What Is Slope In Surveying

As you have learned, measuring lines can be ropes, bands, tapes or surveyor's chains. When you measure long distances, the way you use the measuring line will depend on the slope of the terrain. When the terrain is flat or nearly flat (that is, with a slope of 5 percent or less - see Section 4.0), you can measure the horizontal distances by following the ground surface. This method is usually used in measuring fish culture sites, where steeper slopes must be avoided. A past land development design plan either for your individual property or for your entire neighborhood would also contain the information necessary to calculate land slopes.

Your fieldwork will involve collecting data in order to analyze slope. After recording your field measurements, it is time to crunch some numbers. The gradient of a ground surface is calculated by the difference in elevation between 2 points on a slope divided by the horizontal distance between the 2 points . In this lab, measurements of rise and run will be done using a combination of levelling and GPS measurements. An existing conditions plan is a plan that you or a previous property owner might have had prepared for your site by a land surveyor. You could measure horizontal distances and read elevations off of contours to obtain the numbers required to calculate the slope between two points.

When slope angles are designed during open pit optimization, there is a risk factor applied in steepening the slopes. The steepening of slope angles has implications for the safety and economics of the mining operation. The steeper the slope angles, the greater the probability of slope failure. A balance between the safety of the operation and the economics of the investment is therefore required. The ideal situation is to have a slope monitoring system that will predict slope failure by detecting any ground movement before the actual failure occurs.

This early warning will allow the risk factor to be applied with a high degree of confidence, knowing that the risk will be adequately mitigated. We will be using GPS readings of horizontal position built into a smartphone to determine the change in horizontal position. So, you might wonder, why not use the GPS to determine the change in vertical distance too? Although handheld GPS-based measurements of horizontal position are typically accurate to within roughly 10 m, errors in vertical position are typically 2-3 times greater. Therefore, using a level to determine vertical distance can improve approximate measurements of slope over using hand-held GPS measurements alone.

Slope distance can be calculated when the vertical height and the horizontal distance of a right angle are known. There is a right angle if the vertical and horizontal distances are "true" to the vertical and horizontal, respectively. See the following figure, which denotes x as run and y as rise. To calculate slope distance, you will need a basic scientific calculator with a square root (√z ) function.

This elevation grade calculator determines, and expresses in four different ways, the slope of an earthen surface. To calculate the slope of a line, and to learn more about slopes in general, you can check our slope calculator. To learn more about how to find the slope of the terrain , keep reading. Mine surveyors are responsible for managing and maintaining the slope monitoring equipment in terms of availability and utilization.

Furthermore, the surveyors are responsible for managing the data acquired by the monitoring equipment. They ensure that the data is processed for errors before being plotted for analysis. The mine surveyors are also responsible for the maintenance of the survey network. This maintenance is done by regularly carrying out activities such as GPS post-processing and precise levelling. The management of slope stability monitoring procedures is a joint responsibility of the mine surveyors and the geotechnical engineers. In this paper, the authors will attempt to answer the fundamental question of how to design a slope monitoring system?

The focus will be on geo-referenced systems, otherwise known as survey slope monitoring systems. These systems include, among others, the Geodetic Monitoring System , slope monitoring radar , and the global positioning system technology. The introduction of automated slope monitoring systems was a major step in optimizing the whole concept of monitoring. However, in the authors' opinion, no matter how sophisticated the instrumentation or the software is, if the foundation or design is not optimal, the level of confidence in the monitoring results will be low. On the other hand, we can get the vertical distance by using optical devices, such as a surveyor's transit paired with a leveling rod. A surveyor's transit has an inbuilt telescope that can be rotated laterally or vertically over a tripod.

Focusing it on the leveling rod will give a reading. We can then translate this reading into the elevation between the leveling rod and the transit. A surveyor's transit also has distinctive markings on its view that make it also able to measure horizontal distances when paired with a leveling rod. The vertical change in the elevation of the land surface, when determined over a given horizontal distance-along a road or stream, for instance-is known as its slope . There are three primary ways to quantitatively express the slope between two points. In each, the lower the slope value, the flatter the terrain, and the higher the slope value, the steeper the terrain.

The slope values may be expressed as a ratio, as a percentage or as an angle. As previously mentioned, slope is a measure of change in elevation over a known horizontal distance. A sighting level is a device that allows a user to be able to aim their view along a true horizontal line.

