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Posts tagged with "Silverstone"

Calculating Sky

Following a rather odd conversation on The Formula 1 Blog with Anonymous, it is becoming increasingly clear that a breakdown of what it would take for Sky to break even is necessary. This is, after all, the main reason why the attempt to transfer the UK rights from free-to-air to pay-TV is likely to have medium-term consequences on non-UK F1 fans. It's a bit rough-and-ready because of the timing, but I will happily tidy up anything that you think needs tidying later.

 

Wimbledon never fails to get full crowds even though few people in Britain follow tennis otherwise. Silverstone never failed to get full crowds even in years where British F1 figures fell like a stone due to Schumacher dominating. You'd be surprised at how low an audience conversion is needed to fill a stadium, so saying that test cricket grounds are still full doesn't say anything about what's going on with the TV side of things. Attending a cricket match is a special occasion. It does not mean that watching cricket is still bread-and-butter to people. The BARB statistics do not lie and they say that Sky struggles to get a seventh of the audience Radio 4 Longwave does for cricket matches, and that both combined are far lower than cricket got before Sky took over. The numbers end up working for the sport largely because Sky can afford more, but that is reliant on capping the level sports can charge it. That works financially for sports that seriously undervalued themselves (primarily by only considering the BBC pre-Sky, which of course can't run adverts to offset its expenses) but F1 hasn't done that since 1981...

I suppose if one calls 234,000 rugby viewers (2008 League World Cup) with Sky compared to over 2.6 million for the previous version* pre-Sky a success, then rugby might be considered a success. From Sky's perspective, it's a relatively successful sport because the low sanctioning fees means it can make quite a bit from the deal; from the perspective of a rational outsider surveying the effects on the sport's support base, it is a disaster.

The more one looks at the effects of Sky getting involved in sport, the worse it looks for sport. If a sport wants to go from being a majority sport to a minor one, going the pay route's a pretty effective way of doing it. That's been demonstrated time and again.


Advertising is of course part of Sky's arsenal when paying for things. However, Bernie fees are not the only costs it faces, and F1 isn't football. It costs £10 m per year to produce F1 the BBC 2011 way and to do all the extra features Sky has said it'll do, it will need to spend even more than that. ITV couldn't get that much from sponsorship when it had F1 in boom time, so given that Sky isn't having in-race advertising and is operating in a recession, it'll struggle to even meet its production costs through advertising, let alone start tackling marketing, satellite rearrangement fees (yes, making a new channel costs money) and the Bernie fee (which is now four times higher for Sky than the BBC's production fee was). 

Even so, my original calculation of a million new customers being needed assumed, optimistically, that the non-Bernie fees would be entirely covered by advertising. (Before the amount Sky paid was announced, I tended to say "between 0.5 and 0.88 million" when commenting on the internet; I was bargaining on Sky doing some sort of cost calculation prior to purchase). The £40 m from subscriptions prior to F1's arrival has to be ignored on the grounds that they'll have bought other contracts with them. These naturally must be maintained, with the possible exception of programs that directly clash with F1 programming. Other sports may not be as expensive as F1 but they do have acquisition and production fees. Instead, the calculation has to be done from base.

There are two ways of getting Sky F1 - one using the HD pack and the other using Sky Sports. The Entertainment pack cost (common to both routes) has to be ignored because the channels on the pack are funded by it, along with all their programming. Much like the BBC, each Sky channel is funded separately. Terra Nova, for example, is not a free show. Even through the HD route, the HD money is not free because all the programming on Sky has to be converted to HD. If Entertainment and Sports are priced in relation to their values to Sky, then only half the HD top-up can be assumed to be available for F1.

Let's assume that the only sport that the people are interested in is F1 and that HD buyers don't buy any other packages (if we don't, again, the figures look even worse for Sky, as that person's subscription fee would then need to be shared among however many additional contracts corresponded to that individual's customised viewing habits). The cost of Sky Sports 1 and 2 on top of that package is £20 and this is the maximum amount Sky can take in per customer per month with regard to F1. HD, once the half for Entertainment package upgrading is removed, only contributes £6.125 per customer. Only new-to-Sky customers can be assumed to be taking the package for the full 12 months, so only the 7 months where Sky has an exclusive race can be safely counted for Sky's revenue (let's assume for now that Bahrain goes ahead).

I am also going to assume that everyone who watches F1 is a singleton who never has the TV on when entertaining and doesn't have lodgers or other unrelated co-residents similar sneakily "borrowing" a chair during races. Otherwise, each viewer is only contributing part of the subscription payment. I'm also assuming none of these people are bar, pub or club owners because then every patron of the bar/pub/club is contributing towards the subscription.

Remember that the Bernie escalator ensures that prices go up at least 10% every year (that fee quoted for Sky's acquisition will be the first-year price; Bernie rules ensure it goes up and up after that). The £40 m initial annual price becomes £77.95 m by the end of the contract Sky has. If that sounds high, the fee the BBC paid went from £25 m to £40 m a year from one end of its contract to the other (projected but never reached due to renegotiation) end; if it hadn't it probably wouldn't have needed to let F1 go. That's compounding for you.

At the moment, 30% of Sky customers are on HD (therefore using the cheap route) and 70% on SD (therefore would need the expensive route). Being optimistic and assuming this proportion does not move any further towards HD despite more HD subscribers being in Sky's overall business plan, Sky needs 0.95 million new subscribers (rounds up to 1 million to the nearest 100,000 subscribers) that didn't care for any Sky-carried sport bar F1. To break even. Compounding means it doesn't have to get them all immediately - a 2012 figure of 0.53 million is enough for that specific year - but Sky's sales definitely aren't going up by the 10% per year needed simply to keep up with Bernie (they only increased by 3% per year for the last 2 years - it's pretty consistent at the moment). 

Even 0.53 million is over twice as many viewers than Sky gets for any part of its non-football programming. It is unlikely Sky will get the figures it needs because past and present data demonstrates it. This is before considering that every assumption I've just detailed here - advertising revenue, house occupancy, HD, caring about other Sky sports, Bahrain, the extent of Bernie escalator - is more likely to go against Sky than in its favour with regard to making F1 pay, and therefore require even more people to sign.

