The F1 tracks that work in reverse

"It's not such a silly thought. We're not licensed to run the other way, but these are extraordinary times, and I guess that extraordinary decisions are being made."

Those are the words of Silverstone boss Stuart Pringle, who told Sky Sports News earlier this week that the British Grand Prix venue is opening to hosting multiple rounds of the delayed 2020 Formula 1 season - if that helps the mandated rounds of the world championship can take place this year.

But it was the idea of running the 3.66-mile track in reverse that really caught the imagination - "Reverse Silverstone! OMG yessssssssss", tweeted McLaren racer Lando Norris - and led to Pringle's response above.

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So, Autosport fired up the F1 2019 game and duly took to the virtual 2020 circuits to see which - if any - F1 venues might be able to safely hold races on reversed versions of their grand prix-hosting layouts.

This is a wholly unscientific experiment, but it does provide some insight and information in what is a difficult situation for F1. Namely, how it goes about hosting a season when (maybe even if) sporting events can be held safely around the world given the coronavirus pandemic and the strict travel and social distancing guidelines that have been enforced as a result.

Below are our findings for each track in the order they appeared in the 2019 season. For obvious reasons Hanoi and Zandvoort are excluded, and we also left off Monaco and Melbourne given these events won't feature on any redrawn 2020 calendar.

Bahrain

First up, without Australia, is Bahrain. Arriving at top speed through the Turn 15 kink and Turn 14 now a left-hander for the reversed track's new first braking zone immediately presents a problem - which will become an on-going theme.

The outside wall is very close to the track here, with next to no runoff - but the bigger problem is the presence of a grandstand beyond the outside wall - not the work of the moment to remove, if it even can be.

The rest of the track largely seems like it would work safely (from our inexpert view on track safety), although the new left of Turn 13 - where the real third sector begins - also suffers from a potential lack of runoff, with the outside walls at the reversed Turns 12, 11 and 4 also potential safety issues.

REVERSAL VERDICT

It's possible, but only with significant infrastructure changes.

China

Like Bahrain, China's new Turn 1 - the real life left that feeds onto the pitstraight, where Alex Albon crashed in qualifying last year - would surely lack the runoff to make it safe to take at high-speed. But beyond that much of the track seems relatively acceptable on that front.

The wall beyond the apex of Turn 6 - the hairpin at the start of the normal second sector - does look a tad close, but this could be fixed by using the alternate layout already built a few metres further back on the run from Turn 7. However, going beyond that the cars arrive at a potentially unsolvable problem at Shanghai - the 180-switchback of Turn 3.

The arrival speed is high here, compared to slow in reality, and the wall, the other side of which is the start-finish straight, is just so close to the track. Removing it would likely require ground works, which suggests a reverse Shanghai is a no-goer even if it's already-existing alternate layouts were used.

REVERSAL VERDICT

Not possible without major structural work.

Baku

The list of potential issues with a reversed Baku is lengthy. The ultra-high-speed Turns 20-17 that now open the reversed lap are utterly chaotic on F1 2019, but again the first big stop is the issue. There is no run off at Turn 16 - usually the downhill left near where Sebastian Vettel drove into Lewis Hamilton back in 2017 - and the building behind the wall can't be moved.

It's the same just up the hill Turn 15, and although the reversed high-speed blast of Turns 14 and 13 is fun going downhill, hitting the brakes for the new 90-degree 'left' of Turn 12 - where the Baku Fortress Wall section usually ends - a grandstand for the normal layout means there's no runoff for cars arriving at serious speed.

Interestingly, many of the remaining corners might be doable in reverse, but only if the walls on the exits - especially from Turns 6-2 - can go back, as it seems there is space for them on the game. At Turn 1, the big grandstand for what is normally the race's first corner might present a major obstacle. But then moving grandstands at city-centre track is part of creating such events.

REVERSAL VERDICT

Given the number of changes needed, not to mention buildings that can't be moved, a backwards Baku almost certainly isn't happening.

Spain

As ever, turning the last corner into the first represents the biggest challenge to flipping the Barcelona layout entirely. And while the walls on the exit of Turn 16 don't feel too close - the FIA is unlikely to be keen on a full pack arriving at speed with little run-off and several permanent grandstands nearby.

Much of the remainder of the layout appears acceptable on the runoff front, although Campsa backwards is probably a no-goer - it's an even faster blind apex going downhill and the exit wall at that speed comes up fast.

The reversed Turns 7/8 and Turns 2/1 feel wonderfully flowing, but the real strength of Barcelona is that even without reversing, there are plenty of alternative ways for the track to wend.

REVERSAL VERDICT

Almost certainly a no-goer given the wall on the exit of 'new' Campsa can't go back enough due to the spectator banking.

Canada

Again, the reversed final corner has no run off and solid barriers - exactly what you don't want for cars arriving at high-speed. And there are similar issues at Turns 9/8 - the reversed chicane in the middle sector - and Turn 7, the following turn from where Jenson Button overtook Vettel to win the rain-delayed 2011 Montreal race.

The reversed Turn 4 - where Vettel's off and blocking of Hamilton on the exit last year cost him the win - and long Turn 2 look acceptable on the game, but they are now taken at much higher speed, which could rule the out on safety grounds give the potential risk of things going wrong.

