The Marshal
Issue 29 • April 2011
Incorporating Rescue & Resuscitation
Published for medical personnel, rescue crews & all officials involved in motorsport
Contacting the
Motorsport Safety Fund
●Correspondence re
The Marshal:
Stuart Turner
‘Penny Farthing’
Heythrop,
Chipping Norton
OX7 5TW
●To order DVDs or
publications plus all other
correspondence and
donations:
Motorsport Safety Fund
PO Box 200
Sevenoaks
TN15 8WZ
www.motorsportsafetyfund.com
The Motorsport Safety Fund
is a founding member of the
FIA Foundation for
the Automobile and Society.
The Marshal is sent to
over 14,000 MSA Registered
Marshals, Paramedics,
Rescue and Recovery Crew.
Trustees
Derek Bell MBE
Dr David Cranston
Colin Hilton
Dominic Ostrowski
Bob Rae
Dr Ian Roberts
Howard Strawford
Stuart Turner
Registered Charity No. 296802
© 2011 Motorsport Safety Fund
Digital aids for
marshals
Phone a friend
The Motorport Safety Fund is taking a
and save them. If you return to the app’s
new step into the digital age by developing
introductory screen they should appear in
an electronic version of its publication
the list displayed if you select My Cards.
Pocket Guide to Marshalling and a series
Select them from the list, touch the
of “flashcard” training aids.
screen and you are away.
The Pocket Guide to
Marshalling will be available
as an e-book that can be
downloaded to Smartphones
using the Android or iPhone
operating systems.
Meanwhile, the flashcards will
run on the iFlashcards Free app,
developed by Freezingblue.com
in versions for both Android
Smartphones and the iPhone.
The Pocket Guide comes in the
established ePub format.
In order to view the Pocket
Guide on a Smartphone you can
use a free e-book reader such as
FBReader or Aldico for Android
‘phones – available from the
Android Market (https://market. Pocket Guide to Marshalling e-book, on a Smartphone
android.com) – or one of the host using the Android operating system and FBReader.
of e-book readers available for
Remember, they are only Flashcards,
the iPhone.
designed to help you test your knowledge
You can also read ePub format books on
the Kindle.
Continued on page 2
In order to use the Flashcards you will
need to download the iFlashcards Free app
IN THIS ISSUE
to your Smartphone. Information about
downloading sets of Flashcards is available
• Award for safety fencing
2
on the www.Freezingblue.com website.
All you need to do is launch the
• New head and neck support 4
iFlashcards Free app on your Smartphone
• Simulation
11
and select the Card Management button.
Select “Browse All Online Cards” from the
• Kilo Codes
13
list of options, enter the word marshal in
the search box that appears and press the
• Watkins Lecture
15
Search button.
The Flag Marshal’s training cards should
• Defeating dehydration
19
be listed and you will be able to download
The Marshal
Continued on from page 1
of flagging, not a substitute for
a full-scale training session and
experience out on the bank.
Comments and suggestions
from anyone who tries either the
Pocket Guide e-book or the flaggng
flashcards will be appreciated and
should be sent to marshalling@
bobrae.force9.co.uk.
Flag Marshal’s training flashcard,
displayed on a Smartphone using the
Android operating system and the
iFlashcards Free app.
Diary Note
The 15th Watkins Lecture will take
place at Autosport International at
11.15 on Friday 13 January 2012.
Issue 29 • April 2011
Award for new
safety fencing
A new type of debris fencing, developed
by a Swiss firm in collaboration with
the FIA Institute, has won a top
international award.
Swiss fencing systems specialist
Geobrugg Security Engineering secured
the Safety Initiative of the Year Award
at the Professional MotorSport World
Expo in Cologne.
Judges said, “This Swiss company
has enabled the level of passive safety
at racetracks to be increased, further
protecting the spectators behind the
fence.
“When one compares the new
solutions with those already in the
market, one ought to make fences that
meet the new performance standards
compulsory around the world.”
Geobrugg is a newcomer to
motorsport, but has a background in
systems for protecting against natural
hazards, including unstable slopes, rock
falls and avalanches; security fencing,
including protection against shrapnel
and rope architecture, including
supporting glass facades, stadium roofs
and bridges.
The Swiss company had to develop a
debris fence capable of stopping a test
sphere weighing almost 0.8 of a tonne,
travelling at 65 kph (40mph) at 1.6m
(5ft) and 2.5m (8ft) above ground level.
The World’s
Greatest
Motorsport
Show
12th – 15th January 2012 – NEC Birmingham
Don’t forget to put the dates in your diary!
www.autosportinternational.com
2
The fencing was also tested using a
saloon car.
As a result, Geobrugg ROMBO hightensile wire mesh was approved by the
FIA and has been installed to protect
spectators at Atlanta Motorsports Park,
the new track built at Dawsonville, in
Georgia, USA to designs by Herman
Tilke.
Geobrugg says its ROMBO hightensile wire mesh fencing can be
used to replace existing circuit debris
fencing, by connecting the fencing to
existing cables using its HELIX spirals,
developed for rockfall applications,
which both cut the installation time and
act as a brake in the event of an impact.
The Swiss firm has also been working
with German safety barrier specialist
Hermann Spengler and the FIA to
develop moveable debris fencing which
could be used at temporary tracks,
using public roads.
Donations
The Trustees are very grateful to the
following for their support:
MSA£30,000.00
Motor Activities
Training Council
£3288.69
SUNBAC£2,500.00
BRSCC£1,426.50
John Marks
£1,000.00
Classic Touring Car Racing Club £539.52
Trackrod Motor Club
£500
Golf Gti Racing/Project 8 Racing
£500
Cannock & District Motor Club
£500
In memory of Martin Hadwen
£440
Ecurie Cod Fillet members
£300
Huddersfield Motor Club
£200
Nottingham Sports Car Club
£150
Wigton Motor Club
£135
Pulmolink £125
SP Services
£125
Wallasey Motor Club
£100
Classic Rally Association £100
British Racing Mechanics Club
£100
Tom Dooley - BRSCC NW
£35
Anonymous£30
Gordon Falconer
£25
360 Motor Racing Club
£20
Martin Swaffer
£20
Dave Eley
£17
DC Moore
£10
BA. Wales
£10
Thanks also to all those who round
up their cheques when purchasing
publications or DVDs
The Marshal
Issue 29 • April 2011
Marshal of the Year
Thank you
Barry O’Neill, Vice Chairman of
Northern Ireland’s Motorsport
Marshalling Partnership (MMP) and a
member of Omagh Motor Club, was
named the 2010 JLT MSA Marshal of
the Year.
As always, thanks are due to the people
who helped man the Fund’s stands
at both Autosport International and
RaceRetro:
Rob Gaskin, Eileen Guest, Stuart
Guest, Martin Honey, John Horton,
John Jago, Mick Loomes, Tony Mason,
Maggie O’Malley and Margaret Turner.
The Trustees were delighted to
welcome many members of the FIA
Institute to the Watkins Lecture.
Now it can be told
Purists perhaps need to know that there
was a mistake on last year’s Christmas
card. The Escort on the London to
Mexico World Cup Rally was shown as
RHD. This was artistic licence because
we had a call from Sweden pointing out
that the actual car was LHD. And the
caller was a reliable source because it was
Gunnar Palm who sat alongside Hannu
Mikkola in the car for 16,000 miles.
Barry (left)receiving his award from
Richard Rainbow of JLT. Photograph
by Dom Romney.
Last year O’Neill facilitated the
launch of an MMP cadet marshal
scheme, which attracted almost 100
recruits for its maiden training event.
He also acted as Chief Marshal on
the Ulster International Rally and has
begun to produce a quarterly newsletter
that keeps marshals informed of matters
of interest.
The Awards Panel also Highly
Commended Karl Yeoman of Morpeth,
who was nominated by Cramlington &
District Motor Club.
Now in stock
As forecast in the last issue, the
completely revised Pocket Guide to
Rescue was launched at the Watkins
Lecture and is now in stock.
Farewell
Sadly, after 102 years of promoting
both car and motorcyle sport, the
Sutton Coldfield & North Birmingham
Automobile Club (perhaps better
known as SUNBAC) is in the process
of winding up. As part of the process
the Club’s Board has very generously
donated £2500 to the Fund for which
the Trustees are very grateful.
Olympics
For more details of the volunteer
programme run by London 2012
aka LOCOG (London Organising
Committee of the Olympic Games) go
to: http://www.london2012.com/getinvolved/volunteer/games-maker-rolesand-venues/teams-and-roles/
The oldest applicant is a man in his
90s while a number of retired couples
have also put their names forward, as
have doctors and philosophers. About
10 percent of applicants are from
outside Britain.
What’s in a name?
Among the donations received by the
Fund recently was one from Ecurie Cod
Fillet. This exclusive rally club was
started over 50 years ago as something
of a joke by the successful rally crew
of Roy Fidler and John Hopwood.
Fidler was a Stockport fishmonger by
profession, hence the name. Surprisingly
the invitation-only organisation became
something of a cult, with the cream of
British and European rallying becoming
members. At the last reunion notable
rally folk attending included the
legendary Erik Carlsson who kindly
brought along three copies of his
superb biography ‘Mr Saab’ which
were auctioned raising £300 for the
Fund.
Film time
Now that all the Fund’s printed material
has been updated, it has been decided to
make 2011 the ‘year of the film’. All our
films are being reviewed with a view to
possible updates later in the year. Don’t
hesitate to shout if when viewing any of
the films you notice anything that could
perhaps be amended or expanded.
Thanks.
Boarded up
With 400 clipboards sold demand
has naturally slowed and, with the
increasing cost of postage and packing
on such an item, it has been decided not
to re-order. The conversion scales from
the clipboard are included on the back
of this issue as they may be useful for
reference.
3
The Marshal
Issue 29 • April 2011
New challenge for marshals
Marshals, Rescue Crew and doctors
could find themselves facing new
challenges following the approval of a
new type of head and neck support.
The Hutchens Hybrid has joined the
HANS device to become the second
type of head restraint to win approval
from the FIA, following an in depth
study by the FIA Institute, which
develops and encourages new and
improved safety technologies.
Hutchens Hybrid creators, US-based
Safety Solutions, say the
device uses multiple
load paths to
redistribute the
forces on the
head.
While the
HANS uses a
carbon fibre
yoke, shaped
to sits on
the driver’s
shoulders and
be held in place
by seat belts, the
Hutchens Hybrid
has a carbon fibre
pad, with a shorter
neck support/helmet
attachment point,
secured to the driver’s
body by a harness.
The harness is secured at
the front by a chest strap. In addition
to the shoulder and chest straps that
hold the carbon
fibre back
pad in place,
the Hutchens
Hybrid also has
two straps that
hang down from the chest strap.
These are designed to attach to the
seat belt buckle system.
Safety Solution’s president, Trevor
Ashline, who designed the original
Hutchens Device, has been quoted as
saying the combination of the carbon
fibre back pad and the straps is what
enables the Hybrid to redistribute the
load.
Ashline also said the chest and
buckle straps provide stabilisation in
angular and head on impacts.
Safety Solutions says the new device
out performs other manufacturers’
devices in standard tests designed to
4
see how well they limit maximum
upper neck tension and compression
and maximum NIJ – the Neck
InJury criterion, which is based on
measurements of compression, tension,
flexion and extension.
Tests involve subjecting a dummy
wearing the device to a 30 degree
angular frontal impact at around 70G,
followed by three straight frontal
impacts with the same G force.
Unlike other head restraints,
Hutchens Hybrid and related Hybrid
X actually perform better in
angled impacts than head
on – a feature which
the company argues is
critical because angular
impacts are more
dangerous.
The Motorsport
Safety Fund is hoping
to get access to a
Hutchens Hybrid as
a training aid and
to investigate the
best ways of
removing the
device from an
unconscious
casualty needing
to be put into a
spinal immobilisation
device like a KED.
Safety Solutions
says the straps on
the device which
hook onto the seat
belt buckle system
release naturally with
the seat belt, so that
should not be a problem.
The Hutchens Hybrid is also
equipped with quick release tethers to
detach the straps securing the helmet
to the carbon fibre back pad.
In any event, if rescuers fear pulling
the tethers might cause excessive head
movement, they can always cut the
securing straps to allow the driver’s
helmet to be removed in order to
secure an airway.
It may also be possible to apply
a cervical collar without removing
the Hybrid device, given the lack of
shoulder pieces and the shortness of
the neck piece on the carbon fibre pad.
However, it seems certain that the
Hybrid’s harness would need to be
detached – probably by unclipping
the chest strap buckle and cutting the
shoulder straps.
Without experimenting with a
Hutchens Hybrid it is difficult to say
whether a spinal immobilisation device
could be inserted between the driver’s
back and the device and then secured,
however it would appear preferable to
remove the device entirely before hand.
How easy that will be depends on
how long the device is, for while the
neck piece is short, the carbon fibre
incorporates a shoulder piece and does
extend down the back, which could
make it difficult to remove in the tight
confines of a sports or saloon car
cockpit.
HELP!
If you have changed your
address or are receiving
multiple copies of
The Marshal please do
not write to the Fund
but to the MSA.
The Marshal
Issue 29 • April 2011
Club News
Cannock & District Car Club
of items from clothing to mugs. Other
clubs or organisations needing small
runs of any of their items should go to
www.thelandroverclub.co.uk
750 Motor Club
not been there, the stage would not
have run, and the rally would have lost
one of the classic Yorkshire stages.
The Trophy dates from 1989/90 and
features the £10 note presented to the
club marshalling team by Markku
after they had pushed his Lancia the
half-mile out of the RAC stage in the
Wykham forest.