Using a sighting level and a known eye height to measure the change in vertical elevation between two points is an ancient technique that early civilizations used to design aqueduct and irrigation systems. It is also a modern technique used in professional settings, except with much more sophisticated digital surveying equipment. Since the main treatment plant infrastructure is within 100 m of the mining activities in Cut 8, the built-up area should be monitored for movement. The mine should consider installing GPS receivers in this area.

The GPS receivers should be strategically positioned to avoid measurement errors brought about by multi-pathing and dilution of geometric intensity of satellites because of the plant infrastructure. Multi-pathing and satellite availability can be a problem when monitoring around tall structures using GPS receivers. To compensate for the inaccuracies of GPS height measurements, the mine should use the precise levelling method . The challenge inherent in the precise levelling method is that it is a point measuring method and will not adequately cover large areas.

To enhance the precise levelling method, the mine should consider other monitoring methods suitable for subsidence monitoring and which can cover large areas, such as InSAR technology. Portable ground technology that produces high-resolution SAR images is the most suitable equipment (Canuti et al., 2002). Figure 6 illustrates the proposed deployment of the monitoring equipment at Jwaneng mine.

Sometimes, more information than general field notes is required for prescribing management activities.Profiles may be run to get a detailed picture of a slope. To do so, the hillside is divided into segments where major changes in slope occur. These readings are combined with measurements of the slope distance for each segment to create a profile or sketch of the hill like the one illustrated (Figure 1.5). With this precise information, for example, a logging system can be designed that will lift logs off the ground while yarding to reduce erosion.

We equipped our elevation grade calculator with all these equations, so it can give you all the answers you need every time you input a value for any variable. You can set the grade and determine the horizontal distance required to obtain the required change in a vertical distance, as well as obtaining the angle of elevation. The grade of a physical feature, landform or constructed line refers to the tangent of the angle of that surface to the horizontal. It is a special case of the slope, where zero indicates horizontality. A larger number indicates higher or steeper degree of "tilt".

Often slope is calculated as a ratio of "rise" to "run", or as a fraction ("rise over run") in which run is the horizontal distance and rise is the vertical distance. Slope refers to the angle, or grade, of an incline. Slope is typically expressed as a percent, and corresponds to the amount of rise, or vertical distance, divided by the run, or horizontal distance. Slope can also be expressed as an angle, which gives the amount of deviation from flat as a number of degrees. Conversions between slope percent and slope angle can be done using a scientific calculator and the inverse tangent function. Essentially, the slope angle is the inverse tangent of the slope percent .

As mentioned previously, handheld GPS-based measurements of horizontal position are typically accurate to within roughly 10 m under ideal conditions. However, errors in vertical position are typically 2-3 times greater. Ideal conditions include an open view of the sky without blockage due to buildings, bridges and trees so that the receiver can obtain signals from as many satellites as possible. A more in-depth description of GPS is described in the pre-readings to Lab 14 of this manual.

In this lab you will gather your own field measurements at a location of your choosing, and learn the basics of taking high-quality field notes to support your field measurements. Then you will input your field measurements into Google Earth to help calculate slope. Finally, you will measure the gradient of a ski run at a resort of your choosing and plot the vertical profile.

To measure short distances, use a measuring stick called a ruler, 4 to 5 m long. You can make your own by following the steps below. A ruler is particularly useful for measuring horizontal distances on sloping ground. Elevation grade is the steepness, or degree of inclination, of a certain area of land. It can simply be the steepness between two specific points in a given area, the average of an area's gradual change in steepness, or an erratic variation in the elevation of the ground. We usually measure the ground's elevation as its altitude above sea level.

Land surveyors and engineers are generally the ones who measure and record these elevations using surveying equipment and tools. All of these factors are equally critical for an optimal monitoring process. Negligence in one area can negate all the good work done in other strategic areas, leading to unreliable monitoring results. The integrity of any survey measurements depends on the accuracy of the survey control network. In the case of slope stability monitoring, all movements are referenced to the survey control network.

Monitoring is defined as the regular observation of activities taking place in a project or programme, and is a process of routinely gathering information on all aspects of the project . There are different types of monitoring surveys, but this paper focuses on slope stability monitoring. Slope stability monitoring can be defined as the science of measuring ground movements and detecting instability before failure occurs. Monitoring is an invaluable tool for assessing design performance and failure risk and for aiding risk minimization . Goudarzi and Landry found that the horizontal positional accuracy of locations using Google Earth in one of Canada's largest cities was up to 2.7 m off. In contrast, Mulu and Derib found that horizontal positional accuracy was up to 11 m off in Cairo, and between 1.5 and 4.5 m off in other African cities.

