PLEASE DO IS HISTORY DOCUMENT RE WRITE

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1950
The first Formula One World Championship race is held at Silverstone in England. The cars were designed purely for speed, with front engines and drum brakes - a fascinating experience without medical back-up or any form of safety net.
1955
Disc brakes are introduced, and a ‘relocation’ takes place - Australian Jack Brabham, in his Cooper, is the first Formula One competitor to drive a mid-engined, rather than front-engined, car.
1960
The first safety measures are introduced to Formula One racing.

1961
Roll-overs bars are introduced for the first time.
1963
Flag signals are introduced. Vehicle fire prevention is advanced by improvements in fuel-tank construction. Double brake circuit becomes mandatory. The Federation Internationale de l’Automobile (FIA) assumes responsibility for safety on racing circuits. Drivers are required to wear fireproof suits. Cockpits are restructured to allow the drivers to get out more quickly.
1968
Interrupters for electronic systems are introduced. The roll-over bar must reach five centimetres higher than the driver’s head. Additional fireproof clothing is recommended. Dan Gurney is the first driver to use a full-visor helmet in practice for the British Grand Prix.
1969
A double fire extinguishing system is introduced.

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1970 
The FIA introduces circuit inspections before races. Stipulations include double crash barriers, a safety distance of three metres between fences and spectators, as well as a wall between the pit lane and the track.
1971 
The cockpit must be designed in such a way that the driver can be rescued within five seconds.
1972 
Head rests and red rear lights are introduced. Fuel tanks contain security foam. The six-point seatbelt becomes mandatory. The FIA introduces a ‘code of conduct’ for all drivers.
1973 
Medical tests for all drivers. Integration of the fuel tank into crash and fire resistant structures. 
1974 
Circuit safety walls become mandatory.
1975 
The FIA defines the standard for fireproof clothing. The presence of marshals, a medical service with a centre for resuscitation and compulsory rescue training become mandatory.
1977 
The FIA determines uniform specifications for gravel traps and defines the standard for helmets.

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A trackside marshal holds out the red and yellow striped flag, warning drivers that there was water on the track. The race was nearly cancelled because of the appalling wet conditions. Japanese Grand Prix, Rd 16, Fuji, Japan, 24 October 1976. BEST IMAGE

1978 
Only drivers with an FIA super license may enter Formula One races. A sheet-pile wall behind the driver and a front rollover bar are introduced to cars.
1979 
Larger cockpit openings are made compulsory. Niki Lauda, Carlos Reutemann and Mario Andretti compete in overalls made of five layers of fireproof material, as used by NASA, for the first time.

1980 
Permanent medical centres at circuits become compulsory.
1981 
The car’s safety cell is extended to include the driver’s foot area.
1984 
The fuel tank must be located between the driver and the engine.
1985 
Initial crash tests are used to determine the effects of frontal impact on cars.
1986 
Helicopters must be on stand-by, ready for circuit medical personnel.

1987 
The FIA regulates safety on non-permanent racing tracks.
1988 
Crash tests for the car’s safety cell and the fuel tank are introduced. The driver’s feet must be behind the front axle. A permanent FIA race director is appointed.
1989
Track safety walls must be at least one metre high, and the pit wall must have a minimum height of 1.35 metres. Doping tests are introduced, similar to those of the International Olympic Committee.

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1990 
Larger rear-view mirrors and detachable steering wheels become mandatory. Rescue training for drivers becomes compulsory.
1991 
Tests for roll-over bars, seatbelts and survival cells introduced.
1992 
Introduction of the official Formula One safety car and stricter crash tests.
1993 
Area of drivers’ head protection material around the cockpit is increased from 80 to 400 square centimetres. The height of the rear wing is reduced, the distance from the front wing to the ground is increased and the circumference of the steering wheel is reduced. Exotic fuel mixtures are banned.

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A wheel fell off Mika Hakkinen's Mclaren during the race British GP, Silverstone, 11 July 1999

1994 
All members of the refuelling crew must wear fireproof clothing. The FIA assigns a team of experts to check how Formula One racing can be made safer by means of new technologies. Auxiliary driving aids such as traction control, ABS, power-assisted brakes and automatic transmissions are prohibited. The FIA uses computer analysis to identify 27 particularly dangerous corners that have to be made safer. Test procedures for tyre barriers become mandatory, and barriers must also be secured by rubber belts. The speed limit in the pit lane is reduced to 80 km/h in practice and 120 km/h in races. The production standard for helmets becomes stricter.

