In the 1960s and 1970s, it was readily accepted by drivers and fans alike that racing carried a very high risk of serious injury or even death, but over the years the culture of striving to save lives has grown dramatically .
Three-time world champion Jackie Stewart played a huge role in the fight for better safety during some of Formula 1’s most dangerous years, championing mandatory seat belts and full-face helmets, as well as medical equipment.
In more recent years, the deaths of Ayrton Senna and Roland Ratzenberger in 1994, and the fatal crash of Jules Bianchi in 2014, have also sparked two major waves of innovation in driver safety.
These moments have been key to the history of Formula 1, as they have largely served as a reminder for the category not to be complacent in terms of safety again.
Stewards, introduced to Formula 1 in 1950
Stewards are an integral part of safety in all motorsports that is often overlooked. They have been around since the inception of the Formula 1 championship and are unpaid volunteers who make racing possible.
They are always the first to arrive at the scene of an accident and are obviously well trained in first aid as well as fire safety and incident management.
Stewards are also responsible for alerting drivers to hazards on the track, such as waving the yellow flag to warn them to slow down for a hazard or the blue flag to indicate that they are about to be overtaken by a faster car.
We must not forget that they also dedicate a large amount of their free time to allow the races to take place safely, training to be prepared for any eventuality in a totally altruistic way.
Helmets, became mandatory in Formula 1 in 1952
A driver’s helmet remains one of the most important safety pieces in F1.
Helmet technology is continually advancing, with stronger shells and more shock-absorbent interiors.
At the start of the first season in 1950, drivers wore cloth caps paired with goggles to protect against dirt and insects, before cork helmets became mandatory in 1952.
Over the years and the invention of Nomex , the addition of visors, and eventually the adoption of full-face helmets, riders’ head protection greatly increased.
In 2001, carbon fiber helmets were introduced and a series of tests are carried out to ensure their resistance against impacts and also to prove that they are extremely resistant to fire.
Flame-resistant racing suits, mandatory in F1 from 1975
The clothes of today’s pilots have nothing to do with those of the 1950s, when everyone wore what they wanted.
Ease of movement was the priority and short-sleeved jerseys were favored to keep drivers cool while racing on the track.
In 1963, the FIA made the use of suits mandatory and in 1975 a standard was created for all suits to be fire resistant.
The technology has continued to evolve over the campaigns and now the racing suits are made from a lighter, more breathable material with a Nomex lining.
They are also put through different tests to make sure they can withstand 600 to 800 degrees for more than 11 seconds and this rigorous test applies to everything from zippers to socks.
The F1 car survival cell, introduced in 1981
The survival cell, or monocoque, is the central part of a Formula 1 car, into which the driver enters.
It is constructed from 6mm of a special carbon fiber composite that is extremely strong with a layer of Kevlar, which is shock resistant. Their crash protection structures can also absorb large amounts of energy during a crash.
The survival cell is designed to be nearly indestructible and has evolved over time to withstand the worst of collisions, becoming the ultimate defense between rider and track.
This core element of single-seaters must undergo extensive crash testing before it can be considered fit for racing.
It is also equipped with a pilot-activated or externally activated fire-extinguishing system that sprays fire-retardant foam around the monocoque and engine.
The safety car or Safety Car, used in F1 since 1993
The safety car is a very important part of F1, as it directly controls the speed of the cars and prevents overtaking when there are dangers on the track such as stopped cars, debris or weather complications.
The safety car has been used in Formula 1 since 1993, although it made its debut for the first time at the 1973 Canadian Grand Prix, where the driver of the Safety Car did not correctly identify the leader after the confusion of the pit stops and it took three hours once the race is over to discover the real winner.
Bernd Maylander is currently in charge of driving the Safety Car and has held that position for more than 20 years.
Current safety cars exceed 300 km/h.
The pitlane speed limit, introduced in F1 in 1994
The pitlane speed limit was introduced after the events at Imola in 1994 to protect both the drivers and those working in the pit lane.
The speed limit is currently 80 km/h, although the race director has the power to modify it if necessary, with the support of the FIA safety delegate.
Teams are fined €100 for each km/h they exceed the limit, up to €1,000, although additional penalties can be imposed if the stewards suspect a driver has tried to gain an advantage.
Protection barriers and loopholes in Formula 1
In the 2000 season, the FIA introduced the well-known tire barrier to improve energy absorption on impacts, which has been improved over time in reaction to incidents such as Carlos Sainz at Sochi 2015, where the car was buried under the barrier.
TecPro barriers, which are much more sophisticated, are now used more.
After that fateful weekend at Imola in 1994, those responsible for safety also began to adapt the circuits with large run-outs in the most dangerous corners.
Most of the new layouts feature large areas of tarmac off the track, as this is seen as a more efficient solution to slowing down a car than gravel or grass run-offs, but in turn created a new debate respect to track limits, as drivers are no longer naturally penalized for running off the track during a race.
The headrest, introduced in F1 1996
State-of-the-art headrest padding was introduced to the top flight in 1996 and helps alleviate the enormous stress placed on the riders’ heads and necks by g-forces.
F1 drivers can experience up to 6G lateral g-force when cornering, meaning even with headrests they need to develop large neck muscles to cope with such stress.
Head restraints are made from a material designed to help with shock absorption during a crash and to help prevent whiplash.
Crash data collector, introduced in 1997 in F1
Since 1997, all F1 cars have had an accident data collector, which captures information about crashes.
This data is not only useful for the medical team to know the seriousness of an incident before arriving at it, but it is also a vital tool to improve the safety of Formula 1 by providing a means that accurately evaluates the effectiveness of the elements of circuit safety, such as barriers.
