TARGET PRACTICE How the FIA Targets Off-The-Shelf Safety Products and Puts Them Through Their Paces to Ensure They Remain Worthy of Approval AUTO+MEDICAL AUTO+MEDICAL

INTERNATIONAL JOURNAL OF MOTOR SPORT MEDICINE ISSUE#23, AUGUST 2021

CRASHTAG The new mobile app that aims to change motor sport safety worldwide P20 MINI SAFETY CAR Inside the new Formula E all-electric Mini Pacesetter Safety Car P24 THEO POURCHAIRE The F2 racer discusses his arm injury after a crash in Baku earlier this year P28

TARGET PRACTICE How the FIA targets off-the-shelf safety products and puts them through their paces to ensure they remain worthy of approval AUTO+MEDICAL AUTO+MEDICAL

INTRODUCTION/

In this latest edition we follow FIA Head of AUTO+ MEDICAL Competitor & Road User Safety, Nuno Costa, EDITORIAL BOARD as he tests off-the-shelf motor sport safety FEATURES/ products like HANS and harnesses. This is CONTENTS an important part of ensuring that each P8 BIG INTERVIEW: DR DHUSHY SURENDRA KUMAR product is worthy of FIA-approval, which is why The Chief Medical Officer of the London competitors should always look for the official E-Prix discusses his 30-year experience hologram. working in motor sport medicine. Following his recent test with the Alfa Romeo Dr Paul Trafford Dr Robert Seal P14 TARGET PRACTICE Formula One Team, current F2 racer Theo (Chairman) (Medical Director, How the FIA targets off-the-shelf safety Pourchaire discusses the crash during the Canadian Motor sports Response Team) products and puts them through a series of Azerbaijan race where he sustained a broken tests in a lab to ensure they remain worthy Radius in his left arm and the subsequent of FIA-approval. recovery for the next round in Silverstone a month later. GLOBAL NEWS/ P20 AIMING WIDE An examination of Crashtag, a mobile app that There is a look inside the new Mini Pacesetter P4 New Safety Features On Gen 2 Formula 4 aims to improve the capture, storage and the Safety Car that was introduced by Formula E Car Revealed analysis of motor sport incidents worldwide. this season, and Driver Bruno Correia discusses P5 Latifi Suffers from Dehydration during the equipment used in the first all-electric P24 INSIDE THE: FORMULA E SAFETY CAR Dr Matthew Dr Pedro Esteban Monaco Grand Prix Mac Partlin (Deputy (FIA Medical Delegate, A look inside the Mini Pacesetter, the first Safety Car used by the world championship in P5 F1 Tech Put In Use in Leicester's Hospitals Chief Medical Officer, World Rallycross all-electric Safety Car in the championships its seven-year history. Australian GP & World Championship) P5 Perez Struggled With Shoulder Pain During seven-year history. In keeping with electric motor sport, Chief Rally Championship) Spanish Grand Prix Weekend Medical Officer for the recent London E-Prix, Dr P28 THE ROAD BACK: THEO POURCHAIRE P6 Safety Main Driver Behind Gen3 Supercars The F2 racer discusses the crash at the Dhushy Surendra Kumar, is the subject of the Chassis Baku round which broke the Radius in his latest Big Interview. Dhushy gives us his insight P6 Theo Pourchaire Injures Left Arm In F2 left arm and his ongoing recovery. from working in motor sport for the last 30 Baku Crash years as a critical care consultant. P6 Karter Uses Motor Sport for Benefit of You can read about the latest safety features Mental Health SCIENTIFIC ARTICLE/ in the Gen 2 Formula 4 car, and about Dr Terry Dr Jean Duby Dr Dino Altmann P7 F1 Drivers Join Inaugural AIMSS Safety Trammel being awarded the Louis Schwitzer (Medical Trainer, (President, FIA Medical Summit P32 CUSTOMIZING FEMALE RACING DRIVERS’ FIA World Cup for Commission) Award for his pioneering work in biomedical Cross-Country Rallies) P7 Holmatro Launch Online Training SEAT FIT CAN IMPROVE THEIR PERFORMANCE engineering. Webinars A look at how female drivers can optimise Our scientific article looks at how female P7 Trammel Recieves Award for IndyCar their seating position to improve drivers can optimise their seating position to Safety performance. improve their on-track performance.

Editor: Marc Cutler The Editorial Board Deputy Editor: Rory Mitchell Dr Paul Rea Designer: Cara Mills (FIA Head of Medical and Rescue) We welcome your feedback: [email protected]

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LATIFI SUFFERS FROM DEHYDRATION DURING F1 TECH PUT TO USE IN MONACO GRAND PRIX LEICESTER’S HOSPITALS

A pioneering new device that will be phones via Bluetooth so they can GLOBAL used to help doctors and nurses hold a clear conversation with a communicate clearly while wearing patient’s relatives. Personal Protective Equipment (PPE). Tim Coats, Professor of Developed by Leicester academics Emergency Medicine and Associate in collaboration with Formula One Dean for Clinical Data Science at the race engineers at the Alpine F1 University of Leicester, said: “Good NEWS team, the MedicCom uses a throat communication has a profoundly microphone to pick up and amplify positive effect on patient care, and sound which enables patients to that is why we started work on a better hear the medical staff who solution. Working with the F1 are caring for them. engineers has been brilliant. Being able to hear medical staff “We’ve been able to use their Nicholas Latifi suffered from dehydration can often be an issue when they are expertise in advanced electrical during the Monaco Grand Prix, after covered in head-to-toe PPE worn engineering and their facilities for forgetting to connect his drinks tube when treating patients with rapid prototyping to produce in six before the start of the race. COVID-19 and other infectious months a device which would Every Formula One driver has a drinks diseases, causing them to have to normally take years.” tube that feeds into their helmet, which shout to be heard properly. enables them to have a drink of water or This not only leads to increased isotonic drink during the race to exhaustion but can also cause errors replenish lost salts through sweat and of miscommunication which could stay hydrated. potentially harm patients. After tackling the bumpy Monaco street MedicCom enabled doctors and circuit and climbing from 18th to 15th, the nurses to hear each other more Williams driver said he felt dehydrated clearly, and also links to their mobile when he got out of the car. “I think the only mistake I made was before the race even started, I forgot to PEREZ STRUGGLED WITH SHOULDER PAIN put the drinks tube in my mouth! I didn’t realise until afterwards,” said Latifi. “I just DURING SPANISH GP WEEKEND downed [a drink] after I got out of the car, NEW SAFETY FEATURES ON GEN 2 FORMULA 4 CAR but it was fairly straightforward.” Drivers usually train to ensure that Sergio Perez has get the best out of the car in they don’t suffer from severe revealed that he qualifying. It was the toughest The new Gen 2 Formula 4 car features accommodate different driver sizes that impact energy is distributed dehydration during a race, which is why had pain in his left qualifying and not feeling 100 the latest in safety developments from and increased visibility to ensure over a wider surface. Latifi was able to emerge from the race shoulder during per-cent physically was a big the FIA that will benefit drivers in maximum accessibility. FIA Formula One Race Director and without any problems. qualifying for the limitation.” National F4 championships around The survival cell has been upgraded Single Seater Sporting Director, “We train for it. It’s not ideal, I was Spanish Grand Perez didn’t feel the pain was the world. to be in line with the most up-to-date Michael Masi, said: “The second- probably a bit dehydrated after that,” said Prix. caused by his seating position and These championships are the first safety standards, providing more generation F4 car has been carefully Latifi. “You don’t really get much of a rest When setting a lap time during the explained that he didn’t do anything step out of karting into cars for young protection and support for a driver in developed by the FIA and its suppliers around this track, even in the straights final part of the session, the Red Bull to exert himself in a strenuous way drivers at various stages of physical a side impact. To achieve this, and partners to offer a significant you’re turning and probably the extra driver spun on his first attempt and that would’ve caused it. development, which means it can stringent load tests will be upgrade in the key areas of safety mental energy that goes into Monaco then could only manage the eighth “It was just getting worse and feature teenagers as young as 15 implemented for the survival cell side and performance whilst remaining makes you work a bit hard. best time. Perez was not sure how he worse as qualifying developed. I racing against adults in their mid-20s. strength and the side and frontal cost-effective for championship “Consider that it’s also my first time in sustained the injury but noted that struggled with a bit more with it. I This is why the latest Gen 2 car has anti-intrusion panels of the new car. organisers and competitors.” Monaco so it’s maybe going to be a bit the pain got worse during the session. don’t think it’s something I’ve done been designed to incorporate three The gaps between the Combined with the headrest and harder for me than it is for a guy like “I had a bit of an issue with my with the car,” said Perez. “We don’t seat-shell sizes to optimise safety for extractable seat shell and chassis survival cell, this offers optimal Lewis or Kimi that has done so many shoulder through qualifying and was know 100% what it is, but we’re all statures. This offers more are filled with a pre-determined protection for drivers in the most junior races around here. But yeah, I train for it. feeling bad all the way through it. I pretty confident that we can be back ergonomic flexibility to size of foam “outsert,” ensuring of the FIA’s single-seater categories. I was fine.” wasn’t 100 per-cent, so it was hard to to form for the race.