(For the curious, on the assumptions made in this item, it would take 2.08 m cumulative new customers for Sky to be able to justify taking all 20 races in the first year of the next broadcasting contract of 2018, assuming the minimum number of new customers were signed up as needed to let it break even in each previous year, that no additional fee was made for exclusivity and assuming Sky merely wished to break even with F1 due to its high profile).

Japan F1 is mostly free Fuji TV. There is a pay option (Next) but it gets 1/6 of the audience the free version does (helped by the fact the same provider on the same platform shows the free and pay options - not the case in the UK). Brazil is primarily covered by GloboTV, which is free-to-air and easily beats the pay option for popularity. Italy and Germany used to have pay TV options (through Sky) but they've folded due to lack of interest. Some other countries with smaller audiences have pay-only, and their audiences went through the floor. This has left some channels dropping F1 altogether and others putting it on progressively higher-cost options. That's what always happens with pay TV concerning sports that were previously shown just fine on free-to-air**. The audiences shrink and so the pay TV provider has to rely on cheap rates to keep the option alive. Here's a hint: Bernie will never, ever, provide cheap rates.

So why are the likes of rugby and cricket succeeding despite their TV mistakes? Because other avenues of revenue exploded in the last decade or two. Sponsorship, once quite rare for a series, has become huge money, especially for drinks companies who would struggle to advertise in certain international markets through the standard methods. Ticket prices skyrocketed, turning the weekly patronage of a favourite sport to an occasional treat for the poor without turning away the rich (in fact, with more focus on rich clients as seen in the past decade, the rich are pouring in as they spy networking and hob-nobbing opportunities). The sponsorship alone accounts for why there's more money in disability swimming than ever despite it having no media profile worthy of the name and free tickets to nearly all events. The latter is why the Paddock Club in F1 is worth over 10% of the total income of F1 despite serving a maximum of 5000 people per race.

After all is calculated, Sky's chances of making F1 break even are remote. The chances of Sky keeping a sport that doesn't break even is even remoter. The chances of Bernie finding anyone willing to pay more than Sky pay him now in those circumstances is nil. That means Britain's fees will drop. It's not clear who'd pick up the rights then - it depends who has most to spare at that moment out of the not-recently-"burned" parties. What is clear is that it would cause a domino effect. Other countries would see that pay TV does not work and be able to call Bernie's bluff by not engaging in bidding wars with such channels. It would mean the prices paid by channels would fall through the floor. So would F1's revenues.

 

F1 would have to either seriously tighten its belt (and hope it's no longer up to the neck in debt) or die.

 

Quite how not want F1 to kill itself counts as "not loving F1", as Anonymous alleged, remains a mystery.  

* - In case you're wondering, rugby union suffered even worse. The Heineken Cup final, for example went from 9 million in 2005 to below 185,000 in 2007. The only reason it's still on Sky is because the Heineken Cup charges much, much less for its tournament broadcast rights than Bernie does and the BBC is currently trying to sell sports rights rather than buy them.



** - Football, in case you're wondering, was not shown fine free-to-air before Sky got the rights; the BBC could typically only show one match a day - and hardly ever in primetime - due to broadcasting balance requirements, whereas Sky was able to show multiple ones, at any time of day, almost immediately. Being able to see twice as many matches means twice as many people are going to be interested, so it matters less if no single match gets much in the way of viewing figures compared to free-to-air - the sheer number of matches viewable through the multi-channel, more specialised pay TV system meant that many small parts became a bigger sum than the BBC could achieve. Also, people can't advertise on the BBC, so when Britain's favourite sport went to the advertisable platform, advertisers naturally paid top dollar to be associated with the sport. Football is, economically speaking, pay TV's one big sporting success.

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LMS Championship Permutations

The next race of the ILMC (Intercontinental Le Mans Cup) and LMS (Le Mans Series) championships is in Silverstone. The ILMC championship has three rounds to go and there's everything to play for, but in the LMS there are only two races left. As a result, some of the class championships in LMS are close to a resolution.

 

In this blog entry, I will attempt to summarise the championship situation in each class. This will serve the dual purposes of explaining what is needed for given competitors to win their class championships and giving a summary that will enable a newcomer to pick up what's where. 

 

LMP1

 

It's a tight championship at the moment:

 

Tinseau/Collard/Jousse (#16 Pescarolo) lead on 28 points (other points in this list relative)

Belicchi/Boullion (13 Rebellion) -3 points

Jani/Prost (#12 Rebellion) -3 points

Piccini/Cortes (#23 MIK Corse) -26 points 

 

In theory, everyone entered for the LMS can still win because there are more points on the table (30) than the leading drivers possess (28). However, some teams have withdrawn from Silverstone. These teams' drivers (Hope's and Quifel's Pla/Amarel) are too far away to catch up the gap in a single race and therefore are not included in the above list.

 

Incidentally, all of these cars are petrol entries - Hope was the sole hybrid entry and all the diesel entries are ILMC-only (they'll be in the race for ILMC things and can deny points to LMS entries by finishing ahead of them, but they don't compete for the LMS themselves). 

 

It is theoretically possible for Tinseau, Collard and Jousse (the Pescarolo trio) to take the title at Silverstone. However, if they win and get pole, they still need both Rebellions to finish in 9th place or below for that to happen. This is in a class with only 10 cars total, so really that's saying the Rebellion drivers need to retire or have a total disaster of a race if the title is to be settled in Silverstone. Tinseau, Collard and Jousse look good to get the title because they've been consistently slightly better than the Rebellions, but in Imola the tables were turned, so it would be foolish to bet on any of the three driver combinations taking the trophy. Better to enjoy the fight unfold and, most likely, continue into Portugal.

 

Silverstone is likely to be a low-scoring round for all 4 because the big points are likely to be taken by the diesel cars. This is bad news for Piccini and Cortes, who need to win in order to stay in the title hunt. It would take a bizarre set of circumstances for that to happen.   