1995 
Crash tests become stricter and lateral crash tests are introduced. The FIA introduces new criteria for the acquisition of an F1 super license.
1997 
FIA accident data recorders are installed in all cars for more precise accident analysis. A rear impact test and new rear crash structures are made compulsory. Tyre barriers have to be bolted down.
1998 
Car width is reduced from 2 to 1.8 metres. Cockpits are enlarged. A driver must be able to detach the steering wheel, exit the cockpit and reattach the steering wheel, all within ten seconds. Rear-view mirrors must be at least 120x50 millimetres.
1999 
Wheels are attached to the chassis by tethers to stop them from flying off during accidents.
The seat and driver can be removed together. Front crash tests become stricter. Asphalt instead of gravel is used for some run-off areas. Four medically-equipped rescue vehicles and a car for the FIA doctor are made compulsory.

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2000 
Impact speed for the mandatory crash test is raised from 13 to 14 metres per second. The carbon fibre walls of the cockpit must be at least 3.5 millimetres thick. A 2.5 millimetre layer of Kevlar® fibre inside the cockpit walls is designed to resist penetration. The roll-over bar above the driver’s head is raised from 50 to 70 millimetres and must be able to withstand a lateral force of 2.4 tons.
2001 
Blue flag: driver must allow a vehicle behind him to pass when the blue flag is shown for the third time, otherwise a ten-second stop-and-go penalty will be imposed. The marshals are better protected thanks to stricter safety standards. Headrests must be mounted in accordance with FIA standards. Cockpit walls at driver’s head level must rise to the rear at a slope of at least 16 degrees. The speed during lateral impact tests is increased from seven to ten metres per second.

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Parc ferme at the 2010 German Grand Prix. © Allianz

2002 
Time penalties (stop-and-go) can be imposed on drivers who trigger a false start, cause an accident or collision, force another driver off the track, fail to heed a blue flag three times, or intentionally impede another driver trying to overtake. Time penalties are also incurred for exceeding the speed limit in the pit lane, and may be imposed for running over chicanes if this gives an advantage to the driver in terms of track position. New lateral crash test for the rear of the cars - a force of 40kN is exerted for 30 seconds on a defined area and there may be no discernible deformation. The rear lights are increased in size to six by six centimetres.
2003 
Numerous circuits undergo reconstruction prior to the season so as to improve safety even further. Silverstone: Stowe corner’s run-off area is changed to asphalt. Nurburgring: chicane before the final corner is revised. Magny-Cours: pit exit lane is made safer, allowing cars to rejoin the circuit at racing speed. Budapest: run-off zones and safety walls in the first corner are increased in size. Suzuka: given larger run-off zones and new emergency access routes. The HANS system, which was first introduced in 2001, becomes mandatory for all drivers.
2004 
Monte Carlo is given a permanent pit lane with garages for all the teams. New tracks in Bahrain and Shanghai set new standards in terms of safety. The FIA introduces a new safety standard which sets out even higher requirements for the development of driver helmets.
2005
Protective padding on the inside of the cockpit is thickened from 75 to 100 millimetres. Wheel tethers must be able to withstand a minimum load of 6 tons. To avoid sharp carbon fibre splinters on the track after accidents, all front wings, barge boards and small aerodynamic body parts must be given an additional outer coating of Kevlar®, or a similar material.
2006 
The impact speed for the rear crash test is increased from 12 to 15 metres per second.
2007
If the safety car is deployed, the pit lane is closed and only opened again when the entire field has formed up in position behind the safety car. Cars are fitted with LEDs that transmit the flag signals from marshals to drivers in the cockpit. After a year’s break for reconstruction work to improve track safety, Spa returns to the calendar. The speed limit in the pit lane is reduced from 100 to 80 km/h. During a safety car phase, any lapped cars positioned between the cars running on the lead lap may overtake them and the safety car, in order to take up position at the back of the field - this is designed to prevent the leading drivers from being separated or even hindered by trailing cars at the re-start.
2009 
The FIA forms the Motor Sport Safety Development Fund, with a management committee comprising Michael Schumacher as Chairman, Max Mosley, Nick Craw, Jean Todt and Norbert Haug - within five years the fund will be utilized for a safety programme for young drivers, a training programme for officials and a programme for circuit safety. The process of appointing race stewards is changed and the stewards are provided with an improved video analysis system. All decisions after incidents will be published online by the FIA, with video evidence provided alongside rulings when required.
2010
Experienced former Formula One drivers are recruited to assist stewards in decision making relating to race incidents. A permanent panel of three FIA stewards to attend every Grand Prix, joined by an additional local steward at each race.
2011
To reduce the speed of Formula One cars and to facilitate overtaking, the double diffusers used since 2009 and the F-ducts developed in 2010 are prohibited. This leads to a significant reduction in downforce. The FIA prescribes minimum dimensions for the roll-over bars in order to preclude the development of extremely slim components. The wheels of the Formula One cars have to be fastened to the uprights by two tethers in future to prevent stray tyres on the track after an accident. The outside mirrors may only be attached to the sides of the cockpit in a strictly prescribed area in order to improve the drivers’ rear view visbility. In recent history the mirrors had been mounted on the outside, to the sidepods, for aerodynamic reasons, which made it difficult for the drivers to look into the mirrors. Finally, the new helmets feature an additional safety improvement, the addition of a Zylon strip across the top of the visor. This is intended to reinforce the weakest point of the otherwise tough racing helmets. The polycarbonate visor is more vulnerable than the overall shell, but the addition of the Zylon strip now doubles its impact performance.