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SAFETY THE MAIN DRIVER BEHIND THEO POURCHAIRE they are made during a motor TRAMMEL RECEIVES NEW GEN3 SUPERCARS CHASSIS INJURES LEFT ARM F1 DRIVERS JOIN sport Rally incident, and the unique IN BAKU F2 CRASH INAUGURAL AIMSS challenges posed by remote AWARD FOR SAFETY SUMMIT locations. A panel also discussed The new Gen3 Australian Supercars roof; for clarity, it’s not an escape keeping grassroots motor sport INDYCAR SAFETY chassis will have a number of hatch. You won’t be able to physically Theo Pourchaire safe, and the equipment used by enhanced safety features, which will pull a driver through the hatch. It’s injured the bones The inaugural Australian Institute professional motor sport help protect drivers in the event of a more to enable the extraction and in his left arm of Motorsport Safety (AIMSS) organisations. Dr Terry Trammel, Safety Consultant for crash or incident on track. medical teams to have better access following a crash Motor Sport Safety Summit was A 'Pitch my Project' session IndyCar, has received the Louis Schwitzer The key advancements made to the to a driver in the wake of a big in the Formula 2 held virtually in June, which enabled four individuals or groups Award for his pioneering work in biomedical safety cell include a seating position accident.” feature race in featured several presentations a chance to pitch their motor sport engineering. further away from the door for the The hatch is designed to help Azerbaijan. ranging from safety, rescue, and safety-related project to a panel of The annual award is named after Louis drivers, and there will be a small hatch responders put neck and back The F2 racer medical topics. motor sport experts including Schwitzer, an automotive engineer who won for to aid medical and extrication restrains on the driver or remove was pincered The Summit has attracted a AIMSS Chairman, Garry Connelly, the first race at Indianapolis Motor Speedway crews during a major accident. their helmet, so they can be between Dan Ticktum and Marcus large panel of internationally Sam Michael, and Rik Hagen. in 1909, and is presented to innovative “We’re always looking at what’s stabilised before they are extricated Armstrong going into Turn 3, with the renowned motor sport “The AIMSS Motorsport Safety engineers who have develop cutting-edge new on the market, and how we can from the car through the door. impact causing Pourchaire’s steering wheel personalities, including two-time Summit is a wonderful initiative concepts that increase safety, performance, build a safer chassis for the drivers,” The new chassis will also see to snap whilst he was still holding it in his F1 champion and Alpine driver that will help further showcase the or efficiency of Indy 500 race cars. said Supercars Head of Motor Sport incremental improvements on hands and exert forces onto his arm. Fernando Alonso, alongside skills, technology and ingenuity of Trammel’s numerous contributions have Adrian Burgess. “We’ve taken that existing systems, including leg After the race he was taken to The Central former F1 drivers Mark Webber those working tirelessly to helped advance driver safety in IndyCar and into consideration; the position the protection. There will be greater Hospital of Oil Workers, where he received and Romain Grosjean. improve safety in our sport,” said prevent driver injuries, by utilising a data- driver will be in the car, they’ll be protection across the top of the treatment for a fractured arm. Speaking on Grosjean talked the panel AIMSS Chairman, Gary Connelly. driven approach, engineering principles and further away from any side-intrusion. drivers legs and from the steering social media, Pourchaire confirmed that he through his infamous 2020 “The Summit has attracted an medical expertise. As such, his efforts have “We’ve incorporated a hatch in the column. broke the left radius in his arm. Bahrain Grand Prix crash and how international faculty representing been recognised across multiple motor sport “Just wanted to tell you that I’m fine, the advances in F1 safety saved the Asia Pacific region, who are all safety organisations throughout the world. yesterday as soon as the plane landed, I his life. There was an examination invested in progressing motor “I’m very honored to have received this,” went straight into a special clinic in Monaco,” of the critical decisions and how sport safety.” said Trammell. “I want to express my said Pourchaire. “I have the left radius appreciation to the Louis Schwitzer Award broken; it is really painful but it’s ok. committee for awarding me this honor. It “I have my arm immobilized for 4 weeks was unexpected, to say the least. I want to from now, I will give everything to be back HOLMATRO LAUNCH thank Borg-Warner for sponsoring. soon,” added Pourchaire. “I don’t know yet if ONLINE TRAINING “When you really think about it, a large I will be driving in Silverstone, but I will work number of orthopedic surgeons have an hard and pray to be ready.” WEBINARS engineering background. One of the core You can read about Pourchaire's injuries, principles throughout an orthopedic how he prepared for the following round in Holmatro has launched an online residency is regular education in Silverstone, and his ongoing recovery in our training webinar that enables biomechanics. When you’re putting 'Road Back' interview on P30. rescue workers to learn about the hardware in people, it’s a good idea to know use of their tools in a variety of stabilization and glass management. how heavy the hardware has to be, how vehicle extrication scenarios. Both de Zinger and Verweije are many screws, how long a plate, what kind of KARTER USES MOTOR Elliott Shaw has been creating confidence to overcome adversity The Holmatro Online Training volunteer firefighters who have also material, so on and so forth. Without really SPORT FOR BENEFIT success on the international go-kart according to his family, who believe (H.O.T) sessions can be attended fulfilled instructor positions within knowing that’s we’re doing, that’s what we do scene since 2016, while also Shaw is empowered by the free of charge by signing up online their respective fire departments every day.” OF MENTAL HEALTH suffering with Asperger Syndrome challenge to exceed the expectation and are hosted by Holmatro Rescue and can rely on a strong background and ADHD. of others of his ability. Consultants, Ronald de Zanger and in extrication rescue. Since The 18-year-old Swiss-born driver “Elliott has a great desire to create Marinus Verweije. Holmatro’s partnership with the FIA, has English parents and has been an appreciation of the possibilities The training webinars are based de Zinger works closely with FIA karting in national events since 2012 motor sport offers for people like on the input of first responders, Rescue Specialist, Ian Dunbar to and made the jump to the adult X30 himself with Asperger’s and general where they can propose topics and support the FIA’s motor sport safety Elite series in 2017. Last year during mental health issues, the objective ask questions during sessions live goals. the ROK Superfinal, Shaw started being to overcome any stigma and streamed online. Each session Readers can attend these sessions from the front row and was running the associated challenges and to combines theory with practical by signing up at http://bit.ly/ in the top three for most of the race. encourage others to believe that hands-on tool work on a car, in a holmatro-webinar and can submit The process of competing and great things can be achieved,” said specific scenario including passive their topics of interest through racing has raised his self-belief and his father, Andrew Shaw. safety systems, quick vehicle http://bit.ly/holmatro-mr.

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DR DHUSHY SURENDRA KUMAR CONSULTANT IN CRITICAL CARE

Dr Dhushy Surendra Kumar is a critical A+M: How much of your experience in care consultant who has been part of medicine have you carried over to motor the motor sport world for over 30 years. sport or vice versa? DK: I went into Anaesthesia and Critical Care, Alongside his commitments working in and what we now know as ‘Pre-hospital care’ Critical Care, Anaesthesia and Pre-hospital which is a speciality in its own right – we didn’t Care at University Hospital Coventry, he really call it that back in the 90s, but it’s become has served as Chief Medical Officer (CMO) a speciality in its own right. Managing critically for a number of grassroots and FIA World ill patients, be it roadside or trackside, it turns Championship events including the recent out that was one of the more useful specialities Formula E London E-Prix. He speaks to to have in motor sport, so although we do have AUTO+ Medical about his experience. a wide range of people involved in motor sport now, it’s the pre-hospital consultants that are coming to the fore. We bring those skills that we use every day roadside and it’s the same thing AUTO+ Medical: What came first for you, trackside. motor sport or medicine? Dr Dhushy Surendra Kumar: My Dad has A+M: What are the roles you’ve had in motor always been into cars and so was I growing up, I sport? just loved talking cars and helping him to choose DK: I have worked at pretty much all of the his cars. My first car was a TVR Griffith and 60 circuits around the UK, I was Chief Medical per-cent of my salary went onto my car, which is Officer at Rockingham for many years and I stupid but gives you an idea of how much I like setup the Medical Center and medical services my cars. Always been into cars, enjoyed motor for the inaugural Abu Dhabi Grand Prix. I’ve sport, and then medicine was a career that I supported races in Dubai, I get asked along went and chose but then I found out I could mix and just sit in the car usually and makes sure the two when I was in Bristol. There was a guy everything goes ok, I don’t really appear on called Alistair Dow who used to work at Castle anybody’s radar I just provide the service – which Combe who introduced me to Jerry Nolan and I quite like actually. I’ve had the opportunity to Peter Baskett, and I learned alongside them about travel and meet people, get to meet lots of other motor sport medicine. Started to enjoy that and colleagues in other countries, learn about motor then I was then invited to do the British Grand sport in other countries and different cultures Prix in 1994 and I haven’t looked back since. and it’s been wonderful.