 

Teams 

 

Rebellion has two cars in their team while the other contenders have only one. This puts Rebellion in a strong position for the team title because it is matching Pescarolo for points. All they need is to have one of their cars ahead of Pescarolo in both races. If it's #12 in one race and #13 in the other, the Rebellion will take the team title but Tinseau, Collard and Jousse will have the driver title. 

 

LMP2 

 

Drivers

 

The LMP2 class has been riven with conflict all year due to a cost-cutting formula running alongside the previous unrestricted spending regime. Hopefully the fact that 2012 will make the cost-cut method mandatory will reduce the arguing that has overshadowed a tightly-fought season.

 

Ojjeh/Kimber-Smith (#41 Greaves Motorsport) 35 points (other points relative)

Watts/Kane/Leventis (#42 Strakka Racing) -5

Kraihamer/Crem (#45 Boutsen Energy Racing) -10

Firth/Beche/Thriet (#46 TDS Racing) -12

Companc/Russo/Kaffer (#39 Pecom Racing) -13

Gates/Garoffel/Phillips (#43 RLR Motorsport) -18

Lombard (#41 Greaves Motorsport) -20 

Rosier/Basso (#44 Extreme Limite) -21

Frey/Meichtry (#40 Race Performance) -22 

Collins/Newton/Erdos (#36 RML) -27 

 

Half of the LMP2 field is likely to be out of the running for the title at the end of Silverstone. Collins, Newton and Erdos require 3rd to keep their chances going, while Frey and Meichtry "merely" need 7th and pole or 6th without pole to stay in. Silverstone is likely to be a low-scoring round due to the presence of the ILMC LMP2 entrants Signatech and OAK, even if the problem is not as pronounced for the LMP1s.

 

Rosier and Lombard need  8th place (or 7th and pole) to stay in. Gates, Garoffel and Phillips merely need to finish because there are only 11 cars and 11th yields 2 points.

 

It would take a pretty remarkable set of circumstances for Ojjeh and Kimber-Smith to win the title here. Even if they won and got pole, they'd need OAK and Signatech to share the podium with them and for Watts, Leventis and Kane to finish 8th or worse in class.

 

Lombard is a special case. He joined the #41 Greaves car in Imola, so short of his longer-standing team-mates getting injured before the race without making the car unraceable (which is virtually impossible), he cannot gain the title due to Ojjeh and Kimber-Smith scoring many points before his arrival. He'll definitely be able to contribute to the team title though.

 

Teams 

 

All the teams have only one car in LMP2, so the team fight is as above.

 

GTE-Pro 

 

Drivers

 

This is arguably the most complicated of the five championships to explain. There are two reasons for this.

 

Firstly, this is one of the series for which there are bonus points for making an engine last 15 or more hours. The 15 hours do not all need to be in a race but they do need to be in ACO-sanctioned events (which in practise means Sebring and Le Mans count towards engine timings). The other classes have them, but in LMP1 hardly anyone runs an engine long enough to get the bonus point, LMP2 has only had 2 cars get the bonus points so far and in GTE-Am, virtually everyone is going to get the same points at the same race because the cars are nearly all synchronised in terms of engine hours. The GTE-Pro drivers will all get an engine point barring mechanical failures, but some are due to get it in Silverstone and others in Portugal. The effect on the title fight is subtle. 

 

Secondly, GTE-Pro, and only GTE-Pro, has a "dropped score" system for this year. Originally, all scores were meant to count, but at the start of the first race at Paul Ricard, a "Safety" Car caused a crash that took out nearly all the Porsches... and affected hardly anyone else. In an attempt to make up for this huge mistake, the "dropped-score" rule was put in. For championship purposes, the Porsches could pretend Paul Ricard was just a bad dream. 

 

Currently, the GTE-Pro title chase stands thus:

Fisichella/Bruni (AF Corse #51) have 44 points (other points given are relative to this)
Melo/Vilander (AF Corse #71) -16 points
Simonsen/Farnbacher (Hankook #89) -17 points
Walker/Bell (JMW #66) -22 points
Lieb/Lietz (Farnbacher #77) -26 points
Goosens/Holzer (Prospeed #75) -27 points
Hancock/Dolan (JOTA #79) -30 points 

 

Granted, some of the gaps are larger than in either prototype class. However, the "dropped score" system means that there is still plenty of opportunity for a fightback, even without relying on retirements.

 

Fisichella and Bruni are due to get an engine point in Portugal and currently would drop their second-place-with-pole at Le Castellet - a rather hefty 14 points. The latter is why the championship is nowhere near a done deal. Had all scores counted, scoring more points than Melo and Vilander would have almost been sufficient to take the title (other people would also have needed to be not too far ahead) - and only once so far this season has that happened. For Silverstone to be guaranteed to count towards their score it would be necessary for Fisichella and Bruni to win. Sealing the title in Silverstone would take some major misfortune for their competitors.

 

Vilander, Melo, Simonsen and Farnbacher are their closest rivals. They are due to get their engine point in Portugal. Vilander and Melo would currently drop 1 point from Spa and Simonsen and Farnbacher would drop a non-score. To guarantee staying in the title chase, they all need seventh with pole or sixth without. For each race which any of the four has finished, they have been at least fourth.

 

Walker and Bell are due to get their engine point in Portugal and would drop a non-finish at Imola. They need third place to guarantee staying in the title chase.  They've been quite unlucky this year but also fast, so it is possible for this to happen.

 

Lieb and Lietz, the defending champions, are due to get their engine point in Portugal and would drop the non-finish in Le Castellet.  To guarantee staying in the title fight, they need to score second with pole and not need an engine change, which is a pretty tall order.

 

Goosens and Holzer are due to get their engine point in Portugal and would drop the non-score at Le Castellet. To guarantee remaining in the title chase, they need to come second, get pole and hope Fisichella and Bruni don't win.

 

Hancock and Dolan cling to the title chase by the skins of their teeth on account of getting their engine point at Silverstone. They also drop a non-finish at Le Castellet. They need to either get second and pole, or win and hope Fisichella and Bruni do not get pole, in order to stay in the title fight. 

