Does changing the configuration of a motor racing circuit make it safer?

Descriptive Kinematic Analysis of the Potentially Tragic Accident at the 2020 Austrian MotoGP Grand Prix Using Low-Cost Instruments: A Brief Report

BACKGROUND

During the first Austrian MotoGP Grand Prix of 2020, following a serious accident involving the riders J. Zarco and F. Morbidelli, Morbidelli's riderless bike cartwheeled across turn 3, narrowly missing V. Rossi and M. Viñales by just a few centimeters. As is the case with ordinary traffic accidents, analyzing the dynamics of motorcycle racing accidents can help improve safety; however, to date, the literature lacks studies that analyze the causes and severity of such accidents. Hence, the purpose of this study was to analyze the main causes that led to the accident at the 2020 Austrian MotoGp Grand Prix, to quantify the speeds and distances of the bikes and riders involved, and to hypothesize several alternative scenarios using a low-cost method.

METHOD

Kinovea and Google Earth Pro software were used to identify markers along the racetrack and to measure the distances and calculate the time it took the motorcycles to cover those distances. The analyses were carried out on three 30-fps (frames per second) videos.

RESULTS

Zarco's average speed as he was overtaking Morbidelli on the straightaway before turn 2 was 302 ± 1.8 km/h, higher than that of Rins and Rossi (299.7 ± 1.7 and 296 ± 1.7 km/h, respectively). The speed of Zarco and Rossi's bikes 44.5 m before the crash was the same (267 ± 7.9 km/h). Immediately after overtaking Morbidelli, Zarco moved 2.92 m towards the center of the racetrack from point A to B, crossing Morbidelli's trajectory and triggering the accident. Morbidelli's riderless bike flew across turn 3 at a speed of about 76 km/h, missing V. Rossi by just 20 cm. The consequences could have been catastrophic if Rossi had not braked just 0.42 s before encountering Morbidelli's bike in turn 3.

CONCLUSION

Through a low-cost quali-quantitative analysis, the present study helps us to gain a deeper understanding of the dynamics of the accident and its main causes. Furthermore, in light of our findings regarding the dynamics and severity of the accident and the particular layout of the Red Bull Ring circuit, racers should be aware that overtaking at the end of turn 2, following the same trajectory as the riders involved in the crash, could be very risky.

On-scene treatment of spinal injuries in motor sports

Because spinal cord injuries can have fatal consequences for injured race car drivers, prehospital treatment of spinal injuries is a major concern in motor sports. A structured procedure for assessing trauma patients and their treatment should follow established ABCDE principles. Only then, a stable patient could be further examined and appropriate measures can be undertaken. For patients in an acute life-threatening condition, rapid transport must be initiated and should not be delayed by measures that are not indicated. If a competitor must first be extricated from the racing vehicle, the correct method of extrication must be chosen. To avoid secondary injury to the spine after a racing accident, in-line extrication from the vehicle and immobilization of the patient are standard procedures in motor sports and have been used for decades. Since immobilization can be associated with disadvantages and complications, the need for immobilization of trauma patients outside of motor sports medicine has become the subject of an increasing number of reports in the scientific literature. Even in motor sports, where specific safety systems that offer spinal protection are present, the indications for spinal immobilization need to be carefully considered rather than being blindly adopted as a matter of course. The aim of this article is to use recent literature to present an overview about the treatment of spinal injuries in motor sports. Further, we present a new protocol for indications for immobilizing the spine in motor sports that is based on the ABCDE principles and takes into account the condition of the patient.

Musculoskeletal injuries in auto racing: a retrospective study of 137 drivers

BACKGROUND AND PURPOSE

The effect of continuous exposure of a driver's bones and muscles to vibration and G forces to years of automobile racing and the effect on overall health have not yet been examined in detail. The goal of this study was to investigate via questionnaire the musculoskeletal injuries and influencing parameters in 130 amateur and 7 professional race car drivers.

MATERIALS AND METHODS

A questionnaire, translated in English and German, was used to investigate the parameters that influence the racing performance and the character of resulting injuries.