British Motor Sport Marshals Club
Young winner
Peter Cross (above) won the Cannock
& District Car Club Marshals trophy
for 2010. He marshalled extensivley
during the year including assisting
his brother (Neil) Stage Commander
(Hafren) on Wales RallyGB. Pete is
safety officer on Rally of the Midlands
and runs an MSA licensed Recovery
Unit (Tunnel Recovery). Pete’s always
on hand supporting club auto tests,
single venue rallies but most often
can be found in the forests helping
out stage commanders on many
BTRDA rounds such as the Wyedean,
Woodpecker and Quinton stages.
At the 750 Motor Club’s dinner earlier
this year Derek Sanders (left) was
presented with the Marshal of the
Year award by Robin Knight. Derek
attended all but one of the Club’s
meetings last year.
Huddersfield Motor Club
Marshals’ Survey
Classic Touring Car Racing Club
The Club has extended an invitation
to drivers to join marshals on the bank
during a meeting. Quote: “ You will
not only see what it’s like marshalling
but it will be time well spent as you
can learn what goes on behind the
scenes at a race meeting. And you may
well learn the best line round that
corner and help you with others.”
Series three & 90-110 owners club
The Club now offers an foc option
for members to have photographs
of their vehicles (or of anything else)
printed on their membership cards.
Membership cards also include
the codes from companies offering
discounts to members.
Some years ago the club bought
equipment to allow them to print to
industrial standards on a wide range
Sixteen year old Callum Holme
from Rainford, St Helens has been
marshalling for nearly two years and
has received national recognition
by being named Young Marshal of
The Year by the British Motorsport
Marshal’s Club for 2010. He received
the David Leslie Trophy, awarded in
memory of the British touring and
sportscar driver; the trophy itself is
rather special, being one of David’s
racing helmets mounted on a wooden
plinth.
The award was created as part of an
initiative to attract younger people to
marshalling, and recognises the work
they do and rewards those cadets who
have shown the most enthusiasm.
At the Club’s Annual Dinner the
Markku Alen Marshalling Trophy
was presented to Martin Kilburn (left)
and Tim Buckley whose efforts on
the Langdale stage of a particularly
snowy ‘Roger Albert Clark Rally’ were
instrumental in ensuring that the stage
ran against all the odds.
The stage had some of the worst
snow of the entire event, and without
any outside assistance from either
snowploughs or gritspreaders Martin
and Tim led the set up team through
the stage in their Land Rover Defender,
and towed, dug out and shovelled their
way through to the finish. Had they
Following the response to the
marshals’ questionnaire in the last but
one edition of The Marshal, BMMC
did a survey of circuit conditions
via the Club’s seven regions. This
was discussed at the last meeting of
the ABMRC and a report is going
forward to the circuit owners and
other interested parties, with a view
to improving a few of the remaining
shortcomings – toilet facilities in
particular.
F1 Factory Visits
Stephen Green (aka the Priest Catcher)
would like to acknowledge five years
of very popular marshals’ visits to
the now Mercedes GP Petronas F1
factory in Brackley. Begun under
Dave Richards’ guidance when it was
Honda/BAR, the visits continued under
Brawn GP and the Club completed a
series of visits in 2010, under the new
Mercedes banner.
Continued on page 6
5
The Marshal
Issue 29 • April 2011
Club News
Continued on from page 5
Well over 100 marshals have
attended. The visits planned for 2011
are already fully subscribed. Thanks
to all at the Brackley plant who have
continued to support the marshals in
this way.
Star Prizes
Another strong marshals’ benefactor
has been Jonathan Palmer and the
team at MSVR. When Jonathan
returned to motor sport as a circuit
owner, he took the trouble to ask what
MSVR could do for marshals. His
first offer was free track days at all
MSV circuits, followed by a star prize
of one of the Super days at Bedford
Autodrome for one lucky marshal who
renews his or her BMMC membership
by the end of the first quarter each
year. This has run for three years
now, with this year’s presentation to
be made at the MSV F2 meeting at
Silverstone on 17th April.
2011’s star prize list will include an
all expense paid trip to a European GP
for one marshal and companion.
Nottingham Sports Car Club
Simon Morris was presented with the
Club’s Marshal of the Year award at a
dinner earlier this year. The Club now
has a team of dedicated marshals - last
season 24 volunteered and covered
67 marshalling days, 13 attending three
Historic survey
or more events. Marshals are given cash
and drinks at each event and also £20
at the end of the season if they have
attended three or more events.
Historic Sports Car Club
At the culmination of a successful
season of racing, the Historic Sports
Car Club made a £500 donation to the
British Motorsport Marshals’ Club.
The cheque was presented to Sue
Whitlock of the BMMC during the
HSCC’s annual dinner dance and
awards presentation and was handed
over by guest of honour Chris Craft
and the club’s CEO, Grahame White.
More details about the HSCC can be
found on the club website: www.hscc.
org.uk
Omagh Motor Club
Pat McAleer was honoured with
the Services to Sport Award at a
dinner earlier this year. Now 80,
Pat has been time-keeping at rallies,
hillclimbs,sprints and autotests for
over 60 years and was in fact in
action again the day after the award
ceremony.
Pat’s wife, Mary, their children
and grandchildren are part of the
timekeeping team and it is not unusual
to find three generations of the same
family timing an an event!
The Federation of British Historic Vehicle Clubs (FBHVC) will shortly be
commencing its periodical “State of the Industry” survey using an on-line
questionnaire.
The last survey, carried out by FBHVC in 2006, showed that the Historic
Vehicle Movement was worth over £3 billion annually to UK PLC, as well
as providing essential information about employment in the sector and
environmental impact.
Geoff Smith, Project Director and Vice-President of FBHVC says “The
importance of this survey to the historic vehicle movement in the UK cannot be
over emphasised. The results will underpin all the work FBHVC will be doing
over the next few years to uphold the right to use our vehicles on the UK’s roads.
It will provide the factual evidence needed to deal with issues emanating from
Whitehall and Brussels.
“In addition it will provide a window on the state of the industry that lies
behind the Historic Vehicle Movement, and will provide properly researched
information to enable enthusiast clubs to make plans for their own future.
“I strongly urge anyone with an interest in the future of the Historic Vehicle
Movement to ensure they complete the questionnaire which will be available at
www.fbhvc.co.uk from early May until the end of July.”
6
get more info go to: www.the-mia.com/National-Motorsport-Week
MIA March 2011_ad 16/03/2011 15:48 Page 1
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The Marshal
Issue 29 • April 2011
CORRESPONDENCE
Marshal motivation
The MSA response in the last issue
to the “Marshals Survey” raises a
number of interesting issues. To
begin, on no less than three occasions
Colin Hilton implies that marshals
will vote with their feet and walk
away from meetings where they feel
they are being taken for granted. I
cannot believe that he is encouraging
marshals to take “industrial action”
to ensure fair treatment. The article
“Race Marshal Manning Levels” in
News from the MSA (page 19) would
seem to support this argument with
its opening sentence. But this shows a
complete misunderstanding of what
motivates marshals to stand on a bank
in all weathers. We are there to keep
the meeting running safely, so that
motorsport continues in the face of
increasing antipathy.
Why go to meetings when you
know some of the racing is going to
be boring? Because other races, or
meetings organised by the same club
are entertaining; because you know
your colleagues will be left in the lurch
if you do not turn up; and you know
the meeting will not be cancelled if
there are too few marshals, it will still
go ahead even though safety has been
compromised. The organisers will take
a risk; they have done so in the past
and they will do so again.
The MSA article states “There is no
doubt that marshals and officials vote
with their feet”. I would question this.
Admittedly, some series do attract a
regular following of marshals, but I
would suggest that the shortage of
marshals at some meetings is due to the
preponderance of events on offer, forcing
the marshal to pick and choose. We
are all volunteers, we have lives outside
motorsport; we have families and
properties placing demands on our time.
The article advocates setting a
maximum number of marshals for an
event. Perhaps we should also consider
setting a minimum number? The fact is
we still do not have enough marshals
to adequately man all the events that
are being organised (the Blue Book
can be used to calculate an adequate
number).
It is ironic that the “Stop, Sleep,
Survive” article highlighting the perils
of fatigue should appear in the same
edition of The Marshal. Colin Hilton
argues that “the track licence is a
certification of the safety of a venue
not a critique of its facilities” yet it
is the absence of facilities such as
accessible toilets, lunch breaks and
curfews that can cause stress and
fatigue; with implications for safety.
A marshal standing cross-legged or
hopping from foot to foot holding on
for a comfort break cannot concentrate
on the job in hand. The growing
practice of dispensing with course car
laps between sessions removes any
chance of getting a comfort break.
The introduction of new improved
passive safety measures to protect
marshals has not always been
welcome. Marshals have always
relied upon a combination of passive
and active safety measures for their
protection. The arrival of chain link
debris fences has destroyed sightlines,
making marshals virtually blind and
at the same time in many cases it has
forced marshals to use unsafe working
practices (e.g. going to incidents with
their backs to traffic) because access
to trackside is limited to a few access
points. The safety cage for flag points
often restricts the marshal’s ability
to display flags and communicate
with the driver. As far as marshals
are concerned, the track licence’s
remit about safety stops trackside
of the debris fence with little or no
consideration given to how marshals
need to work. Whoever does the track
inspections should try working as a
marshal some weekends.
Colin Hilton suggests that “perhaps
it is time that the wording in the
regulations was reviewed with a view
both to facilities and acceptable event
guidelines”. Such a review is long over
due and waiting for it to be “referred
to relevant specialist committees” is
going to delay it further. Health and
Safety regulations exist because selfregulation failed. Public expectations
of Duty of Care and fair treatment are
much higher today. Perhaps organising
clubs and motor racing venues can
develop their own “duty of care”
contract with marshal and officials,
before the MSA introduces relevant
regulations.
Chris Whitlock
Over-manning at race
meetings?
“News from the MSA” in the last
edition of The Marshal drew attention
to the issue of too many marshals at
some race meetings. The first problem
might be to decide what level of
manning is defined as over-manning.
In the past, one Observer per post plus
an Assistant or Trainee Observer, plus
two Flag Marshals per flag station was
considered about right, plus however
many Course and Incident Marshals
were felt necessary. For Grand Prix
meetings these numbers could double,
to allow rest and toilet breaks. We
might be looking at lower levels than
this now but it is something that all
concerned must agree upon, before we
dissuade too many marshals by turning
them away from the more popular
meetings.
We would also have to make sure
that the “over-manning” is not the
result of counting trainees at the more
popular meetings, the only time there
are sufficient qualified personnel with
time available to do serious training.
In days gone by, over-manning was
quite a common occurrence. Some
clubs allowed the over-manning to
happen and encouraged rotation of
duties, to give everyone a break. Other
clubs simply did not send tickets to
marshals they did not need, which was
not popular with marshals who had
planned their weekend, only to be let
down at the last minute. This was not
a very satisfactory situation and many
marshals drifted away during this
period.
Those who volunteered via the
Marshals’ Club (BMMC) had the
additional support of regional
competition secretaries, who would
not only point us in the direction of
meetings where we were needed but,
at the same time, would make appeals
to the organising clubs to better
inform marshals what was going on.
Gradually this message got through and
the communication, at least, improved.
As proof, perhaps, that many
marshals did drift away during this
time, BARC and BRSCC began to
find gaps in their numbers at some
circuits. BMMC marshals were much
in demand and, from records we kept
7
The Marshal
in the early 1990’s, Marshals’ Club
members were putting in around
40,000 marshalling days from a total
estimated at not much more than
50,000 per annum.
Then, as other weekend attractions
appeared (Sunday sport, shops open
all weekend, etc) and the UK economy
tightened, the numbers nose-dived –
to an all time low in 2004/05 of just
over 20,000 days per season, 40% of
where we had been at the peak. This
was all too obvious at some circuits,
with manning levels barely one third of
what they had been.
The Marshals’ Club did a nationwide
survey and came up with a variety of
ideas how this exodus might be reversed
or at least reduced. Thankfully, many
of those ideas worked, not least the
Team Wilson/BMMC/BTCC initiative
that has produced 5,000+ new names
to the sport during the last four or five
years, a welcome membership increase
of almost one third for the Marshals’
Club and similar increases at other clubs
with whom we shared these names. The
BMMC programme of “taster days”
for new marshals greatly improved the
conversion and retention rate.
We are not yet back to the halcyon
days of 50,000+ marshalling days per
season but are slowly heading towards
a much more comfortable 40,000
days, from figures now kept by the
MSA. And, guess what, we are back
to reports of some meetings being
over-manned again, BTCC rounds in
particular, I believe!
If meetings are truly over-manned,
to the extent this causes “congestion”,
I think everyone agrees it would be
a wise course of action to curtail
numbers. All we ask as marshals is
that we do not return to the days of
poor communication, as described
above. Communications via emails
are now much more immediate. Please
may we ask event organisers to make
sure that marshals not chosen for duty
are advised properly and “kindly”, in
plenty of time for them to volunteer
elsewhere. Perhaps the note advising
non-selection could include a list
of alternative events that weekend,
together with contact details, which the
marshal may not have readily to hand.
In this way, we may encourage those
not chosen this time to keep trying,
and help them volunteer for meetings
less well manned.
George Copeland
National Treasurer BMMC
8
Issue 29 • April 2011
More questions
I would like to take issue with some of
the points raised about the Marshals’
Survey in the last edition.
Regarding the first question, I would
like to know what progress has been
made and where? If any progress had
been made then the same questions
would not arise year after year.
Question 2. If VIM and Go have
helped address the drop off of
marshals, where are they marshalling?
