining in threestar or four-star.
The travelling time between the hotel and circuit shouldn't exceed one hour. Customs
formalities would have to be completed within one hour of arrival, for which, the
government would coordinate with the ministry of external affairs.
Bringing the circus to India will entail spending some serious moolah. The track alone
will cost in the range of Rs 450-500 crore. After factoring in the cost of the land, the
infrastructure cost is likely to escalate to over Rs 1500 crore.
This does not include the rights fee that FOA charges from titleholders (hosts) which
can be anything in the range of $15 million (Rs 63 crore) to 50 million (Rs 210 crore).
The total land needed to set up the facility is estimated at 750 acres with the track,
pits, paddocks, and stands accounting for approximately 300 acres.
Delhi finance minister AK Walia asserts that there is no financial hurdle in their way.
"We are financially equipped enough to hold the event.
The Centre is also forthcoming when it comes to the allotment of funds," he says.
Last, but not the least, the government has kept the heritage factor on top of their
agenda. "It can't be at the cost of heritage," she says.
Hosting 2 major events in 1 year could prove to be too hectic for organisers at Delhi
and with that in mind Bernier Ecclestone, on September 27th 2008 decided to postpone
the Indian GP by 1 year and will now take place in 2011.
Is Delhi the right place for an Indian GP?

1. The Delhi government is the richest state Government in India, and the Central
government also grants for Delhis development, so funds should not be a problem.
2. Delhi is one of the most well connected cities of India.
3. Its scheduled to hold the 2010 Commonwealth Games !, the development being
undertaken can be easily seen on the roads, the infrastructure for the 2010 games can
act as a facilitator for the formula one race too.
4. A huge fan following of formula one among one and all. So many people are
hooked onto formula one.
5. The cultural aspect, New Delhi has a rich heritage which will help it attract more
people during the formula one weekend.
10.Logistics Required For An Indian GP
So what would be the logistics required for an Indian gp?

Before that we need to figure out where in the F1 calendar would the Indian GP fit.
China, Japan, Malaysia, Singapore and Bahrain play hosts to the 5 Asian GPs in every
F1 season.
So when India is included to this list in 2011, where would it fit?
I would say that it would be clubbed with Singapore as the 3rd Asian Double header.
Here are reasons why
-Double Headers gives the teams an opportunity to save a lot of time and money. It
wouldnt be practical for teams to fly back and forth, from Europe to Asia 6 times for
6 different GPs, So double headers reduce the number from 6 to 3.
-Malaysia and Bahrain are clubbed together as the 1st double header in the early part
of the f1 season
- China and Japan make up the last double header at the end of the season.
So that leaves out the Singapore GP and clubbing it with the Indian GP in the middle
part of the season would only make sense.
Of course Im not Bernie Ecclestone, but My assumptions make sense.

As we know from earlier that Double Headers do not offer teams to return to their
Headquarters; Teams would have to prepare for the Indian Gp before they leave for
Singapore. That would mean that teams would have to carry the data and equipment
of the Singapore Gp and Indian Gp together, so changes can be made to the setup of
the cars after the Singapore Gp to suit the Indian GPs Characteristics.
This Flow Chart explains the logistics required for an Indian GP
Logistics
Since India is peninsula it would be treated as a Flyaway in terms of logistics even
though it would be part of a double header.
Sunday Night at Singapore The Singapore Grand Prix is a night race. So the race gets over at around 10 pm. After
which the teams start packing up. The trucks (4 per team) would be loaded and ready
for departure by 2 am. The hospitality centres are dismantled and ready by 5 am.
Monday All the trucks are then driven to the airport by 6 am. All the equipment will have to
pass customs and other security checks before it can be loaded on to the DHL flights.
The flights should be cleared for takeoff by 10 am. Flying time to New Delhi is a little
over 5 hours. Teams would land at Delhis new airport by around 1 pm local time. The
trucks would be ready to travel only by 4 pm, as the customs and unloading
procedures would take a minimum of 3 hours.
The trucks would then have to be driven directly to the circuit. Even though
International Licenses are permitted in India, Teams would be advised to hire drivers
to help in the transportation because even the best F1 driver wouldnt be able to
handle the Indian Traffic.
Each team would have a crew of around 60 members and AC Mini Vans would have
to be made available for their travel form the circuit to their respective hotels. This
would have to be available throughout the week, ie Monday Night to Sunday Night.
Tuesday & Wednesday Crew members of each team have to set up the Pits, the Hospitality Centres, Media
Centres, Kitchens etc. By Wednesday evening everything is spick and span and ready
to go.
Wednesday Night Remainder of the teams, ie, the Drivers and Top Managers reach Delhi through the
official carriers. They check into the hotels allotted to them.
Hotels
A total of 4500 rooms are required. 1800 rooms at 5 star hotels and 2700 at 4 star and
3 star hotels.
Team Travel
High end cars like Mercedes Benz, BMW, Audi etc would have to hired for the
Drivers and Team owners, for their travel to and from the circuit.
Innovas would be hired for the middle level managers for the same.
Friday, Saturday and Sunday Shuttle Service for Guests from hotels to the track
AC buses would cover 4 different routes, each route covering a portion of the major 5
star hotels which in turn would act as pick up points for the guests.
The requirement is to have a bus at a pick up point every 15 minutes. So 4 buses per
hour, per route would have to be allotted.
Timings for this shuttle service would be from 8am - 1pm (to the track) and 5 pm - 8
pm (from the track).
Normal Buses would be made available for other spectators from different parts of the
city to travel to the circuit.
Sunday, After the Race
The Indian Grand Prix would end at 4pm and then its back to work for the logistics
team. Trucks are loaded and ready by 8pm, the Hospitality Centres by 12 am.
MondayTrucks and Crew are transported to the Airport and then DHL flies the teams to their
respective Head Quarters.
Tuesday
The middle level managers fly to the Head Quarters, while the Team Owners and
Drivers fly to their respective countries to spend a few days at home.