Explain your reasoning in terms of the factors that would affect your field data and Google Earth data. Position your breaks in slope where your path crosses a contour line. Measure the horizontal distance between each slope break and record the elevation. Figure 17.10 is an example outlining four slope breaks selected for the Fuzzy ski run.

Create Table EX2.1 (see the example Table 17.2) to include the measurements you collected. This means you count the number of normal steps which will cover the distance between two points along a straight line. Pacing is particularly useful in reconnaissance surveys, for contouring using the grid method (see Section 8.3) and for quickly checking chaining measurements (see Sections 2.3 to 2.5).

If you have a hard copy plot of a topographic map, you would have to use an engineering scale to measure the distances off of the map. You would still read off elevations from contours to figure out elevation differences. Once you locate your property, you could use an online measuring tool that should be a part of the GIS website to measure the distance between two points on your parcel. You could then use the contours on the maps to read the difference in elevations between the two points. You would then have the numbers required to calculate the slope between the two points. Example 4- Find the slope distance for the vertical and horizontal distances illustrated in the figure below.

Slope is a measure of change in elevation over a known horizontal distance. Often it is used to describe the steepness of a landform surface. One might argue that slope is one of the most significant landscape metrics for geographers to evaluate. In the road example below, the six-foot change in elevation is the rise, and the 100-foot horizontal distance of the road is the run. Driving uphill means climbing a "positive" six percent slope .

What Is Horizontal And Slope Distances In Surveying Driving downhill, the "rise" is actually a drop, so there is a "negative," or downhill, slope . When dealing with slope, a positive slope simply means uphill and a negative slope means downhill. A negative number does not mean "minus" as in algebraic expressions.

A six percent slope means that the road elevation changes 6 feet for every 100 feet of horizontal distance (Figure 1.3). Chaining is carried out by two persons, a rear chainman and a head chainman. The rear chainman is responsible for the measurements. He also guides the head chainman to make sure that the consecutive measurements are made exactly along straight lines between the marked ground points. When you have to measure a short distance on horizontal terrain, mark each end of the distance with ranging poles.

Place your ruler on the ground with its end at the first ranging pole, making sure the ruler follows the straight line. Put a marking peg at the other end of the ruler. Then take the ruler and place its first end at this marking peg. Continue in this way until you reach near the end of the line, keeping an accurate count of the number of ruler lengths.

You will usually need to use only part of the ruler's length to measure the last part of the line. Take care then to read the graduations on the ruler correctly. As you can see, finding the slope of an area of land is not difficult. Once you determine the change in vertical distance and the change in horizontal distance, calculating the slope is just one step away. You would start by taking a standard 12-inch ruler or a 12-inch engineering scale and holding it level with one end against the ground for which you are measuring the slope.

Then you would have to measure the vertical distance of the other end of the ruler or engineering scale from the ground. These procedures list the step-by-step processes of slope stability monitoring activities. Examples of these procedures include the GeoMos operating procedure, SSR operating procedure, precise levelling procedure, and the GPS post-processing procedure. GIS is the most common software used to integrate data from various sources for analysis and presentation.

How Many Grand Prix Drivers Have Died

From the first days of motor racing, drivers have lived close to the edge. Thanks to marked improvements in safety standards, the number seriously injured and killed competing in the sport has significantly reduced. The last death of a driver in an F1 car was Ayrton Senna in 1994, but in the early years the toll was alarming. Here is a list of all those who have died racing in Formula One, not including officials and spectators. Between 1950 and 1961 the Indianapolis 500 was considered part of the Formula One championship, even though few European drivers made the trip over to America to compete.

Lewis-Evans' Vanwall engine seized and sent him crashing into barriers at high speed, his car bursting into flames. He was airlifted back to England on team boss Tony Vandervell's private plane but died in hospital of burns six days later. Despite winning the inaugural constructors' championship, Vandervell was so distraught he withdrew from racing, as, for a time, did Lewis-Evans' manager Bernie Ecclestone. Since the first NASCAR race on the sandy beaches of Florida in 1948, there have been a total of 28 deaths on the track. The first occurred in 1952 at Langhorne Speedway in Langhorne, Pennsylvania, when Larry Mann's car crashed through a fence and flipped. Mann was rushed to a nearby hospital but died later that evening from his injuries, which included a pulmonary hemorrhage and massive head wounds.