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A+M: How long have you been CMO for the everything else its virtual now, every year to A+M: You were consulted during the London E-Prix? just refresh everyone’s mindset again and each design of the Medical Center for the DK: The first two in Battersea I was asked to be time before the race. That’s very useful and this I WAS INVITED TO DO THE Abu Dhabi Grand Prix, what was that Chief Medical Officer for that, and then of course information isn’t brand new to anyone, but it “BRITISH GP IN 1994 AND HAVEN'T project like? it paused, and we thought about restarting just gets everyone attuned to the systems in LOOKED BACK SINCE DK: We had to tweak some things in the it. Then of course we’ve had this pandemic place. This isn’t just one race in isolation, this is a Abu Dhabi Medical Center. We moved a problem which put the brakes on everything, but series that goes around, and we need to be able ” couple of walls and things just to make it it was a surprise and a delight to get everything to slot nicely into the Formula E system. We at other services in the paddock and the main fully compliant and flow nicely. It was nice up and running. MSVR work with our partners, MSS locally and thing is just to make sure that the teams and to be involved in that and get a chance MDD who travel around with Formula E and everyone travelling around with Formula E to voice my input. I wasn’t sitting there A+M: What are the safety considerations of provide continuity of medical services for the don’t really notice any differences and just see with a pencil and drawing things out in the circuit? paddock. So there is a lot of dovetailing with the it as exactly what they expect. the medical center, but it was nice to get DK: The indoors and outdoors bit doesn’t really shown the plans originally and comment change the way we look at it, there are still on that from a medical flow perspective corners and things to hit. We would approach it to make it just right. like any other circuit, there is stuff going round and there is stuff they can hit, mostly Tecpro. A+M: How important is that for your Unfortunately there is water there this time job? round which adds a little extra to the planning, DK: Very, I mean when you design a but we don’t have to worry about exhaust fumes circuit you don’t just do it with one because its Formula E and we can run indoors engineer designing a circuit, you have a quite safely without having to worry about whole range of people within that circuit having to monitor exhaust fumes, emission inputting their needs and the medical gasses and so on. I’ve been doing it so long that center is no different. You need to be it’s another circuit and we just put the usual getting the people who will be using the systems we have in place for safety. In terms of product involved in the design. preparation the FIA has a good set of structured questions, needs, that you have to apply to any A+M: You have also worked with race meeting. You comply with that and that marques such as Porsche and Ferrari, standardises everything no matter where you which event has been your most are. challenging? DK: Yes I’ve been very lucky, I’ve had A+M: Are there any other challenges the chance to work alongside various in Formula E that you’ve come across marques. Most recently with Porsche medically? I was able to take part in a trip from DK: Not as yet. There is the issue of electrical Bodø in Sweden to Tarifa in Spain, which The medical team safety which Formula E takes very seriously. for the first London was the distance that their Le Mans car We’ve got good briefing documents and E-Prix since 2016 travelled. I was invited to take part and would get face-to-face briefings, although like provide some support for that trip, and I

1010 11 AUTO+MEDICAL FEATURES AUTO+MEDICALThe London FEATURES E-Prix was the first indoor and outdoor circuit for Formula E you are on the weekend, there is something to talk about with the people around you. I meet and chat to people I’ve never seen before, in a way that you wouldn’t elsewhere. Everyone is there for a common purpose, the spectators are always fun, it’s a great family event, particularly Formula E when they have the additional areas with family entertainment and educational sites around how to make motor sport and motoring greener, and it really is a very different experience.

A+M: If you could improve anything about motor sport safety, what would it be? have to pinch myself sometimes with some of DK: The only way to improve safety is to make the things I get to do. It’s great working with it less exciting and you’ve got to have that Porsche, they’re a great bunch of people and balance in the business. As a doctor, I would the journalists were as fun as they always are! cocoon them in something where the drivers It was one of those epic trips you occasionally could bounce off anything and still be 100 get to do! per-cent safe but that would be really dull – nobody would want to watch that! There is A+M: Biggest challenge working in motor this balance you’ve got to strike, and I think sport so far? having good crumple zones, good systems DK: I think that probably was working on the that shut down the cars whether they are Abu Dhabi Medical Center and getting it up petrol or electric, systems that don’t send and running, living in the UK and working debris into the crowd. Those are all things that full-time, having to travel across to make sure are evolving, and that the FIA take an active everything was ok. To top it all off, they had involvement in improving. The question will 12 weeks before the circuit inspection, so we always be ongoing as to whether an open went from sand to inspection in 12 weeks! cockpit is safe and I think ultimately, we will Which was interesting, a lot of early mornings head to a closed cockpit for the safety of a and late evenings. driver. Each time we get an injury or a fatality in the sport, we take a good look at something A+M: What’s the most rewarding aspect of and say: “Should that have been possible?” working in motor sport? There have been large jumps in safety and DK: I think it is just fun. The motor sport that’s what people see, but month-on-month family are a fun bunch of people, they come and year-on-year, there are constant tweaks from all walks of life, all backgrounds, but to various safety elements in engineering and there is this common love of stuff that runs treatments we can give medically. It’s that on wheels and smells of petrol. That common constant striving that makes this sport exciting interest means that it doesn’t matter where and as safe as we can make it.

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FEATURES TARGET PRACTICE AUTO+ Medical follows FIA Head of Competitor & Road User Safety Nuno Costa as he targets off-the- shelf safety products and puts them through the latest tests to ensure they are still worthy of FIA-approval

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On every piece of FIA-approved safety three tests; two non-destructive and a final on the standard to do the full homologation. and met the safety requirements along with equipment there is a hologram affixed that one that applies force to the device until it fails. In that case, what we typically do is buy one the data to prove. ensures the product is genuine and complies “If we see during the post-homologation helmet and then we perform some tests and When there is a fail, the manufacturer will with the latest safety standards. But how do that something has changed outside of compare the results.” be given 20 days to inform the FIA if they competitors know that is always the case? the permitted modifications, that is a fail,” Once a product has passed or failed these want to repeat the test whereby a second To ensure that every product complies to explains Costa. “There are two types of post- tests, Costa goes through the process of product is bought and another test date is the strict homologation rules that are defined homologation controls; first is a comparitive informing the manufacturer appropriately. In scheduled. This will be attended by the FIA, by FIA Standards, FIA Head of Competitor & check, which is to compare the product the case of Stand21, its FHR passed the tests manufacturer, a representative from the Road User Safety Nuno Costa targets off-the- with the original approved; and the second which means they will be sent a letter from National Sporting Authority (ASN) of the shelf safety products and puts them through which is basically to do a standard test or the FIA to say the product was bought, tested, manufacturer, and the test lab. a post-homologation process to ensure they select some tests that are written in the FIA “If we identify a specific batch that remain as safe as when first tested. Standard. has a problem or from a certain date Post-homologation tests compare the off- “For the FHR its easy because we did all the EACH PRODUCT HAS A of manufacturing, we only recall these the-shelf product with the original that was tests we had in the standard. In some other products. We then test a product from a tested during the homologation process. The cases it is not possible to do this because “UNIQUE SERIAL NUMBER ON previous date to ensure the equipment latest of these was done with a Frontal Head if you imagine a helmet, we need to run at THE FIA HOLOGRAM is safe,” explains Costa. “If this passes the Restraint (FHR) from Stand21 which included least eight helmets per shell size depending ” tests, then we can still accept those products

Costa puts safety equipment through the same tests required in FIA Standards

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and we will recall the ones that do not meet information for competitors and officials to airbag has been fitted in each car, then for the standard.” WHEN PEOPLE CREATE identify the eligibility of the product for a each serial number of the car they know the certain competition, such as FIA Standard customer, then they will contact them. We QUALITY CONTROL “FAKE LABELS THEY WILL reference, manufacturer name, homologation apply exactly the same concept.” In some cases, a manufacturer will come to the NEVER BE ABLE TO MATCH number, etc. And the FIA hologram that While holograms can be copied and FIA to report a specific problem found during THE INFO WE HAVE contains a code for the FIA Standard and a used to sell counterfeit products, the FIA their quality control processes, which will unique serial number. Hologram has the same level of security result in both parties working together to find ” For example, for advanced racing seats as is used on bank notes to ensure that it a solution to remove the products that are not the product is still listed but crossed out and the homologation number will say ‘AS’ for nearly impossible to replicate. If a good copy safe anymore on the market. FIA and ASN officials know that the product ‘Advanced Seat’ and then there are three is made, a series of checks can be done by To make sure the manufacturer’s quality cannot be accepted anymore when the digits for each model, and at the end there both the FIA and the hologram supplier to control process is up to the standards required FIA regulation is in place,” says Costa. “We is the year of homologation was assigned. check if the hologram is genuine. by the FIA, and in order for the manufacturers then have a note in the technical list which So that would be ‘AS.000.00’ – every model “There is the first check we can do which to be able to keep manufacturing the FIA- says: 'For safety reasons, the homologation has a unique homologation number. is looking at our database,” says Costa. approved safety equipment, after five years of the safety equipment is withdrawn with “For each product they will have a unique “When people create fake labels they will they will need to submit to the FIA a dossier immediate effect’ serial number on the FIA hologram and never be able to match the info we have in to demonstrate that the safety equipment “If we only stop a certain batch, we will put for each unique serial number, we ask our database because only the FIA and the is still up to the standard by going through a the product homologation number along with the manufacturers to have a complete manufacturers have it. The other reason full new test defined by the FIA Standard for the year/period in the list, enabling the FIA traceability file,” says Costa. “If there is a they might do it is to extend the validity date the product they are producing or by having and ASN officials to know it’s a certain batch problem and we identify the batch, then we of the products – again if that happens we a Quality Control system that meets the and all the others are allowed. We also issue a know for that batch the serial numbers have will be able to know through the database.” minimum requirements defined by FIA. communication on the FIA website and send a been assigned to that batch and then we All of the holograms are produced “What happens during these five years is letter to all the ASNs saying ‘this product is no can recall the specific serial numbers. by a supplier for the FIA, who then sell they will do certain tests. If they identify there longer valid’ because they don’t comply with “It’s a little bit like in the automotive them onto the manufacturers. This is is a problem and a failure, they will inform the the FIA Standard.” industry. If there is a problem with an airbag done to ensure that these are only used FIA and then we will start an investigation to The performance of safety equipment for a certain batch. They will know which for products that have been approved try to understand why the problem happened is directed related to a full package of: and passed the homologation tests, so and try to find a solution. These discussions the minimum safety level and design a manufacturer that only homologates normally they are straightforward and very requirements required in a standard, the seats will not be able to use the labels easy, because they took the initiative and know administrative requirements such as quality for additional products they sell such as that they have a problem.” control requirements and post homologation helmets or FHRs. If the product still fails the tests, the FIA will controls and safety features to reduce the “The hologram means that the initial start an investigation into why it happened and probability of fake products to be introduced product not only meets the FIA Standard in the most extreme cases the homologation in motorsport, such as holograms and product but has been through several processes, of the product is stopped, sales put on hold, full traceability. the quality control that the manufacturers and an announcement is made to say that it is do, and all these random post- no longer accepted in competition through FIA SEAL OF APPROVAL homologation tests that will give them the Technical Lists. Every piece of FIA-approved safety equipment guarantee that the product meets the FIA “Once we finish the homologation, then contains a label that is composed of two parts: Standard,” says Costa. we strike through the product under the the label that is produced by the manufacturer “That’s why we say that you should always manufacturer in the homologation list, so which has their information, the necessary look for the hologram.”

