wrote this column almost 32 years to the day since one of motorcycling’s most horrific racing accidents, the tragic 14-rider pileup in the first turn of the 1973 250cc Italian Grand Prix at Monza, Italy. Killed in the crash was the reigning 250cc World Roadracing Champion Jarno Saarinen, and Renzo Pasolini, a factory Aermacchi/Harley-Davidson rider who lost the title to Saarinen the previous year by just one point.
     Theories of the cause ranged from oil on the track in the Curva Grande (a section of the course that is no longer used) to an engine seizure in Pasolini’s machine. Whichever of the two is true, what multiplied the severity of the 135-mph incident was the existence of Armco steel barriers right at the edge of the track. With no possible route of escape, any rider falling in the turn would end up in the path of oncoming riders.
     Yamaha Motor Company Ltd, was so shaken by the Monza tragedy that it embarked on study of the incident. A printed report of its findings ended with the following statement:
“Motorcycle racing always will involve an element of danger. It may be said that danger is necessary to bring out the qualities of a champion, when man and machine are striving for the ultimate performance. Unnecessary and senseless danger can, and should, be eliminated as a duty to the competitors. It is never too late to improve.”
     Through the years, many tracks made changes to try to improve safety in both car and motorcycle racing. The use of hay bales increased and fences began to be moved back with safety run-off zones installed. Despite the progress, some tracks were slow to address the issue and top competitors such as Scott Zampak, Fred Merkel and others suffered career-ending injuries after striking solid or partially protected fences.
     If you are getting the impression that my story is just a review of “ancient history,” please read on. Last April, at the AMA Superbike races at Infineon Raceway, rising star Vincent Haskovec of the M4 EMGO Suzuki team was critically injured in a crash into a tire wall during the Formula Xtreme race. Tires are softer than Armco, but as Haskovec experienced, not soft enough. At press time doctors had not yet determined the long-term prognosis, but his injuries are possibly career-ending and could even result in Vincent being paralyzed. We sincerely hope that neither are the case.
     Infineon Raceway has, to its credit, spent millions of dollars the past few years in an effort to make its track safer. They have literally “moved mountains” and altered the course layout in an effort to eliminate places where motorcycle riders would physically make contact with a solid fence. But still, Haskovec did.
     So if hay bales and tire walls are not the answer, what is? In recent years, a new technology emerged known as “Air Fence.” The concept is pretty similar to the airbags installed in new cars. They work, but are very expensive.
     When Air Fence systems became available, the AMA reportedly investigated the subject, but no progress from them was apparent. In 2000, John Ulrich of Roadracing World Magazine decided something needed to be done, and fast. So he created the “Roadracing World Action Fund,” a fund that has now raised approximately $300,000 to purchase and install air fence sections at racetracks around the country.
     Many riders have benefited from the installation of these Air Fence sections, yet Vincent Haskovec found out the hard way that the job is not done. We still need more Air Fence sections and urge those in the motorcycle industry to join the ongoing campaign.
Remember, it is never too late to improve…

     P.S. Parts Magazine wishes Vincent the very best in his recovery and rehabilitation. You can send him a get-well message at: Getwellvincent@gmail.com. To learn more about the “Roadracing World Action Fund,” you can go online at http://actionfund.roadracingworld.com/, or call 951-245-6411.