“I cannot reword”
In 2018, the idea of Zandvoort hosting an F1 race was not yet discussed. However, at that time, Max Verstappen had already achieved several victories and was gaining popularity in the Netherlands. Considering this, it seemed logical to organize a race for the emerging superstar in his home country.
What the ‘Verstappen effect’ could achieve had already been seen at F1 circuits abroad – and also at the Jumbo Race Days in Zandvoort, where thousands watched Verstappen do demo laps in an F1 car. A race of its own seemed like the next logical step.
F1 found it appealing. However, they declined to enter into an agreement with us due to the absence of a lengthy straight and consequently, a long DRS zone that would have facilitated overtaking. This is unlike most recently constructed tracks, as stated by Luttikhuis.
The Bahrain International Circuit, as an example of a modern grand prix circuit, has a straight that is more than one kilometre long. Zandvoort, on the other hand, came in at only 700 metres.
So, what could be done to meet the requirements of F1? “The easiest thing would have been to extend the straight,” says Luttikhuis, “but that’s not possible in Zandvoort. Because on one side there are sand dunes worth protecting and on the other side the town of Zandvoort. We could not extend the straight.”
F1 management proposed the activation of the drag reduction system (DRS) in the Arie-Luyendyk curve, specifically in the finishing curve. However, this presented a problem as it would have exceeded the allowed centrifugal forces in the finishing bend. Luttikhuis explains that this would have resulted in the cars becoming excessively fast when exiting the bend.
So other approaches were discussed, 15 different options in all. “One suggestion, for example, was to make the corner before it extremely slow, almost like a 90-degree bend. That would allow the cars to come out of that corner very slowly, which in turn could allow the use of DRS in the finishing corner,” explains Luttikhuis.
Renovations at the Dutch race track in Zandvoort 2020
Photo by: Chris Schotanus
However, the calculations indicated that the fundamental issue persisted in every instance. The centrifugal forces at the conclusion of the curved section exceeded the permissible limits set by F1 specifications. Zandvoort found themselves confronted with a difficult decision.
“At a certain juncture, I pondered: ‘Why not adopt the approach used in Indianapolis and incorporate a sharp bend?'” Luttikhuis suggests. “This way, a portion of the forces would be oriented downwards.”
What was the motivation behind his decision to adopt this method? “I have previously visited Monza, including the banking section. However, was that a conscious influence? I’m uncertain. It’s possible that I was also inspired by the electric car racing track I had during my childhood!”
The Zandvoort track manager promptly presented the concept to F1, and received a response on the same day. The response was positive, stating that it could potentially be the solution they were looking for. They were initially tasked with developing a simulation, which is where the architects and engineers from Dromo were involved.
Jarno Zaffelli, the creator and CEO of Dromo, expressed his excitement upon learning about the unique suggestion for a sharp turn. “I was extremely thrilled,” shares the Italian entrepreneur. “I thought to myself, ‘finally, there was someone who had a genuine passion for it, regardless of the outcome’, as sometimes a touch of madness is necessary.”
He was instantly captivated by the technical obstacle: “The task involved virtually elongating the straight, while keeping the track layout intact. Essentially, we needed to create a novel type of track with entirely distinct specifications and a subtle variation.”
Luttikhuis and Zaffelli quickly found common ground. “Having a positive reaction to new things indicates a good attitude,” Luttikhuis explains. “It shows that this company shares your mindset and prioritizes possibilities over potential issues. Dromo has embraced this responsibility.”
Zaffelli acknowledges: “Constructing a steep curve using this method was a new experience for us. We had previously created something comparable for a trial location and smaller ventures, but each project is unique. This implies that each instance is a fresh start, and no solution can be replicated exactly elsewhere. Each design serves as a prototype.”
Renovations at the Dutch race track in Zandvoort 2020
Photo by: Circuit Park Zandvoort
Dromo did manage to find inspiration from other sources. “The initial task involved seeking out instances. Every sharp turn in Europe, including iconic ones such as Monza, Brooklands, or Sitges-Terramar. The main focus was on determining the optimal design for banking.”
And for Zandvoort, Dromo would have to reach into the bag of tricks twice, in different ways; the final bend should allow the use of DRS, the Hugenholtz-Bocht [Turn 3] should be a spectacular eye-catcher and an additional, extraordinary overtaking spot.
Zaffelli states that this passage is exclusive to Formula 1 circuits. He refers to Zandvoort as a “hypertrack” due to its unparalleled nature.
Zaffelli adds: “Our intention was to incorporate varying angles of slope in Turn 3, which meant we had to carefully consider the elevation of the track in the preceding and subsequent curves. All of these factors must be considered when building the track.”
The intriguing aspect of sharp curves is that the inclination itself is not the issue, rather it is the process of entering and exiting the curves. Previously, this transition was often challenging to handle. However, my engineers at Zandvoort have successfully crafted a remarkable solution.
The track’s location in the North Sea dunes is not only exceptional but also the surface it is built on: Sand. The ability of the sand to bear weight is a crucial factor in its construction. “The load-bearing capacity differs depending on the tides,” explains Zaffelli. “Additionally, effective rainwater drainage must be ensured.”
All this under the premise of not interfering too much with the course, as Luttikhuis emphasises: “Zandvoort is an old-school circuit, and we wanted to preserve that look. That meant any changes should not make the track more boring, but more exciting. And we didn’t want to end up with a car park with colourful lines.”