Logistics Project Report On f1 (Formula 1)

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Formula 1 Logistics

ST. XAVIERS COLLEGE

2. The Price of Formula 1.

Engine budgets $1,117,200,000

$ 95,040,000 Red Bull

$ 21,600,000 Red Bull

$ 94,560,000 Torro Rosso

$ 18,000,000 Force India

$ 47,520,000 Force India

$ 10,800,000 Torro Rosso

Operating the cars at tests

$12,720,000 Torro Rosso

$ 10,560,000 Red Bull

$ 6,360,000 Force India

Operating the cars at races

$ 4,440,000 Red Bull

$ 4,080,000 Force India

Team salaries $279,360,000

$ 9,600,000 Red Bull

$19,200,000 Red Bull

$10,200,000 Force India

Research and development

Wind tunnel operating costs

$18,480,000 Torro Rosso

$15,120,000 Red Bull

$ 240,000 Force India

Driver salaries $158,400,000

$ 6,720,000 Torro Rosso

$ 1,920,000 Red Bull

$ 420,000 Force India

Travel and accommodation

$ 5,400,000 Red Bull

$ 2,760,000 Force India

Car manufacturing costs $23,100,000

Off Track Logistics

As soon as the next seasons Formula 1 calendar is confirmed, An F1 team gets to

F1 Calendar for the 2008 Season

02 2008 FORMULA 1 PETRONAS MALAYSIAN GRAND PRIX (Kuala Lumpur)

03 2008 FORMULA 1 GULF AIR BAHRAIN GRAND PRIX (Bahrain)

04 FORMULA 1 GRAN PREMIO DE ESPANA TELEFONICA 2008 (Catalunya)

2008 FORMULA 1 PETROL OFISI TURKISH GRAND PRIX (Istanbul)

12 2008 FORMULA 1 TELEFONICA GRAND PRIX OF EUROPE (Valencia)

13 2008 FORMULA 1 ING BELGIAN GRAND PRIX (Spa-Francorchamps)

18 FORMULA 1 GRANDE PREMIO DO BRASIL 2008 (Sao Paulo)

Toyota F1 Racing Team

To do that and to do it efficiently you need to do separate carnets, which doubles

Lets look at the Flyway Flow Chart for a better understanding.

A Teams Perspective - Williams F1 Racing Team.

When a Grand Prix occurs on 2 consecutive Sundays it is termed as a Double Header.

There are 3 Double Headers this season

Double Header Flow Chart.

A Teams Perspective BMW

Q&A with Super Aguris Mick Ainsley-Cowlishaw

7. Logistics behind an F1 Pit stop

Emergency Pit Stops

For better understanding Lets look at the following flow chart.

Logistics - The Truck Driver

Logistics - The Ferrari Convoy

Logistics - Shell Truck Driver

Logistics The Media Bus

F1 and Vijay Mallya

Ifs and buts of Delhi's Formula One race

Is Delhi the right place for an Indian GP?