In this case, I think Robert Kubica's survival was down to the astounding safety in Formula 1 today. The car stayed intact, and protected the vital areas around Kubica's body. The shock absorbers and numerous roll cages would limit the impact of the crash, which allowed Kubica to escape death and continue racing.
Monday 19 September 2011
Martin Donnelly Crash: Jerez, Spain 1990
Although we don't see the crash itself, the fact that the impact had ripped the car in 2 halves and thrown Donnelly (still strapped to his seat) across the track shows exactly how severe the accident was. Fortunately, Donnelly survived. Was his escape from death due to the track safety, or down to the car? Although it ripped clean in two, was it designed to take as much impact away from Donnelly as possible?
In this case, I believe that the man was lucky to escape with his life. Saying that, the improvement of spectator safety meant that nobody else was injured or killed. In the 1960's, I am sure there would have been numerous fatalities in the crowd.
Track Safety
After watching the documentary "Grand Prix - The Killer Years" I decided to research into what Sir Jackie Stewart OBE said about the state of the tracks in the 60s, and what was done to change it. Tracks set in the forest, such as Spa and Hockenheim, had limited barriers between the track and the trees; nothing was stopping drivers spinning off the track into the deadly woods ahead.
There was also a huge problem with fires, 9 times out of 10 the car would burst into flames after a crash, often fueled by the straw bales that were there to reduce the impact of the crash. Here is a short timeline highlighting the key events in securing safer tracks in Formula 1:
1970: Straw Bales are banned. Double crash barriers introduced, safety distance of 3 metres between fences and spectators. A wall between the pit lane and the track brought in.
1974: Circuit safety walls become mandatory. Catchfences + sand introduced.
1977: Gravel arrester beds defined.
1981: Tyre barriers introduced, pitlanes given a minimum width of 10m.
1985: Catchfences banned.
1989: Adjustments to the minimum requirements of safety walls and pit walls.
1992: Kerbs lowered, pit lane width extended to 12m.
1994: 27 high risk corners identified, 15 removed.
1996: High risk corners reduced to 2.
There was also a huge problem with fires, 9 times out of 10 the car would burst into flames after a crash, often fueled by the straw bales that were there to reduce the impact of the crash. Here is a short timeline highlighting the key events in securing safer tracks in Formula 1:
1970: Straw Bales are banned. Double crash barriers introduced, safety distance of 3 metres between fences and spectators. A wall between the pit lane and the track brought in.
1974: Circuit safety walls become mandatory. Catchfences + sand introduced.
1977: Gravel arrester beds defined.
1981: Tyre barriers introduced, pitlanes given a minimum width of 10m.
1985: Catchfences banned.
1989: Adjustments to the minimum requirements of safety walls and pit walls.
1992: Kerbs lowered, pit lane width extended to 12m.
1994: 27 high risk corners identified, 15 removed.
1996: High risk corners reduced to 2.
The History of Formula 1 Safety
Taken from the official Formula 1 website.
[2000-]
Notable Updates
1950
The first Formula One race is held at Silverstone in England. The cars were designed purely for speed, with front engines and drum brakes - a fascinating experience without medical back-up or any form of safety net.
The first Formula One race is held at Silverstone in England. The cars were designed purely for speed, with front engines and drum brakes - a fascinating experience without medical back-up or any form of safety net.
1960
The first safety measures are introduced to Formula One racing.
1961
Roll-overs bars are introduced for the first time.
The first safety measures are introduced to Formula One racing.
1961
Roll-overs bars are introduced for the first time.
1963
Flag signals are introduced. Vehicle fire prevention is advanced by improvements in fuel-tank construction. Double brake circuit becomes mandatory. The Federation Internationale de l’Automobile (FIA) assumes responsibility for safety on racing circuits. Drivers are required to wear fireproof suits and unbreakable, full-visor helmets. Cockpits are restructured to allow the drivers to get out more quickly.
Flag signals are introduced. Vehicle fire prevention is advanced by improvements in fuel-tank construction. Double brake circuit becomes mandatory. The Federation Internationale de l’Automobile (FIA) assumes responsibility for safety on racing circuits. Drivers are required to wear fireproof suits and unbreakable, full-visor helmets. Cockpits are restructured to allow the drivers to get out more quickly.
1970
The FIA introduces circuit inspections before races. Stipulations include double crash barriers, a safety distance of three metres between fences and spectators, as well as a wall between the pit lane and the track.
The FIA introduces circuit inspections before races. Stipulations include double crash barriers, a safety distance of three metres between fences and spectators, as well as a wall between the pit lane and the track.
1974
Circuit safety walls become mandatory.
1975
The FIA defines the standard for fireproof clothing. The presence of marshals, a medical service with a centre for resuscitation and compulsory rescue training become mandatory.
Circuit safety walls become mandatory.
1975
The FIA defines the standard for fireproof clothing. The presence of marshals, a medical service with a centre for resuscitation and compulsory rescue training become mandatory.