Tire anchor, introduced in F1 in 1999
Wheel straps were introduced in 1999 to prevent tires from flying off during accidents and endangering other drivers and staff on the circuit.
Following the 1998 Belgian Grand Prix, where an accident involving much of the grid resulted in several tires coming off, this major safety upgrade was introduced.
The wheels that come loose from the vehicles travel at high speed and have been the cause of the death of several drivers and marshals in different motor sports, so these anchors that connect them to the car in an almost unbreakable way are vital.
In 2011, the FIA doubled the number of anchors for each tire after a series of accidents caused some wheels to come loose.
The HANS device, in Formula 1 since 2003
The Head and Neck Support (HANS) device, mandatory since 2003, limits the movement of the driver’s head and neck in the car to prevent injuries in the event of an accident.
Like many safety innovations, although the HANS device was also not very popular when it was first introduced, it has become a key part of motorsport safety in general.
It is believed to reduce neck strain in an accident by 72% and has been credited with saving the lives of countless pilots since it has been in use.
The refueling ban in F1
For the 2010 season, refueling was once again banned by the top flight and has remained banned ever since, despite some half-hearted attempts to reintroduce it in 2017.
It had previously been banned between 1984 and 1994 for security reasons, but in 2010 they returned largely for financial reasons.
There is plenty of evidence that F1 without refueling is safer. Jos Verstappen’s 1994 incident at Hockenheim is the best-known refueling accident, when a fuel hose sprayed both the mechanics and the car and Verstappen suffered minor burns.
Both Felipe Massa and Heikki Kovalainen dragged fuel hoses hooked up to their cars through the pitlane, while Kovalainen’s hose soaked Kimi Raikkonen with fuel and engulfed him in flames at Brazil 2009.
These incidents highlight the risks now avoided by not having to refuel under such intense pressure. Pit stops are now faster, easier and above all safer.
The accelerometer, introduced in Formula 1 in the 2014 season
Formula 1 drivers have accelerometers in their ears that collect accurate data on the g-forces acting on the driver at all times, which is particularly important after an accident.
Introduced in 2014, the ear was chosen as a non-invasive place to place the instrument, which also shows the exact movements of the head during an impact.
The fixed camera that watches over the driver in F1
Since 2016, top-flight single-seaters have been equipped with a driver-facing camera to see exactly what is happening inside the cockpit during an accident.
The camera records at a speed of up to 400 frames per second, which means that small moments that were previously missed can now be captured and evaluated.
Working in conjunction with the crash data collector and accelerometer, the camera provides the additional data needed to identify and minimize hazards to the pilot.
It also offers a close-up view of the HANS device, the headrest and the seat belt, which helps with running direction in the event of any irregularities.
The camera is fully integrated into the cockpit so it does not interfere with the pilot’s view in any way.
The F1 superlicence, updated for the 2016 season
To compete in the highest category of motorsport, drivers must have a super license that shows that they have enough experience to be able to drive safely at a high level.
Drivers must accumulate a minimum of 40 points to receive the super license, which can be added in other series such as Formula 2 and Formula 3, the W Series and other junior formulas, as well as IndyCar and the World Endurance Championship (WEC).
The points must be accumulated in a maximum period of three years and said driver must have at least two years of experience at the controls of a single-seater. Starting in 2020, drivers can also earn points by taking part in official F1 practice sessions.
The current system was introduced in 2016, after Max Verstappen became the youngest ever driver to make his debut, in order to discourage teams from fielding young talent who are still immature or not yet have acquired the necessary experience to compete safely in a category as demanding as F1.
Everyone who comes to Formula 1 must be over 18 years old and have a valid driver’s license.
The halo, a controversial element introduced in 2018
Although now a more than accepted part of an F1 car, the halo – a protective device that is placed above the cockpit to protect the driver’s head – was initially quite controversial when it was introduced in 2018.
Many purists argued that it “goes against the DNA of single-seater racing” to somehow enclose the cockpit, and on the other hand, there was also widespread concern that it could cause visibility problems for the drivers.
As fans and drivers alike grew accustomed to this new item, the furor died down and its potential life-saving value was even appreciated.
The protection of an F1 cockpit was once again in the safety spotlight after Jules Bianchi’s accident in 2014 and his subsequent death in July of the following year from this impact.
The death of Henry Surtees during an F2 race and the injury of Felipe Massa after being hit in the head by a spring that had come off another car were also clear evidence that some type of protection was necessary in that area of the cockpit. .
The halo protects the driver’s head from flying debris on the track, as well as when cars pile on top of each other, or if a single-seater directly hits a safety or outside car, as happened in the Bianchi case.
Formula 1 biometric gloves, introduced in 2018
While it is true that they arrived with much less noise around them than the Halo, the other safety innovation of 2018 has been revolutionary and key to monitoring the status of pilots after an accident.
3mm thick biometric sensors have been inserted inside the gloves, transmitting the rider’s pulse rate and blood oxygen levels directly to race control.
This provides the medical team with vital information when deciding how quickly to act after an impact.
Gloves with increased fire protection, tested in F1 2021
Following Romain Grosjean’s incredible crash at the 2020 Bahrain Grand Prix, gloves with 1.5 seconds more fire resistance were tested at the 2021 Turkish Grand Prix.
The Frenchman was able to escape his crash largely unscathed thanks to safety devices, but his hands were severely burned during the incident. As part of F1 and the FIA’s ongoing efforts to improve safety, they began work on gloves that would offer drivers more fire protection in similar incidents.