As a regular Post Chief (at both
disciplines) I have failed to meet
one of these marshals during the
season. In fact there were more new
marshals at Silverstone last year that
had been introduced to the sport by
the introduction of taster days by a
joint venture between the BMMC
and Silverstone. This may also have
been achieved at a fraction of the cost
to VIM and Go yet no mention of
BMMC activities is made.
Question 3. Marshals have been
lead to believe by members of MSA
staff, that the marshalling area is part
of the circuit license, in fact paragraph
E3.1 refers to the topic. If MSA can
ignore this part of the “Blue Book”
how many other rules are also being
ignored for convenience?
Qustion 4. Grid sizes, is a very
emotive topic for marshals and
is often discussed along with the
duration of events. Last year we saw
races for Chevrons with 5 or 6 cars
lasting for 45 minutes, Speed also
has 90+ minute races for 10 or 11
cars if you are lucky. If the MSA as
motorsport’s governing body cannot
have control over these events then
who is going to control what goes on
at our race circuits?
Question 5.
Long Days and
short breaks
should once
again be under
the control of
motorsport’s
governing body
– if you cannot
control it then
who can?
One meeting
in particular
that causes
concern is the
Silverstone
Classic –
despite being
an excellent
meeting, is it really necessary for
marshals to be on post from 8.30am
on Saturday to late into Saturday
evening so a few people can race into
dusk? Marshals are then expected to
be back on post on Sunday morning
at 8.30 am. Is it not time that a
curfew for racing was introduced
and engines shut down at 6pm for
instance? This would also have an
advantage of not costing you any
money to administer.
Question 6. When safety points are
raised and given to the organising
clubs what do they do with them, do
they get passed to you at MSA ? Have
you seen any such reports and what
action has been taken?
Question 7. The Go initiative
that has given a few people a visit
to McLaren and Williams should
be applauded but this is just a
continuation of the workshop visits to
race teams and preparition companies
that have been going on in the
Marshals Club for several years now,
there is no “raffle” it is just open to
club members who would like to visit.
This year has seen several visits to
Mercedes GP and to RML.
I wish I could be convinced that you
would like to do more for marshals, it
sometimes seems that you hope MSA
inaction will lead to a “marshals’
strike” so that they, rather than lack
of regulation, could take the blame
for the loss of a meeting. So please,
may we have some help from the
governing body to resolve some of
the perennials of motorsport. Then,
maybe, marshals will feel they are
being properly considered by those
who run motorsport in this country.
Bob Sketchley (MSA 151123)
Courtesy of Paul Ellender
The Marshal
Issue 29 • April 2011
Book Reviews
Le Mans 24 Hours:
The Official History
1970–1979
Le Mans 24 Hours: The
Official History 1970-1979, by
Quentin Spurring, published in
hardback by Haynes, £45.00.
ISBN: 978 1 84425 539 5.
For many, Le Mans is simply the
greatest race there is and the 70s was a
remarkable decade for the race, which
saw Porsche secure its first win and
establish a distance record that would
stand for almost 40 years, not to
mention achieving speeds of more than
240mph down the Mulsanne.
It posed tough challenges for the
ACO, too. Half way through the
decade the race was threatened
by the global fuel crisis and then
the organisers were faced with the
prospect of pulling out of the FIA
World Championship, rather than
accept changes in regulations which
threatened to radically cut entries.
The decade saw the introduction
of turbo power, women drivers were
allowed to compete and it was in the
70s that the ACO first sanctioned the
use of three, rather than two, drivers.
The ACO also laid the foundation
for the mighty Group C cars of the
1980s with the creation of regulations
for the “Grand Touring Prototype” and
opened the race to more categories.
It was the decade which saw Steve
McQueen star in the Le Mans movie,
still commemorated occasionally with
on track graffiti to this day AND it was
the decade that saw the first of Derek
Bell’s five Le Mans victories.
The story of the decade is
meticulously recorded in the latest of
three official decade reviews of the
great race by motor racing journalist
Quentin Spurring.
It’s a lavishly illustrated record by a
man who has reported on the Le Mans
24 Hours on 24 occasions and, whilst
full of detail and statistics, this is no
dry tome.
It’s a fascinating story and, if you
haven’t invested in his Le Mans
histories, covering 1949 to 1959 and
the 60s, they will be on your birthday
present list well before you are a
quarter of the way through this 350
page tour of the 1970s Le Mans.
BERNIE
By Susan Watkins. Published by
Haynes. £19.99
ISBN 978 0 85733 033 8
Although most enthusiasts around
the world will have heard of Bernie
Ecclestone, hardly anyone will claim
to know him well, that is the privelege
of a very few of his closest and loyal
friends but this remarkable book
contains the most minute detail of his
life over some 75 tumultous years.
It gives the reader a really great
understanding as to how he rose from
being a motorbike salesman to the
Ring Master of Formula 1.
His enormous wealth is legendary
but this was only achieved by intense
hard work, strong leadership of his
teams of employees and his enormous
attention to detail at every level.
There is no doubt that he is tough
to deal with, and many with hindsight
often feel he has got the better of them,
but it is well known that he has never
reneged on a deal. And he treats Kings,
Presidents, Prime Ministers, Royalty
and Pop Stars with equal courtesy, as
he does everybody else.
It is clear from the book that he has
a human side and the deaths of Jochen
Rindt and Ayrton Senna in partiucular
upset him enormously.
An amazing man. The book is so
full of detail that it is more one to be
savoured a few pages at a time rather
than at one sitting. It is a remarkkable
history of Bernie and the last 30 years
of Formula 1. Now in his 80’s, it seems
Bernie has absolutely no intention of
leaving the world stage so maybe there
is still more to come.
USS Enterprise
Owners’ Workshop
Manual
by Ben Robinson and Marcus Riley.
Technical Consultant Michael Okuda,
published in hardback by Haynes,
£19.99. ISBN: 978 1 84425 941 0
Forget tinkering with the track rods
in the hope of gaining a few tenths at
the next sprint you take part in.
Toss that well thumbed and oil
stained workshop manual in the corner
of the garage. Boldly go to the lounge,
settle down on the settee and leaf
through the ultimate repair guide from
manual maestros Haynes.
It’s the owner’s manual and the
operational history of the USS
Enterprise, from the days before James
T Kirk needed a girdle to the last of
its seven incarnations as the sovereign
class vessel under the command of
Jean-Luc Picard – when he wasn’t in a
parallel universe as Karla in Smiley’s
People.
Ben Robinson and Marcus Riley
both worked on The Official Star
Trek Fact Files and Star Trek: The
9
The Marshal
Magazine, while Michael Okuda spent
20 years working on Star Trek TV
series and films.
The result of their collaboration is
a 160 book packed with meticulous
artwork, including classic Haynes
black and white cutaways, colour
elevations and 3D renders, plus
photographs and other diagrams,
not to mention technical “data” and
“historical facts” culled from the TV
series and the movies.
Obviously, it’s a Trekkies dream
come true – and quite amusing for
anyone else who enjoyed the series,
too.
Jochen Rindt
Uncrowned King
by David Tremayne, published
in hardback by Haynes, £40.00.
ISBN: 978 1 84425 472 0.
Jochen Rindt was the racing driver’s
driver. Phenomenally fast and with
incredible car control that left those
behind him waiting in vain to inherit
the place they believed would be theirs
when he fell off, while those in front
felt mistakenly secure in the view that
the car that was sideways behind them
would never pass.
At his debut race in the UK in
1964, Rindt put his F2 Brabham on
pole, after asking Denny Hulme if
he could follow him round for a few
laps in practice to learn the circuit
and proceeded to finish third, before
beating Hill, Clarke and Hulme to win
at Crystal Palace the following day.
That same year saw him compete in
his first F1 GP at Zeltwig, in Austria,
but fail to finish because of a steering
problem.
The following year he scored a
legendary win with Masten Gregory
10
Issue 29 • April 2011
at Le Mans in the North American
Racing Team’s Ferrari 250 LM while
continuing to build a reputation as
the undisputed king of Formula 2 in
an era when F1 drivers were regularly
competing in the series.
By 1966 he was regularly on the
podium, as long as his Maserati
powered Cooper finished. Two years
later, he took over Jim Clark’s mantle,
following his death at Hockenheim
and became widely regarded as the
fastest man in F1.
But it was not until 1969, by now in
a Lotus, that he started seeing real
success as the mechanical failures
declined and in 1970 he scored a series
of victories to secure the World
Championship before his death at
Monza.
Rindt’s death came in a year that
had already claimed the lives of New
Zealander Bruce McLaren and Briton
Piers Courage and inspired his closest
competitor and great friend, Jackie
Stewart, to redouble his campaign to
increase safety for drivers.
Rindt’s short career has tended to
lessen the collective memory of his
contribution to motorsport and the
excitement he brought – a failing
that David Tremayne has done much
to redress in a book packed with
information, anecdotes and glorious
photographs.
JAGUAR XJ220
The Inside Story
by Mike Moreton
Veloce. £24.99
ISBN 978 1 845842 50 5.
You don’t see too many of these cars
either competing or being used as
course cars on rallies but the rarity
just adds to the mystique.As Project
Manager for the car, Mike Moreton sat
firmly near the top of the orgnisation
chart (included among the many
excellent illustrations) of the team
involved and was thus was well
qualified to write the inside story of a
fascinating project.
The Welsh Rally
By Mark Griffin and Martin Leonard
A4 hardback, RRP £40.00, available
from Welsh Rally Book, 2 Tai Canol,
Llangors, Brecon, Powys LD3 7UR or
visit www.griffinrally.com
Hannah Mikkola, four times winner
of the International Welsh Rally, writes
in his foreword to the book “…I think
that the similar difficult conditions that
the roads of Finland and Wales offer
taught rally drivers the right formula
for success.”
The Welsh Rally, organised by the
South Wales Automobile Club, had its
origins back in 1935 and this definitive
book lists every international event run
from 1964 until 1991, and National
versions from 1984 to 2010.
The 360pp are very well illustrated
and packed with entry lists, results,
background information and an
intriguing collection of anecdotal
memories, vividly recording what
the country of Wales offers rallying
enthusiasts – classic forest gravel
tracks, demanding tarmac army
proving roads and often the addition
of a smooth race circuit. This is a
very absorbing book for anyone
who has been involved with the
event, or for those who desire to
know the reasons why ‘The Welsh’
established itself in the ‘Golden Age’ of
international rallying, when entry lists
often exceeded 200 cars and where
privateers could afford to compete
alongside a vast selection of works
teams.
The Marshal
Issue 29 • April 2011
Medical Matters
Simulation: The Art and Science
of suspending disbelief
For many marshals, the only direct
contact with medical simulation will
have been during a life support course,
when cardiopulmonary resuscitation
(CPR) was practised on a manikin.
This could have been a simple torso
and head, or a full size model. In
either case, the object is to practise a
skill as accurately as possible, so that
it can be applied in the “real world”,
and transferring those practised skills
made as easy as possible. For the
manufacturer, the aim is to produce
realistic copies of human parts, to
make the scenario or skill practice
come to life. Copying is not simply
a matter of physical appearance but
how the manikin behaves and reacts to
things done to it. During any training,
suspending disbelief that a situation is
“only” a simulation, and not real, can
take a great deal of effort and money!
Simulation is extremely common
in hazardous industries and high-risk
activities. The main themes here are
costs and safety. Training personnel,
especially in some hi-tech industries,
would be very expensive if the only way
to provide them with the required skills
was to teach them on the “real thing”.
In addition, consolidating these skills
requires practice and repetition, and
retention of skills will require revision
and time to refresh the psychomotor
elements of them. With simulation,
the trainee can within set limits, train
themselves possibly with less trainer
input, and with computer supervision
and logging of their actions. Many
hours of experience can be built up in
simulation, although the quality of that
experience is very dependant upon the
realism of the simulation. Hence there
is a trade off here when considering
all costs. Good quality simulation is
expensive, but overall less expensive
than failure to operate effectively.
Rockets only blast off once so it is
absolutely essential their crews get it
right first time!
The aviation industry has been
employing flight simulators for many
years, indeed trainee pilots will spend
a great deal of time learning to fly
before setting foot inside the real
thing. Commercial and military pilots
of all grades and seniority practise
drills and deal with emergencies in
a safe, controlled environment. Skill
retention is improved, and when the
real event happens the solution has
been practiced many times. This is
particularly important where events
are uncommon or occur rapidly, where
there is no time to consult the manual!
Aviation simulation is very expensive,
with equipment costing many millions
of pounds, and the degree of realism is
required to be very high. The simulator
has the huge advantage of being
flown for many hours, in all weather
conditions, and if goes wrong, crashed
with little being hurt except perhaps the
pilot’s pride.
At the other end of the simulator
price range are the domestic games
consoles and computer programs.
There is, as any parent can confirm, a
huge range of driving, flying and action
simulations available. These again have
become very sophisticated providing
high resolution graphics, sound and
variable amounts of user “feedback”.
Whilst the complex hydraulics of a
commercial flight simulator may be
a long way from the living room, the
hand controllers, flying yolks and
steering wheels produce resistance and
vibration to compliment the onscreen
action. The graphics for circuit racing
games, taken from in-car video footage,
are very accurate. Coupled with static
cockpits, or even a simple chair, these
are used to practice circuit laps over and
over, with different light and weather
conditions. Increasing the complexity
of the simulation and driver feedback
improves his learning and technique. It
should be remembered that the real cars
have only been built because the virtual
prototypes from within the computer
passed a simulated existence, and the
scale models were similarly put through
their paces in a simulation of the full
size world.
Simulation improves safety. There are
a number of novel simulations where
the trainee spends time in a virtual
world, for example the military use
simulation in a number of hazardous
areas including training to parachute.