 

Teams   

 

AF Corse 46 points - to drop 14 points at Le Castellet (other teams' points relative)

Hankook -21 points - to drop 0 points at Imola

JMW -24 points - to drop 0 points at Imola

Felbermayr -30 points -  to drop 0 points at Le Castellet

 

AF Corse are likely to win this one, simply because they have two cars in the LMS (compared to everyone else's one) as well as a points lead of which Red Bull in F1 would be jealous, proportionally speaking. Given that an AF Corse car has only retired once out of 6 LMS entries, it would be asking a lot for anyone to take the team title off them at this point.

 

GTE-Am

 

Drivers

 

Armindo/Narac (#67 IMSA) 41 points (other points relative) 

Cioci/Perrazini/Lemeret (#61 AF Corse) -2 points

Felbermayr Jr (#88 Felbermayr) -17 points

Christodolou/Quaife (#82 CRS) -23 points

 

This is the tightest class battle in the series. Unless Armindo and Narac win their class and get very lucky with opponents' results, the battle will go to Portugal. Felbermayr Jr needs to finish the race or get class pole to stay in the title fight in Portugal, while Christodolou and Quaife must get seventh with pole or sixth stay in the title fight.

 

Teams

 

All four teams have one car apiece, so the team battle is in the same state as the driver one.

 

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The Ecology of Wind Tunnels v Track Tests

Warning! Long entry alert!

This blog entry was prompted by TEF20's comment in Formula 1 Blog, which in turn was about Ferrari opposing the 4-cylinder engine concept mooted by the FIA for 2013. About a third of the way through replying, I realised this "comment" was not only too long for a comment (2549 words are too many, even by my reckoning!) but only tangentially relevant to the topic. Therefore, it was moved to my blog.

TEF20 was considering in his comment how reducing the amount wind tunnels are used in F1 could allow more testing to happen, therefore making a lot of fans happier because they can see more of the cars (among several other benefits). It certainly sounded an intriguing idea, so I decided to try mathematically test it - with mixed results.

Firstly, it is true that wind tunnels consume colossal amounts of electricity (thus carbon) whenever they are used. We are not talking hairdryers pushing air through plastic sweet tubes onto miniature models here. The vast and vastly powerful variety used in F1 use enough energy that the electricity companies demand to be told before teams turn them on so that demand can be planned. The two tunnels in Brackley (for Mercedes and Force India) probably consume more electricity than everything else in the 12.848 km between Brackley and Silverstone put together (I have no data to confirm this, but if the steelworks in Sheffield, working at full blast, can consume more electricity than the rest of the city put together, then it is surely reasonable to suggest that two powerful industrial energy-guzzlers can use more electricity than the sum total of a few villages).

 

Secondly, none of the foregoing means that track tests are minor consumers of carbon either. It takes a lot of equipment to conduct a test.


Test teams take at least three lorries with them, alongside cars or buses capable of carrying 45 staff. The lorries would use 17.082 g/km per ton. If the team went in buses (probably the most ecologically sound way of taking that many people), each bus would use 10.249 g/km per passenger.

 

The Ecology of Test Travel


If we assume that the lorries are 20 tonnes each including their loads, then that gives us 683.28 g/km for the lorries and 461.205 g/km for the buses - or a total of 1144.485 g/km.

So taking Mercedes as an example, quartered the relatively short 12.848 km away from Silverstone. They would need 29.409 kg of carbon emissions to get to the test and back, assuming the test got rained/frozen off.

If a team like Mercedes wishes to avoid that fate (frozen/rained-off testing being completely useless in terms of data collection), it is likely to go to Spain. That means sending everything through the Eurotunnel, down the length of France and down part of north-east Spain to reach the nearest track (Barcelona). I will assume for the sake of ecological sensitivity that nothing is flown. And then return, of course. The distance is 1752.608 km, therefore the carbon emissions would amount to 4011.667 kg, or 4.012 tonnes. Again, before running or indeed the travelling between hotel(s) and test track/travel routes that would be required to make a road-only test work.

If we assume the team must go to a hotel if they wish to stay overnight in Spain, and that (as is common) they stay at the cheapest nearby hotel (Hotel Ciutat at the moment), they need to travel 17.952 km extra per overnight stay. If this is done in buses, that's another 8.280 kg per night. They also need to stay there before and after each test so that they don't waste the first few hours of testing and/or risk total collapse trying to return to the UK. This makes a typical four-day Spanish test (as generally practised in F1 these days) 4.053 tonnes per team.

This mounts up. Each F1 team used 62.5 tonnes on average for fuel in races and tests in 2009. but most of them went to Spain for 4 tests prior to the season beginning and then did 8 local tests in-season. That would be 16.221 tonnes just for the current testing regime (races are more efficient because one Bernie Air plane can take multiple teams' stuff - even though the method of transport is more wasteful per item, less fuel is needed overall due to the airborne equivalent of carpooling).

 

The Ecology of Wind Tunnel Testing


The entire electricity consumption of the average team for 2009 was 365.412 tonnes. This includes the vast amounts necessary to power the CFD systems currently in place and all the manufacturing equipment as well as the windtunnel situation (teams are only allowed to use one less-than-60%-scale tunnel at a time apart from 16 hours of full-scale tunnel time per year, but there's no rule saying a team can't use one of its tunnels while the other one's going through a maintenance/calibration procedure, for example). If CFD, manufacturing and other non-wind tunnel uses for electricity are assumed to take up 50% of the electricity teams use, that puts wind tunnels on 182.706 tonnes/year. Unfortunately, the data does not exist to tease out how much wind tunnels specifically use.


Provisional Comparison Between Wind Tunnels and Track Tests


Local tests are pretty efficient uses of carbon dioxide. A team could test in its backyard every day for an entire year and not use up half as much carbon dioxide as it would doing one test in Spain. Unfortunately most teams are British and the neighbours would complain.

Testing on the continent when a team is based in England is much more of a problem. Large teams used to do three-day tests every fortnight in-season with a test team that was almost completely separate from the team that went to races, which would clearly be far more expensive than the amount used in factory testing procedures. Even if it were more ecologically efficient, it would not be possible to transfer to such an arrangement in the current climate.

