FOR OLD TIMES' SAKE

The German team Mercedes do not have a home GP to show their prowess - 

The economy dictates the geography of business and for Formula One, it is following this world norm. With the costs of hosting a Grand Prix increasing with each year, there are countries that are prepared to shell out these exorbitant amounts of money in order to be a part of this 'global machinery circus'. And from next year, the number of races go beyond 20 for the first time. With Azerbaijan slotted as 'European Grand Prix', Formula One has again demonstrated that it is a sought after brand - but at what cost?

I am all for globalisation of the sport and coming from Asia, I am happy to see many of the races coming where the money is. However, I am also of the opinion that, there must be a balance - preserving the tracks of the yore with modern tracks in emerging countries. There is a German team that's been dominant for the past two years and yet there is no clarity regarding the future of German Grand Prix. In fact, this year, the scheduled German GP was cancelled as authorities did not have enough funding to host the event. Thankfully, there will be a German GP for next year, but who knows whether it will see the light of the day!

The FIA is headquartered in Paris, France and has another office in Geneva, Switzerland. A federal law prevents Switzerland from hosting motor-racing events since the tragic incident of Le Mans 1955. What's stopping France to be one of the annual hosts? France, a place where motorsports was born, where Grand Prix was first coined - it is unfathomable to see France not having a place in the calendar.

Yes, we all get the thing - no money, no place - but is that what the sport is all about? What is the point of hosting races where there is no significant national interest or no clear automobile future? The investors would love to get their returns for what they have contributed - but what is the limit? and FIA, it is happy to be receiving all the money generated from the sport and take interest only in making regulations - and even that they need support from the commercial partners and the teams.

What do I propose? - You want twenty races, or even 21, feel free to include it. However, for old time's sake - have races in Germany, France, Britain, Belgium, Monaco and Italy. Out of these six places, only Monaco and Italy have had no problems in hosting the races regularly. Look at tennis, there are many new ATP and WTA venues - but they have preserved the golden quadrilateral of the Grand Slam. Why can't we have a similar one in Formula One?

If you want people to appreciate Formula One in the long run, do not stop at halfway mark of going just to new markets; do make an effort to remain in countries that made this sport popular. 

Return of number 13 in Formula One

One of the interesting aspects in most sports is the tradition of using numbers. The numbers become the identity of a person with time and motorsports is no different. What started as just a plain identity, the concept of numbering evolved and in 1996, FIA decided to make it official and more systematic. The numbers were given to teams in the order of their standings in the constructor's championships. Unless one team has a steady run of consecutive championships, the numbers would change each year. This year and hopefully for a longer duration, the drivers have been given the choice to choose their own numbers.

Personally, I like this concept as it creates a special bond between the athlete and his/her fan base. FIA's tryst with numbers has a long history, evolved over a period of time and now has a sense of logic moving forward. Most other popular sports have athletes bearing a particular number - a unique connection.

Formula One has seen a lot of changes with respect to the use of numbers as a means of one's identity. Going back in time - the numbers were allocated to cars on a race-by race basis either through lottery or by the order in which the entries were received.

In 1969, first noticeable change was seen with the world champion being given the 'Numero Uno'  while rest of the grid numbers were chosen on randomness. However, few teams did adopt a convention over a period of time, with the legendary number of 27 being associated with Ferrari for as long as 1996 before the rules were tweaked by the FIA.

We talk about superstitious being part of our daily lives, sports is no different. To me, use of superstitious practices in sports is an extension of personal lives. In Formula One, the curiosity and the myth surrounding around the number '13' is one such episode. Pastor Maldonado, the mercurial Venezuelan driver has opted the number '13' for the 2014 season on his Lotus livery. Looking at the history, this number was used sparingly in F1.

Since 1976, F1 has not seen the number '13' appearing on a car. Divina Galica, one of the five female F1 drivers used the supposedly 'unlucky' number for her maiden drive in F1 at the British Grand Prix in 1976. Blame it on bad omen or lack of pace on the car, she did not qualify. She did get a run for two more rounds in the 1978 season and both times she failed to qualify.

Only Solana Moises has the distinction of racing a Formula one race (Mexican GP, 1963) with the number '13' on his car. He did not have much success in the race, classified eleventh for completing 57 laps before his British Racing Motors (BRM) engine failed.

In general, we have many instances of deliberately avoiding the number '13' owing to an irrational belief called 'superstition'. Despite this popular notion, we have seen in the sporting world - number 13 being used by 'well-known' athletes.

The list goes this way - Wilt Chamberlain (famous basketball player and first to score 100 points in a game) and the most valuable player  (MVP) of NBA for 2005 and 2006, Steve Nash using the number 13. In football, we had German player Michael Ballack who wore the # 13 jersey for both Chelsea and his national team (of which latter he was the captain); the world record holder for highest number of matches appeared in the history of football, Kristine Lillie (352 matches for USA) worn the so-called dreaded #13.

Other notable mentions include - Alex Rodriguez, Billy Wagner, Omar Vizquel - the baseball players; Alessandro Nesta, the Italian footballer; Jake Scott, Dan Marino, Kurt Warner and Don Maynard the American football players; Mats Sundin and Pavel Datsyuk, the ice hockey players. However, they form a pool of exceptions in grander scheme of things and Formula One going by the history doesn't belong to this pool of exceptions.

The story surrounding the ill-fate associated with thirteen goes back a long way in motorsports. It all started in 1925 when a car bearing the number 13 met with an accident - and its driver Paul Torchy died at the site of Delange Grand Prix. The very next year, Count Giulo Masetti died of a car accident bearing the number '13'. It was then decided by the French Automobile club to eliminate the number '13' from the races.