Here the trainee is suspended in a
complete harness, but is only a few
feet off the ground. Wearing a virtual
reality visor he can “see” the ground
below and the world around him.
Changes to wind strength and direction,
ground hazards and the parachute set
up can be adjusted to give an unstable,
and uncomfortable, drop. Corrective
measures can be taught and practiced in
a controlled and safe environment.
Advanced medical simulation in
particular is driven by patient safety
concerns, although there are a number
of lower cost training aids that enhance
patient comfort and diagnostic accuracy
as well as safety. For example there
are venepuncture (blood taking) arms
with “blood” filled “veins” covered
with synthetic “skin”. The trainee can
stab the device all day long to practice
their technique without a single flinch
or scream. They can also practise
inserting intravenous cannulae on
those same veins. Unfortunately the
simulated “skin” is a durable, rubberlike material since it is technically
very difficult to simulate skin, but it
is a close approximation and a good
starting point for the novice. Head and
neck models allow both novice and
advanced practitioners to hone their
skills forming surgical airways through
artificial skin and windpipes, over and
over again. When they have to do it
in reality, the patient may literally be
dying before their eyes. Among the
more surprising training aids are those
which allow the student to understand
the correct examination of testicles,
11
The Marshal
prostate and the female breast. There
are even simulators to teach the correct
method of delivering a baby. They will
not be discussed further here!
There are several manufacturers
producing increasingly lifelike manikins
to practice CPR. If you have taken a
first aid course you will be familiar
with the popular tracksuited version,
although generally these are limited
in functionality to chest compression,
ventilation and possibly defibrillation.
For most other interventions separate
models are required for example
intubation, advanced airway
intervention and cannulation, as
described above. These will tend to be
more anatomically accurate, but the
overall experience of the simulation is
disjointed. Increasingly more complex
models are being produced which
combine many skills and interventions,
at a more affordable cost. For example,
very high fidelity simulations were
limited to static
facilities costing
several hundreds
of thousands of
pounds. They can
simulate whole
operating theatres,
emergency rooms
and intensive care
units. However, very
sophisticated models
costing £20,000
- £30,000 have
now brought high
quality simulation
within the reach of
many Resuscitation
training departments
in local hospitals,
rather than just
national centres or universities.
These manikins breathe, the chest will
go up and down, and breath sounds can
be heard with a stethoscope. Conditions
such as asthma or pneumonia, and
blocked airways can be produced.
Heart sounds can be changed to
replicate diseases of the valves. To
increase the realism some models will
blink, the pupils react to a light shone
into them and they can groan! An
operator, wearing a microphone, can
even “be” the patient by speaking to the
trainee via a speaker in the manikin’s
head. Interactions such as these can
make the situation disturbingly real but
it helps to get over the early feeling of
“play acting”, which many people find
difficult to do. Suspending disbelief
12
Issue 29 • April 2011
immerses the trainee into this artificial
world, and the closer to reality the
situation and equipment are, the easier
this is to achieve.
These models are controlled
from a laptop computer, and can be
programmed to run through a number
of scenarios. If the trainee carries out an
intervention, the manikin will respond.
For example, administration of a certain
drug or intravenous fluids will cause
the blood pressure to rise, which can be
displayed on a monitor, in “real time”.
The computer program will know if
too little or too much is given, and
adjust the response accordingly. Several
physiological features can be adjusted
from the computer, both manually and
automatically, including heart rate and
breathing. Unfortunately, failing to act
may cause the manikin to deteriorate,
and even die, which can be highly
emotional, such is the power of the
simulation!
Although the term “trainee” has
been used above, simulation is a useful
tool for even the most experienced
or advanced practitioner, just as an
airline captain will still spend time
refreshing drills in a flight simulator.
The advantage of a simulated drill or
situation is that it can be tailored to
the individual, for example making an
airway even harder to control or the
patient’s condition more refractory, or
difficult, to treatment.
Medical simulation has also reached
motor sport beyond teaching CPR. A
medical exercise, using a manikin, has
been part of the Formula 1 pre-event
work up for several years. For the
British Grand Prix, the incident scene is
set up on the circuit at a predetermined
post, as unobtrusively as possible, with
the manikin inside a single seat cockpit
mock-up. The exercise starts with
trackside personnel, including the post
Incident Marshal, dealing with the
initial intervention. The manikin is pre
programmed with a medical problem,
and the scenario is allowed to unfold
during the incident. A rapid assessment
is made, casualty treatment begun and
further resources requested. Race
Control coordinates the exercise and can
send a Medical Car, an Ambulance or
Rescue unit to the scene. The “casualty”
is treated in real time, with appropriate
life saving procedures being carried out,
and may be transported to the Medical
Centre. Simulated medical care can be
continued in the Ambulance, inside the
Medical Centre and even onto the
Medical Helicopter. The whole process
is treated exactly like a real life event, so
the simulation extends much further
than just the manikin.
Prior to using
a manikin, a
“volunteer” took
the place of the
casualty, but this was
a limited exercise
because certain
interventions could
not be performed on
them, for obvious
reasons. The manikin
can be intubated,
shocked, cannulated
and a surgical airway
can be formed at its
throat. No matter
how dedicated, a
volunteer would not
be so keen to help
again. However,
it is not unknown for the volunteer
casualty to play their part so well that
the Medical team insert cannulae (drip)
and start intravenous fluids, but that is
another story ….!
Simulation is a valuable training
and revision resource, allowing
relatively low cost exposure to
situations that may be vital to get
right first time. Medical simulation
has been embraced by many clinical
specialties where practical skills can
be learned and repeated safely, with
positive patient benefits. Whilst in
motor sport simulation makes a large
contribution to engineering, training
and performance, the skills practised
on a manikin can easily be applied to
driver rescue and resuscitation. IR
The Marshal
Issue 29 • April 2011
Kilo Codes
Kilo Codes were once commonly used
by ambulance services as a means
of transmitting information about a
casualty’s condition over the radio,
without revealing details to casual
listeners.
They were never nationally
standardised and that may be one
reason why they have fallen into
disuse, are considered obsolete by some
and actually banned, as a potential
source of confusion, by others.
Radio users at some motorsport
events may still hear Kilo Codes being
used. Almost always it’s just one
Kilo Code - Kilo 19. It is the most
innocuous message possible, signifying
that a competitor has “no apparent
injury,” and begs two questions: “Why
bother to try to hide that?” and “Does
the radio user know what the other
Codes mean?”
Whilst you might make a case for
concealing the reasons for a collapse
in the crowd that is Kilo 3 (involving
a pregnancy), or a driver that has
suffered burns (Kilo 10) could there
be any possible harm done to the
competitor or their family if the plain
and simple message that they “have
no apparent injuy” or “seem OK” is
broadcast over the airwaves?
Reporting Radio Reception Levels
Level
Meaning
1
Unreadable
2
Significant interference,
barely readable
3
Interference, but readable
4
Good, but slight
interference
5
Loud and clear
If Kilo Codes are to be used, then it
is important that both the radio user
and control know the Codes and what,
for their event, they mean.
The argument is not dissimilar to
that between using “loud and clear” or
numbers to represent radio reception
levels. “Loud and Clear” is fine until
reception isn’t loud and clear and the
caller isn’t quite sure how to describe
how soft and unclear it actually is.
The table below gives one common
example of the meanings that can be
attributed to Kilo Codes, the table
above a numerical way of reporting
signal strength.
But beware, some first aid services
use Kilo 13 (pronounced Kilo wun
tree) specifically to request police
assistance, while to one ambulance
service, K1 (Kilo wun) is a certified
death.
Rallying
to the
rescue
South East Coast Ambulance Service
NHS Trust (SECAmb) has praised the
actions of two rally drivers who were
using the back roads of Surrey during
the severe winter weather and came
to the rescue of ambulance clinicians.
Student paramedic Andy Bawler and
paramedic Tracy Dale from Godstone
Ambulance Station were treating a
young woman patient at a remote
address down a track in Upper Gatton,
Surrey. They decided she needed
hospital treatment but it proved difficult
to turn their ambulance round in the
deep snow. To everyone’s surprise,
Tomasz Wieldosz and his friend Dariusz
arrived at the scene in two 4x4 Subarus
and used them to pull the ambulance
clear and tow it back down the track
towards the A217 so that the patient
could continue her journey to East
Surrey Hospital to be treated. She is
now back home recovering.
Concealing a Casualty’s Condition when Transmitting Details by Radio
Kilo Code
Meaning
Kilo Code
Meaning
Kilo One
Dead, Not Certified
Kilo One One
Haemorrhage
Kilo Two
Dead, Certified
Kilo One Two
Infectious
Kilo Three
Maternity/Abortion
Kilo One Three
Life Threatening.
Immediate assistance
required
Kilo Four
Overdose
Kilo One Four
Abrasions/Bruising
Kilo Five
Multiple Injuries
Kilo One Five
Limb Fractures
Kilo Six
Serious Heart
Condition
Kilo One Six
Internal Injuries
Kilo Seven
Mental Illness
Kilo One Seven
Head Injury
Kilo Eight
Asphxyia
Kilo One Eight
Spinal Injury
Kilo Nine
Unconscious
Kilo One Nine
No Apparent Injury
Kilo One Zero
Burns
Kilo Two Zero
Ambulance
Required When
Convenient
13
The Marshal
Issue 29 • April 2011
Available from the Fund
DVD s
P u b l i c at i o n s
Z leaflets
Guides
Fold down to the size of a credit card.
All ‘Z’ leaflets are £1 incl P&P.
A Pocket
Guide to
Rescue
First Aid
5-in-1 Safety DVD
First Aid
•Motorsport
A film in two parts, the first takes a broad look at
the subject, the second goes into more detail and
includes removal of helmets and HANS devices.
A booklet for rescue
crews who may be
faced with extricating
drivers from crashed
cars.
£1 each incl. P&P.
A general guide to the
subject, with advice on
specific things that may
occur in the sport. Covers:
immediate care, spinal
injuries, shock fractures,
burns etc.
A Pocket
Guide to
Marshalling
Marshalling
Basic information on all
aspects of marshalling.
This 56 page
publication covers all
aspects of mashalling
at circuits, rallies and
other events.
£1 each incl. P&P.
Kart Marshalling
Specifically for those involved
in karting.
Marshalling
•Motorsport
A comprehensive guide to marshalling. Contents
include: equipment, handling spectators and
marshalling at rallies, races and other events.
Could Happen To You!
•ItAdvice
on personal preparation and equipment to
help newcomers take up motorsport in safety.
Rescue
•Motorsport
A guide to equipment and how to use it to extricate
drivers from crashed cars and how to work with
medical personnel while doing so.
Firefighting
•Motorsport
Covers the various fires encountered in motorsport
and how to choose and use the right equipment to
fight them.
Motorsport Vehicle Recovery
A complete guide to recovering crashed or brokendown vehicles without damage to people or cars.
MSA Rally Marshals Training Seminar
Recorded at an MSA Training Seminar, this includes
Motorsport Marshalling and First Aid in Motorsport.
Rescue Manual
Fully revised edition.
£10 incl. P&P.
Also
Medical Support for Motorsport
Produced by the FIA Institute for
Motor Sport Safety, this is intended
to help encourage more medical
personnel to assist at events.
available
The four DVDs are £10 each
including postage & packing.
Lapel badge
With safety pin fixing, £5 incl. P&P.
✄
Order Form
Please send me the following items
Qty
Cheque enclosed payable to the:
Price
Total
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First Aid Z leaflet
£1
for £ �����������������
Marshalling Z leaflet
£1
Name: ����������������������������������������������������������������
Karting Z leaflet
£1
Address: ��������������������������������������������������������������
A Pocket Guide to Rescue
£1
����������������������������������������������������������������������
A Pocket Guide to Marshalling
£1
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Rescue Manual
£10
_____________________________________ Post code: �����������������������
Lapel badge
£5
Email address: ���������������������������������������������������������
Motorsport Vehicle Recovery DVD
£10
Telephone number: �����������������������������������������������������
5-in-1 DVD
£10
MSA Rally Marshals
Training Seminar DVD
£10
Medical Support for Motorsport DVD
£10
Total
14
Motorsport Safety Fund
PO Box 200,
Sevenoaks,
TN15 8WZ
www.motorsportsafetyfund.com
The Marshal
Issue 29 • April 2011
Watkins Lecture
Winning the 2010 Formula 1
Constructors Championship was the
biggest success of Adrian Newey’s career
so far, Red Bull Racing’s chief technical
officer told a packed audience attending
the Motorsport Safety Fund’s 2011
Watkins Lecture.
“It was a particularly special one this
one,” said Newey.
“The attraction of joining Red Bull
was to be involved in the team right
from the start. To be involved not
only in trying to build up the design
of the car, and look at the design of
the car, but the whole infrastructure
of the company, the engineering of
the company, how we go about doing
our business; that’s been a tremendous
challenge.
“Initially, if we could win a race or
two, that was the dream, to win the
Championship was really a dream,
fantastic having a dream, but it was
going to be extremely difficult so to
achieve that was very special.”
Team principal, Christian Horner,
who shared the Watkins Lecture
platform with Newey and former F1
driver turned commentator and pundit
Martin Brundle, described 2010 as a
“roller coaster year and a great year for
Formula 1.
“The great thing was to have Dietrich
Mateschitz, the owner of Red Bull, with
us that weekend to see his car finish the
race first and the realisation of a dream,
an ambition that he started only six
years ago,” Horner told Brundle.
“What we have managed to achieve
in a short space of time was very unique
and quite special.”
Horner admitted he thought the
Driver’s title was going to Ferrari’s
Fernando Alonso.
“It was his to lose,” said Horner.