How many four-day long-range tests could a team do with the carbon it would save from relinquishing the right to use a wind tunnel for six months of the year (this would allow the team to still use the tunnel to create its cars, but not to develop them)?

Six months of windtunnel on my back-of-blog calculations would be 91.353 tonnes. Divide that by the 4.053 tonnes each long-range test takes and you get 22.53. Which means that you could do just over twenty-two-and-a-half four-day Spanish tests for the price of having the wind tunnel on for 6 months.

How convenient. That's one for every race of the season with a little bit left over.

Or it would be had FOTA not set themselves a 15% carbon reduction plan to be reached by the end of 2012. So let's take 15% off that and see what we have.

19.15.

Still almost enough for one four-day test after each race of the season. Which would be an interesting idea for enhancing development while massively cutting carbon emissions. CFD-only development would be more efficient than CFD + wind tunnel development in terms of carbon and could be a step towards removing wind tunnels from the equation entirely. Fans would love to see their heroes honing their cars carefully for a relatively low fee, teams and circuit are already set up to accommodate them and it also cuts a lot of the expense connected with travelling because they're already there.


The Villain of the Piece


There is one carbon-related problem though. To test, one must have extra pieces to test. They have to be manufacturered and transported.

There are two forms of carbon source to be considered. In-house consumption of electricity for manufacturing comes from the same 365.412 tonnes of CO2 as the wind tunnel. We've already removed the wind tunnel through a back-of-blog guesstimate of 182.706 tonnes. There are three things using up the rest of that carbon dioxide - CFD, manufacturing and sundry expenses such as lighting and heating. If we say that CFD is 60% (there are some powerful computers used in design work) and the sundry is 10%, that leaves 30% of the non-wind tunnel expenditure - or 15% of the whole - as manufacturing expenditure, making it 54.812 tonnes per team. Materials manfacturing is 613.892 tonnes per year for the average team - just over 50% of the total carbon consumption. So the total carbon used for components per team, on average, is 668.704 tonnes. These do all the races as well as testing and also counts manufacturing errors that never make it to the car in any capacity whatsoever.


That Which Is Obsolete and Useless


Every non-homologated item on the car can be expected to change at least once in a year for those teams that can afford to do so and see some point in the attempt. Some teams' wings changed 10 times in 2010, but that's an extreme. Probably more accurate is to assume for the sake of calculation that everything changes an average of twice a season. When testing enables it, all of these changes will be tested.


Not everything that gets tested makes it onto the car. At the moment, it seems to be accepted that most teams bring along 4-5 major upgrade packages per season to have one of those fail, giving a minimum of 20% failure rate. Extra testing would enable teams to tease out which bit of the package is failing easier, perhaps dropping the failure rate to 10%. The problem comes when one considers the amount that can be tested in a particular test - and therefore rejected.

The amount varies massively from test to test because the agenda could be anything from back-to-back testing of a complete new package against the current one - a process that generally results in one package or the other being fully rejected - to incremental honing and systems checks, both of which involve negligible part rejection. In the most through version of the procedures, it takes three back-to-back runs - 9 laps or about 15 minutes excluding analysis and preparation time - to ascertain whether a component worked. Of course the teams do quite a bit of analysis before accepting or rejecting components, but usually other things would be tested during at least part of that analysis. However, there's simply no way round the fact that parts take time to fit and remove, or that the car will need a wipe-down at the very least after each run to maximise data parity. The preparation figure ranges from about 5 minutes if it's simply a wipe-down plus fitting a new front wing to the best part of half a day for certain combinations of internal component (especially if removal requires the fuel tank to be adjusted in any way). Half an hour average preparation is probably a reasonable ballpark figure, with the caveat that it varies massively according to the components involved.

There are about 80,000 components in a F1 car, but that's not the best figure to use for this set of calculations. Some things (like the engine, which accounts for many of the components) are homologated and therefore can't be modified by the teams. Also, some components (such as fuel tanks) couldn't meaningfully be tested by the teams in this way - they'd be tested using other methods, most often by the third-party suppliers who produce such specialised kit. Finally, some components are typically tested in clusters (come on, have you ever heard of a team taking a gearbox, putting in a different 4th-gear dog ring and then running the car again just to see if the new dog ring is an improvement on the last one?)

Time Is Carbon


Taking another angle, if it takes about 45 minutes to do the running and preparing to test a typical component/cluster and a test typically runs for 7 hours (9-5 am excluding an hour of lunch), then it would be possible to test 9 components/clusters in a day, or 36 per 4-day test. 3.6 of these will prove failures (in that they won't be better than the previous versions).

It's not so simple to derive the average carbon cost of a component because it's not clear what proportion of manufactured components don't make it onto a car. However, if a 1% failure rate is assumed for manufacture (probably an underestimate) and it is considered that teams typically use six chassis in a season, replacing an additional component every 20 minutes a car runs, then a rough estimate can be derived.

 

The six chassis would be 480,000 components. There were 17 races in 2009, 4 four-day "long-range" Spanish tests and 8 one-day local tests. A race consists of 4 hours of practise, 1 of qualifying and up to 2 hours of racing, so it would be fair to say it has the same mileage as a one-day test, just spread over a longer period of time. So that would be 41 days equivalent of running, with 369 components/clusters tested (and therefore 36.9 proving "failures") and 861 components needing replacement - on top of the components already on the cars. That's a minimum of 481,230 components produced per season excluding failures, meaning at least 4812 components which failed at manufacturing. So the total amount of carbon used in manufacturing must take 486,042 components into account.

From this, the average carbon estimate per component is 668.704 / 486,042 = 0.001375815 tonnes/component or 1.376 kg/component. To put this into perspective, each extra component needed for a F1 team is just under a third of the carbon consumed for travelling to a local test.

 

This is significant.


The Components of (Climate) Change


If you assume that the six chassis and associated extra components were meant to do exactly the 2009 season and no more, then an adjustment to the carbon figure of extra testing becomes possible.

486,042 / 41 = 11854.683 components used per day.

11854.683 * 1.376 kg/component = 16312.044 kg/day = 16.312 tonnes/day.

16.312 + 0.029 = 16.341 tonnes/test (for a local test)

16.312 * 4 (for a 4-day "long-range" test) = 65.248 tonnes/4-day test.

