NASCAR mandates use of head-and-neck devices

By Stephen Thomas, CNNSI.com
October 18, 2001
10:45 AM EDT (1445 GMT)

NASCAR announced Wednesday that drivers in each of its top three divisions -- Winston Cup, Busch Grand National and Craftsman Truck -- will be required to wear an approved head-and-neck restraint system, effective immediately.

"We feel that the drivers' concerns that perhaps these devices actually made them less safe, have been effectively addressed," said George Pyne, NASCAR senior vice president, during an afternoon conference call with reporters.

The two approved devices, designed to prevent the violent head whip that has killed five drivers in the past 18 months -- most recently, ARCA driver Blaise Alexander -- are the HANS device, manufactured by Hubbard/Downing, Inc. and the Hutchens Device, manufactured by Mattec Corporation.

Decision gains support  Tony Stewart reacts  J. Green offers help  Video: How HANS works  Video: Drivers voice their opinion about restraints  Restraints mandated

According to Pyne and NASCAR director Gary Nelson, 35 of 43 Winston Cup drivers wore an approved device at Martinsville and all but one wore one at both Charlotte and Kansas City. The lone holdout, Tony Stewart, will be required to wear one this weekend at Talladega. Pyne said that he has spoken to Joe Gibbs, owner of Stewart's team, and foresees no reason why Stewart won't comply.

"Originally, when I was asked [if NASCAR should mandate head-and-neck restraints], I felt like it wasn't the right time," said Winston Cup points leader Jeff Gordon, who interrupted testing to be on the conference call. "Just as it took me time to get comfortable wearing the device and understand how it works, it took NASCAR time to do the testing it wanted done. I do think it is the time. I am a true, true believer and I think this is a great decision."

In stressing that NASCAR is aggressively pursuing any all advancements in safety that might lead to better protection for its drivers, Pyne also announced the following:

-- The occupant restraint study announced in August is now under way.

-- Having race-tested accident data recorders in each of its top three series, NASCAR is on schedule to requiring the use of the boxes in 2002.

-- Interviews for a full-time medical liaison, who will travel with the series and coordinate driver care with local medical personnel, are now taking place.

Mike Wallace

Mike Wallace, driver of the No. 12 Ford, agreed with the decision. "It's fine with me. It's something that should have done. If you're not smart enough to have gotten a head-and-neck restraint system by now, then you've pretty much forced the sanctioning body into doing it for you.

"I'm glad. We have too many drivers dying. We need to do something about it and by mandating these, NASCAR is trying to solve the problem."

Pyne was careful to point out that NASCAR has always been, and will continue to be hesitant to mandate anything without first studying both it and its potential impact from every conceivable angle. For example, though the "Humpy Bumper," named for Lowe's Motor Speedway President Humpy Wheeler, has shown some promise, neither NASCAR nor its experts have been fully satisfied with the crash-test data available thus far.

NASCAR has asked the makers of the Humpy Bumper to subject the bumper to more severe accidents than those it has undertaken.

In addition, PPI Motorsports, Ricky Craven's team, has been in the forefront of the effort to develop a better seat. However, NASCAR would like to see further tests before recommending its use.

Though NASCAR's primary focus concerns occupant safety and what it and its drivers can do to enhance safety, the sanctioning body is continuing to work with the Indy Racing League in pursuit of improved barriers. They're also working with the big three auto makers to address the structural design of its cars.

"We want to make advances on safety in many different areas," Pyne said, "and we will not stop. We will be aggressive in every area we can. In certain areas, like head-and-neck restraints, for example, we can and have made significant gains. But we have to exercise a bit more caution in other areas, we want to be careful that whatever we do makes a significant contribution without making drivers uncomfortable or perhaps even less safe."