“Mark statistically had the better
chance. The way things panned out was
quite unique. Sebastian did everything
he needed to, he got the pole, he got
his head down, drove a very strong
race and, ironically, with Mark, his call
about the tyres left Ferrari with the
dilemma of which one to cover.”
Asked why the Red Bull had been so
successful, scoring 15 pole positions
on the way to the twin championships,
Adrian Newey responded: “There’s no
one magic trick with it, I would say, it
just worked well as a package.
“The car itself was an evolution of
RB5. A key difference was that RB5
was designed as a car which didn’t have
a double diffuser. RB6 was obviously
designed for that from the outset; and
no refueling. That really meant that we
had a car that would work over a broad
range of weights, which brought its
own challenges.”
Red Bull also developed the “blown
diffuser,” which channels exhaust
gasses over the diffuser to create more
downforce at the rear
“It worked very well,” said Newey.
“The way we chose to do it gave
downforce when the driver had his foot
on the throttle which we didn’t lose
when he didn’t have his foot on the
throttle, which was one of the things I
was keen to avoid.”
The re-introduction of KERS and
Formula 1’s new adjustable rear wing
could result in an increase in accidents
like the one which sent Mark Webber
looping the loop at Valencia, according
to Red Bull’s Adrian Newey.
KERS – the Kinetic Energy Recovery
System – stores energy released in
braking and uses it to boost the power
to the rear wheels, while the adjustable
rear wing boosts top speed by reducing
drag on the straight.
“Very high end of straight speeds
are probably the most dangerous area.
That is something that worries me
slightly this year with the moveable rear
wing and KERS,” Newey told Watkins
Lecture guests.
“Potentially, we are going to have
some very high end of straight speeds
both in qualifying and the race. It is not
so much the speed itself; it is when you
get that sudden difference in speed. That
is, of course, what happened to Mark
when Heikki (Kovalainen)braked earlier
than Mark expected and so it was the
huge difference in speed that caused the
big accident.
“It was horrific to watch it. It was
a huge accident. I can’t remember the
G-Forces that were involved but they
were very big. Certainly from Mark’s
point of view I think he said he blacked
out.
Adrian Newey dismissed reports that
Mark Webber had bent or broken the
brake pedal.
“He didn’t break the brake pedal. He
damaged the steering wheel, throwing it
out of the car,” said Newey.
Team principal, Christian Horner put
the crash down as a racing incident.
“Where Heikki braked just took
Mark completely by surprise. Certainly
there was nothing intentional from
Heikki’s part.
“From Mark’s point of view, he had
had a bad first lap in that race, we had
elected to stop him early, he knew he
had to get past Heikki quickly and
was in a rush to do so. I think, having
not been in close proximity, other than
lapping them previously, it just took
him completely by surprise that the
Lotus’s braking point was so far in
advance.
“Your immediate fear in any accident
like that is for the safety of the driver.
I think the marshals did a good job in
taking their time with Mark and he was
fine. The only thing, on the way home
that night, that he was suffering from
was a bruised big toe, which is quite
remarkable.”
After seeing that accident and Robert
Kubica’s in Montreal in 2007, Martin
Brundle told Lecture guests he now half
jokingly said the cockpit of a racing car
15
The Marshal
was probably the safest place to be at a
Grand Prix.
“I think it is safer than standing in the
pit lane with a wheel gun in your hand
or to an extent standing on a corner at
a marshals’ post. But what can you do
to stop cars flying into the air?” asked
Brundle.
“Probably get the drivers to brake
a bit earlier,” was Newey’s deadpan
response.
“There are ways being talked of,”
continued Newey. “The fundamental
problem is if a nose hits a rear wheel
the rotation of the wheel is going to
tend to lift the car.
“You could look at low front noses,
but…if a car with a low nose T-bones
another one, there is a danger of the car
ending up on top of you. It’s almost like
the original debate about safety belts.
Ninety nine per cent of the time, they
are good for you. Occasionally there is
going to be an accident where you are
better off without a safety belt.”
Newey said the re-introduction of
KERS was a complication for designers.
“Whether it actually does anything
for the sport in terms of road relevance
or spectacle is debatable, in truth, is my
personal opinion,” said Newey.
“For us it’s a bit of a nuisance, to be
honest. It’s a packaging challenge, it’s
quite and expensive thing in terms of
cost of purchase and then maintenance,
but it’s the same for everybody. It’s just
an extra piece to put on the car.”
KERS added to the problem designers
had with weight distribution, sparked
by regulation changes, and made it
harder for taller drivers who were, by
their nature, heavier.
“The chassis is significantly heavier
because of all the anti intrusion panels
that now go on to the car. The fact
that there is no refueling makes the car
quite a lot heavier, because you have to
have a significantly bigger fuel tank and
that means a much longer chassis, so,
actually, with Mark it is going to be a
real struggle to have very much ballast
at all,” said Newey.
Cars with KERS would be faster
off the start and down straights and,
theoretically have quicker lap times,
but it was difficult to install a KERS
system without compromising the
aerodynamics. The centre of gravity
would be higher and teams with heavier
drivers would find the amount of
movable ballast they had left to tune the
weight distribution very restricted.
16
Issue 29 • April 2011
Adrian Newey was also concerned
for the safety of marshals dealing with a
KERS car that has a Webber or Kubica
style shunt.
“Basically, if you have high voltage
DC battery packs flying around in a
Kubica style accident there is a danger
there that it can cause damage and that
is why marshals do need very good
training - wearing rubber gloves and
not approaching the car until the KERS
safe light is on,” said Newey.
“There’s a whole raft of things that
need to be looked at, just as they were
in 2009. I hope anyone working at the
British Grand Prix will have all that
training, but it’s then a matter of having
the presence of mind.
“If a driver has had a huge accident,
you’re not sure how he is and it’s
still looking pretty nasty, the natural
“We’ve got a female sporting director
at Sauber, as well. In terms of women
drivers, obviously in karting there are
quite a lot of talented youngsters, but
only time will tell if they continue to
develop through the higher echelons.”
Simulators are becoming increasingly
powerful as an engineering tool, but
there is still no substitute for testing
when it comes to assessing drivers skills.
“As an engineering tool, it is
becoming extremely valid – and we are
seeing that drivers carry over the traits
they have in a race car to the simulator,”
said Christian Horner.
“Of course, Copse in a simulator is
nowhere near the challenge that it is in
reality, but I think from an engineering
perspective they have become a more
and more valid tool.”
Adrian Newey added: “Certainly,
with drivers, it is important for them to
drive a Formula 1 car as well, because,
otherwise the drivers are able to adapt
their technique to suit the limitations of
the simulator.
“A simulator can’t really pull
significant G forces, and, of course,
there’s not the fear factor. You don’t get
the eyes wide open in a simulator as
you would in a real car.”
Thanks
After the Watkins Lecture Ron Cottrell
enjoyed meeting Christian Horner and
took the opportunity of congratulating
Red Bull F1 on making sure that their
paddock facilities are fully accessible to
disabled guests.
reaction is to rush to the car and try to
go to the driver’s assistance and, in that
process, your natural reaction could
be putting yourself in danger, so it is
something that does concern me.”
Women are increasingly finding
a place in Formula 1, but Christian
Horner was reticent about predicting
whether they would ever find a seat in
the cockpit.
“We actually have a growing number
of women in our team in different
capacities, in engineering or design,
even production, within electronics on
the race team, so within an engineering
capacity, absolutely, it’s increasing and
increasing,” said Horner, responding to
a question from the audience.
At the Watkins Lecture Red Bull
chief technical officer Adrian
Newey paid tribute to marshals,
and particularly those who had
helped him after he crashed
at Snetterton during the 2010
season.
“I say big thanks to all of
you here today; some of you
may have been there that day.
The professionalism with which
everybody treated me got me
sort of out of the car, took me to
hospital…it was fantastic,” said
Newey.
“It was only afterwards, when I
saw the replay, that I realised that
I had been hit one way and then
hit the other and my helmet had
spun round and given me a sort of
rugby player’s cauliflower ear in
the process, but, again, tribute to
all you guys who took the time to
get me out.”
Team principal Christian
Horner echoed Newey’s thanks.
“I have to thank everybody
here,” said Horner. “Adrian has
tested out most of the marshals
services in this country.”
The Marshal
Issue 29 • April 2011
Marshals’
training
material
Over the last few months a significant
number of changes have been made to
the way MSA Trainers share materials.
Through the Training Review Group
(and with the support of the MSA
and the FIA Institute) time has been
spent looking at what is needed to help
support Trainers and then of course to
provide updated training courses for
all marshals.
A web hosted site has been created
for all trainers to access pre-approved
training materials, forms, templates and
other useful materials. After the initial
“learning experience” of people deleting
and amending the documents, trainers
have settled into using the site well.
What’s next?
The selection of training material
which the trainers have provided will
be validated and then made available
to all other MSA Trainers. The idea is
of course to save everyone having to
re-invent the wheel and to provide an
easily accessible resource for trainers to
use whenever they wish.
One other thing is the use of a new
feedback form designed to provide a
consistent set of data for the MSA to
use to confirm how well the training is
going and whether there are any areas
needing work.
It is hoped to update the Volunteers
in Motorsport website this year to
bring it more inline with the new MSA
styling.
Training days
A series of Recovery, Rescue and
Marshals training days are scheduled
for this year running from May
through to December. Details and
online application forms are available
on www.volunteersinmotorsport.co.uk
Equal opportunities
At the Women in Motorsport Seminar
at the end of last year there were
represenattatives from all disciplines
within the sport including many
marshals. Some research indicates that
there are approximatelty 50,000 women
involved in various aspects of the
sport,from engineers to physios,catering
managers,logistics managers, media,
Clerks, Radio marshals and regular
marshals. Neverthelss females are
still an under-represented group and
encouraging more to get involved could
swell marshal numbers significantly.
Happily, we have equality in our sport
with all marshalling jobs being done
as well women as men. Long may that
continue.
Highly charged
In view of the comments about electric
vehicles in News from the MSA on
page 24, readers may be intrested in
Electric Cars – The Future is Now by
Arvid Linde, published in paperback
by Veloce £12.99.
ISBN 978 1 845843 10 6
More than a third of the book is taken
up with an electric car catalogue, packed
with details of cars that are available
now or promised for the near future.
Linde looks at conversions, the
pros and cons of electric vehicles, the
technology involved and the history
in this balanced, concise, but well
illustrated guide to what many see as
the future for motoring.
Database
The MSA’s Marshals’ Database will
be updated during the course of this
year and the Association will need
your input. The current database is
somewhat out of date and is badly in
need of “cleansing” and correcting.
The MSA will soon be sending out a
letter to people of all disciplines, asking
them to renew their registrations for
2012 even if they registered as recently
as 2011. (Thereafter it is going to be an
annual renewal to ensure the MSA has
more up to date information). There
will be an opportunity to register
on‑line and the MSA would encourage
everyone to renew in that way. The
MSA licensing department will process
all renewals and will then send out
personal registration and record cards.
Renewal forms are likely to go out late
summer.
Flag grade
If any marshal was graded ‘Flag’ before
the revised scheme was introduced and
wishes that grade to be reflected in
their entry in the current database, they
should advise their club immediately
so that the change may be made. It has
been agreed that marshals will have
‘grandfather’ rights into the flag grade
for 2010 and 2011, after that they will
have to follow the standard upgrade
path to the qualification.
www.motorsportmagazine.co.uk/themarshall
020 7349 8472
17
The Marshal
Issue 29 • April 2011
Running a rally
Being clerk of the course for
any motorsport event is a major
undertaking, but running a high level
special stage rally must be the toughest
role of the lot for a clerk of the course.
Rick Smith ran his first event as
clerk of the course back in 1973 and
remains at the helm of Southern Car
Club’s Rallye Sunseeker, now the
opening round of the Dulux Trade
MSA British Rally Championship. “I’ve
really got no idea why anybody would
want to become a rally clerk of the
course,” said Smith, with tongue only
partly in cheek.
Each and every event places major
demands on the key organisers, but
it is the major special
stage rallies that provide
the biggest challenge and,
hopefully, the biggest sense
of achievement for the
person at the very top of the
event.
Smith says that it is
impossible to run an event
of this scale without a
strong supporting team of
organisers and believes that
it takes a former competitor
to deliver the best events.
Navigators are born
organisers, given their ability
to organise inside a car and
get wayward drivers to the right place
at the right time.
What is certain is that the role
of the clerk of the course has got
harder over the last decade. “You
need to understand risk assessment
and finance, you need to be a land
negotiator and be able to work with
local and county councils,” says Smith,
who continues to run a major rally in
one of the most populated regions of
the country. Heading up an event that
will have a turnover of up to £200,000
demands financial sense and the ability
to plan budgets. “You are effectively
managing director of the rally,” he
says.
Backing up the clerk will be various
‘departmental managers’ looking after
marshals, entries, public relations and
event logistics. Typically, that team will
be involved in regular management
meetings, which become more frequent
as the event date draws closer.
18
Around six months ahead of the
date of a forestry rally, the MSA will
advise on the forest allocation that has
been granted, which kicks off detailed
route planning and the entire route,
including road sections, will normally
be settled at least three months before
the date. This will often involve
negotiation with the local forestry
officials over which roads can be used
in any particular forest, as harvesting
operations and other non-motorsport
events can impact upon the availability
of certain tracks. Meanwhile, the clerk
will be liasing with local police and fire
services as part of the event’s overall
safety plan.
The clerk will also be dealing with
the relevant route authorisations
from the MSA and Department of
Transport, as well as local MSA route
liaison officers, who advise on rally
black spots and known problem areas.