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AIMING WIDE

A new app developed by the Australian Institute of Motor Sport Safety (AIMSS) is set to dramatically enhance crash reporting worldwide

Motor sport incident and injury reporting is an important process at all levels of racing and rallying, from grassroots to Formula One. For many years, it has been a complex and time-consuming manual task involving lots of paperwork, which can lead to crucial information and context being missed. A new app from the Australian Institute of Motor Sport Safety is aiming to change that. Founded by AIMSS chair Garry Connelly, the Crashtag app is designed to make the reporting of motor sport incident and injury data seamless and easy, with anyone ranging from marshals to spectators able to submit an incident report.

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“The idea of Crashtag came about after AIMSS or four months ago, it is a lot easier to use,” the race director you’ll have another version, if did a review of rally safety in Australia and found Connelly explains. you’re a spectator you’ll have a version, if you’re that there were a lot of incidents in motor sport, Now the app initially provides a short a media person you’ll have a version. particularly at the lower level, that go version of the form, which takes a minute or “We’re also going to be encouraging people unreported,” says Connelly. two to fill out. The user will then be prompted – which we’re doing here in Australia – to report “We also identified that a lot of the reports that to provide further info if they have it via a the near misses or the crashes where people are done end up in a box in an office somewhere more detailed report using either their phone, walk away, because that way we can analyse and never really get analysed because they are a tablet or a laptop. what works as well as what doesn’t work.” in hard copy format with handwriting. Trying to “It will be a lot better for them to sit down Connelly and his team will continue to develop digitise that is a massive effort, particularly for either in their environment at home or in the the app to make the process of reporting as National Sporting Authorities (ASNs) around the office after the incident and put in all the details straightforward as possible. That will be the key world, that don’t have a large number of staff.” that the FIA normally requires for a detailed to unlocking crash data for the benefit of motor The app, which received a grant from the FIA serious accident report,” adds Connelly. sport worldwide.

Innovation fund, has been developed to Crashtag has Crashtag is designed to capture as much eventually work in conjunction with the FIA around 1,000 information as possible, with different versions The Crashtag project is supported through World Accident Database, which stores data users in Australia available depending on the role of the person funding from the FIA Innovation Fund, which from accidents to be studied by safety inputting the data. aims to support new and worthwhile project researchers. But the initial aim is to roll it out “Depending on your role, you have different ideas submitted by FIA stakeholders that nationally, with the first uses in Australia at the versions of Crashtag,” Connelly said. “So, if you benefit and create an enduring legacy for the grassroots level. DEPENDING ON YOUR are a scrutineer, you will have the scrutineer’s FIA across its Mobility and Sport pillars. To “The report forms for the World Accident “ROLE, YOU HAVE DIFFERENT version, if you are a doctor, you will have the learn more about the FIA Innovation Fund, visit Database that the FIA requires to be completed VERSIONS OF CRASHTAG medical one, if you’re the clerk of the course or www.fia.com/fia-innovation-fund. by every ASN when there is a serious accident, are really quite detailed and lengthy – about 12 ” pages when you’ve combined the details of the Unfortunately, that process was impacted crash, the initial medical reports, the follow-up by the onset of the COVID-19 pandemic, but medical reports, the vehicle damage a trial has been completed at a Formula 4 photographs and other valuable data including event in Mexico. eyewitness reports,” Connelly explains. “In some other countries they’ve used it on “What we’ve tried to do is digitise that and some events to test it, in other countries they’ve make it so it can be reported on a mobile phone. just trialled it in desktop mode, so in other words We rolled that out in Australia, and we’ve got they haven’t released it yet,” Connelly says. “New somewhere around 1,000 users and we’re Zealand is going to release it publicly in the getting a large percentage of the crashes here in coming weeks.” Australia reported via the App.” Early feedback suggested that the report The take-up of Crashtag in Australia has been remained too long to fill in on a smart phone encouraging, with around 60-70 per cent of trackside, prompting AIMSS to develop a accidents now reported through the app, leading shortened version which is set to be released Users can report AIMSS to propose it to be used in other countries next month. on crashes in any discipline around the world such as the UK, France, South “We’ve changed the whole format of the of motor sport Africa, Sri Lanka, and New Zealand. form so that it is a lot better than it was three

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INSIDE THE… FORMULA E SAFETY CAR A look inside the Mini Pacesetter introduced by Formula E, the first all-electric Safety Car used by the world championship in its seven-year history.

If you have been watching the last few optimisations which included weight-saving height, and camber. It also uses Race-spec to run all this championship,” says Correia. Formula E races, you will have noticed the measures and handling according to Safety suspension control arm mountings, a Both the Mini Pacesetter and the i8 Roadster brand new and rather striking Mini Car driver, Bruno Correia. 10mm increase in track width, plus the are on hand each weekend in case there is an Pacesetter. The car is the first all-electric “I followed the building process of the Mini four-piston brakes and wheels from the issue with one, or they require a switch. Safety Car used in the world championship's Pacesetter and there were some requests on Mini John Cooper Works GP with the same Formula E also uses a local marshal from each seven-year history, after it previously used the handling side of the car, which is basically Michelin Pilot Sport tyres used by the race as the person who sits in the passenger the hybrid BMW Roadster i8. the brakes, suspension and of course the Formula E teams. seat with Correia, which helps them learn As Formula E goes to a lot of tight street ‘look’ of the car because it always goes in This performance is important as there about the safety procedures. circuits and races on public road surfaces front of the field,” says Correia. can often be quite a few incidents in “I know in Formula One they have two with varying levels of grip, the smaller Mini The car produces 135kW of power and Formula E, with the Mini making four on- people who follow the championship,” says adjusts well to these while keeping with the 280Nm of torque, which enables it to sprint track appearances when it was introduced Correia. “In Formula E we give the chance to a all-electric ethos of the championship. from 0-62mph in just 6.7 seconds. It weighs at the Rome E-Prix earlier this year due to local marshal to sit with me in the car to enjoy Developed in a collaboration between Mini just 1,230kg which is 130kg lighter than a rain and incidents. a little bit and learn about the procedures that Design, BMW Motorsport, the FIA and standard Mini electric. “The Safety Car is a key element to the we do in the FIA. So, we always leave this Formula E, the purpose-built Safety Car takes The drive system teams up with racing safety systems on every track, it’s really message in the countries that we visit, I pass inspiration from the performance of the John coilover suspension, which is three-way important not only for the drivers but also for all my experience on to these guys so they can Cooper Works Mini’s and has a number of adjustable for rebound, compression, the people that work on the track that help us adapt in their countries.”

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1 4

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LIGHTS: The Safety Car has three types of lights used to warn 4 the drivers: the yellow lights are the main ones used to show the driver that they need to slow down and stay within a 10 cars length difference to the Safety Car. The green light is used to signal for a driver to overtake the Safety Car. For the first time in Formula E there is also red lights on the rear of the car, which are for a red flag situation and the race needs to be suspended.

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TYRES: The tyres at the front are the same Michelin Pilot 5 Sport tyres used by the Formula E teams, which helps with MIRROR/HD CAMERA: INTERIOR: A tablet uses WIFI, RACE CONTROL: On the steering wheel there is push-to-talk paddle that is the performance and balance on what can be narrow street tracks 1 2 3 offering varying grip levels in both dry and wet conditions according To help understand transponder, and GPS information used by Correia to communicate directly with Race Control and the Formula where each car is when it is from Race Control and displayed on the E Race Director, Scot Elkins. “I’m an extra pair of eyes for the race director and the to Correia. “It was a choice we made to make the car even more behind, at the back there is a screen, so Correia knows exactly where people in the race control, so it’s important to be as quick as possible to remove the balanced and even with better performance. I’m using exactly the HD camera mounted which a hazard or crash is or how the track hazard and make sure the track is ready to go as soon as possible,” says Correia. same profile of the front tyres used by the Formula E cars, which feeds a live image to the rear conditions are before being dispatched by “It’s important that while the Safety Car is on track, we can promote enough time to is really grippy and helps me in all kinds of weather situation if it’s view-mirror. Race Control. work on the circuit in the safest way.” raining or dry.”