65.248 + 4.053 = 69.201 tonnes/test (for a long-range test)

So how much testing can now be fitted into that six months of wind tunnel time (in terms of carbon emissions)?

91.353 / 69.201 = 1.320 four-day "long-range" tests. Let's call it 1 and a remainder to see if we can get any local tests out of the remainder:


22.152 / 16.341 = 1.355 local tests. That would be another 1.

At this point, converting windtunnel usage into extra testing time ceases to make much ecological sense.

Conclusions

We've established (albeit with rather more back-of-blog calculation than I'm entirely comfortable with doing) that wind tunnel testing is more efficient carbon-wise than track testing and that the reason is not, as one might suppose, travel, but the manufacture of components to enable that testing to occur. The average team, under normal circumstances, surely gets more out of six months of wind tunnel testing than five days of track testing. The question is: do we, the fans, get as much out of those five testing days as out of the six months of wind tunnel work?

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Say hello to my little friend... ...Meme

Date: November 19 2009

Currently: Reading F1 Racing (October 2009 edition)

Mood: Contemplative !:l

 

Warning! Long entry alert!

 

Nothing I saw in F1 today particularly inspired me, so I'm doing this 100-item meme I spotted in Laraine Creech's Facebook notes.

 

1. ONE OF YOUR SCARS, HOW DID YOU GET It?

I don't think I have got any scars.

2. WHAT IS ON THE WALLS IN YOUR ROOM?

One wall of wallpaper and three of bright yellow paint*. On the paint, there are nine bookshelves piled high with books, a big poster featuring a map of the Silverstone circuit dating from 2002 and a framed photograph of me and my two best friends from secondary school/sixth form.

3. DO YOU SNORE, GRIND YOUR TEETH, OR TALK IN YOU SLEEP?

I don't snore or grind my teeth, but apparently I'm nearly as talkative during some parts of my sleep cycle as I am when I'm awake. Fortunately few people are in a position to find out first-hand.

4. WHAT TYPE OF MUSIC DO YOU LISTEN TO?

Pop, rock, metal and selected tunes in other genres.

5. DO YOU KNOW WHAT TIME YOU WERE BORN?

6:30pm. Apparently I took most of the day to turn up - I wasn't exactly in a rush to make an appearance in the world.

6. WHAT DO YOU WANT MORE THAN ANYTHING RIGHT NOW?

To finish this blog entry in an interesting way!

7. WHAT DO YOU MISS?

I don't really understand this question...

8. WHAT IS YOUR MOST PRIZED POSSESSION(S)?

Difficult one. Among actual possessions, probably my PDA. But I try not to get too attached to particular items because everything is transient.

9. HOW TALL ARE YOU?

1 metre, 72 centimetres.

10. DO YOU GET CLAUSTROPHOBIC?

Not unless the space is stuffed full of people. If it's stuffed full of inanimate or slow-moving objects (or the space just wasn't very big in the first place), I'm fine because I know where the remaining space will be.

11. DO YOU GET SCARED IN THE DARK?

No.

12. THE LAST PERSON TO MAKE YOU CRY?

My ex-supervisor, who thought that persistently shouting bad names at someone with sensitive ears was a good idea. Eventually, my ears (and brain) protested too loudly for resisting to work.

13. WHAT'S YOUR WORST FEAR?

I'm not sure.

14. WHAT KIND OF HAIR/EYE COLOR DO YOU LIKE ON THE OPPOSITE SEX?

I have absolutely no preference.

15. WHERE CAN YOU SEE YOURSELF PROPOSING AT?

I have enough trouble seeing myself proposing in the first place...

16. COFFEE OR ENERGY DRINK?

If I must have one, energy drink - I dislike the taste of the former and find the latter too sugary-tasting for anything except swimming galas (and even then I usually dilute it).

17. FAVORITE PIZZA TOPPING?

Hawaiian (pineapple and ham).

18. IF YOU COULD EAT ANYTHING RIGHT NOW, WHAT WOULD IT BE?

Ice cream.

19. FAVORITE COLOR OF ALL TIME?

Blue. It is such an expressive colour...

20. HAVE YOU EVER EATEN A GOLDFISH?

I've had goldfish in the pond before, but I left the job of eating them to the local heron.

21. WHAT WAS THE FIRST MEANINGFUL GIFT YOU'VE EVER RECEIVED?

When I was very small (I think I was four, but I might have been three), my great-grandparents gave me a knitted grey rabbit. It meant a lot to me because it was a tangible symbol of their love for me.

22. DO YOU HAVE A CRUSH?

No. Never had one.

23. ARE YOU DOUBLE JOINTED?

If I am, I don't know about it.

24. FAVORITE CLOTHING BRAND?

Bon Marché. They seem to be one of the few brands that do clothing that feel practical and fit without looking ugly.

30. SAY A NUMBER FROM ONE TO A HUNDRED:

26

31. BLONDES OR BRUNETTES

Either.

32. FAVORITE QUOTE?

"Million-to-one chances occur nine times out of ten" - Terry Pratchett, "Guards! Guards!"

33. FAVORITE PLACE(s)?

My local library (and every other library I've ever visited), Sheffield College, Silverstone

34. HAVE YOU BEEN OUT OF THE USA?

I've never been in the USA in the first place, but I've been to Switzerland, Belgium and France as well as the UK (where I live). The first two for swimming galas and the latter on a school trip.

35. YOUR WEAKNESSES?


I am a creature of habit who can be somewhat inflexible, struggle with interpreting the world at times... ...and also is rather messy!

36. MET ANYONE FAMOUS?

Quite a few people. I've had autographs from Eddie Jordan, Matt Neal, David Coulthard, Allan McNish, Martin and Alex Brundle.

37. FIRST JOB?

Assistant librarian in a local-ish library.

38. EVER DONE A PRANK CALL?

Only on Sims 2!

39. DO YOU THINK EVERYONE OUT THERE HAS A SOULMATE?

No, but I think a significant minority have got a soulmate. The concept exists but some people are equally (or nearly-equally) compatible with multiple people and others aren't really compatible with anyone.