This leads on to the public relations
campaign, which involves personal
visits to any residents affected by the
rally. It also means a visit to all horse
permit holders and stables close to the
forests being used. On the Sunseeker,
a four-strong team works over three
months in the run up to the rally.
The clerk will write to all the parish
councils affected by the rally.
While all this is going on, the event
regulations have to be written and are
usually published up to three months
before the rally date. Hopefully, that
will generate enough entries to make
the event viable, but in the current
difficult times clerks often have to
make tough decisions about their event
if the entry is smaller than hoped.
Spectator parking areas must be
arranged and in the immediate run
up to the rally all event signage must
be put up and the stages made ready
for use, with arrows, tape, spectator
fencing and control boards. “There is
usually another team for this, but it
is still the overall responsibility of the
clerk. The buck stops with you,” says
Smith.
On the day before the rally, the
competing cars are scrutineered and if
any issues arise they land on the desk
of the clerk of the course, who must
rule and penalise accordingly. “Those
sort of issues don’t go anywhere else,”
says Smith.
Finally, after up to a year of
planning, the day of the rally arrives.
The clerk has two options;
to sit in rally control
monitoring the running of
the event, or go out in a
vehicle to be amongst the
rally and use the radio to
maintain contact. “I prefer
to go out and press the
flesh,” says Smith, who
takes the opportunity to
personally thank stage
commanders, rescue crews,
marshals and many other
volunteers.
On the day of the rally,
the clerk may have to make
decisions about cancelling
stages and re-routing the
rally in the event of serious accident or
delay. “We have a complete alternative
road book ready,” says Smith (see left).
If a stage is cancelled, the alternative
road book is immediately issued to all
affected crews, taking them to the start
of the next stage.
As the rally concludes, the clerk may
be required to deal with protests and
then, finally, the results can be signed
as final and the clerk can relax for the
first time. “That’s a wonderful feeling;
it’s the best bit of power you can
have,” says Smith.
Of course, the clerk’s role is not over.
The day after the rally is all about
clearing up, collecting litter, dealing
with damage to property and then
paying bills and writing thank you
letters. “If you forget to thank people,
your task is harder the next year. Then,
the week after the rally, you start
thinking about the following year!”
Paul Lawrence
The Marshal
Issue 29 • April 2011
stopped and removed from the event
and receive medical attention.
The risk of heat illness
increases with:
The Clear to Steer program is an
important initiative linked directly
to the CAMS Safety 1st Strategy and
is aimed specifically at increasing
awareness and education around
the very important safety issue of
dehydration. Clearly it is likely to be
of greatest interest in warm climates
like Australia but with global warming,
well, you never know and anyway
more people are venturing abroad to
marshal. The Trustees are grateful to
CAMS for letting us publish extracts
from their guidelines.
What is heat illness, what
are the signs and how does it
affect me?
Heat illness is not a trivial condition.
Untreated, it may lead to lifethreatening heat stroke. Heat illness
in sport manifests itself as heat
exhaustion or the more severe heat
stroke, both of which have possible
dire consequences due to the loss of
normal functioning and skill. The
danger of heat illness is increased by
exposure to risks that prevent your
body from cooling:
• temperatures above 35°C,
preventing discharge of heat into the
atmosphere
• humidity above 50%, preventing
evaporation of sweat
• poor or no ventilation, preventing
evaporation of sweat
• physical activity of high intensity
and long duration that elevates the
body’s core temperature
Signs and symptoms of heat
illness and heat stroke:
• ashen pale grey skin
• light headedness, dizziness
• headaches
• nausea
• rapid heart rate
• confusion
• aggressive or irrational behaviour
• loss of endurance, skill/clumsiness or
unsteadiness
• collapse
Drivers, crews, officials or volunteers
showing combinations of the signs and
symptoms of heat illness should be
• increasing age
• decreasing fitness
• increasing body fat
• increasing sweat rates
• previous heat illness or heat
intolerance episode
• current or recent infection
• chronic heath disorders
• increasing air temperature and
humidity
• decreasing ventilation
• increasing intensity and duration of
the event
• heavy or protective clothing
equipment
• decreasing acclimatisation to training
or competing in warm, humid or
unventilated conditions
• dehydration
Useful hints
Officials are often exposed to the
possibility of heat illness, not only
by the temperature of the day but by
factors such as length of exposure,
intensity of the sun (UV index) and
physical intensity required by their task.
To reduce the onset and effects of
heat illness:
• take adequate rest breaks
• cool off in low humidity with water
mists from spray bottles
✄
Christmas Cards
The Fund’s Christmas card this year is from another fine painting by John
Kettlewell, ‘Blue Thunder’, which shows the Bugatti 35C of Emilio Materassi
on the way to winning the 18th Targa Florio in 1927.
John Ketchel has been drawing for over 50 years, starting in his early teens.
He trained formally and studied at Harris School of Art, Preston and over
the years his style has developed from photo realism to semi abstract which
allows more freedom of how to interpret the subject matter.
More details can be found at www.JohnKetchell.com
The cards are
in full colour
and are £6.50
for a pack of
10 including
envelopes,
postage and
packing and will
be available in
June; cheques
sent earlier will
not be banked
until cards are
posted.
Order Form
Please send me ��������������������������� packs
Cheque enclosed payable to the Motorsport Safety Fund
for £ �����������������������������������������������������������
Signed ���������������������������������������������������������
Date �����������������������������������������������������������
Please print your name and address clearly below, and send to:
Motorsport Safety Fund, c/o Penny Farthing,
Heythrop, Chipping Norton OX7 5TW
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19
The Marshal
Issue 29 • April 2011
(200ml every 15 minutes) at any
temperature resulted in significantlyreduced core temperatures, compared
to no fluids. Taking small amounts of
fluid at regular intervals reduces the
risk of heat illness … so a hot cup of
tea does cool you!
Prevention of heat illness:
Useful hints:
Drink fluids at
regular intervals
to keep your urine
clear
Take rest breaks
in the shade
regularly
Keep physically fit
Slip, slop, slap –
slip on protective
clothing, slap on
sunscreen and
slap on a hat
Stop, think and drink. Look after a mate and hydrate.
• provide access to adequate supplies
of cool drinking water
• rotate officials through work tasks
and environments without disrupting
the event
• drink 200ml of water at frequent
intervals, but no more than 1.5 litres
per hour
• remove heavy protective clothing
such as balaclavas, racing suits when
appropriate between events
• provide adequate shade between
events
• include a wide-brimmed hat with
neck guard, sunscreen, sunglasses
and a water bottle in your personal
protection equipment
• wear loose, light-coloured clothes
First aid for treating heat
illness:
• keep the person in a cool place and
ensure they are lying down
• if conscious, give 200ml of water at
frequent intervals up to a total of no
more than 1500ml of water per hour.
If nauseated, give frequent and small
amounts of fluid
• if person is vomiting and cannot keep
fluids down, get medical help urgently
• loosen garment and sponge body
with cool water
• seek advice before returning to
participate after apparent recovery
What is dehydration and how
do I avoid it?
Dehydration is fluid loss due to the
normal functioning of the body,
mainly via perspiration and breathing.
It increases susceptibility to fatigue
and muscle cramps. Inadequate fluid
replacement before, during and after
physical activity causes dehydration
which may lead to fatigue, heat
exhaustion or heat stroke.
20
Optimal hydration levels are vital,
not just for motor sport participants
to perform at their best physically and
to maintain mental function; they also
help ensure safety and maintain longterm general health.
Where participants, officials and
volunteers are eating regular meals,
plain water is the most appropriate
drink. However, where food intake is
restricted or in the event of extreme
dehydration, some sodium-based
drinks may be beneficial.
Fatigue and below-par performance
due to dehydration creates a safety
risk to the driver and to all other
competitors, crew and officials at the
event.
The most effective prevention for
dehydration is adequate hydration
prior to physical activity.
Fast facts about dehydration:
Chronic long-term dehydration has
been associated with:
• erosion of dental enamel
• kidney stones
• bladder cancer
Acute dehydration at 2% of body
mass (ie 1.5 litres for a 75kg person)
has been demonstrated to cause
physical and mental impairments in
people of:
• significantly-impaired performance
of simple arithmetic, memory and
visual tasks
• significantly-decreased endurance
• significantly-increased heart rate,
decreased sweat rate and heat loss.
• dehydration is a significant risk
factor for heat illness due to
impaired dissipation of body heat
Experimental studies have shown
that, during two hours of moderate
aerobic exercise in a hot and humid
environment, paced drinking of fluid
• continue to drink water away from
the event to arrive hydrated for the
next event or day
• do not wait until you feel thirsty
before you drink – thirst is a poor
indicator of dehydration
• ensure easy access to water – carry a
water cooler as part of your personal
equipment for the event
• regularly check your urine is clear
to ensure you remain adequately
hydrated
• add diet cordial to your water for a
healthy change of flavor
• watch for dry mouth, headaches,
inability to concentrate, dizziness
• reduce or eliminate alcohol and
caffeine intake
• if you feel hot – slow down, cool off
and drink water
• be aware of the effects of your
medication in this environment
In summary
Heat illness can be reduced
significantly or prevented simply by
drinking adequate amounts of water
prior to, during and after competition
or officiating duties.
• The risk of heat illness is significantly
greater when participants are
exposed to hot, humid and poorlyventilated environments, or where
environments are hotter or more
humid than usual.
• Environmental conditions also may
be exacerbated by tasks of high
intensity and extended duration,
length of time in direct sunlight and
lack of access to adequate drinking
water.
• The hotter the environment or the
longer you are ‘at a task’, the greater
the amount of fluids you should
consume.
• Maintaining adequate hydration as
marked by clear urine is the easiest
way to avoid heat illness and an easy
way to avoid any of the long-term
effects and short-term symptoms
(eg, headache and fatigue), and
ultimately reduce the risk of
injury or incident in a demanding
environment.
The Marshal
Issue 29 • April 2011
News from the MSA
Towing vehicles and
attachment points
In the last issue of The Marshal we
included advice about towing vehicles,
if you didn’t read it then we suggest
you find a copy for we still have
reports of difficulties being experienced
with towing. There have been instances
when vehicle tow points have failed,
in some cases through these being
inadequate in design, construction or
fitment but sometimes failure has been
through misuse.
The tow point is intended to
facilitate the towing of a vehicle over
a reasonable surface. Most failures
occur when tow points are used to
recover vehicles from deceleration
beds. Whether you are using a tow
point or have attached the tow line to
some other suitable part of the vehicle
structure, the principle is always to
withdraw the vehicle from the gravel/
Lytag. When possible position the tow
vehicle at the point where the vehicle
entered the deceleration bed so that
you pull the vehicle back along its
entry tracks; every situation is different
but there is at least some chance this
will be successful. Many times we
have seen a tow line attached and then
used to try and drag a stranded car
sideways. Is it surprising when the tow
point or tow line breaks? We think
not! Similarly there is the car with the
front buried in the gravel where effort
is made to tow the car forward against
the build up of gravel. It is simply not
going to work and yes, the tow point
or tow line is likely to fail!
Even when everything is being done
correctly there is always the chance of
a tow point or tow line failing, so please
make sure that all personnel are well
clear so that if there is a failure the line
doesn’t cause injury as it whips free.
Scrutineers have been asked to
pay particular attention to vehicle
tow points and recovery crew are
always being reminded of the need
to regularly check tow lines and
associated kit. Whatever the source of
the kit, please satisfy yourself it is in
good order and as you attach the line
to the vehicle make sure you assess
its suitability. Competitors have a
responsibility to provide a tow point
that meets the regulations, scrutineers
the responsibility to check, as far as
is possible, that the point is adequate
and whoever attaches the line also
has a responsibility to be satisfied that
the point is adequate in design and
construction.
Again we urge anyone who may be
involved in recovering vehicles, no
matter what the discipline to view the
Fund’s film “Motorsport Vehicle
Recovery.”
Unit maintenance,
Rescue and Recovery Kit
The Rescue Panel maintain a continual
review on minimal requirements for
vehicle kit to ensure that we keep
up to date with developments in
rescue and recovery techniques and
equipment. We also try to ensure that
kit requirements are realistic and not
excessive. Apart from anything else we
need to think about vehicle weights
and general costs. Most rescue units
already carry pulse oximeters and we
anticipate this small item of kit will be
added to the list for 2012.
Whether you run a Rescue, Recovery
or Stage Safety Unit please make sure
that you regularly check that your kit
is in appropriate condition for its
intended use. Some items, particularly
medical consumables, have expiry
dates so checks need to be made that
these are “in date”. Fire extinguishers
need to be tested and certificated
annually etc.
Reports from MSA Stewards and
others who have cast an eye over
various units have pleasingly reported
that almost all units are clean and
tidy and appear to be equipped as
required by MSA Regulations. It
doesn’t take too much effort to wash
a unit over after an event and check
all kit is suitably stowed. If kit is
used then check it as you put it away
– the morning of the next event is
not the time to discover you need a
replacement piece of kit!
Environmental Spill Kits
and their use
The definitions for MSA Environmental
Spill Kits are set out on page 57 of the
2011 MSA Competitors’ and Officials’
Yearbook but be aware that there is an
error in that it should read “Absorbent
pads and/or granular absorbent
material....”. Thus a kit may contain
only pads, only granular material or
a mixture. There is a requirement for
the kit to include a sealable bag for the
disposal of used materials so it is logical
that if the material is granular the kit
includes some reasonable method of
collecting up the used granular material
to drop it in the disposal bag.