Unfortunately, Mann was the first of three drivers to be killed at Langhorne within five years. The hugely talented Cevert's car clipped a kerb during Saturday practice at Watkins Glen and was knocked into the safety barriers, causing it to spin headlong into loose barriers on the other side of the track. His team-mate, mentor and friend Jackie Stewart, who had already won the world title, quit there and then ahead of what would have been his final race. Mass never raced in F1 again, ending a grand prix career that saw him score one win and eight podiums in 104 races between 1973 and 1982. His best season was 1977, when he finished sixth overall in the world championship, driving for McLaren. After leaving F1, Mass went on to have a successful career in sports car racing, winning the 24 hours of Le Mans in 1989.

Although the drivers are highly skilled and have lots of practice, it is still amazing that there are not more fatal accidents in each of the three motorsports of F1, IndyCar and NASCAR. It can seem like there is a crash in each of these events in every single race, and so it is really an achievement for the industry that there are rarely any fatalities. The only man to win the drivers' championship posthumously, Rindt died during final practice at Monza when his car crashed into perimeter fencing and disintegrated. He had only just started wearing a seat belt and it is believed that as he slid down inside the cockpit it cut his throat.

The crash was in exactly the same place that von Trips had died nine years earlier. Several fatal accidents from outside F1 occured in ways very similar to these crashes in F1, even despite strenghtening safety measures all over the motorsport world. And the potential for further improvements to the safety of F1 cars is getting slimmer and slimmer, without having to resort to very radical and even more risky measures . Circuit safety, on the other hand, has done miracles over the last years. But as Peterson lay on the tarmac, track officials hampered attempts to get an ambulance to him and it was a quarter of an hour before medical aid arrived.

There was more concern for Vittorio Brambilla, who had head injuries, and he was the first to be treated, and fortunately he made a full recovery. At the hospital surgeons, with Peterson's agreement, operated that night to stabilise ten fractures in his legs. However, during the night bone marrow went into his bloodstream through the fractures leading to him suffering full renal failure. Donohue lost control of his March during a practice session and careered into fencing. A marshal was killed by flying debris but it was thought Donohue was alright.

However, he suffered from a worsening headache and the next day went to hospital where he lapsed into a coma and died from a brain haemorrhage. It was believed his head had struck a wooden fence post during the crash. Looking at the basic mechanics of a Formula One race, it may not initially seem like a dangerous sport. The drivers, who are professionals behind the wheel, are decked out in safety gear and regulated helmets and are well-versed on the inner workings of their vehicle and the subtle nuances of the circuits.

The reality of it, however, is that F1 racing is quite a dangerous sport, especially considering that some circuits allow drivers to reach top speeds of around 300 mph. One wrong move, one miscalculated turn, one unavoidable accident – they're all it can take to abruptly end one's racing career. Between 1970 and 1982, 15 drivers lost their lives in F1 races. After the accident, most NASCAR teams migrated from traditional five to six-point safety harnesses. NASCAR mandated the use of head-and-neck restraint devices later in 2001. NASCAR also began requiring the use of SAFER barriers at the top touring series race tracks across the country.

The soft foam walls move slightly upon impact, dissipate energy, and reduce the force exerted on the driver. The impact was so great that the extinguisher was thrown into the air and over a nearby grandstand. Adding to the eerie nature of the tragedy, his car continued to move along at speed before crashing into the barriers and back onto the track where it was hit by another car. The driver of that car escaped unhurt but he was distraught to discover that the man behind the wheel of the vehicle he had crashed into was already dead.

This will go down in history as the most talked about F1 fatality in its history. The legendary Brazilian died when his car crashed into a concrete wall, causing head injuries. His death was the second that weekend, after Roland Ratzenberg had a fatal crash in qualify.

These two deaths prompted calls for major safety overhaul, which led to no death recorded for two decades, before Bianchi's crash. NASCAR has had plenty of safety implantations in recent years, and a lot of them owe their existence in the sport to the death of Dale Earnhardt. In 2001, he died at the Daytona 500 when he hit a wall in a last lap crash. This prompted several safety measures to become mandatory in the sport, including head and neck safety restraints and softer crash barriers. It might seem an intrinsic part of F1 today, but Jackie Stewart was one of the first drivers to prove that racers can, and should, strive for better safety standards. As a triple champion and dominant force in the sport, Stewart had the credibility needed to change the culture around safety in motorsport.

