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France in particular, as the host of Le Mans, lifted their complete ban on 14 September On that date, the French Ministry of the Interior released new regulations for racing events, and codified the approval process that future racing events would need to follow.

This forced Swiss racing promoters to organize circuit events in foreign countries including France, Italy, and Germany. In , the Federal Assembly of Switzerland started a lengthy discussion about whether this ban should be lifted.

The discussion focused on traffic policy and environmental questions rather than on safety. On 10 June , the Ständerat upper house of the Swiss parliament defeated a proposal to lift the ban for the second time.

The next round of the World Sports Car Championship at the Nürburgring was cancelled, as was the non-championship Carrera Panamericana.

The rest of the World Sportscar Championship season was completed, with the remaining two races at the British RAC Tourist Trophy and the Italian Targa Florio , although they were not run until September and October, several months after the catastrophe.

Mercedes-Benz won both of these events, and was able to secure the constructors championship for the season. Having achieved that, Mercedes-Benz withdrew from motorsport.

The horror of the crash caused some drivers present, including Americans Phil Walters who had been offered a drive with Ferrari for the rest of the season, [2] Sherwood Johnston , and John Fitch after completing the season with Mercedes-Benz , to retire from racing.

Fangio never raced at Le Mans again. At Le Mans, the audience stands at the pits were demolished. Much recrimination was directed at Hawthorn, saying that he had suddenly cut in front of Macklin and slammed on the brakes near the entrance to the pits, forcing Macklin to take desperate evasive action into the path of Levegh.

This became the semi-official pronouncement of the Mercedes-Benz team and Macklin's story. The media also speculated on the violent fire that engulfed the wreck, which intensified when fire marshals poured their water-based extinguishers on the flames.

They suggested that Mercedes-Benz had tampered with the official fuel-supply with an explosive additive, but the intensity of the fire was due instead to the magnesium-alloy construction of the chassis.

Neubauer got the French authorities to test residual fuel left in the wreck's fuel injection and the result vindicated the company.

Opinions differed widely amongst the other drivers as to who was directly to blame for the crash, and such differences remain even today.

Macklin claimed that Hawthorn's move to the pits was sudden, causing an emergency that led him to swerve into Levegh's path. Years later Fitch claimed, based on his own recollection and from what he heard from others, that Hawthorn had caused it.

Norman Dewis ventured the opinions that Macklin's move around Hawthorn was careless and that Levegh was not competent to meet the demands of driving at the speeds the SLR was capable of.

Both Jaguar and Mercedes-Benz issued official statements, mainly in self-defense against the accusations leveled against them and their drivers.

Neubauer limited himself to suggesting improvements to the pit straight and making pit-stops safer. Macklin, on reading Hawthorn's autobiography, Challenge Me the Race , was embittered when he found that Hawthorn now disclaimed all responsibility for the crash without identifying who had caused it.

With Levegh dead, Macklin presumed that Hawthorn's implication was that he Macklin had been responsible, and he began a libel action.

The action was still unresolved when Hawthorn was killed in a non-racing crash on the Guildford bypass in , ironically while overtaking a Mercedes-Benz in his Jaguar.

The official government inquiry into the accident called officials, drivers, and team personnel to be questioned and give evidence.

The wreckage was examined and tested and, finally, returned to Mercedes-Benz nearly 12 months after the catastrophe.

The death of the spectators was blamed on inadequate safety standards for the track design. Over the next year, the Automobile Club de l'Ouest ACO set about making extensive track improvements and infrastructure changes—the pit straight was redesigned and widened to remove the kink just before the start-finish line, and to give room for a deceleration lane.

The pits complex was pulled down and rebuilt, giving more room to the teams, but thereby limiting spaces to only 52 starters rather than the previous The grandstand was demolished and rebuilt with new spectator terraces and a wide ditch between them and the racetrack.

Stewart's campaign gained momentum after the deaths of Lorenzo Bandini and Jim Clark. John Fitch became a major safety advocate and began active development of safer road cars and racing circuits.

He invented traffic safety devices currently in use on highways, including the sand-and-air filled Fitch barrels. Macklin's Austin-Healey was sold to several private buyers before appearing on the public auction block.

From Wikipedia, the free encyclopedia. Motor racing crash. Retrieved 1 September Archived from the original on 20 July Retrieved 31 August Retrieved 13 September The Boston Globe.

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