Please do not drop used materials
into rubbish bins, they are to be
disposed of in accordance with
National or Local Authority
Guidelines. Any local authority
recycling centre should have a specific
facility for the disposal of such
contaminated materials. Most clubs
have a member or two in the garage
trade and most of these guys will have
disposal facilities at their business
premises so they may be able to take
the material and dispose of it in that
facility. It has been suggested that you
have to be in possession of a licence to
carry such contaminated material in
your vehicle. You certainly do if you
are running a commercial operation
collecting and disposing of these
materials but commonsense suggests
that if you have a modest quantity
of oil contaminated material in a
sealed bag in the boot to dispose of
responsibly in an appropriate facility
then there is no issue.
Marshals’ safety
There is a fundamental principle that
in carrying out their duties marshals
and officials make sure that they do
not compromise their own safety.
There are many ways of protecting
marshals and officials, at permanent
venues there are usually barriers,
permanent marshal posts etc; at
temporary venues and stage rallies
there may be temporary barriers and
posts but also often a reliance on
placing marshals where the risk of a
vehicle intruding that area is very, very
low. Whatever the situation always
make sure you can see approaching
traffic. That said it is unwise to entirely
rely on getting out of the way for it
will take anyone about 1.3 seconds
to react and in that time a vehicle can
21
The Marshal
Issue 29 • April 2011
News from the MSA
cover a significant amount of ground.
Vehicles do not always maintain the
anticipated course and thus it is easy to
“run the wrong way”.
As a general principle please make
use of the protection provided. There
seems to be a feeling amongst many
kart officials that they have to be
“toes on track edge” to display signals
etc. but this is simply not so. Care is
taken to place marshal posts so they
are within competitors’ field of vision
and that field extends a significant
way beyond the track edge. One of the
situations which is particularly relevant
is that as karts approach the start
line some officials seem to think they
must stand on the track edge waving
competitors to slow. Not so. In doing
this they are exposing themselves to
the risk of being clipped by a kart. An
unacceptable risk to take.
If at a race meeting the field is
under the control of a safety car
then being trackside of the barriers
is clearly reasonable. If the field is
strung out, yellow flags are displayed
and the trackside area the marshal
needs to access to render assistance is
clearly visible to approaching traffic,
then going trackside of barriers is
reasonable. In both cases those going
trackside need to be alert to what is
going on and to look after their own
safety. This issue of going trackside is
clearly sensitive and every situation
needs consideration. If on lap 1 of a
race a car becomes beached on a kerb
at T3, and a good push from 2 or 3
marshals should get the competitor
on his way, and there are 6 marshals
20 metres away and lap times are
around 80 seconds, then it is perfectly
appropriate to deal with the situation
“locally” and not request a safety
car. But if the car is imbedded in
the gravel trap then a different set
of circumstances apply and almost
certainly a different response would
be needed. Yes, marshals’ and officials’
safety is of paramount importance
but this does not mean that in all
circumstances a safety car is needed.
Dealing with a serious
incident
Not always, but generally it will be
apparent quite quickly whether an
incident is “routine” or maybe serious
22
and potentially fatal. Organisers,
understandably, are usually keen
to keep a meeting moving and
undoubtedly there will be emphasis
on extricating a vehicle’s occupants.
Nevertheless with serious incidents
please remember that it is likely
that there will be an investigation
and whoever is carrying out that
investigation will be seeking all
evidence. Thus pieces of debris, for
instance, even if some distance from
the final position of the vehicle, may
be important items of evidence.
Accordingly please don’t just chuck
such things behind the barrier. “Preserve
the scene” and only clear up such
materials when instructed to do so.
Part of the process of preserving
the scene means adopting an attitude
of you can “look but not touch”. As
a simple example if a throttle slide is
seen to be stuck open and you touch
it, it may snap shut and the evidence of
the throttle being stuck open is lost.
Signal lights
Over the last two years LED signal
light panels have been used in Formula
One to supplement existing flag
signals. The development in leds
and lighting generally over the last
10 years or so has been significant
and modern lights are generally much
more effective and require much lower
levels of electrical energy to operate.
LED’s have improved tremendously
– when they first appeared you had
to be almost exactly in line with the
light to see it whereas now the angle
through which such lights can be
viewed is much wider. There is no need
for mains power for they will run off a
modest battery, very happily for many
hours. Many are switched by radio so
again there is usually no need for hard
wiring.
Many marshals hold the opinion
that they can only “get the message
across” with a flag. The reality is
that flags can get “lost” against a
multicoloured background and you
can often place lights in highly visible
positions where it is not possible to
place a marshals’ post. Modern light
technology is such that you could have
lights positioned just above the barrier
throughout a curve, on the outside so
that the signal is continually chasing
from light to light. The control system
can be configured so that the display
of a yellow at one post automatically
displays a green at the next post, unless
at that next post the command is over
ridden by display of a further yellow.
Signal lights will not replace
marshals but they can certainly help
marshals and enable fewer marshals
to cope with the task of contributing
to the management of the risk that it
inherent in motor sport.
Managing the risk and
minimising marshalling
requirements
We all know that there are not so
many marshals available in motor
sport as once was the case. There are
many reasons why – a greater number
of other activities are on offer, family
time pressure, work commitments, cost
implications, etc. And at times the issue
of there being many meetings taking
place over the same weekend also
arises. Whilst efforts continue to retain
the marshals we have and to recruit
more marshals, the facts are that we
need to develop methods of safely
running events with fewer people.
Over the years the MSA has
reviewed, particularly at race circuits,
the number and location of marshal
posts. In some cases we have been able
to remove posts. Sometimes this has
meant moving a couple of posts which
has enabled the post in between to
be taken out. In other cases we have
been able to take out manned posts
but have left the post as a “fire point”
equipped with fire extinguishers, but
not necessarily manned. By doing this
we have succeeded in easing back
slightly the required marshal numbers
but clearly there is a need to do more.
The nature of some circuits is such
that in order to maintain post-topost visibility the number of posts
cannot be reduced; we refer to such
circuits as being “marshal hungry”. It
is inevitable that we need to look at
methods whereby a smaller number
of marshals can do more, whether by
having additional equipment, multi
tasking or working in a different way.
In doing this we need to recognise that
there have been changes in circuits –
most, but not all, have bigger run off
areas, perhaps a wider track, better
barrier systems, etc. Equally whilst
The Marshal
Issue 29 • April 2011
News from the MSA
we cannot overlook historic motor
sport, vehicles have changed, they have
greater structural integrity, better safety
equipment, etc. Thus the general risk
profile for competitors has changed.
There are many circuit locations
where falling off track once almost
inevitably led to heavy barrier impact;
with the run off area at such a location
increased in size it may well be that
barrier impact is now a rarity.
In managing the risk the requirement
is to manage the risk appropriately.
With the profile of risk having changed
it is appropriate to look at how the
risk is managed. In years gone by
it was accepted that having a large
number of marshals “lining” the course
was appropriate but if cars now rarely
hit barriers is this still appropriate?
It is not just at race meetings where
marshals can be an issue, those
organising all types of events face the
same challenge. Minor changes have
recently been made at Curborough
where the compact nature of the venue
and the presence of a rescue unit
means it is possible to run with only
one of the three traditional marshal
posts manned.
At all venues there is a continual
review of the appropriateness of such
things as barriers, run off areas, location
of marshal posts etc. and finding ways
to maintain the management of risk at a
suitably high level, but to do so without
requiring large numbers of personnel.
How we organise and marshal
motorsport will continue to evolve as it
has done in the past.
Rally “box junctions” and
safety
Rallies Committee is considering the
regularity requirements applied to rally
box junctions. When setting up such
junctions please consider the potential
approach speed of vehicles and what
may happen if, for example, a vehicle
suffers brake failure. If there is, say, a
200 metre long straight leading up to a
tight square right turn with the straight
continuing onward, this being “closed”
by a box junction, how long should
that box junction be – 10m, 20m, 30m
or what? Clearly there is a possible
approach speed of well in excess of
100 kph so the more room that can
be provided as a “safety zone” the
better. In the example used, a 10m long
box junction with the radio car and
spectators pressing against the tape is
not appropriate.
CQC Registration
There has been considerable comment
and chatter on the subject of the
Care Quality Commission and in
particular whether MSA registered
rescue units should register with the
CQC. The MSA has been in protracted
communication with the Care Quality
Commission and has also consulted
with a number of health professionals
and administrators who have
involvement in emergency care, the
operation of medical services outside
of such as hospitals and the GP Service,
etc.
The Care Quality Commission
is an organisation created by HM
Government primarily to impose
controls on the many organisations
and individual persons operating
private ambulance services.
The number of private ambulance
services set up in recent years is
significant and reflects the general
reduction in services supplied by such
as Health Trusts.
As is almost inevitable when such
bodies are created, the legislation is not
necessarily clear cut, it is somewhat
voluminous and within it there are
a number of parts which appear to
contradict each other. Many of us
have carefully studied the document in
detail and have communicated with the
CQC, both verbally and in writing.
The prime purpose of an MSA
registered Rescue Unit is to transport
suitable equipment and personnel
(trained and experienced in the use
of that equipment) to the scene of an
incident so as to extricate persons
from vehicles, generally in situations
where the vehicles have suffered
some sort of accident. There are
times when such sites are not readily
accessible to vehicles that may deal
with such incidents on the public
highway. There is thus no scheduled or
planned medical procedure or patient
transportation carried out. In respect
of patient transportation at some
events there are Red Cross, St John
or National Trust vehicles on hand
to receive a casualty once extricated
from the vehicle. Equally the rescue
unit may be used “on site” to transport
the casualty to an agreed rendezvous
point accessible to, say, a Trust vehicle
or perhaps a helicopter. There may be
times when through lack of availability
of a Trust vehicle and where it is in
the interests of the casualty that there
be no delay in being transferred to
hospital, that such is accomplished
by using a rescue unit. Within the
documentation there is reference
to emergency situations where it is
indicated that there is an acceptance
that in an emergency situation use will
be made of whatever facilities there are
available.
The general scenario outlined is very
much in parallel with such as Mountain
Rescue and Coastguard organisations.
They too have vehicles that carry
equipment and trained personnel to
incident sites to facilitate extrication
of personnel, some of whom may
require medical treatment. It is our
understanding that these organisations
have independently arrived at the
conclusion that registration with the
CQC is not a requirement for the
vehicles they operate. This is the view
that the MSA came too initially and
continues to hold.
Advice from the CQC is that
whether CQC registration is
appropriate or a requirement for
individual vehicles or operations is
a decision for those responsible, the
CQC does not make that decision.
Having put forward to the CQC our
reasoning for believing registration
is not a requirement there has been
no dispute or indication of dispute
with that reasoning. What is clear is
that if there is any specific planned or
scheduled medical treatment involving
vehicles or facilities, registration
is likely to be a requirement. MSA
registered Rescue Units only operate
in a reactive mode to circumstances so
there is no scheduling element to the
operation other than being present at
the event at an agreed time.
It is pertinent to note that there
is concern within Government that
over-demanding legislation is having
an adverse effect on the volunteer
organisation of many sport and leisure
activities. Whilst not a direct comment
in respect of this issue, comment
has been made that it was never
intended that CQC registration would
23
The Marshal
Issue 29 • April 2011
News from the MSA
be required for volunteer officials
enabling sport and leisure activities.
It has been suggested that the
MSA should obtain a “certificate of
exemption”. No such certificate exists;
no such document is understood to
have been issued to any individual or
organisation.
We are aware that organisations
such as the St John Ambulance Brigade
and the Red Cross are registering,
and this is no surprise for within
their operations there are scheduled
procedures and patient transportations.
The view of the MSA remains
that for MSA registered rescue units
operating in accordance with MSA
Regulations and requirements at MSA
authorised events registration with the
CQC is not a requirement.
Past experience with legislation and
registration bodies suggests that over
time things evolve and are clarified and
we anticipate that this may well be the
case with this issue. The situation will
be monitored and should there be any
changes then appropriate advice will
be given.
Dealing with Electric,
Hybrid and KERS
equipped Vehicles
KERS are returning to Formula One
and there is also significant interest by
a number of people in getting electric
vehicles and hybrids into motor sport.
It seems that most, if not all, KERS in
Formula One utilise electrical energy
storage systems rather than high speed
flywheels. Such systems involve high
voltage electrical currents and thus
appropriate care needs to be taken.
Whether an electric KERS, a hybrid
or an electric vehicle the one common
thing is that high voltage electricity
may be present.
With battery systems the individual
cells are generally not of high voltage,
it is only when the cells are linked
together that there is a significant
voltage. With these systems, once
the system is turned off the links
are disconnected so that whilst the
battery cells are still there, and still
“live”, there is no high voltage current
flowing. The individual battery cells
provide only a low voltage.
Be it an electric vehicle, a hybrid
or a KERS equipped vehicle there is
24
a huge amount of inbuilt safety with
“fail safe systems” and other methods
of controlling the risk of exposure
to high voltage electrical currents.
The following information relates to
Formula One KERS but the principles
are generally applied to any vehicles
which incorporate high voltage
electrical circuits.
In Formula One the level of safety
built into these systems is far higher
than is built into domestic electrical
systems which we use on a routine
basis without barely a thought. The
safeguards incorporate continuous
monitoring of the electrical systems
so that if there is any damage to the
cables or components, ingress of
water to the KERS systems, which
in themselves are securely proofed
against the ingress of water, then the
system shuts off. All components
and wiring are heavily insulated and
batteries are not only located within
the vehicle crash structure but are
also subject to a stringent crash test
to minimise the possibility of them
suffering impact damage. Couple this
with commonsense and the risk is
managed.
give personnel maximum protection.
The protective gloves specified are
“Electrical protection rubber gloves
class 0 for protection up to 1,000
volts, certified to EN60903.