These were the specifications with which Dromo embarked on the F1 project at Zandvoort. From January to August 2019, the Italian company created several simulations and did preliminary work. “My entire team was involved,” says Zaffelli. But the efforts of his 15 employees paid off and the FIA approved the designs for implementation.
Renovations at the Dutch race track in Zandvoort 2020
Photo by: Chris Schotanus
However, there were uncertainties: “The responsible commission had skeptics. For instance, one individual claimed that constructing it in this manner would be impossible,” Zaffelli explains.
Luttikhuis faced opposition as well: “Certain individuals lacked trust in the data, while others expressed concerns due to their knowledge of the incidents at the Indianapolis Grand Prix in the challenging turns.”
Some people still had vivid recollections of these events: In 2004, Ralf Schumacher experienced a crash in the sharp turn after a tire puncture, resulting in a concussion. In 2005, the teams using Michelin tires were unable to participate in the race due to safety concerns, leaving only six cars equipped with Bridgestone tires to compete.
Luttikhuis mentioned that there were concerns. After that, Zandvoort and Dromo took on the task of proving the skeptics wrong and turning their ideas into a tangible project.
At the conclusion of 2019 and the start of 2020, an event occurred: “We managed to finish the construction phase in just four months, spanning from November to February,” Zaffelli explains. “The significance of this timeframe becomes apparent when considering the weather conditions.” Specifically, there were low temperatures in single digits, numerous rainy days each month, and the least amount of sunshine hours throughout the year.
Approximately 200 employees from Dromo, Zandvoort, and a nearby construction service provider participated in the building process. Zaffelli expresses gratitude for the effective preparation that enabled them to complete the project within the designated timeframe.
The extent of the modifications becomes evident when considering Turn 3. “We opted for a sharp turn in order to create additional space behind it, allowing for a passage between paddock one and paddock two,” clarifies Luttikhuis.
Zaffelli stated that Turn 2 was slightly elevated, while Turn 3 was slightly lowered and then Turn 4 was raised again. Additionally, they shifted Turn 3 by a total distance of 16 meters, although the actual gain in space was only two meters due to factors such as banking and safety measures. However, this modification has given Zandvoort a distinctive feature that sets it apart from other tracks.
Renovations at the Dutch race track in Zandvoort 2020
Photo by: Chris Schotanus
Luttikhuis can verify that. He states that the two sharp turns greatly benefited Zandvoort from the beginning. “We witnessed a significant increase in participants during the first race following the reopening. The response was overwhelming.”
The steep turns are not only favored by racers, but also attract tourists who visit to admire the banking. Whether during track walks or tours, it remains a major attraction that draws crowds day and night. Many individuals simply wish to experience standing within the banked curve.
The individuals in charge did not anticipate the level of enthusiasm. “We considered the sharp turns to be necessary and thought they would be exciting,” Luttikhuis explains. However, the outcome surpassed all expectations.
Zaffelli humorously acknowledges that there was only one aspect that did not go according to plan: “I ended up losing a bet to an F1 technician.”
Zaffelli lost the bet because there were no overtaking maneuvers in Turn 3 during the first year of 2021, despite his disagreement with someone who believed the same.
“We had specifically created the curve for the latest vehicles, excluding the older ones. Additionally, starting from the second year [following the implementation of the new F1 regulations], overtaking maneuvers began occurring at Turn 3. However, this no longer provided any advantage for my wager.”
The decision to delay the implementation of the new technical regulations in F1 from 2021 to 2022 also impacted the use of DRS at its maximum capacity during the first year in Zandvoort on the main straight. This was due to the fact that the plan was specifically designed for the upcoming generation of cars.
The design of the transition from a flat track to a steep curve was intended to accommodate as many four-wheeled vehicles as possible. However, it is not suitable for motorbikes as “steep curves are not suitable for two-wheelers,” according to Zaffelli.
Renovations at the Dutch race track in Zandvoort 2020
Photo by: Chris Schotanus
But steep curves are very much a topic for other race tracks in Europe. Zandvoort has shown that and Dromo senses it from the demand: “We now get a lot of calls from people who have become aware of us through Turn 3,” says Zaffelli. He and his team currently have several tracks with steep bends “in the pipeline”.
Zaffelli does not disclose the specific projects involved in great detail. However, he does mention that the proposed F1 circuit in Madrid might incorporate a sharp turn. This is due to the fact that, similar to Zandvoort, the FIA regulations regarding lateral forces are surpassed. Consequently, efforts are being made to address this section in a manner reminiscent of the approach taken at Zandvoort.
Zaffelli reiterates that there will not be an exact replica to adhere to. “Each situation is distinct and the variables vary significantly in each instance.”
Dromo currently has additional responsibilities at Zandvoort in the near future. Prior to the 2023 F1 race, certain uneven surfaces needed to be smoothed out and adjustments were necessary for the FIA catch fences. Track manager Luttikhuis assures that these modifications were not significant.
In the medium term, however, excavators will be moving into Zandvoort again: “After the grand prix, we will extend the pitlane.
Zaffelli explains that the purpose of this is to provide the individual cars with additional room during the pitstop. Apart from that, there haven’t been many changes made since the conversion. This also applies to the track and the design of the first “hypertrack”.
According to Luttikhuis, our innovative and well-received feature is the introduction of steep curves.
Renovations at the Dutch race track in Zandvoort 2020
Photo by: Chris Schotanus
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