One race later and Ferrari suffered a second blow when Collins, who was lying third in the drivers' championship, lost control while battling for the lead and his car careered into fencing. Collins was thrown out of the cockpit and hit a lone tree, dying later that day from a fractured skull. Although the deaths of these racing legends were tragic events, they helped the sport to develop many of the modern safety devices and regulations that are used in the sport today. As a result of this, Formula One celebrated the 20th fatality-free season in 2014, up until Bianchi's accident in Japan. The 2000's remains the only decade to date in which no driver was killed.

The first driver killed, during the 1950 Haute-Garonne GP, was French racer Raymond Sommer. The last fatally injured driver of our century was Jules Bianchi from Nice. During the 2014 Japanese Grand Prix, the French pilot lost control of his car, veered off the Suzuka circuit and collided with the rear of a tractor crane. His father has recently taken legal action against the FIA, the Marussia team and Bernie Ecclestone's Formula One Group. Two weeks later he was back in the March for the Dutch Grand Prix at Zandvoort. A pall still hung over the track, located in the dunes near the North Sea coast, following the death of British driver Piers Courage three years earlier.

Driving a Williams-Ford, Courage suffered a suspension failure and, after a heavy impact, his car burst into flames. He is believed to have died instantly, having been struck in the head by a loose wheel, rather than as a result of the inferno. The 1965 Italian Grand Prix at Monza is thought to have seen the most overtakes for the lead of any F1 championship race in history, with first place changing hands a whopping 41 times over the 76-lap event. Schumacher, left, and Damon Hill, right, went into the final race of the season separated by just one point in the championship. On lap 35 of the 81-lap race, Schumacher brushed a barrier that may have caused some damage to the car's aerodynamics. The brush give an opening to Hill, who came up on Schumacher on the next turn.

Schumacher, in what race stewards ruled was a racing move, then made contact with Hill. The contact knocked both cars out of the race and out of the points. NASCAR drivers are notorious for driving much closer to each other than F1 and IndyCar drivers. This is partly because they can afford to bump off each other more than the fragile open wheel cars, but this also makes them very prone to accidents from small – but high speed – collisions.

There are also more cars on the track, which makes the likelihood of others being involved in crashes much higher. As an overview, lets take a look at the fatalities in each motorsport to get a gauge of how dangerous each sport can be at its worst. Starting with F1, the most recent fatality came in 2015, with the crash occurring in 2014. Jules Bianchi suffered serious head injuries that put him into a coma for several months following a crash at the Japanese Grand Prix.

Statistically, there have been the most deaths out of the three in IndyCar, with 95 since 1916. In terms of crashes, regardless of whether or not the driver is injured or killed, NASCAR usually has the most per season, but it is hard to say which motorsport is truly the most dangerous. The car swerved into the infield, before shooting straight back across the track into the outer wall. Cortner's head hit the steering wheel and he died later that day of "massive head injuries". Another American, Jerry Unser, had died just two days earlier on the same track. As two marshals crossed the track to deal with a small fire in a stopped car, four cars, including Pryce's came round the bend.

The lead car swerved to avoid the second marshal but Pryce had no chance to avoid hitting him at 170mph. An extinguisher the marshal was carrying was thrown in the air and struck Pryce in the head, partially decapitating him. His car slowly coasted to a stop, eventually careering back onto the track after hitting barriers. The injuries to the marshal were so severe he was only identified when all his colleagues were called together after the race and he was the one missing. You will notice that the vast majority of all deaths in Formula One occurred within the first 30 years of the motorsport's existence. This is largely due to a lack of safety regulations and protocols that are now mandatory during all World Championship events.

For example, cockpit openings have been enlarged so that drivers can escape easier in the event of an emergency. Ayrton Senna's death led to the introduction of measures such as bodywork aerodynamic limitations, speed limits for pit lanes, and circuit modifications. Another fatal F1 accident that occurred during a test took the life of an Italian driver, Elio de Angelis, whose Brabham BT55 cartwheeled over a sidetrack barrier.

He managed to get out, but the lack of emergency assistance ultimately led to his death. Of the 52 F1 drivers that have died, thirty-two occurred at official World Championship Grand Prix races, while seven occurred during tests and 13 occurred outside of official F1 events. Let's look at the stories behind every fatality at Formula One events. Note that we are not including deaths among spectators, pit teams, or officials.

