On one hand, there is anticipation for Berger's press conference (will he race or not?), where he will announce his decisions in the afternoon, with organizers fearing the loss of another potential protagonist. Then, there are the ongoing controversies, fueled by very heavy statements from Damon Hill, Senna's teammate, against the Federation. On the other hand, there is news that tickets, hotels, and restaurants are almost sold out, despite the high prices. Only a few grandstand tickets (not the best ones) and a certain number of unnumbered entries remain. This is the result of discussions that, after the tragic events in Imola, in a way, built up the event. But also the morbid attention of the public, which instead of boycotting the races to express its grief, hurries to participate. An interview with Damon Hill, published by the Daily Mail, causes quite a stir at the Federation.
"These gentlemen in blazers know nothing about safety in Formula 1. Indeed, talking about safety with them is a mission impossible, like explaining democracy to Stalin. They have never been in a single-seater, they cannot understand what it means to drive at over 300 km/h on a narrow track between two concrete walls, with twenty-five other cars behind. I believe that the responsibility for our safety lies with the sports authority. We drivers continue to drive in the most dangerous conditions because the competition is tough. And there is always someone willing to do anything to win".
So, some self-criticism from Hill, who will drive the only registered Williams. But it does not ease the tensions. Even the decision to leave the first starting row empty to honor the memory of Ratzenberger and Senna raises criticism: some say that this way, drivers will have more space to launch themselves at the start and will reach a higher speed before the first turn, in front of the St. Devote church. Even the placement of chicanes at the entrance and exit of the pits does not find unanimous approval: there is a fear that they may create dangerous obstacles for competitors, causing accidents. In short, nothing is accepted as a positive solution. The Automobile Club of Monaco, however, to reduce the risk of accidents, practically wraps the entire circuit, including plastic barriers and water-filled containers, and polystyrene in the most difficult points of the track, in addition to the usual guardrails, tires, and metal nets. The sports commissioners along the route are more numerous, and the agenda says:
"Maximum severity: those who perform prohibited maneuvers must be immediately excluded".
To signal the exit from the pits, a huge illuminated arrow has been installed so that drivers on the track know that someone is about to enter the circuit and move to the left. Meanwhile, in the Brazilian capital Brasilia, the Brazilian Senate pays tribute to the memory of Senna with a solemn session dedicated to the three-time World Champion (representatives of all political forces, in addition to the president of the Senate himself, Humberto de Lucena, speak to remember the champion). It is decided to hold a memorial Mass for the two pilots in the Monegasque cathedral on Saturday. All drivers should participate. On Wednesday, May 11, 1994, in Ferrari uniform, the Maranello crest on his white shirt, Gerhard Berger announces that he will be on the track for the official trials on Thursday morning. Are all doubts dispelled? No: at the end of a very long speech, the Austrian driver specifies that if he realizes he is no longer himself when he is in his single-seater, he will step down and go home. It is clear, therefore, that the Austrian driver still has some doubts. Although later, in a television interview, he elaborates on the fact that Ferrari will be more competitive in the middle of the season, probably starting from the French Grand Prix in early July. There is some contradiction in this story, but it is also understandable. The pain from the loss of Ratzenberger and Senna has left deep traces.
"When I returned from Imola, after also being in the hospital in Bologna and seeing that the irreparable had happened, it was very tough for me. I questioned myself, tried to find reasons. My brain was saying: you have a family, money, a business, there are many beautiful things in life, better to leave the races. The heart replied: you are a driver, you like to drive, F1 is your life".
Difficult days, chased by journalists who wanted to know:
"One evening I found 300 calls on the answering machine, everyone was looking for me. I didn't give interviews, I only talked to some friends. And my words were misunderstood, they publicly inflated a matter that is personal, only mine. Honestly, I felt like leaving Formula 1. When you are young, certain things slide off you. When I started, in F3, I saw serious accidents, even deaths. Now it's different; you think, meditate, you have other possibilities in front of you. That's why I was uncertain".
Fear? Awareness? The problem of faster and safer cars?
"All together, there is not a single reason. For example: there is no safe circuit. Everywhere there are dangers. We talk about Spa, Canada, Silverstone. And the performance of the cars. They are lightning fast. But the greatest fears can come from technical failures, unforeseen events. I had crashed in Imola for losing a wing. And I continued to race, just as I did last year, after the accidents in Monza and Estoril".
There has been talk of the responsibility of sports authorities, of rules to be reviewed.
"Ecclestone is a manager with exceptional abilities. With him, Formula 1 has reached unimaginable levels. Max Mosley seems like a decent person. He is available, open. As for the regulations, decisions should not be made hastily, under emotional pressure. We will have to talk about it, maybe after Monte-Carlo and Barcelona. Anyway, we will meet on Friday; we must also make our voices heard".
Would you accept, Berger, a leadership role in a drivers' union?
"No. Because it has to be done full time. I don't want to take on such responsibilities. And I don't see the inclusion of some champion from the distant or recent past in this role either. They could be distracted by other interests."
Reference to Prost? But how has Ferrari behaved during this period?
"Very well. They have let me decide, even during the race in Imola. And even now, they have not pressured me. It's up to me to decide".
The Maranello team has stated that if Berger does not compete in the race, only Alesi will be on the track. So, on Thursday, May 12, 1994, eleven days after the tragic weekend in Imola, they start again. Among walls and guardrails, with many concerns. In the meantime, in the Times’s columns there is an article in which Max Mosley and Bernie Ecclestone state that Senna’s loss was due to unfortunate circumstances, putting aside the hypothesis of a Williams’ mechanical failure. According to both, the front tyre and its suspension have contributed to the tragedy, hitting Senna on the head after the suspension came off during the crash against the wall. Ecclestone believes that Senna could have survived the accident without injuries if the front tyre flew ten centimeters aside or higher than his head:
"Ayrton would have released his belts and got out of the car angrily".
Max Mosley, telling the autopsy results, states publicly:
"A Williams' suspension part perforated Senna’s helmet causing his death".
In Times' article, Mosley strongly defends the safety of Imola and of the cement walls that surround the circuits in particular which, according to a British neurosurgeon, have caused some serious injuries during the deceleration:
"Cement walls are allowed when the incidence angle, in case of a crash, is likely to be less pronounced because the car loses speed while returning on track and the deceleration is small. A wall is dangerous if the incidence angle is very pronounced: the greatest drivers were all satisfied with Imola's walls because the experience of accidents demonstrated that there weren't any injuries".
However, the FIA doesn’t stay silent about what happened and decides to appeal to safety reasons to impose a series of regulation changes to decreasing the car performances already from the monegasque race: a speed limit of 80 km/h is imposed in the pit lane and there are talks about how to slow the cars for high-speed Grand Prix such as Barcelona, Montreal, Silverstone, Spa and Monza. The GPDA, which is back to discuss about safety, starts to meet and chooses Gerhard Berger, Michael Schumacher and Christian Fittipaldi as representatives and Niki Lauda as director. They also choose the drivers that have to inspect the tracks of the following Grand Prix to verify their safety and propose any corrections.