40. WHAT WERE YOU DOING BEFORE YOU FILLED THIS OUT?

Looking through the F1 news on the internet, re-reading F1 Racing October 2009 in the process.

41. HAVE YOU EVER HAD SURGERY?

No. Nearest I've had is having my head glued back together five weeks ago (what a way to fill a Sunday morning...)

42. WHAT DO YOU GET COMPLIMENTED ABOUT MOST?

My writing.

43. HAVE YOU EVER HAD BRACES?

No.

44. WHAT DO YOU WANT FOR YOUR BIRTHDAY?

A book (I'm not picky...)

45. HOW MANY KIDS DO YOU WANT AND THEIR NAMES?

I don't know if I want kids at the moment, largely because I wouldn't have a clue how to bring them up if I had any. I have lots of potential names, but as yet no faces to attach them to...

46. WERE YOU NAMED AFTER ANYONE?

My real middle names were also my mum's and grandma's middle names, but my first name wasn't named for anyone (apart from a religious figure - ironic since my parents aren't religious). My psuedonym's first name is from a book called "Dragonsbane" by Patricia C. Wrede - the character originally bearing that first name was a princess.

47. WHAT IS THE BIGGEST TURN OFF OF THE OPPOSITE SEX?

I have no idea.

48. WHAT IS ONE THING YOU LIKE(D) ABOUT HIGH SCHOOL**?

Learning stuff.

49. WHAT KIND OF SHAMPOO DO YOU USE?

Cheap supermarket shampoo, in the "anti-grease" category. "Anti-chlorine" and/or "anti-dandruff" are bonus features. I use a separate conditioner, which is typically the fanciest one in the local pound shop.

50. DO YOU LIKE YOUR HANDWRITING?

I do - it's legible and fairly stylish in cursive format and cute in separated-letter format. Block capitals come out slightly strange, but never mind...

51. WHAT IS YOUR FAVORITE LUNCH MEAT?

Gammon.

52. ANY BAD HABITS?

Lots - disorganisation being perhaps my worst.

53. JEALOUS PERSON?

No.

54. IF YOU WERE ANOTHER PERSON, WOULD YOU BE FRIENDS WITH YOU?

If I was someone else, being friends with myself would still be an automatic impulse, wouldn't it? Would make for an interesting philosophical question.

56. DO LOOKS MATTER?

No. I have the aesthetic sense of a house brick.

57. HOW DO YOU RELEASE ANGER?

Depends a lot on the circumstances...

58.WOULD YOU RATHER GAIN 58 POUNDS OR LOSE 58 Pounds?

Lose 58 pounds (but I wouldn't want to lose more than that).

60. WHAT WAS YOUR FAVORITE TOY AS A CHILD?

A red stuffed stegasaurus with a yellow tongue slightly sticking out and no eyes called Grinny. It's still my favourite toy.

61. HOW MANY NUMBERS ARE IN YOUR CELL PHONE?

34.

62. WERE YOU A FAN OF BARNEY AS A LITTLE KID?

Barney was after my time. I watched lots of Sesame Street as a little kid though.

63. Do you use sarcasm?

Not very often, which catches people out a lot when I do deploy it.

64. MASHED POTATOES OR MACARONI AND CHEESE?

Macaroni and cheese, though mashed potatoes are also nice.

65. WHAT DO YOU LOOK FOR IN A GUY?

I don't.

66. WHAT ARE YOUR NICKNAMES?

My psuedonym's nicknames are "Alia" and "Ali". The former is my formal nickname while the latter is preferred by internetters with tired fingers.

67. FAVORITE SUPER POWER?

Telempathy.

68. WHAT'S YOUR FAVORITE TV SHOW?

Formula 1 :)

69.WHAT'S THE BEST WAY TO DEAL WITH YOUR ENEMIES?

Explain to them the error of their ways, roll the eyes if they don't get it, then vacate the area (unless they're doing something that needs stopping, in which case you stop it).

70. WHAT'S YOUR FAVORITE ICE CREAM FLAVOR?

Strawberry.

71. DO YOU HAVE ALL YOUR FINGERS AND TOES?

I have all the ones I was born with connected to my body at this moment and do not anticipate repositioning any of them in the near future.

72. DO YOU HAVE A COMPUTER IN YOUR ROOM?

The one I'm typing on, and at the moment my PDA (a mobile phone that pretends to be a computer) is in here being charged as well.

73. PLANS FOR TONIGHT?

Blogging (wikiing?) and catching up with my internet friends.

74. WHERE DO YOU WANT TO LIVE WHEN YOU ARE OLDER?

In a cheap house somewhere quiet but well-connected.

75. DO YOU WANT EVERYONE TO ANSWER THESE QUESTIONS?

Only the people who want to.

76. WHAT ARE YOU LISTENING TO?

At this exact moment? Kelly Clarkson - a live version of "Beautiful Disaster".

77. LAST THING YOU DRANK?

Orange-and-lemon squash.

78. LAST PERSON YOU TALKED TO ON THE PHONE?

Someone from a local JobCentre referring a client to the organisation I'm placed at (which provides assistance to unemployed people),

79. THE FIRST THING YOU NOTICE IN THE OPPOSITE SEX?

That they're there (usually).

80. WHAT DO YOU LIKE TO DO IN YOUR SPARE TIME?

Reading, swimming, various forms of computing and listening to music.

81. FAVORITE THING TO HATE?

Prejudice.

82. FAVORITE SEASON OF THE YEAR?

Autumn. Somehow it seems to be the gentlest season, F1 increases in tempo and lots of new stuff starts in my personal life (for example, it's the start of academic years).

83. WHAT'S YOUR FAVORITE TYPE OF CANDY?

Fairtrade orange-flavoured, spice-infused dark chocolate.

84. HAVE YOU EVER REALLY AND TRULY HAD A BEST FRIEND?

Yes. Twice. The first one between nursery and sixth form and the second one during my university years.

85. WHAT IS YOUR HAIR COLOR?

Dark brown.

86. EYE COLOR?

The same shade of brown.

87. SHOE SIZE?

Size 7-9, depending on the make.

