Racing Track Safety

Throughout Formula One’s history, regulations have changed drastically, always with the aim of increasing the safety of drivers and spectators. The following tables provide an overview of the most important changes in the official FIA regulations from the very beginning of F1 to the present day.

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Racing Track Safety Regulations

1963-1967: The FIA begins to organise circuit safety inspections (previously done by national authorities).

1967: After Lorenzo Bandini’s tragic death during the Monaco GP, hay bales as trackside protection were banned from Grand Prix racing.

1970: Considerations on circuit design published: track verges minimum 3 m; double guardrails; spectators at least 3 m behind fencing; barrier between pit lane and track; track width, surface, and gradient change regulations; straw bales banned; mandatory FIA inspections.

1972: Circuit Safety Criteria published; debris fence specifications.

1973: Catch fences; rescue equipment; fire regulations (after Roger Williamson died); starting grid dimensions.

1974: Catch fences with sand.

1975: Marshal posts and service roads.

1977: Gravel arrester beds defined.

1980: Obligatory permanent medical centre.

1981: Tire barriers; pit lane minimum width 10 m.

1984: Concrete wall may replace guardrails.

1985: Catch fences banned.

1987: Criteria for temporary circuits.

1989: Trackside barrier minimum height 1 m; pit wall minimum 1.35 m.

1992: Kerbs lowered; pit lane minimum width 12 m; pit entry chicane obligatory.

1994: Pits spectator gallery fire shield obligatory. Identification of 27 “very high risk” corners by computer analysis: 15 removed from the list by 1994 performance reductions. Tire wall deceleration tests, analysed relative to human tolerance levels, produced a standard by which to judge new barriers. Use of conveyor belting in front of tire walls recommended.

1995: Smooth raised kerbs recommended for F1. Gravel bed waves and furrows eliminated. First pit wall debris shields installed.

1996: Corners classified “high risk” reduced to 2 through circuit safety improvements and track modifications. Temporary circuit wall and debris fence specification guidelines. FIA test requirement for thin energy-absorbing barriers.

1997: FIA circuit approval required for F1 testing. Kerb types and heights standardised after a year of investigation. Bolted tire wall construction obligatory. Analysis of safety measure performance using data recorded on the cars’ ADRs.

1998: High-performance tire barrier test specification established. Pit lane should be straight for 100 m before pits. Increased use of full light sets to supplement flag signals.

1999: Pit wall debris fences becoming generalised. Recommended to widen the signalling platform by 50 cm for circulation (obligatory for new circuits). Asphalt used on some run-off locations.

2000: FIA Standard for tire barrier inserts to increase energy absorption.

2001: Improved access point protection. Clarification of safety requirements for structures over the track. Specification of tools to cut carbon fibre for rescue teams. Guidelines issued for paved run-off area installations. Computer-aided accident risk assessment system introduced.

2004: Pit lane speed limited to 100 km/h.

Organisation and Race Operations

1963: Flag signalling code established.

1971: Personnel, equipment, and duties specified for race supervision, marshalling, and signals.

1973: Fire service regulations. The pace car was used for the first time during the Canadian Grand Prix.

1974: 2x2 staggered starting grid with 12 m length per car.

1975: Medical service; resuscitation centre; obligatory rescue exercise.

1978: Grid 14 m per car.

1979: FIA-appointed permanent race starter.

1980: FIA approval of medical service obligatory; fast rescue car regulations.

1981: Grid 1x1x1.

1986: Permanent FIA medical service inspector. Medical helicopter obligatory.

1987: Grid 16 m per car.

1988: Permanent FIA race director.

1990: Driver extrication exercise obligatory.

1992: The first appearance of the safety car at the British Grand Prix.

1993: Pit lane speed limited to 50 km/h in practice.

1994: Pit lane speed limited to 80 km/h in practice, 120 km/h in the race. Fire-protective clothing for all refuelling crews. Burns treatment material in each pit obligatory. Pit lane access new restrictions. Creation of the Advisory Expert Group to apply new technology to safety in F1.

1995: Minimum safety services recommended for private testing. Clarification of blue, yellow, and white flag rules. FIA Doctor given a technical assistant.

1996: Standardisation of FIA medical and safety cars. Improved Safety Car procedure. Fire exercises with teams. Transformation of starting lights and procedure.

1997: FIA approval for all Chief Medical Officers and medical centres. Revised accident intervention plan. Safety Car: more powerful; may be used for wet race starts; permanent professional race driver engaged.

1999: At least 4 medical intervention cars plus the FIA Doctor’s car obligatory. Pit lane exit control by red and green lights and blue warning flag during practice and race.

2000: Minimum Chief Medical Officers’ qualifications.

2001: Redefinition of intervention car movements in Safety Car and red flag situations.

2003: Changed points system: 10-8-6-5-4-3-2-1. Cars may not be refuelled between qualifying and race. Team orders prohibited.

2004: Each driver must select wet- and dry-weather compound before second qualifying.

2005: Tire switching during the race forbidden, except for safety reasons. Engines must last two complete race weekends.

2006: Tire changes allowed again.

2009: Changed point system: 25-20-15-10-8-6-5-3-2-1. Experienced former F1 drivers to assist stewards. Return of slick tires.

2010: Changed point system: 25-18-15-10-8-6-4-2-1.

2013: Pit lane speed reduced to 80 km/h.

2014: Four two-day track tests allowed in season in place of the previous eight one-day promotional days and three-day young driver test. For safety reasons, all team personnel working on a car during a race pit stop required to wear head protection.

2017: A new procedure regarding wet weather starts. If a Safety Car is deemed required at the start due to wet weather, a normal standing start will occur once the track is deemed safe to race. The process sees the safety car return to the pit lane and the cars assemble on the grid for the start.