RESULTS

This investigation involved 137 drivers (133 men and 4 women) with a mean age of 42 years (standard deviation = 15). Approximately half of the drivers had < 10 years of experience in auto racing (49%). The drivers mainly complained about pains in the lumbar (n = 36; 26%), shoulder (n = 27; 20%), and neck regions (n = 25; 18%). The driver's posture and the comfort of the seat were statistically significant for causing lower back and upper legs pains. The race duration was relevant to neck and shoulder discomfort.

CONCLUSION

The high incidence of musculoskeletal injuries in race car driving indicates the need for further improvements. Elimination of driver complaints about pain in the spine and upper extremities can be achieved through technical development, as already accomplished in Formula One racing.

Prospective study of injury severity scores during a season of British Superbike racing

Background:

Motorbike racing is considered by many to be a dangerous sport, but there are little data within the literature to support this view. The purpose of this study was to determine the injury severity scores of injured riders in order to assess injury severity in elite level motorbike racing.

Methods:

Injury data were prospectively collected from all riders who attended the circuit medical centres at all rounds of the 2011 British Superbike Season. Abbreviated injury score and injury severity score were calculated for each rider and recorded along with other rider demographics.

Results:

A total of 259 riders presented to the circuit medical centres with injuries during the 2011 season. They suffered 382 injuries between them, with one fatality. The median injury severity score was 1 (mean 3.28, range 1–48, SD 5.08). Of the 1010 fallers during the season, only 33 (3.3%) required acute hospital admission.

Conclusion:

Greater than 93% of injured riders had injuries with an injury severity score ≤ 8 which is likely related to the high degree of protective clothing worn and safety measures at circuits including air fencing. The injury severity scores presented here for motorbike racing are less than or comparable to those seen in other physical sports such as elite level horse riding.

Changes in technical regulations and drivers' safety in top-class motor sports

Motor racing is a dangerous sport and an inherently risky activity. The organisers of top-class motor sports championships, Formula One and MotoGP, have agreed on a set of regulations to reduce speed and improve safety over the last 10 years. These changes include limitations in weight, fuel and engine capacity. Nevertheless, there is evidence that most of the restrictions that have been introduced over the past 10 years have failed slow down vehicles, since the lap times have decreased almost linearly from 1995 to 2006 and drivers continue to die or to sustain serious injuries that keep them away from competition. Therefore, new and efficient measures should be adopted, such as lowering the cornering speed, having heavier and safer vehicles, having barriers surrounding the track to protect both spectators and competitors better, and having innovative clothing and protective devices to defend key anatomical structures while minimising the hindrance to the rider.

Reactivity, stability, and strength performance capacity in motor sports

BACKGROUND

Racing drivers require multifaceted cognitive and physical abilities in a multitasking situation. A knowledge of their physical capacities may help to improve fitness and performance.

OBJECTIVE

To compare reaction time, stability performance capacity, and strength performance capacity of élite racing drivers with those of age-matched, physically active controls.

METHODS

Eight élite racing drivers and 10 physically active controls matched for age and weight were tested in a reaction and determination test requiring upper and lower extremity responses to visual and audio cues. Further tests comprised evaluation of one-leg postural stability on a two-dimensional moveable platform, measures of maximum strength performance capacity of the extensors of the leg on a leg press, and a test of force capacity of the arms in a sitting position at a steering wheel. An additional arm endurance test consisted of isometric work at the steering wheel at +30 degrees and -30 degrees where an eccentric threshold load of 30 N.m was applied. Subjects had to hold the end positions above this threshold until exhaustion. Univariate one way analysis of variance (alpha = 0.05) including a Bonferroni adjustment was used to detect group differences between the drivers and controls.

RESULTS

The reaction time of the racing drivers was significantly faster than the controls (p = 0.004). The following motor reaction time and reaction times in the multiple determination test did not differ between the groups. No significant differences (p>0.05) were found for postural stability, leg extensor strength, or arm strength and endurance.

CONCLUSIONS

Racing drivers have faster reaction times than age-matched physically active controls. Further development of motor sport-specific test protocols is suggested. According to the requirements of motor racing, strength and sensorimotor performance capacity can potentially be improved.