88. FAVORITE FAST FOOD PLACE?

Subway.

89. FAVORITE RESTAURANT?

BB's in Sheffield (the Italian restaurant, not the coffee shop)

90. DO YOU LIKE SUSHI?

I do, and I've eaten it a few times.

91. WATCH TV TODAY?

15 minutes of news, about an hour of music channels, plus most of Golden Balls (it happened to be on when I was visiting Grandma). Unusually high amount for me.

92. FAVORITE DAY OF THE YEAR?

This changes every year. This year it was September 3 (with June 21 and January 10 being a close second and third), last year it was 21 June, the year before it was 12 June...

93. PLAY ANY MUSICAL INSTRUMENTS?

I play the guitar, keyboard and recorder - none of them particularly well, but I can get a tune out of each of them. I prefer singing though.

94. REPUBLICAN OR DEMOCRAT?

If I were American, I'd vote Democrat. As it is, I vote Labour in general elections because my constituency happens to have a brilliant MP right now who deserves support (among other things for not agreeing with his party on certain key topics) and Liberal Democrat otherwise.

95. KISSES OR HUGS?

Neither, unless it's a really unexpected special occasion or you've warned me first. In which case either is fine.

96. RELATIONSHIPS OR ONE NIGHT STANDS?

Relationships. I don't see the point of one night stands.

97. WHAT WAS THE LAST THING YOU BOUGHT?

A packet of fruit Polos on Tuesday from the train station.

98. WOULD YOU EVER BE A HOUSE WIFE?

No. I have absolutely no talent in that direction.

99. WHAT BOOK ARE YOU READING?

That should be a plural. I am reading "Making Time" by Steve Taylor downstairs, F1 Racing (October 2009 edition) and "Harry Potter and the Half-Blood Prince" by J. K. Rowling upstairs and "Nightwings" by Robert Silverberg when I'm out. I usually have at least three books on the go simultaneously, due to my bookworm-like nature.

100. DESCRIBE YOUR LOVE LIFE?

Easy. I don't have one and don't want one right now.

 

* - Believe it or not, this paint scheme was decided the year before I became a supporter of the extremely yellow-coloured Jordan team.

 

** - Sixth form is the nearest British equivalent to high school.

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Formula BMW Europe Primer for Silverstone Viewers

Warning! Long entry alert!

Note: I do not consider this to be completely finished, but am posting this because it is unclear whether I'll get time to finish prior to Silverstone.

This is the second in a four-part series (the first, on GP2, can be read here). Formula BMW Europe, one of the feeder series for F3, is the subject of this entry.

Formula BMW Europe is in its second year of existence, having been formed by an amalgalation of Formula BMW UK and Formula BMW Germany. Everyone uses a BMW/DesignworksUSA/Mygale chassis, BMW engine and tyres supplied by Michelin.

Of the non-guest drivers who left Formula BMW last year, their destinations were:

- 1 to World Series by Renault
- 5 to F3 Euroseries
- 1 to British F3 (International)
- 1 to F3 Sudamericano
- 2 to Formula Renault UK 2.0
- 1 to Formula Renault UK
- 1 to Toyota Racing New Zealand

Bruno Juncadella may still be racing, but I couldn't figure out where. His brother Daniel is in Formula BMW this year, though.

Thomas Hillsdon, Bastian Graber, Asad Rahman, Kyle Mitchell, Anthony Comas and Juan Cevallos do not appear to be racing anywhere in 2009. Junior formulae can be harsh testing grounds.

The highest-positioned 2008 competitor in the championship this year is Michael Christiansen (who came 6th), who is very much a championship contender this year.

Points are awarded for the first 15 places, in a format of 30-24-20-18-16-14-12-10-8-6-5-4-3-2-1. There is also 1 point for pole in each race. The team and driver points do not match up, even on the BMW official site, and no clear reason is given for this.

Teams generally have three drivers each, rather than the two more usual in higher single-seater formulae.

Roster

Eurointernational
Current 2009 position: 1st (91 points)

Felipe Nasr
Current 2009 position: 1st (110 points)

Daniel Juncadella
Current 2009 position: 4th (76 points)

Olivier Lombard
Current 2009 position: 13th (15 points)


Josef Kaufmann Racing
Current 2009 position: 2nd (62 points)

Robin Frijns
Current 2009 position: 3rd (79 points)

Facundo Regalia
Current 2009 position: 10th (27 points)

Kazeem Manzur
Current 2009 position: 11th (24 points)


Mücke Motorsport
Current 2009 position: 3rd (43 points)

Michael Christensen
Current 2009 position: 2nd (80 points)

Timmy Hansen
Current 2009 position: 14th (14 points)

Jack Te Braak
Current 2009 position: 19th position (5 points)


Eifelland Racing
Current 2009 position: 4th (40 points)

Jazeman Jaafar
Current 2009 position: 6th (44 points)

David Mengesdorf
Current 2009 position: 7th (36 points)


Fortec Motorsport
Current 2009 position: 5th (27 points)

Jack Harvey
Current 2009 position: 5th (59 points)

William Buller
Current 2009 position: 17th (7 points)


Fisichella Motor Sport International
Current 2009 position: Equal 6th (13 points)

Ramon Pineiro
Current 2009 position: Equal 11th (16 points)

Doru Sechelariu
Current 2009 position: Equal 11th (16 points)

Kevin Gilardoni
Current 2009 position: 23rd (1 point)


DAMS
Current 2009 position: Equal 6th (13 points)

Jim Pla
Current 2009 position: 8th (30 points)

Javier Tarancon
Current 2009 position: 9th (28 points)

Côme Ledogar
Current 2009 position: 18th (6 points)


Motaworld Racing
Current 2009 position: 8th (6 points)

Ollie Millroy
Current 2009 position: Joint 15th (8 points)

Mikkel Mac
Current 2009 position: 21st (4 points)


Raikkonen Robertson Racing
Current 2009 position: 9th (4.5 points)

Rupert Svendsen-Cook
Current 2009 position: Joint 15th (8 points)

Gregoire Demoustier
Current 2009 position: 22nd position (3 points)
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