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THE ROAD BACK: THEO POURCHAIRE The Formula 2 racer discusses the injury he sustained on the opening lap of the Feature Race in Baku and his ongoing recovery.

During the opening lap of the Formula 2 Baku, we were three-wide and when we touched Feature Race in Azerbaijan, Theo Pourchaire each other. We don’t have power steering in was racing closely with championship rivals Formula 2, so the steering wheel is really heavy Dan Ticktum and Marcus Armstrong. The and it’s the same if you’re at 300kph or touching trio went three-wide into turn three, when each other at 120kph. When we touched the car Armstrong on the outside turned into the just jumped a bit into the air and the steering corner and made contact with Pourchaire. wheel turned really heavy to the right. Then This caused the Frenchmans car to jump into the air briefly and hit Ticktum who was on when the car touched the ground again, it the inside of the corner, before coming to a snapped back to the left, and that’s how I broke stop in the escape road. my Radius.

Pourchaire managed to make it back to A+M: What was it like when you got out of the pits, but once he was out of the car he the car? was seen holding his wrist while speaking TP: Just after the contact I felt another pain, but I to medical staff. It subsequently emerged was not turning with the steering wheel so my that the contact between the three cars arm was completely straight which is why I had broken the Radius in his left arm, and couldn’t feel anything. But as soon as I went into that he was taken to hospital for treatment. reverse gear and started to go back to the pit AUTO+ Medical speaks to Pouchaire about the lane to stop the car, it was impossible to turn injury, how he prepared for the next round in and even touch the steering wheel, so I Silverstone, and his ongoing recovery. continued to go back to the pits because it was the best thing to do as it started to get really, really painful. Once I was out of the car it was AUTO+ Medical: How did the injury Happen? impossible even to hold something because I Theo Pourchaire: It was the Radius in my left couldn’t move my wrist. arm that was broken. It was a very small thing because it was just between the wrist and the A+M: Did you go to the hospital after that? Radius and it was really, really painful and I TP: Yes, I went to the medical centre in the track couldn’t move the wrist. It happened in Race 3 in where they gave me something to ease the pain

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because at that moment I could feel my A+M: Did you make any modifications to the Photo Credit: heartbeat in my arm. I was almost collapsing Theo Pourchaire TWO WEEKS BEFORE car when you got back into it? because it was really painful. We did some x-rays Instagram SILVERSTONE I WASN'T SURE TP: I put some straps on my forearm to maintain and they saw the Radius was broken, and they “IF I WAS GOING TO DRIVE the wrist position and to not have too much told me to go to the hospital because it was the movement, to be a bit more comfortable best way to immobilise the arm. Later at home I ” mentally and to help a bit physically because it did some treatment to get ready for Silverstone, was still painful. Apart from that it was exactly which was the Tecar Therapy, and this was the another injury in the sim, so it was important to the same car as was raced in Baku, I struggled a best thing to do. I had no surgery because the do something just to get the confidence back bit physically because for five weeks I was bone was just a little bit broken and was still because today I’m still a bit worried about doing immobilised and I couldn’t do a lot of sports or straight and didn’t move a lot. I did the Tecar push ups in the gym or things that are difficult gym, I was doing just a bit of sports for the right Therapy for five weeks almost every day and this on the arm, and in my mind I don’t want to arm and the neck but with the left arm it was helped me a lot to go back and to move the make it worse or create something bad. It was almost impossible. Apart from a bit of straps on blood in the arm. It also helped to grow the new also important mentally to do something. my hand, the car was the same. bone and beside that I also did a lot of cold water on it, Green Argile Clay on the Radius to A+M: With the races being separated by regenerate the arm faster. months rather weeks, has that helped your recovery? A+M: Is this what you were seen doing on TP: Yes it helped me for sure because we had your social channels at Silverstone following five or six weeks between Baku and Silverstone, the races? and it was already really, really tight in terms of TP: That is the Tecar Therapy, I had this with me timing for me to race at Silverstone but I did it in Silverstone because it was still painful and and it helped me have those few weeks. Now we difficult to drive, and it was important to have have eight weeks before Monza, so this is this with me to do that every evening. This perfect, and I can work again and be back 100 machine is very interesting because I discovered per-cent for this race to get more movement in that we could use Tecar Therapy not only for the arm. I’m still doing some exercises to have broken bones but also at the end of the day if the arm back to normal as before. you have some pain after driving or if you have some jet lag you can use it. It’s really impressive A+M: What advice do you have for drivers and it worked on me very well. who suffer similar injuries? TP: It’s really difficult mentally, you have to never A+M: Did you do any sim work before the give up and give everything because for me I Silverstone round? had only one thing in my head: to race in TP: Two weeks before the race in Silverstone I Silverstone. I did it, but takes a lot of hard work was not sure whether I would be able to drive. I and dedication for six weeks I was every day at did one day of the sim with the team, but it was the doctors doing a lot of things on my arm, really, really difficult. This was a week before the putting cold water, Green Argile, what I was race and it was painful, I was not driving with the Pourchaire was seen eating was different too a lot of milk, Vitamin D, clutching his wrist real force of the steering wheel because I after the accident Vitamin K, so I did everything to be back at wanted to be back at Silverstone and not risk Silverstone.

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SCIENTIFIC ARTICLE: CUSTOMIZING FEMALE RACING DRIVERS’ SEAT FIT CAN IMPROVE THEIR PERFORMANCE

Simon M Rosalie1, 2 and Simone Rosalie 1Curtin School of Allied Health, Curtin University, Australia 2Department of Industrial Engineering, University of Florence, Italy

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Abstract of the temporal bone and serve to turn, tilt, and nod To attain peak performance, a racing driver needs to vehicle control during cornering (Treffner et al., the head (Kim, 2015). This increase in tonic activity of be stable in their seat. A stable driving position is 2002). Training drivers to improve their stability by the sternocleidomastoid is probably due to changes thought to increase sensitivity to visual and bracing is effective in improving vehicle control and in proprioceptive input from muscle spindle fibers vestibular information thereby enabling more skillful lateral acceleration (Petersen et al., 2008). This (Pettorossi & Schieppati, 2014). Lateral flexion in the vehicle control. Optimizing seat fit to enhance translates to better cornering speed. However, gains direction of rotation has the potential to cause the stability could profoundly improve steering behavior in driver performance beyond those achievable driver to “understeer” through corners by deviating of the driver and thus their performance. Here we through training could be generated by modifying steering trajectory away from the direction of report how using an electromyography (EMG)-based the seat to optimize driving position. rotation. This is because proprioceptive input from methodology for optimizing seat fit improved the Motor sport is unique. It is the only sport in which the sternocleidomastoid informs perception of performance of amateur women racing drivers. We men and women compete against each other, rotation in the direction opposite to the anatomical measured the neck, shoulder, and trunk muscle ostensibly without a sex bias enshrined within the location of the muscle (Bove et al., 2001; Land & activities of four women racing at amateur level as regulations (except for FIA W series). However, the Tatler, 2001; Pettorossi & Schieppati, 2014). So, well as the angle of their neck and lower back with reality of a sex neutral competition is far from the activating the right sternocleidomastoid to laterally respect to vertical and their performance in terms of truth. Currently all drivers competing in the FIA flex the head to the right during a right-hand turn lap time. The seat insert decreased the neck and Formula 1, FIA Formula 2 and FIA Formula 3 World TRAINING DRIVERS TO will deviate perceived head angle to the left thus lower back angles of three of the four drivers. The Championships are male (F1 Drivers 2021 -Hamilton, “IMPROVE THEIR STABILITY BY affecting accurate perception of steering angle. lap times of these three drivers improved. Improved Verstappen, Vettel and more, retrieved April 3, 2021; BRACING IS EFFECTIVE Consequently, using EMG to detect and correct lap times were associated with changes in neck Teams & Drivers -Formula 2, retrieved April 3, 2021; coordination patterns that increase the risk of driver muscle activity consistent with a decrease in forward Teams & Drivers - Formula 3, retrieved April 3, 2021). ” error caused by misperception of head angle has head position and reduced neck lateral flexion (head The male bias in the design of racing seats, including seat design and driving position. great potential to improve driver performance. The tilt). Improved lap times were also associated with restraints, and impact testing (Troxel, 2008), in racing Recently, we reported a case study describing how seat clearly influences these coordination patterns. changes in shoulder and trunk muscle activities regulations and crash testing (Welsh & Lenard, we improved the performance of an experienced Therefore, using EMG to guide optimization of the consistent with adopting a right arm dominant 2001), and in racing apparel (Tian et al., 2020) is likely amateur female racing driver by using an seat warrants further study. steering action. Using electromyography to guide to disadvantage female drivers in terms of electromyography (EMG)-based methodology to This study is part of a larger investigation optimization of seat fit can have profound effects on performance. This male bias is particularly important optimize her driving position (Rosalie & Malone, examining steering behavior in various categories of neuromuscular processes underlying steering in closed-cockpit racing because the design of many 2019b). The methodology that we used was first motor sport. In our first study we focused on drivers behavior of the driver, particularly the activity of neck closed-cockpit racing cars is heavily influenced by the developed by Rosalie of open-cockpit formula cars (Rosalie & Malone, muscles used to orient the head. These effects can design of their road-based counterparts. The male (2015) and has since been replicated by Rosalie 2019a). In this, our second study, we focused on translate to improved performance. bias evident in the design of road cars has long been and Malone (2018a, 2018b, 2019a). EMG drivers of closed-cockpit cars. In upcoming studies, recognized to result in women being optimization of seat fit resulted in a 2.18s we will focus on motorcycle riders. The aims of the Keywords disproportionately injured in motor vehicle accidents improvement in the average lap time of the driver overall investigation were to investigate whether the Motor sport, seat fit, steering behavior, (Bose et al., 2011; Marshall et al., 2010; Ryan et al., over a ten-lap stint. Improved lap times were increased attentional demands of intentionally electromyography, EMG, driving position 2020; Welsh & Lenard, 2001). This is thought to be associated with changes in neck muscle activity and following another car caused drivers to modify their due to a male bias in the design of seats and head-neck angle of the driver that were consistent coordination pattern for steering compared to Introduction restraints (Bose et al., 2011) combined with with correction of an overly forward head position. driving on a clear track. We expected that muscle An optimal driving position can enhance the differences in driving position (Ye et al., 2015). Previous work has shown that a forward head activation patterns of drivers of all three vehicle performance of a racing driver. Stability is critical. A Consequently, women competing in motor sport are position increases lateral flexion in the direction of types would be affected by intentional following, but stable position is thought to increase sensitivity to likely to be disadvantaged in terms of both rotation (head tilt) resulting in increased tonic activity that the specific changes would depend on vehicle visual and vestibular information compared to an performance and safety compared to their male of the sternocleidomastoid, a pair of muscles that type (symmetrical vs. asymmetrical, motorcycle vs. unstable position, thereby promoting more skillful 34 counterparts due to key elements of vehicle design connect the sternum, clavicle, and mastoid process car). Our hypotheses for the overall investigation

