Safety advances in Formula One cars
Survival cell
The survival cell, or ‘Monocoque’ has continued to evolve and improve since its implementation in the early 1980s. It is essentially a ‘safety capsule’ surrounding the driver and made up of incredibly strong composite structure. The capsule is surrounded by more energy-absorptive materials, while the survival cell itself is made up of thin layers of carbon fiber and epoxy, sandwiching layers of an aluminum honeycomb, with an internal lining of Kevlar. The shell then undergoes a series of heating sessions in an autoclave under negative pressure, resulting in a composite structure reported to be five times lighter than steel, but twice as strong. The structure is incredibly protective for the driver as essentially becoming impenetrable as well as fire resistant. Internally, the structure includes a fire suppression system which the driver or first responder can activate. The protective nature of the survival cell was exemplified by the Grosjean crash in Bahrain, as his vehicle was completely separated in half and subsequently engulfed in flames. The cell remained intact despite the incredibly high impact force and assisted in protecting the driver from the associated fire.4–6
Fuel cell
Fire is always significant concern among motorsports participants, and improvements have continued to decrease this risk. F1 fuel cells are located directly behind the driver and in front of the engine, and are now made of lightweight, military-grade ballistics material; essentially a type of molded Kevlar and are considered to be leak-proof. Hoses feeding the engine with fuel are equipped with a specific dry-break coupling. In the event of a major incident with damage or separation between the chassis and engine, fuel is prevented from leaking and increasing the risk of fire.
Head and Neck Support device: frontal head restraint
Motorsport incidents often results in extensive rapid deceleration and rotational forces, frequently resulting in severe head and cervical spine injures. These forces have been implicated in several fatalities with secondary traumatic brain injuries, basilar skull fractures, atlanto-occipital dislocations, and cervical spine injuries. In the early 1980s, biomechanical engineer Dr Robert Hubbard developed the first prototype of the Head and Neck Support (‘HANS’) device. The device was designed to prevent the head from ‘whipping’ in a crash and minimize the rotational forces on the head without interfering or restricting normal head and neck movement.
The HANS device is made of a polymer reinforced with carbon fiber, so it is lightweight and easily tolerated by the user. It is in the shape of a large ‘U’ surrounding the neck with the arms lying flat on the patient’s chest. The posterior portion extends behind the driver’s head, with quick-release tethers connected to the driver’s helmet.
Despite demonstrating early success, the device was slow to be universally adopted due to driver reluctance and lack of sanctioning body support. The device was extensively tested by the FIA (Federation Internationale de l’Automobile) in the 1990s and found to be superior to other safety measures and ultimately mandated its use for international events in 2009. Statistically it is difficult to measure the success of the device, however since the HANS device has been mandated by major motorsports organizations including the FIA, NASCAR (National Association for Stock Car Auto Racing), and CART (Championship Auto Racing Teams), there has not been a single fatality related to a cranial vertebral junction injury.7 8
Head/Side impact
To further minimize head motion and protect the driver from side impacts, a removable head surround has evolved over the years. The surround must be high enough on the side to protect the driver yet have minimal impact on visibility. Currently, the head surround is made of a carbon fiber skin for aerodynamics and filled with impact absorbing foam. The foam hardens somewhat with impact and provides a small amount of rebound. The density is variable based on ambient temperature and most F1 teams will carry two to three versions of the surround with different densities based on the environmental condition.
Helmet
In 2009, Felipe Massa was involved in a significant incident at the Hungarian GP. During a qualifying event, he was struck in the head by a spring that had broken loose from a competitor’s vehicle. The spring struck Massa in the head while traveling around 170 mph, penetrating his helmet, and knocking him unconscious. Both the accelerator and brake pads were pressed simultaneous due to his level of consciousness, and he subsequently crashed directly into the tire barrier at a high rate of speed. He suffered a significant head injury and was forced to retire for the remainder of the season.
Based on this event and similar incidents, modifications have been made to better protect the competitors. Several advancements have taken place since then including narrowing the aperture for the drivers’ eyes to provide added protection. In addition, Zylon has been added to the helmet, primary directly above the aperture. Zylon is a high-strength synthetic polymer, boasting fibers that have a tensile strength that exceeds Kevlar, yet is very lightweight. Simulated studies completed by the FIA and helmet manufacturers have demonstrated it provides significantly more protection from flying projectiles.
High speed cameras located in the vehicles have demonstrated it was common for driver’s helmet visors to become dislodged and open spontaneously, particularly during rollover incidents. Latching mechanisms to keep the visor closed have demonstrated efficacy from further exposing the driver’s face to potential direct impacts.
Halo: frontal head protection
Several incidents have occurred in F1 events that have led to a push for improved driver head protection, both from flying debris such as tires as well as impacts with other vehicles or track structures. The last fatality in F1 occurred in 2015, when Jules Bianchi collided with a large, mechanized recovery vehicle that had lifted and was moving another F1 car that had gone off track and collided with the barricade. The race was yellow-flagged, meaning no passing is allowed and speed should be controlled. Despite this, many drivers attempt to move forward in the queue to become closer to the race leaders once racing resumes. Bianchi maintained a high rate of speed, especially dangerous considering the wet, rainy weather. He subsequently lost control and collided with the recovery vehicle, lifting a multi-ton crane off the ground as his car slid underneath it. He subsequently suffered a catastrophic head injury which proved to be fatal.
This led to renewed push to improve protection of the driver’s head. Multiple solutions were proposed including completely enclosing the driver cockpit. Ultimately, the ‘halo’ was accepted and mandated for use by the FIA in 2018. It is made of titanium and weighs approximately £20 yet is strong enough to withstand the force of five times the vehicle’s overall weight. The device has a halo-type appearance to it, encircling the space above the driver’s head with three attachment points, one directly in front of the driver and two behind and each side of the driver’s seat.
Again, the device was met with much skepticism by both drivers and fans alike, citing concerns for the drivers to be able to egress from the vehicle rapidly as well as the general aesthetics and potential to impact aerodynamics. Since implementation, approval has grown and include several drivers crediting it to their survival. Statistically, the FIA used the data from 40 real incidents prior to implementation and estimate at least a 17% increase in driver survival rates if the device had been used.9 10