He went on to become one of Formula One's most anticipated champions. Unfortunately, while chasing Tony Brooks, the British racing driver crashed during the 1958 German Gran Prix at the Nürburgring. When navigating a turn, he went ahead too quickly, lost control and his car somersaulted.

Fatalities on the circuit aren't necessarily rare and the F1 Grand Prix races have suffered more than 15 since 1953, the first loss being that of Ferrari driver Charles de Tornaco at the Modena Grand Prix. The race hadn't even started yet when the 25-year-old driver rolled his vehicle during practice and fractured his skull. Less than a year later, during the German Grand Prix's practice run in July 1954, Onofre Marimon crashed approaching on Adenau Bridge and died instantly in the accident.

Monaco GP in 1967 was the first race of the season for Lorenzo. On the 82nd lap, running right after Hulme, the Italian lost control of his Ferrari entering the harbour chicane. The car rolled over and burst into flames with Bandini trapped inside.

Four minutes had passed before marshals pulled him out of the flaming car. Lorenzo was taken to the Princess Grace Hospital Centre with burns covering 70% of his body. Three days after the terrifying accident Lorenzo passed away. The 2005 US Grand Prix at Indianapolis is infamous for only having six cars contest the race. The entire field bar Ferrari, Jordan and Minardi withdrew from the race at the end of the formation lap after a political fallout caused by a series of Michelin tyre failures in practice. Unable to guarantee the drivers' safety or find a compromise with the teams running Bridgestone tyres, the Michelin teams chose not to contest the race, much to the fury of the thousands of fans in attendance.

Several drivers crashed, including the Haas pair"With the red flags, it's because there's no room," said four-time world champion Sebastian Vettel. But I think we largely rely on the skills that we have, and also luck, if things go wrong. Miraculously, Newman suffered a "brain bruise" and not a single broken bone. He walked out of Halifax Health Medical Center just two days later. Luck might have had something to do with it, but NASCAR deserves a great deal of credit for Newman's quick recovery and the fact that no NASCAR drivers have died in almost 20 years.

+++ In 1994 Roland Ratzenberger and Ayrton Senna had fatal accidents in Imola. During the season, tracks were defused by installing additional chicanes in 27 particularly dangerous corners. Later, the HANS system was developed to protect the head and neck area of the drivers. What happened next remains one of the most infamous and shocking crashes in the history of Formula 1 racing. The two marshals, a 25-year-old and a 19-year-old, made their way across the race track to attend to the stricken vehicle which had come to a stop next to but off the track.

As they did so two racing cars came at full speed over a small brow. The first, being driven by German driver Hans-Joachim Stuck, missed both marshals narrowly. Andrea De Cesaris started is F1 career during the 1980 season at only 21 with Alfa Romeo. In 1981, he switched for McLaren in replacement of Alain Prost.

He managed to brake 18 chassis that year earning the nickname "Andrea De Crasheris". The team even withdrew him from a race because they feared he will crash again. During qualifying, he often finished top 6 but this was nulled by his crashes. Ferrari's Phil Hill, right, won the championship after teammate and chief rival Wolfgang von Trips, left, was killed at the seventh race of the eight-race 1961 Formula 1 season. The crash at Italy also took the lives of 15 fans when the car flew into a spectator area. During his 43 years at the helm of Williams Grand Prix Engineering, his drivers won 114 races, a number exceeded only by Ferrari, McLaren and Mercedes.

Seven of his drivers were crowned world champions, and his team won nine constructors' championships, an honor given to the people or groups that design the cars — a feat that only Ferrari has surpassed. Personal and professional adversity, including a car accident that rendered him a quadriplegic, to lead one of the most successful teams in the history of motorsports, died on Nov. 28 in Surrey, England. There is no obvious difference in danger between F1, IndyCar and NASCAR, with all three sports having many accidents every single year, with some of them proving to be fatal.

If you look at it by total and most recent deaths, IndyCar is the most dangerous. However, it could be said that NASCAR races are more likely to involve a crash of some sort, regardless of how bad they are. These barriers are vital, and if they are damaged and need replaced during a race, the session may be red flagged in order to allow for the necessary work to be done before the race restarts. Similar safety innovations have been implemented in IndyCar, with the aeroscreen being employed similarly to the halo of F1 cars, to protect the drivers if they crash into the collapsing barriers, and from debris. Some are preventative, and some minimize the consequences of accidents.