There is no more relentless and forbidding competitor in Formula 1. His greatest qualities - among many - are the ability to pound out lap after lap in every grand prix at the absolute limit and always to get the best out of his machinery, however flawed.    

The mere mention of his name conjures up an image of speed just as the proverbial sarcasm "Who do you think you are Mario Andretti ?" has been heard from police officers to back seat drivers. Even people with only a hazy awareness of the sport of motor racing recognize Andretti as the very essence of the professional race car driver. A driver who has won on everything with four wheels.  

Ascari was a very unlucky driver and it seemed he would always break in sight of the checkered flag but he had speed in spades. In 1925 he was at the peak of his career and at Alfa Romeo Antonio Ascari and Campari were fierce rivals. It was not enough to beat Campari, he had to destroy him and this would prove his undoing at 1925 French Grand Prix.

Alberto Ascari enjoyed racing at the front especially while crossing the finish line. In 1952 he won every Grand Prix race that he entered and claimed his first World Championship. In 1953 he had a second title, during his career he was only driver who could compete with Fangio on the same level until Stirling Moss. Ascari was loved by the Italian fans and by many of his rivals, including his dear friend and mentor "Gigi" Villoresi.    

Luigi Bazzi was called the soul of Ferrari. He had been there from the beginning and Enzo Ferrari recalled his trusted friend as "the founding member of the old guard of collaborators. Due to his quiet and unassuming nature to those on the outside he had the appearance of a mechanic or test driver but those with a better understanding knew that no engine ever left the racing factory without having come under his watchful eye.    

Georges Boillot was a mechanic by training who began automobile racing in 1908. He helped create a novel range of racing cars as part of the Peugeot team and through his exploits he won the heart of France. At Dieppe, France, in June 1912, Georges Boillot won the French Grand Prix in his Peugeot L76.  

In the early twenties, Fiat driver Pietro Bordino, was the fastest of them all. Always on the absolute limit, no one could handle a car at high speed on tricky corners as he could. He was in a class of his own but was let down time and again by mechanical breakdowns while dominating races but the public forgave his lack of wins and idolized him for the style he displayed.  

Black Jack he was called for his often dour expressions. Jack Brabham won three World Championships, two for Cooper where he led the push to rear-engined cars, and the last driving a car of his own manufacture. In has last season he lost a spectacular Monaco Grand Prix to Jochen Rindt but the fact that he was competitive even at the age of 43 in a young man's sport only adds to his legacy.  

In 1909 he beat Ralph DePalma's Fiat in the Dewar Trophy and DePalma would later remark that David Bruce-Brown was "one of the greatest drivers who ever-gripped a steering wheel". By 1910 this 20-year old won international fame through his victory in the American Grand Prize at Savannah over Victor Hemery. Hemery was one of the best drivers in the world but even he was taken in by the charms of the young lad.  

Although his co-workers often had to scrutinize his designs for their technical feasibility, the final result was always a perfectly proportioned automobile, which, from an aesthetic standpoint, was impossible to resist. As a passionate horse lover, Ettore Bugatti liked to call his aesthetically meticulous creations “Pur Sang”, or thoroughbreds.  

Rudolf Caracciola, known as "Ringmeister", for his mastery of Nurburgring. He was also especially adept when the conditions turned to rain. His career spanned four decades and many of his old racing trophies are on display at the Indianapolis Speedway. 

Colin Chapman was the acknowledged master among F1 constructors at getting the most number victories out of the least amount of aluminum, steel, plastic and carbon-fibre. If his cars did not always inspire his drivers with confidence, they did know that when he got it right they could be unbeatable. As a result he ranks second only to Ferrari in the pantheon of great race car builders.

Jimmy Clark and the Lotus of Colin Chapman were an unbeatable pair. In fact if he didn't breakdown you would most likely find him in the winners circle. He took Indianapolis by storm and won on his third attempt. Considered the most naturally talented driver of all time his career was cut short when he was killed in a Formula 2 race at Hockenheim.

After the war thousands of returning soldiers had gained experience maintaining and driving all manner of military vehicles. Building cars and racing them seemed the logical next step. Into this environment came Cooper and their 500cc race cars. Sold in kit form and costing £575, Cooper Cars Ltd were the perfect example of being in the right place at the right time and automobile racing for the common man had arrived. Soon Britain would become the modern home of motor racing.