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club level. Driver 2 was 21 years old with 6 months abdominis were placed according to the experience and the highest level of competition of recommendations of Marshall and Murphy (Marshall club level. Driver 3 was 37 years old with 18 years’ & Murphy, 2003). experience and the highest level of competition of The drivers were instructed not to remove the national level. Driver 4 was 51 years old with 33 electrodes until they had completed the testing years’ experience and the highest level of protocol. The electromyographic data were recorded competition of international level. in millivolts at a rate of 1111Hz, accelerometry and gyroscopic data at 148 Hz, and magnetometry at 74 Location and equipment Hz. The TPM also incorporated a tri-axial We collected data over two weeks at a private accelerometer which sampled at 148Hz. We used a racetrack. The 4 km (2.5 mile) long track was 10 Hz global positioning system (GPS) with an operated in a clockwise configuration consisting of integrated 100Hz inertial measurement unit eleven right-hand corners and eight left-hand (Catapult Optimeye S5, Catapult Sports, Docklands, corners. Three drivers drove naturally aspirated Australia) to measure track position and lap time. We Porsche 944s modified to SCCA racing specifications co-mounted the Catapult S5 and Delsys TPM in the by Raptor Motorsports (AZ, USA). The fourth driver cockpit of each test vehicle and time synchronized drove a privately owned, race prepared Honda them using a sequence of taps which were recorded S2000. by the accelerometers in each unit. The same GPS We measured the activation patterns of seven unit was used for every test which allowed an were as follows: first, that intentionally following However, this process is rarely, if ever, completed muscles: sternocleidomastoid, cervical erector accurate determination of how muscle activity another car would result in the allocation of attention according to a validated scientific method. spinae, anterior deltoid, pectoralis major, lumbar corresponded to where the drivers were on the track to a narrower visual search strategy resulting in a erector spinae, rectus abdominis, and transversus and how many laps they had completed. reduction of head movement and consequently a Methods abdominis, bilaterally using surface decrease in neck muscle activity; second, that a Participants electromyography (EMG) sensors with integrated Experimental Design and Procedures decrease in head movement would lead to a change The Curtin University Human Research Ethics inertial measurement units (IMU) In the days preceding our data collection, all four in steering movements and thus shoulder muscle Committee granted approval for a project using a (Delsys, Trigno IM, Boston, MA, USA). Data from drivers participated in an unrelated study carried out activity; third, that a change in upper limb movement naturalistic observational design to investigate each sensor were transmitted wirelessly to a by a separate research team on the same track would lead to a change in the activation patterns of muscle activity underlying steering behavior during manufacturer supplied data logger (Delsys, TPM, using the same vehicles. The drivers were therefore trunk muscles. practice, qualifying, and racing sessions when Boston, MA, USA) which synchronously recorded the likely to have acclimatized to both the track and their Here we report differences in performance, intentionally following another vehicle compared to data from the 14-sensor array. We positioned the vehicles. We decided that it was necessary to muscle activity, and spinal angles for a group of driving unhindered (HR191/2014). This study measuring electrodes according to the optimize the seating position of the drivers prior to female drivers who completed the task of driving on focuses on closed-cockpit racing drivers. Four recommendation of the Surface ElectroMyoGraphy commencing the experiment proper for two a clear track in closed cockpit cars with and without a women gave written informed consent to for the Non-Invasive Assessment of Muscles reasons. The first reason was safety. An appropriate customized seat insert. The purpose of the participate. Driver 1 was 69 years old with 5 years’ (SENIAM) Project for the placement of measuring seating position reduces the risk spinal injury in the customized insert was to ensure that the drivers experience and the highest level of competition of electrodes (Hermens et al., 1999) except for the event of a crash (Trammell & Flint, 2012) . We were were safely harnessed to the seat, had unimpeded following: The electrode measuring muscle activity of not confident that the generic seats installed in the vision, and could comfortably operate the controls. It pectoralis major medially was placed along the line cars were appropriate for the drivers. The second is standard practice to adjust the seating position of AN OPTIMAL DRIVING of the sternal portion to capture its activity during reason was experimental control. The drivers who the driver in the cockpit to optimize visibility, fit of POSITION CAN INCREASE downward rotation of the steering wheel (Król et al., participated in our previous study of steering safety harnesses and position relative to the steering “CORNERING PERFORMANCE 2007; Pick & Cole, 2006); the electrodes measuring behavior in closed-cockpit formula cars (Rosalie & wheel, gear lever and peddles for safety purposes. ” the activities of transversus abdominis and rectus Malone, 2019a) all used custom fitted racing seats. 36 37 AUTO+MEDICAL SCIENCE AUTO+MEDICAL SCIENCE