1979
Larger cockpit openings are made compulsory. Niki Lauda, Carlos Reutemann and Mario Andretti compete in overalls made of five layers of fireproof material, as used by NASA, for the first time.
Larger cockpit openings are made compulsory. Niki Lauda, Carlos Reutemann and Mario Andretti compete in overalls made of five layers of fireproof material, as used by NASA, for the first time.
1980
Permanent medical centres at circuits become compulsory.
Permanent medical centres at circuits become compulsory.
1986
Helicopters must be on stand-by, ready for circuit medical personnel.
Helicopters must be on stand-by, ready for circuit medical personnel.
1988
Crash tests for the car’s safety cell and the fuel tank are introduced. The driver’s feet must be behind the front axle. A permanent FIA race director is appointed.
Crash tests for the car’s safety cell and the fuel tank are introduced. The driver’s feet must be behind the front axle. A permanent FIA race director is appointed.
1990
Larger rear-view mirrors and detachable steering wheels become mandatory. Rescue training for drivers becomes compulsory.
Larger rear-view mirrors and detachable steering wheels become mandatory. Rescue training for drivers becomes compulsory.
1998
Car width is reduced from 2 to 1.8 metres. Cockpits are enlarged. A driver must be able to detach the steering wheel, exit the cockpit and reattach the steering wheel, all within ten seconds. Rear-view mirrors must be at least 120x50 millimetres.
Car width is reduced from 2 to 1.8 metres. Cockpits are enlarged. A driver must be able to detach the steering wheel, exit the cockpit and reattach the steering wheel, all within ten seconds. Rear-view mirrors must be at least 120x50 millimetres.
Formula 1: Safety Features
Cars today are built to withstand huge amounts of pressure and to keep the driver in the safest position possible. Here's how:
The obvious safety features are what the drivers themselves wear. Helmets, fireproof suits and seatbelts are amongst these. They are also required to wear two shoulder straps, one abdominal strap and two straps around the legs.
Although the driver is securely fastened to his seat, the seat has to be removable in case the driver can not escape from the car when their life is in danger. The rescue teams have the tools to do this.
The driver has the ability to cut all electrical circuits manually from the cockpit, in the event of a technical fault.
A suitable "safety cell" has to be included in all Formula 1 cars, as well as a shock absorber. Two roll structures also have to be included in the car to enhance the impact the car can resist. Testing is also a vital part of the safety of the car, ensuring it is as reliable as possible before human use.
Sunday 18 September 2011
Ayrton Senna
This illustrates how different the F1 cars from 20 years ago were to today's. Bigger engine, more horsepower, less electronic features and, more importantly, less safety features.
Lewis Hamilton, currently driving the McLaren F1 car, described the car as completely different to the one he's used to driving week in week out. "You can almost punch through the cockpit." This highlights how far safety in Formula 1 has come.
Lewis Hamilton, currently driving the McLaren F1 car, described the car as completely different to the one he's used to driving week in week out. "You can almost punch through the cockpit." This highlights how far safety in Formula 1 has come.
Friday 16 September 2011
List of Formula 1 Fatalities
| Name | Nation | Date | Place |
| (q)=qualifying | |||
| Ayrton Senna | Brazil | May 1, 1994 | San Marino GP |
| Roland Ratzenberger | Austria | April 30, 1994 | San Marino GP(q) |
| Ricardo Paletti | Italy | June 13, 1982 | Canadian GP |
| Gilles Villeneuve | Canada | May 8, 1982 | Belgian GP (q) |
| Ronnie Peterson | Sweden | Sept. 10, 1978 | Italian GP |
| Tom Pryce | Britain | May 5, 1977 | South African GP |
| Mark Donahue | United States | Aug. 19, 1975 | Austrian GP (q) |
| Helmuth Koinigg | Austria | October 6, 1974 | U.S. GP |
| Francois Cevert | France | October 7, 1973 | U.S. GP (q) |
| Roger Williamson | Britain | July 29, 1973 | Dutch GP |
| Jochen Rindt | Austria | Sept. 5, 1970 | Italian GP (q) |
| Piers Courage | Britain | June 7, 1970 | Dutch GP |
| Gerhard Mitter | West-Germany | August 2, 1969 | German GP (q) |
| Jo Schlesser | France | July 7, 1968 | French GP |
| Lorenzo Bandini | Italy | May 10, 1967 | Monaco GP |
| John Taylor | Britain | August 7, 1966 | German GP |
| Carel Godin de Beaufort | Netherlands | August 2 1964 | German GP (q) |
| Wolfgang Von Trips | West-Germany | Sept. 10, 1961 | Italian GP |
| Chris Bristow | Britain | June 19, 1960 | Belgian GP |
| Alan Stacey | Britain | June 19, 1960 | Belgian GP |
| Stuart Lewis-Evans | Britain | Sept. 19, 1958 | Moroccan GP |
| Peter Collins | Britain | August 3, 1958 | German GP |
| Luigi Musso | Italy | July 6, 1958 | French GP |
| Onofre Marimon | Argentina | July 31, 1954 | German GP (q) |
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