![]() ![]() The came 'Black Sunday' on October 10, 1933. In the 1931 Grand Prix, Philippe Etancelin left the road at the Lesmo corners, careering into another group of spectators three died, including Etancelin, and another 14 were injured. ![]() Known as the Florio course, this was used in a variety of formations in preference to the full course but, even then, tragedy was not far away. Spectator safety was improved and by 1930, a new configuration was created with the installation of a link road between the central straight of the road course and the eastern straight of the speed course, cutting out the north curve altogether. Materassi was killed instantly, along with 28 spectators.Ĭhanges were inevitable. For reasons that have never been entirely clear, the Talbot of Materassi suddenly swerved to the left while overtaking another car on the grandstand straight, ploughing through the barriers and into the crowd. The sense of celebration was to be cruelly shattered just a few years later during the 1928 Grand Prix. Those early days were perhaps among the happiest in the circuit's history here was Italy leading the world with both its cars and its facilities. On August 20, three Fiats, driven in turn by Nazzaro, Bordino, Salamano, Giaccone and Lampiano turned the first laps around the 6.21 miles circuit, a few days ahead of an elaborate opening ceremony which saw 200 cars driven by members of the Milan Automobile Club head out around the course. The combined road and high speed oval course, grandstands, service roads and other spectator facilities were all ready as promised for the Grand Prix. Remarkably, in just 110 days, the entire complex was completed. Up to 3,500 workman were brought in to complete construction at a feverish pace, with 300 wagons, 200 trucks and even a three-mile temporary railway laid out among the trees. Much time had been lost and, with the SIAS having earlier proclaimed the circuit would be ready to host that year's Italian Grand Prix, there was no time to lose. There followed several months of negotiations with Rome by the motoring authorities but, eventually, permission was sought to resume, albeit on a much modified course using as many of the existing park roads and pathways as possible, to allay the fears over excessive tree felling. ![]() Construction would only get under way for a matter of days, however, before conservationists – alarmed at the number of trees due to be felled to make way for the new circuit – forced a halt to proceedings. Vincenzo Lancia and Felice Nazzaro duly turned the first sod on Februat an elaborate ceremony. Total costs were expected to be in the region of $16 million lire. Engineer Piero Puricelli, who would go on to develop many of the pioneering autostrada routes across Lombardy, was entrusted with heading up the design and construction phases. Agreements were made with the administrators of the park and plans drawn up for a high speed track and road circuit. This was deemed suitable and preparations were began in earnest soon after.Ī company was formed to develop the project, the SIAS (Società Incremento Autodromo e Sport), under the presidency of Silvio Crespi. Gallarte and La Cagnola near Milan were initially suggestions and rejected before some far-sighted visionary proposed the royal park at Monza to the Automobile Club of Milan. Authorities began looking for land to create a circuit to test their cars and demonstrate to the rest of the world their superiority through sporting success. Monza's history began shortly after the First World War, when the Italian motor industry was undergoing its first great ascendancy. ![]()
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