As the methodology of this study was identical to our an index of muscle activity (Phinyomark et al., 2012). models for the analysis of time series data). previous study, an equivalently stable driving We imported the GPS data into Delsys EMGworks Our Level 1 IGC model for lap time examined position was critical to reliability. (Delsys, Boston, MA, USA) and used this data to within-driver change across 10 matched pairs of The evening before they were scheduled to drive, create a subset of the raw electromyographic data laps per driver. Hence, lap times—and not drivers— we adjusted the drivers’ seat, pedals, steering wheel, corresponding to the 10 qualifying laps. We are the unit of observation (what is being and racing harness until they were satisfied with bandpass filtered this data using a 4th order measured) for the lap time analysis. Similarly, our their driving position. In addition, a customized seat Butterworth filter with corner frequencies of 20Hz Level 1 model for the muscle activity data examined insert was molded for each driver using an SFI and 500Hz. Then we used a short-time Fourier within-driver change in normalized median approved kit (BSCI Energy Impact Systems, transform with a window length of 0.125s and a frequency across matched pairs of measures taken Mooresville, NC, USA). The insert was fitted after the window overlap of 0.0625s to calculate the median every 0.0625s for the duration of the session. The driver made her initial attempt at the solo task if she frequency of the EMG power spectrum of each Level 2 models examined between-driver change in reported being dissatisfied with her driving position. muscle. The median frequency data were lap time and NMF for the four drivers across the Molding the insert involved filling a large bag, placed normalized to a percentage of the maximum two sessions. Hence, total sample size for the Level between the driver and her seat, with self-expanding met each driver as she re-entered the pits to ask for median frequency per muscle per test. 2 lap time model was 75 laps (Driver 3 missed 5 poly-urethane foam that conforms to the position of immediate feedback on whether she felt secure and laps in the session driven without the insert). Total the driver before hardening. We visually inspected comfortable in the seat. None of the drivers Statistical Analysis sample size for the Level 2 NMF models was the positions of Driver 1, Driver 2, and Driver 3 reported being satisfied with her seating position. We used two level mixed effects growth models with 147044 samples per muscle. during the molding process to ensure that it Therefore, a mechanic fitted the seat insert while the maximum likelihood estimation to analyze within- Our analytic strategy involved progressively testing corresponded to the position used for the case study driver rested and rehydrated in an air-conditioned driver and between-driver change in both lap time unconditional linear, quadratic, and cubic trends for driver (Rosalie & Malone, 2019b). Due to time lounge. After a minimum of two hours, the driver and normalized median frequency model fit. For the muscle activity data, this was done constraints, the seat insert for Driver 4 was molded reattempted the solo task. (NMF). We chose to use individual growth curve by grouping the seven muscles sampled into three without our oversight. (IGC) models instead of the more traditional distinct anatomical regions: the neck, the shoulder, Over the following days each driver completed her Data Processing repeated measures ANOVA for four reasons. First, and the trunk. Model fit was determined based on initial attempt at the solo task which consisted of The subset of data presented here describes the our analysis is longitudinal; that is, it examines intra- the results of Chi-square likelihood ratio tests. A completing a ten lap “qualifying session” on a clear effect that optimizing driving position had on driver individual change over time. Therefore, it is unlikely quadratic trend was tested only if the linear trend track. Each driver commenced in the pits where she performance and muscle activation patterns. We that each observation is truly independent. This was statistically significant. Likewise, a cubic trend was strapped into her car. After activating and processed the data using the same procedure used violates the assumption of independence of was tested only if the linear and quadratic trends synchronizing the TPM and Catapult data loggers, for the case study (Rosalie & Malone, 2019b). From observations. Second, our design is unbalanced were statistically significant. This approach is each driver was asked to remain still for 30 seconds the GPS unit we extracted lap time and total elapsed (unequal sample sizes). Using ANOVA in these consistent with the recommendations of Singer and in her normal driving posture to measure baseline time. From the cervical (C7) and lumbar (L1) EMG/ circumstances increases the risk of Type I error Willet (Singer & Willett, 2003) and Field (Field, 2013) muscle activity and position. The driver then started IMU sensors we extracted the angles of inclination of compared to IGC models. Third, IGC models permit for using growth models to examine rates of change her car and exited the pits. the lumbar and cervical spine with respect to gravity the examination of both individual and group level over time and identical to the approach in previous The task was separated into three parts. First, the during the period that the driver was sitting still (aggregated) curves. In contrast, repeated measures studies of steering behavior of race car drivers driver completed two warm-up laps to heat the tires before commencing the solo tasks. For these data, ANOVA only allows for group level analysis. Fourth, (Rosalie & Malone, 2018a, 2018b, 2019a, 2019b). and acclimatize to track conditions. After the warm- we computed average angles over a 20s period. A the effects of both invariant and time-variant Time-invariant predictors were added to the up laps, the driver immediately commenced a ten- negative change in angle corresponded to a more predictors can be added to IGC models to examine Level 2 models with the best fit to investigate lap stint driving as fast as safely possible. She then vertical position. We used the data from the rate associations between predictors and change in the whether driving position (i.e., Generic and Custom) drove one final cooldown lap to complete the test gyroscope to confirm that the driver was still during dependent variables over time. Repeated measures was a predictor of lap time and NMF (i.e., a fixed before returning to the pits. To orient the drivers to the measurement window. ANOVA lacks such flexibility. (See Shek and Ma effect). In addition, individual differences were the racing context, a green flag was waved to start We analyzed the time-dependent median [2011] and Singmann and Kellen [2019] for more examined by progressively specifying random the qualifying stint and a checkered flag to end it. We frequency of the EMG power spectrum to determine detailed information on the advantages of IGC effects for the intercept, slope, and both the

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intercept and the slope using a heterogenous first lap time, drove a combined total of 55 laps (n = 55). order autoregressive or variance components Driver 4, who did not improve her lap time, drove a covariance structure. combined total of 20 laps (n = 20). The results of Again, model fit was tested using Chi-square the lap time analysis are reported in Table 1. likelihood ratio tests. For the lap time data, the Lap times neither changed significantly across intercept corresponds to lap time in the first lap and the ten-lap session (p = 0.539), nor varied the slope to how lap time changes over the ten laps. significantly across drivers (pvar(u0j) = 0.21, For the NMF data, we have reported only the slope pvar(u1j) = 0.97). Drivers 1, 2 and 3 improved their of the fitted growth curve which corresponds to lap times by an average 4.60s (SE = 1.4s) with the fatigue resulting from muscle activity (Cifrek et al., seat insert fitted (p = 0.003). In contrast, Driver 4 2000; Roy & De Luca, 1989). Muscle use, which was 0.35 seconds slower with the seat insert; results in fatigue, causes a downward shift in NMF however, the difference was not significant (p = 587814) = 1560.56, p < 0.001 suggested that the rate of fatigue also increased. In contrast, intercepts, which is represented by a negative slope (Cifrek et al., 0.72). The insert for Driver 4 was molded without effect of the seat insert on neck muscle activity and slopes for right cervical erector spinae positively 2000; Phinyomark et al., 2012; Roy & De Luca, 1989). our oversight. Given the difference in performance differed between groups. In the No Improvement and significantly covaried, cov (u0j , u1j) = 0.67, p = However, the model still retains the y-intercept to outcome for Drivers 1, 2 and 3 compared to Driver group, the seat insert was associated with 0.01 indicating that as initial contractile level control for differences in initial contractile level (that 4, a grouping factor (No Improvement vs. significantly decreased activity of left increased so did the rate of change in activity. is, unmodified by muscle use) between conditions Improved) was added for subsequent analyses. sternocleidomastoid (β = 14.70, p < 0.001) and left (Cifrek et al., 2000; Roy & De Luca, 1989). Cervical and lumbar angles from the Improved and cervical erector spinae (β = 29.31, p < 0.001) and Shoulder Muscle Activity No Improvement Groups are shown in Table 2. significantly increased activity of right The results of the analyses of shoulder muscle Results sternocleidomastoid (β = -22.40, p < 0.001). The activity are reported in Table 4 (Appendix B) and Lap Time and Driving Position Neck Muscle Activity effect sizes for right sternocleidomastoid (β = -22.40, the fitted conditional models are shown in Figure Each driver drove ten laps in a generic seat followed The results of the analyses of neck muscle activity p < 0.001) and left cervical erector spinae compared 2. A significant Group (No Improvement vs. by ten laps in a customized seat except for Driver 3, are reported in Table 3 (Appendix A) and the fitted to left sternocleidomastoid suggest an increase in Improved) X Condition (Generic vs. Custom) who completed only five laps in the generic seat conditional models are shown in Figure 1. A right lateral flexion and a decrease in right rotation interaction, F(1, 588166.79) = 651.08, p < 0.001, because she was dissatisfied with her driving significant Group (No Improvement vs. Improved) X in right hand corners. suggests that the effect of the seat insert on position. Drivers 1, 2, and 3, who all improved their Condition (Generic vs. Custom) interaction, F(1, In contrast, in the Improved group, the seat insert shoulder muscle activity differed between groups. was associated with significantly decreased activity In the No Improvement group, the seat insert was of left sternocleidomastoid (β = 9.65, p < 0.001), right associated with significantly increased activity of sternocleidomastoid (β = 10.66, p < 0.001) and right left anterior deltoid (β = -11.08, p = 0.001) and cervical erector spinae (β = 13.95, p < 0.001) and significantly decreased activities of right pectoralis increased activity of left cervical erector spinae (β = major (β = 19.09, p < 0.001) and right anterior -18.11, p < 0.001). The effect sizes suggest an overall deltoid (β =13.49, p < 0.001). The effect sizes for left decrease in neck muscle use. anterior deltoid and right pectoralis major suggest Results for the random effects test for individual a shift in the production of torque for right turns differences in the Improved group revealed that towards the left anterior deltoid. However, the neither intercepts (initial contractile level) nor slopes effect sizes for right anterior deltoid and left (rates of fatigue) varied between drivers for any of pectoralis major (β = 2.94, p = 0.15) do not suggest the four neck muscles. However, intercepts and a similar change for left hand turns largely because slopes for left cervical erector spinae negatively and the latter is not significantly different. significantly covaried, cov (u0j , u1j) = -0.82, p < 0.001 In the Improved group, the seat insert was indicating that as initial contractile level increased associated with significantly increased activity of

