Formula One

Safety in the 21st Century

Safety standards have come a long way since the first World

Championship Grand Prix at Silverstone in 1950, where there was no medical back-up or safety measures in case of an accident.

2000 Impact speed for the mandatory crash test is raised to 14 m/sec.

Carbon fibre walls of cockpit must be at least 3.5 mm thick.

A 2.5 mm layer of Kevlar fibre inside the cockpit walls to resist penetration.

The roll-over bar above the driver’s head is raised 70 mm.

The roll-over bar must be able to withstand a lateral force of 2.4 tons.

2001 Driver must allow a vehicle behind him to pass when a blue flag is shown for the

third time or receive a ten-second stop-and-go penalty.

Stricter safety standards to better protect marshals.

Headrests must be mounted according to FIA standards.

Cockpit walls at driver’s head level must rise to the rear at a slope of at least 16°.

The speed during lateral impact tests is increased to ten m/sec.

2002

Stop-and-go time penalties can be imposed on drivers who trigger false starts, cause an accident/collision, force a driver off the track, ignore a blue flag three times, or intentionally impede a driver trying to overtake.

Time penalties can be imposed for exceeding the speed limit in the pit lane.

Time penalties can be imposed for running over chicanes if an advantage in track position is gained.

New lateral crash test for rear of car - a force of 40kN is exerted for 30 seconds on a defined area and there can be no visible deformation.

The rear lights are increased in size to 6x6 cm.

2003

Numerous circuits reconstructed prior to season to improve safety.

Silverstone: Stowe corner’s run-off area changed to asphalt.

Nurburgring: Chicane before final corner revised.

Magny-Cours: Pit exit lane made safer so cars can rejoin circuit at racing speed.

Budapest: Size of run-off zones and safety walls in first corner increased.

Suzuka: Larger run-off zones and new emergency access routes.

HANS system becomes mandatory for all drivers. 2004

Monte Carlo given permanent pit lane with garages for all teams.

New tracks in Bahrain and Shanghai set new standards for safety.

FIA introduces new safety standard setting higher requirements for development of driver helmets.

2005

Protective padding inside of cockpit is thickened from to 100 mm.

Wheel tethers must be able to withstand a minimum 6 ton load.

All front wings, barge boards and small aerodynamic parts must get an additional outer- coating of Kevlar, or similar material to prevent sharp carbon fibre splinters on the track after accidents.

2006 Impact speed for rear crash test is increased to 15 m/sec.

2007 If the safety car is deployed, the pit lane is closed and does not reopen until entire

field has formed up behind the safety car.

Cars are fitted with LEDs that transmit flag signals from marshals into the cockpit.

Spa returns to the calendar after a year’s break for track safety reconstruction work.

Speed limit in the pit lane is reduced to 80 km/h.

During a safety car phase, any lapped cars positioned between the cars running on the lead lap may overtake them and the safety car, to take up position at the back of the field.

2009

FIA forms the Motor Sport Safety Development Fund, with a management committee comprising Michael Schumacher as Chairman, Max Mosley, Nick Craw, Jean Todt and Norbert Haug - the fund will be utilized for a safety programme for young drivers, a training programme for officials and a programme for circuit safety.

The appointment of race stewards is changed and they are given an improved video analysis system.

The FIA will publish all decisions after incidents online with video evidence provided alongside rulings when required.

2010

Former Formula One drivers are recruited to assist stewards in decision making relating to race incidents.

A permanent panel of three FIA stewards joined by an additional local steward will attend every Grand Prix.

2011

The double diffusers (2009) and the F-ducts (2010) are prohibited to reduce car speed and facilitate overtaking, leading to a significant reduction in downforce.

The FIA prescribes minimum dimensions for roll-over bars to preclude the development of extremely slim components.

Wheels must be fastened to the uprights by two tethers to prevent stray tyres on the track after an accident.

Outside mirrors must now be attached to the cockpit in a strictly prescribed area to improve drivers’ rear view visbility.

New helmets feature the addition of a Zylon strip across the top of the visor to reinforce the weakest point.

Click here to read more about the history of Formula One safety.