In Formula One, Mauritz von Strachwitz tried his luck first in 1953 at the German Grand Prix, failed to qualify and as mentioned previously, when Galica Divina attempted to qualify her Surtees Cosworth bearing the number 13, she finished 28^th out of 26 cars that could be part of the race. 

Thus Brands Hatch, the site of 1976 Great Britain Grand Prix happened to be the last time one saw a Formula One car to have the number '13' on it. Hence in the previous system of awarding numbers to teams - FIA never gave the number '13'. Instead the seventh placed constructor received the numbers 14 and 15 to their respective drivers as opposed to numbers 13 and 14.

Australia 2014 - season opener in Melbourne. What will Maldonado do? Will he be able to change the perception of many cynics? Not to discount the past, Maldonado surely has a much secured drive than his predecessors who used the number thirteen. In that sense, it nullifies most of the myth surrounding this number.

After thirty seven years there has been an attempt to 'eliminate' the fear of number '13', known scientifically as 'Triskaidekaphobia' thanks to Pastor Maldonado. 

For now - let's wait and watch as the action unfolds in less than sixty days time.

Lost Track: Circuits of the Yore XV - Zeltweg Circuit, Austrian Grand Prix

Image Courtesy: www.allf1.info

Yesterday’s breaking news in F1 – “Austria given a slot at the next year’s Grand Prix calendar”. That’s great news considering the fact that Red Bull now owns the circuit and has made his intentions clear to bring the race back to his homeland. However, there are few hurdles which need to be cleared before it gets to host the race. A1-Ring, as it was known previously has a new name ‘Red Bull Ring’, a name that was christened in 2011 when Dietrich Mateschitz purchased this ailing track.

Which circuit will make way to accommodate this race in Austria? This is something which will be decided later if and only there is a final clearance from the local authorities in Styria, Austria. Also located in proximity to Red Bull Ring is Zeltweg air field that hosted a race in the 1960’s. In this edition of Lost Track: Circuits of the Yore, I will look back at the solitary race that took place in 1964 which happened to be the first ‘Austrian Grand Prix’ in F1.

One can reach the Red Bull Ring by travelling a small distance of under 20 km from this airfield. The two tracks are separated by the airport. Fliegerhorst Hinterstoisser previously known as Zeltweg air base is a military airfield of Austria and country’s main airfield too. This was not the first time someone had built a race track around a military airfield; Silverstone was the first and the most notable one.

The inspiration to build a race track around an airfield was straight out of Silverstone’s success of hosting F1 and other Motorsport races.  After having hosted two non-championship events in 1961 and 1963, a F1 race finally came their way.

The 3.2 km circuit incorporating the run-away and the concrete road and consisting of just four curves in its layout had a reputation of being narrow, extremely bumpy which saw many of the cars suffering from suspension failures in the practice.

Graham Hill who has leading the world championship at that time of the year (1964) took the pole position.  Not so far behind was Jim Clark in his Lotus and John Surtees in his Ferrari. Incidentally, these two were chasing Hill for the championship with four races to go.

With barely five laps into the race Graham Hill, the pole-sitter had a wheel spin and retired from the race. Soon in the next four laps, John Surtees retired owing to a suspension failure. Jim Clark, who struggled with his gear selection problems made a late comeback into the race and Jack Brabham who had qualified in 6^th position pitted early due to a fuel feed problem and faded away into the back of the track.

This meant – Dan Gurney was leading the race with Lorenzo Bandini in the 2^nd Ferrari was second with Clark in third position. On lap 40, Jim Clark retired from the race owing to ‘half shaft’ problem and very soon his Lotus Climax team mate Mike Spence retired in the very next lap to a similar problem Jim Clark had experienced with his car. Bruce McLaren entered the list of retirements with an engine failure on lap 43 and four laps later the race leader Dan Gurney retired after his car slowed down owing to front suspension problems.

This gave the lead to Bandini, an Italian driver driving for a compatriot team Ferrari and he looked set to win it for the first time in what was his 18^th Grand Prix start.

On lap 59, the 1961 World Champion Phil Hill lost control of his Cooper Climax went out of the race not before crashing the car onto the straw bales. The car caught fire but he came out the accident scene unscathed. It was ironic; the race leader Bandini three years later went out of a race at Monaco in similar fashion; however it turned out to be his last race.

On the very same lap, the entire Austrian crowd who had come to witness the debut of Austrian GP saw their local boy Jochen Rindt, who had become the first Austrian to drive in a F1 race retire courtesy of a steering problem.

With no further drama and barring few retirements towards the end of the race, Lorenzo Bandini completed 105 laps of the race to win his first ever Grand Prix. Incidentally, this happened to be also his only Grand Prix victory of his career. And so was for the Zeltweg airbase, which received complaints for being narrow, bumpy and having poor viewing conditions for the audience. FIA removed the circuit from its calendar and would wait until a modified or a custom track was built.

Jochen Rindt went to become a popular driver in the following years and this being one of the reasons there was a need to construct a purpose-built track. Österreichring later came to be known as A1-Ring was the answer and it hosted Austrian GP in two spells (1970-1987 and 1997-2003).

Jochen Rindt did inspire a lot as he also went on to become his country’s first World Champion in 1970. Since then there have been few drivers from Austria in F1, none more popular than the triple world champion Nikki Lauda.

Since the past four years, Austrian anthem has been heard on the pit lane and quite regularly too. It is not played for a driver winning the race, but for the team Red Bull Racing. It is only apt that such a popular team in the recent past and at the moment gets to have a home track.

The only question remains unanswered is – Will the emotional needs of a team boss be over ruled by the pragmatic facts to hold a race in Austria?