If a KERS equipped car is seen to be
on fire or generating heavy smoke then
pull one of the emergency handles
marked “E” these being located
either side of the roll hoop. Powder
and foam extinguishers as routinely
deployed on marshal posts may be
deployed in the same way as they
are for vehicles without high voltage
electrical systems.
There will be specific briefings for all
relevant personnel at the British Grand
Prix.
There are now quite a number of
cars available to the public which
incorporate an element of drive by
electrical energy; the Tesla is wholly
powered by electrical energy, whereas
the Toyota Prius is a hybrid. These are
type approved etc. and run around quite
happily on the public highway and
have done so for some time. Electric
vehicles in themselves are nothing
new, having been around for well over
100 years. We have a huge amount of
transport running on electrical energy,
just think about how many trains are
electric or diesel/electric. All incorporate
safety systems to manage the risk of
exposure of personnel to high voltage
electrical currents. Observance of a few
simple procedures and application of
commonsense will ensure this risk is
managed to an appropriately high level.
MSA arranged
insurance
High voltage components are
marked with the sign shown above,
which will be visible on high voltage
storage systems, high voltage control
units etc. High voltage cables are
marked with orange colour so a basic
principle is to neither touch nor cut
such cables.
The cars themselves are not “live”
and whilst the use of protective gloves
is specified this is done simply to
The MSA insurance programme is
comprehensive but is only active in
respect of MSA authorised events.
Thus if you are marshalling at circuit
test days, track days, helping out
at non-motorsport events etc. the
insurance is not “live” and you need to
make your own arrangements.
There are two strands to the MSA
arranged insurance programme. The
first is what is often referred to as
being a “liability policy” which is the
one that comes into action if a third
party claim is made against the MSA,
an organising club, a venue owner,
officials or competitors. This rarely
has direct application to officials
The Marshal
Issue 29 • April 2011
News from the MSA
and marshals although there are
often times when such personnel are
involved as witnesses in cases brought
against, say, organising clubs.
The second strand is the Officials
Personal Accident Policy which
comes into operation if an official
sustains some sort of injury. There
are a number of fixed benefits but
always remember as with any class of
insurance that each claim is considered
on an individual basis and that there
are limits and conditions attached
to the policy. The policy covers
volunteer officials and it is prudent
to consider the status of volunteer
officials. Many clubs and organisers
show appreciation to volunteers by
running a raffle at the end of the day,
running a points system so that when
enough points are collected items
such as club regalia can be claimed,
providing a voucher exchangeable at
catering points, making a contribution
to travel costs etc. Such initiatives do
not take away the volunteer status
of officials but if the value of such
gestures approximates to payment of
the legal minimum hourly rate of pay
for employees then this can cause legal
and insurance difficulties so organisers
be aware.
If you have an accident whilst
officiating at an MSA authorised event
and believe you have a valid claim
then at the earliest opportunity contact
[email protected] outlining what
happened.
There are times when a potential
claimant may ask you, as an official,
to make a statement on their behalf. It
is entirely your decision as to whether
you do this. Always remember that
anybody making any sort of statement
may have to stand up in a court of
law and be questioned about that
statement. It is thus absolutely critical
that your statement is true and
accurate. If it is not, it is highly likely
to be revealed as being inaccurate,
once you are in the witness box. To
make a statement that is less than
100% truthful to “help out old Steve,
he’s a good bloke” is simply not
acceptable and something that you are
highly likely to regret.
Marshalling facilities
Many marshals will be able to look
back and favourably compare the
facilities that they now have at race
circuit marshal posts with what they
had in the past. Many years ago a
race circuit marshal post was often
no more than a defined location.
Particularly over the last 5-10 years
circuit owners and operators have
improved things significantly. At one
time it was the exception, whereas it is
now generally the rule, that at marshal
posts there is a decent surface to stand
on, somewhere reasonable to stow
kit, at least some sort of protection
from rain or even sun and better
protection from the risk of intrusion
by vehicle or debris etc. Not at every
post, but where posts are inherently a
little more remote a toilet is provided.
Circuit and other venue operators
are also pretty good at running
maintenance programmes to minimise
the occurrence of slips and trips etc. in
marshals’ walkways.
If in your marshalling duties you
come across something that needs
attention or you have a constructive
suggestion to make then please take
it up with your chief who can then
take it up with the venue management.
If you prefer then drop a note to
[email protected] and the matter
will be dealt with. Such action is likely
to be far more effective than posting
adverse comments on the internet.
www.avon-tyres.co.uk
On track for another epic season
2011
Calendar
23-25 April
OULTON PARK
An epic journey requires an invigorating
connection between you and the road.
A connection formed by the performance,
control and tenacity of Avon tyres.
Wherever and whenever they’re called
upon, our tyres deliver an experience unlike
any other. Meaning they’re the difference
between the everyday and the epic.
14-15 May
SNETTERTON
18-19 June
BRANDS HATCH
3-4 September
ROCKINGHAM
24-25 September
DONINGTON
8-9 October
SILVERSTONE
25
The Marshal
Issue 29 • April 2011
RESCUE AND RECOVERY
TRAINERS AND ASSESSORS
The Rescue Panel has recently reviewed and updated the list of trainers assessors and verifiers;
there is now a reasonable geographical spread of personnel. The list with contact details is
below, when telephoning please be considerate and avoid calling late in the evening.
TRAINING VERIFIERS
Appointed by the Rescue Panel
RESCUE ASSESSORS /
TRAINERS
D Benge
16 The Limes
Shrewton
Salisbury
Wiltshire
SP3 4DB
M: 07775920571
P Butt
4 Iron Hill Cottages
Dunkirk Road South
Dunkirk
Faversham,
Kent
ME13 9PD
H: 01227 751142
W: 01233 813693
G A Coe
30 Clough Avenue
Steeton
Keighley
West Yorkshire
BD20 6SH
H: 01535 652691
R F Exton
22 Byre Close
Cricklade
SN6 6HH
H: 01793 741021
M: 07767346944
L J Felix
6 Arley View Close
Highley
Bridgnorth
WV16 6LW
H: 01746 861758
26
C P Gilligan
R Quinn
Bunoscionn
Drusmru
Rathangan
Co Kildare. IRELAND
16 Willow Green
Primrose Gate, Celbridge
Co. Kildare. IRELAND
M: 00353 87 233 3747
W: 00353 1 872 8969
M: 00353 87 257 9028
S Greaves
C Ruddlesdin
Thie-yn-Dreeym
Ballacollister Road
Laxey, Isle Of Man
IM4 7JT
93 Denby Lane
Upper Denby
Huddersfield
HD8 8TZ
H: 01624 862572
W: 01624 647031
H: 01484 860300
W: 01226 777743
M Hunt
T J Saussey
Quidhampton Mill
Station Road
Overton, Hants
RG25 3DU
2 Ernest Watson Close
Le Squez Road, St Clement
Jersey
JE2 6FB
H: 01256 770196
M: 07788410927
M: 07797728767
H: 01534 739134
P D Lawton
S Webb
Conachair House
Croft Croy, Farr
By Inverness
IV2 6XJ
Abbeyfold
1 Chilton Avenue
Stowmarket, Suffolk
IP14 1LB
H: 01808-521315
M: 07785542636
H: 01449 674038
M: 07971139002
A J O’Neill
C Webber
Bel-Air
Parish Road, Minster on Sea
Sheerness, Kent
ME12 3NQ
16 Hayman’s Way
Padworth Everard
Cambridge
CB3 8XN
H: 01795 873899
M: 07985260070
H: 01480 830551
W: 07836746349
D J Pierre
S Westbrook
99 Atlantic Road
Great Barr
Birmingham
B44 8LW
Cartref, 10 Farnlea Drive
Bare, Morecambe
Lancashire
LA4 6JU
H: 0121 3507029
M: 07889177729
H: 01524 422896
M: 07831395221
The Marshal
Issue 29 • April 2011
RESCUE TRAINERS
S J V Allison
26 Northgate Close
Quorn
Loughborough
Leicestershire
LE12 8AT
H: 01509 414643
W: 01522 501911
R O J Hine
Ivybank
Drum
Kinross
KY13 0UN
H: 01697 741437
M: 07711619322
E J Little
41 Sevenoaks Road
Cosham
Portsmouth
PO6 3JP
H: 02392 644848
M: 07775758292
A Lyle
22 Christchurch Avenue
Erith
Kent
DA8 3AP
M: 07939261270
S Miles
19 Southwold Place
Beaconhill Green
Cramlington
Northumberland
NE23 8HE
M: 07702252383
S M Morrell
143 Sylvan Avenue
Timperley
Altrincham
Cheshire
WA15 6AE
J S M Whitaker
J MacFarlane
Cocksian Cottage
Banks Green
Redditch
Worcestershire
B97 5SU
H: 01527 541285
16 Broomwell Gardens
Monikie
Broughty Ferry
Dundee
DD5 3QP
C Wilson
39 Ferndale Road
Newtown Abbey
Co. Antrim
BT36 5AS
H: 02890 801315
A S Taylor
G F Windett
H: 01772 745927
M: 07798572897
35 East Park Farm Drive
Charvil
Reading
RG10 9UG
H: 01183 753536
M: 07798615642
RECOVERY
ASSESSORS /
TRAINERS
J Bates
33 Victoria Street
Aylesbury
Buckinghamshire
HP20 1LZ
M: 07775686660
J Blackwell
14 Matlock Close
Brownsover
Rugby
Warwickshire
CV21 1LB
H: 01788 339500
W: 07831706515
M Burndred
H: 0161 9627957
W: 0161 9423000
33 Lightley Close
Sandbach
Cheshire
CW11 4QE
H: 01270 765186
M: 07713321940
T G Thomas
C R Johnson
17 Bramble Court
Penwortham
Preston
PR1 9EW
55 Candle Meadow
Colwick Park
Nottingham
NG2 4DW
H: 01158 440060
W: 0116 2750177
H: 01772 751261
W: 01772 852397
H: 01382 370235
W: 01307 464021
40 Whitefield Road
Penwortham
Preston
PR1 0QQ
C Tomley
Cwm Cochen
Bettws Cedewain
Newtown
Powys
SY16 3LQ
H: 01686 650430
W: 01686 62664
RECOVERY
TRAINERS
J R Chambers
15 Berthon Road
Little Mill
Pontypool
Gwent
NP4 0HE
H: 01495 785767
M: 07773329211
P Hull
Foxbury Cottage
Thorpe Road
Weeley
Clacton-on-Sea
Essex
CO16 9JN
H: 01255 830550
M: 07753827048
J Tomley
Cwm Cochen
Bettws Cedewain
Newtown
Powys
SY16 3LQ
H: 01686 650430
M: 07771994327
27
The Marshal
Issue 29 • April 2011
Distance
Kilometers
< – >
Speed
Miles
Kph
< – >
Mph
1.609 ____________ 1 ______________ 0.621
32 __________________ 20 ______________________ 12
3.218 ____________ 2 ______________ 1.242
48 __________________ 30 ______________________ 18
4.827 ____________ 3 ______________ 1.863
64 __________________ 40 ______________________ 24
6.436 ____________ 4 ______________ 2.484
80 __________________ 50 ______________________ 32
8.045 ____________ 5 ______________ 3.105
96 __________________ 60 ______________________ 38
16.09 ____________ 10 ______________ 6.21
112 __________________ 70 ______________________ 44
80.45 ____________ 50 _____________ 31.05
128 __________________ 80 ______________________ 50
120.675 ___________ 75 _____________ 46.57
144 __________________ 90 ______________________ 56
160.9 ____________ 100 ____________ 62.1
160 _________________ 100 ______________________ 62
Weight
Volume
Litres
< – >
Gallons
Kg
< – >
Pounds
4.54 _____________ 1 ______________ 0.22
0.45 1
2.20
9.09 _____________ 2 ______________ 0.44
0.91 2
4.41
13.63 _____________ 3 ______________ 0.66
1.36 3
6.61
18.18 _____________ 4 ______________ 0.88
1.81
4
8.82
22.73 _____________ 5 ______________ 1.10
2.27 5
27.27 _____________ 6 ______________ 1.32
2.72 31.82 _____________ 7 ______________ 1.54
3.18 36.36 _____________ 8 ______________ 1.76
40.91 _____________ 9 ______________ 1.98
45.46 ____________ 10 ______________ 2.20
< – >
Pounds
09.07 20 44.09
13.61 30 66.14
18.14 40 88.18
22.68
50 110.23
11.02
27.22 60 132.27
6
13.23
31.75 70 154.32
7
15.43
36.29 80 176.36
3.63 8
17.64
40.82 90 198.41
4.08 9
19.84
45.36 100 220.45
4.54 10 22.05
Tyre Pressure Equivalents
Bars
1.31.41.51.71.81.92.02.22.32.5
lb/sq in18202224262830323436
Kg
Temperature Conversion
C
–18
F
0
–10
10
0
20
32
10
40
50
20
60
70
30
80
40
90
100
110
Incident handling
■■ REMEMBER, your safety is vital – you can’t help anyone if you yourself are injured.
■■ Protect the scene. Warn oncoming vehicles of the danger with flags at circuits and speed events and the Warning Triangle at a rally.
■■ Use the vehicle for protection.
■■ Pause, assess the scene and call for help at the earliest opportunity if it is needed.
■■ Deal with fire first. Isolate the vehicle’s electrics and use the onboard extinguisher.
■■ Stop anyone from smoking near a crash.
■■ Try to approach casualties from the front and at eye level to avoid them moving and making a neck injury worse.
■■ Speak to casualties. Are they alert, do they respond to your voice, if not do they respond to your touch or are they unresponsive?
■■ Watch the Motorsport Safety Fund’s film First Aid in Motorsport which covers the subject in detail.
28