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right anterior deltoid (β = -19.05, p < 0.001) and Discussion right pectoralis major (β = -8.74, p < 0.001) which Based on the existing literature, there are two suggest that the production of steering torque potential explanations for why the seat insert shifted towards the right upper limb for both left improved the performance of three drivers. One, and right turns. improved lap times were only recorded for drivers Results for the random effects test for individual whose cervical angle was decreased numerically by differences in the Improved group revealed that the seat insert. Presumably, this reduction in cervical neither intercepts (initial contractile level) nor slopes angle resulted in the bilateral decrease in (rates of fatigue) varied between drivers for any of sternocleidomastoid activity. Previous research has the four muscles of the shoulder girdle. shown that when seated in a reclined position, a bilateral decrease in the activity of Trunk Muscle Activity sternocleidomastoid is consistent with a decrease in The results of analyses of the trunk muscle neck flexion (Smulders et al., 2019). However, the activity are reported in Table 5 (Appendix C) decrease that we measured in sternocleidomastoid and the fitted conditional models are shown in activity was asymmetrical and accompanied by an Figure 3. A significant Group (No Improvement asymmetrical change in pattern of the drivers. The vs. Improved) X Condition (Generic vs. Custom) larger effect size for right sternocleidomastoid and interaction, F(1, 882227.60) = 876.19, p < 0.001, the numerical increase in activation of right cervical suggested that the effect of the seat insert on erector spinae suggests that right lateral flexion trunk muscle activity likewise differed between decreased (Moroney et al., 1988). groups. In the No improvement group, the seat In contrast, lap times did not improve for the insert was associated with significantly driver whose seat insert did not alter cervical angle. increased activity of right lumbar erector The sternocleidomastoid activity of this driver spinae (β = -11.27, p = 0.05) and significantly increased on the right and decreased on the left. decreased activities of left rectus abdominis (β Most of the corners on the test track were right- = 47.29, p < 0.001), left transversus abdominis hand corners. So, a forward head position in this (β = 22.90, p < 0.001) and right transversus test is likely to increase lateral flexion to the right abdominis (β = 14.09, p = 0.008). resulting in increased activity of right In the Improved group, the seat insert was sternocleidomastoid (Kim, 2015). The resulting associated with significant decreases in the misalignment in visual and proprioceptive activities of right lumbar erector spinae (β = 6.98, information is likely to cause the driver to p = 0.01), right rectus abdominis (β = 12.33, p < ‘undershoot’ right hand corners by deviating her 0.001). and right transversus abdominis (β = perceived head angle to the left (Bove et al., 2001; 11.58, p < 0.001) and a significant increase in the Land & Tatler, 2001; Pettorossi & Schieppati, 2014). activities of left transversus abdominis (β = An alternative explanation is that the seat insert -20.45, ps < 0.001). could have increased the stability of the drivers who Results for the random effects test for improved their lap times. However, the trunk muscle individual differences in the Improved group activities of the drivers who improved changed revealed that neither intercepts (initial contractile asymmetrically, which is not consistent with this level) nor slopes (rates of fatigue) varied between explanation. Instead, the activity of all three muscles drivers for any of the six trunk muscles. measured on the right side of the trunk decreased

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while that of left transversus abdominis increased. scientific literature. Two studies, this and Rosalie and There are several reasons why reflexive lateral This probably reflects adoption of a more right arm Malone (2019b), have demonstrated that driver flexion is not considered an optimal movement dominant steering pattern with increased activity of performance improves when neck lateral flexion pattern for a racing driver. Tilting the head during right anterior deltoid and right pectoralis major. (head tilt during cornering) is decreased. The three cornering can cause conflict between the three Right anterior deltoid produces positive tangential remaining studies all showed that neck lateral perceptual systems that provide information for steering torque for left-hand corners and right flexion increases when the demands placed on the orientation: the visual system, the vestibular system, pectoralis major produces negative tangential attention of the driver are increased, either by and the proprioceptive system (Fouque et al., 1999). steering torque for right-hand corners (Pick & Cole, intentionally following another car (Rosalie & Consider a racing driver taking a right-hand corner 2006). Trunk extensors are thought to act to Malone, 2019a) or by an unfamiliar visual distraction on a racetrack. First, the driver rotates their head to oppose torque produced by the opposite upper (Rosalie & Malone, 2018a, 2018b). visualize the apex approximately 1s before changing limb while trunk flexors may act non-directionally We have also used this methodology in a “clinical” steering wheel angle to rotate the car (Land & Tatler, (Hodges et al., 2000; Hodges et al., 1999; Marshall setting. By measuring how the neuromuscular 2001). Second, they tilt their head to the right to align & Murphy, 2003). system of the driver responds to various challenges with visual road tilt (Zikovitz & Harris, 1999). The shoulder and trunk muscle activation patterns on track and combining these measurements with Consequently, the visual reference frame of the of the driver who did not improve her lap times vehicle telemetry, onboard video, and accurate GPS, driver no longer aligns with the visual reference provides further evidence that a shift in the it is possible to predict track locations and race frame of the track (unless there is significant production of steering torque is responsible for a conditions that will that cause the driver to make an camber). This could cause the driver to misjudge change in trunk muscle activation. In this driver, a error (leading to an accident), prescribe remedial their heading (Treffner et al., 2002). decrease in the activity of muscles of the right training the treat the underlying cause, and return to In addition, the head tilt of the driver will cause shoulder girdle and an increase in the activity of left the driver to the track with improved performance conflict between the proprioceptive information anterior deltoid suggests that the production of (Rosalie, 2020). from left sternocleidomastoid muscle which rotates steering torque, at least for right hand corners, shifted The common finding in both research and clinician the head (“I am turning right.”) and right towards the production of positive tangential torque settings is that excess neck lateral flexion reduces the sternocleidomastoid which tilts the head to right but by the left upper limb. Presumably, the activities of accuracy of visual perception in race drivers leading to also rotates the head to the left (“I am turning left.”) right lumbar erector spinae and right transversus a decline in performance. The reason why this occurs (Bove et al., 2001; Pettorossi & Schieppati, 2014). abdominis increased to balance this torque. Notably, is complicated. Unlike road drivers who use eye When drivers integrate the information from the the effect of the seat insert on the shoulder and trunk movements to navigate bends (Land & Lee, 1994), visual and vestibular systems with the information muscle activities of this driver are almost a mirror race drivers navigate via head rotation (Land & Tatler, from the proprioceptive system, they could perceive image of the changes measured in the drivers who 2001). Fans of motorsport will be familiar with drivers that they are understeering and overcorrect. improved their lap times. One possible explanation is tilting their heads (neck lateral flexion) into a corner, Despite the availability of sensory information that drivers who improved their laps time were in a particularly in high G-Force motorsports such as F1. from the visual, vestibular, and proprioceptive different position relative to the steering wheel and While this phenomenon is typically attributed to systems, information from each system may not be the gear lever. This difference in position favored alignment of the head with centripetal (cornering) equally weighted, or indeed used at all, to inform different strategies to achieve the same goals of forces, head tilt is poorly correlated with centripetal perception in all situations. Because driving is steering and changing gear thereby modifying the force (Zikovitz & Harris, 1999). Instead, it is thought predominantly a visual task (Zikovitz & Harris, 1999), activation patterns of shoulder and trunk muscles. that drivers tilt into a corner to maintain a stable visual errors stemming from erroneous proprioceptive The phenomenon whereby different movement reference for the curvature of the road (Zikovitz & information are more likely to occur when the strategies are used to achieve the same goal is known Harris, 1999). This automated response, known as the demands on visual attention increase. For example, as motor equivalence. optokinetic cervical reflex, has also been observed in when a driver intentionally follows another car to This study is the fifth replication of Rosalie’s (2015) pilots of high performance aircraft when turning into overtake (Rosalie & Malone, 2019a). Increased methodology published in the peer reviewed and out of a bank (Coakwell et al., 2004). demands on attention have been shown to reduce

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driver performance (Baldisserri et al., 2014). baseline, a test with a sham seat insert that does Therefore it is critical that the coordination patterns not improve driving position, and an “active” insert that drivers use optimize the accuracy of each that does. Drivers should complete the three tests source of information integrated into their “global- in a random order to which both researchers and array” (Stoffregen & Bardy, 2001). As a result, when drivers are blinded. This type of design would suit a one sensory system is “occupied” (e.g., vision to single manufacturer series, such as FIA W Series, avoid a collision or audition to listen to team radio) where driver performance has greater influence on the remaining senses support accurate track the overall outcome. If the past limitations on navigation. We have shown repeatedly that it is sample size in scientific study in motorsport possible to improve driver performance and reduce continue, it’s important to recognize that driver error by decreasing head tilt during race understanding how to achieve truly exceptional driving. Therefore, we recommend further close performance can be realized only through investigation of the potential of our methodology to researching the performance of truly exceptional improve driver performance by understanding how individuals (e.g., Hoogkamer et al., 2019). the neuromuscular system of the driver responds to various tasks on track. Acknowledgements The authors wish to acknowledge the following Limitations and Future Directions companies and individuals for their invaluable The main limitation of our study is the small sample contributions to this study. Raptor Motorsports size. Therefore, care should be taken in generalizing LLC for providing vehicles, off-track facilities and our results beyond the population of amateur funding for equipment and consumables. Rotary female racing drivers driving closed cockpit race Response and Racing LLC for providing cars. However, small sample size is a common mechanical services. The staff of Raptor limitation in the scientific study of on-track driver Motorsports LLC for moulding the seat inserts. performance which should not necessarily limit Inde Motorsport Ranch for providing access to the translation of research findings into performance track and associated track services. and safety benefits. Case studies (e.g., Land & Tatler, 2001) and investigations of two or three Authors’ Declarations drivers within one team (e.g., Potkanowicz et al., The authors declare that there are no personal or 2020) are the norm rather than the exception. financial conflicts of interest regarding the research Larger cohort studies such as the one by Carlson et in this article. al. (2014) are a rarity (n = 8) and virtually unheard of The authors declare that they conducted the at elite level (e.g., Formula 1). Cost, regulations that research reported in this article in accordance with restrict practice and the understandable the Ethical Principles of the Journal of Expertise. unwillingness of teams and drivers to share The authors declare that they are not able to make innovations with the potential to benefit the dataset publicly available but are able to provide performance all contribute to limiting the number it upon request. of drivers available for a given study. Ideally, our study should be replicated with a larger cohort of ORCID iD: Simon M. Rosalie drivers all of whom complete three tests: a https://orcid.org/0000-0002-4392-8760

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