Formula 1: From Past Tragedies to Lifesaving Innovations

by Massimo Ruberti and Glenda Mecaj

The only fatal accident in the last thirty years was that of Jules Bianchi at the 2014 Japanese Grand Prix. Jules was the mentor of Charles Leclerc, who on the tenth anniversary wrote to remember him: “The first memories I have of Jules are not linked to Jules the driver, but rather Jules the person, as I experienced him much more as a human being than as a driver. [ ] Jules was a really kind person. He was very funny and had his crazy moments when you got to know him well. He was always happy to help and also very happy to have fun.”

Over the past ten years, Formula 1 has not recorded any fatalities related to track accidents. However, there have been some extreme incidents that, in previous eras, would have had very different outcomes. A case in point is Grosjean's Haas accident at the 2020 Bahrain Grand Prix, when he crashed into the wall immediately after the start, with such a violent impact that it split the car in two and started a fire. According to the FIA accident report, the driver managed to exit the car after approximately 28 seconds, suffering serious injuries to his hands but surviving thanks to the proper functioning of the safety devices.

As can be seen from the table below, the number of fatal accidents involving Formula 1 cars has gradually decreased, from 13 in the 1950s to zero in the last ten years. This is a sign that past tragedies have taught us lessons, and Formula 1 has taken action to introduce measures to safeguard the lives of the championship's protagonists.

In the early days of Formula 1, safety was a marginal concern. A risk-taking culture prevailed, where danger was considered an inevitable part of racing, and the circuits of the time were far from today's safety standards. In the 1950s, for example, crash barriers were made of simple hay bales, a material with poor impact absorption and highly flammable. Tragic proof of their inadequacy came in 1967 during the Monaco Grand Prix, when Ferrari driver Lorenzo Bandini lost his life in an accident in which his car caught fire after hitting the hay barriers.

When it comes to driver attire, the differences from today are equally striking. In the 1950s, drivers wore simple leather helmets and gloves, and clothing lacking any fireproof protection. Just think of the typical racing attire worn by Argentine driver Juan Manuel Fangio in the early days of Formula 1: a cotton polo shirt, work jacket, and trousers. Fireproof overalls were not yet standard equipment, and seat belts were not introduced as standard equipment, only being introduced on a voluntary basis in the late 1960s. On the track, the absence of safety cars and safety personnel was the norm. In the event of an accident, drivers often had to rely solely on luck and the intervention of colleagues or spectators, in an era when any race could turn tragic. Let's look at the five most important safety measures.

1. Pilots' clothing

In 1963, the FIA introduced mandatory fire suits to put an end to the high number of drivers suffering burns during races, ending the era of casual clothing for Formula 1 drivers. Drivers began using fire suits made of Nomex, a material that became popular in motorsports following the meeting between astronaut Pete Conrad and NASCAR driver Bill Simpson. However, Niki Lauda's serious accident in 1976, in which he suffered severe burns, demonstrated that the new suit was still insufficient to protect drivers. Over time, the evolution of fabrics and improved technology led to more breathable fire suits that were resistant to temperatures up to 800 degrees Celsius, with each suit weighing less than one kilogram. It should be noted that drivers are required to wear underwear made of the same material as their suits.

2. Monocoque

Another key element is the carbon fiber survival cell. The "monocoque" was first introduced by McLaren in 1981 with the MP4/1 driven by John Watson and Andrea de Cesaris. The driver sits in a monocoque made of 6 mm carbon fiber laminated with Kevlar, a heat-resistant synthetic fiber, which becomes an integral part of the chassis since the engine and suspension are attached to it. It also features a system that allows the driver to spray fireproof foam around the cockpit and engine. It's worth noting that the monocoque was invented for aerodynamic reasons.

3. Safety barriers

From the hay bales of the 1950s, today the FIA uses advanced systems to determine which type of barrier to install at which point on the track based on different characteristics. Armco barriers, made of corrugated steel, were introduced in the late 1960s and have been progressively improved over the years. Today, several types of barriers are used in Formula 1, but the main ones are TecPro and SAFER barriers. TecPro barriers are made of plastic blocks filled with high-density foam, capable of absorbing and dispersing impact energy much more effectively than metal barriers. SAFER (Steel and Foam Energy Reduction) barriers, initially adopted in IndyCar, combine steel and foam to reduce impact and better distribute the force of a collision, proving particularly useful on circuits with high-speed corners. Tire barriers, on the other hand, are still used in secondary areas or in combination with other protection systems; more compact, but less effective than the TecPro, they are mainly used to contain costs in temporary circuits or in areas less exposed to serious impacts.

4. HANS device

The HANS device is a system for supporting the head and neck of racing drivers. It was developed by brothers-in-law Dr. Robert Hubbard, a biomechanical engineer, and Jim Downing, a former American IMSA driver, after realizing that many motorsport deaths were caused by basal skull fractures and that no one was working to prevent them. Their research began in 1981, and fourteen years later, the HANS entered Formula 1. However, it wasn't until 2003 that the FIA made it mandatory.

Made of carbon fiber, the HANS is worn like a collar that wraps around the back of the neck, with two arms resting on the chest. It is secured with seat belts and connected to the helmet, so that in the event of a crash, the head does not move suddenly forward, thus reducing the risk of neck injuries.

5. Halo

The Halo, a system based on the Mercedes team's design, was introduced by the FIA in 2018 to protect the drivers' heads. It consists of a titanium ring-shaped structure mounted above the cockpit, with a central pillar in front of the driver and two arms extending along the sides of the cockpit, secured to the car's chassis. The system can withstand forces of up to 116kN, equivalent to the weight of a London double-decker bus, according to Mercedes' James Allison. Among the companies that have approved the production of the Halo is the Italian company V System of Fiorano, part of the Veca group, which produces exhaust systems, manifolds, structural parts, and other high-quality components for the automotive and aerospace sectors. In just a few years, the Halo has already proven to be vital.

The final race of the season before the summer break will be held in Mogyoród, just outside Budapest. The Hungarian Grand Prix promises surprises, such as Esteban Ocon's victory in 2021, driving for Alpine. However, the clear favorite remains McLaren, having already won twelve editions of the Hungarian circuit, including last year with Oscar Piastri. The weekend returns to its standard format, with qualifying at 4:00 PM on Saturday and the race at 3:00 PM on Sunday. A four-week break will follow to allow for the summer factory closures, and the engines will restart for the Dutch GP (August 29-31).