REVERSAL VERDICT

Unless a Formula E-style chicane is built on the run-off already at the final corner (also the pit entry), it's not happening here.

France

Few F1 fans will be surprised to hear that based on our amateur assessment, Paul Ricard looks to be just as safe in reverse as it is going the usual way.

On the 'classic' new first turn issue, the proximity of large grandstands overlooking the final corner could be a problem, but like everything at the French GP venue they still are a reasonably long way from the track.

The wall on the exit of the super high speed Turn 10 did feel somewhat closer than the rest of the barriers, but the cars are likely to remain planted here unless something unexpected happens - which to be fair is what the FIA and track designers are always trying to anticipate.

REVERSAL VERDICT

A goer. It seems unlikely the vast expanse of reversed Paul Ricard would fail on safety grounds.

Austria

On paper, the short Red Bull Ring seems like it might have a chance of running in reverse, but it very much demonstrates why runoff areas are built the way they are in reality. The short 2.683-mile track is super-high speed and very fun, but the close barrier at the new exit for Turn 8 - the usual final corner, where Daniil Kvyat crashed heavily in 2016 - is an immediate problem.

Turn 4, usually the long, fast left in the middle sector, suffers from the same problem as the car's trajectory shoots wide to a wall at high speed when going the other way, but there are even bigger issues to come.

There is just no space to be safe at Turns 2 and 1, where in both cases the cars will be arriving at top speed. In the former case, there is a steep drop into the forest behind, and in the latter, there is a large grandstand overseeing the track's usual first corner.

REVERSAL VERDICT

Absolutely not.

Silverstone

Possibly frustratingly for Norris, reversed Silverstone features the 'typical' new Turn 1 problem, as there are massive grandstands on the outside of Club. But this isn't as severe as we've seen elsewhere.

The viewing areas on the Hangar straight near the usual approach to Stowe may be another issue - although these could conceivably be closed for a reversed event - but it's Copse that presents probably the biggest obstacle for a simple reversal.

While still as mega as in its usual form, the former opening corner for the British GP lacks runoff in reverse - and this way there's grass and even less space if things go wrong. But if the barriers could be moved, which would be tough given the buildings standing opposite the National pits but not impossible, it might just about work.

REVERSAL VERDICT

Just about doable, but again would likely require major infrastructure work.

Hungary

Again, the new Turn 1 issue rears its head at the Hungaroring as there is little runoff at a reversed Turn 14, where Albon crashed in FP2 last year, and where the cars would now be arriving at full pelt - especially when considering the large space given for incidents at the track's actual first corner.

But things get worse for anyone hoping for a reversed Budapest as things go on - with close barriers and no runoff at Turns 12 - the usual overtaking spot at the start of the final sector - and 11, and Turn 9 in the technical second sector. It's a similar story at the high-speed kinks early in the lap at Turn 4 (the site of Felipe Massa's 2009 qualifying injury) and Turn 3, which feeds onto the track's second straight.

REVERSAL VERDICT

Sadly not, it seems.

Spa

We didn't have high hopes for backwards Spa, although it remains a lot of fun to virtually drive. There is likely insufficient runoff at the new Turn 1 - the now entry of the reversed Bus Stop - and further lack of space at the ultra-high-speed Blachimont.

But it's the close proximity of walls on the now-exits of Stavelot, Turn 13 and the final part of Pouhon - where the exit trajectory of the cars at speed is alarming - that already suggest a reversed Spa isn't an option even before you arrive at Raidillon and Eau Rouge going the wrong way. It's fun on the game - and many people will already know this - but given the shocking speed and immense spectator presence here during F1 races, it is simply not worth considering.

Finally, like at many points in Baku, the building on the outside of a reversed La Source means there is no runoff for cars now arriving there at top speed.

REVERSAL VERDICT

We're not going to be flippant about a venue where motorsport was shocked by tragedy last year, but in any case a reversed Spa doesn't appear to be an option.

Monza

As the new first corner, the Parabolica looks like it might be just about ok from a runoff perspective, but the proximity of a gigantic grandstand - good for spectating on the usual arrangement - is a major issue.

Racing further around, there's no space at the new exit (the usual entrance) to the Ascari chicane, and it's a similar story at the first (now second) Lesmo, and the new turn in for the Della Roggia chicane.

Finally, arriving at top speed for a big stop at Turn 2 there's again nowhere for the walls to go back.

REVERSAL VERDICT

It doesn't seem likely.

Singapore

Much like Baku, Singapore goes the way it does for a reason. It has the 'classic' new Turn 1 issue, with the wall at Turn 22 surely unacceptably close at top speed. There's also a complete lack of runoff at Turns 21, 19 - the new entry point to going underneath the gigantic grandstand in the third (now first) sector - and the 90-degree Turns 16 and 14.

Interestingly, the runoff at the exit of Turn 13, which normally feeds onto the track's back straight, looks like it might be ok, but the barriers can't go anywhere at the reversed Turns 11 and 10 because of the respective Singapore Cricket Club and National Gallery buildings beyond.

There's also little in the way of runoff safety space at the overtaking spots in the usual second sector - Turns 9, 8 and 7, as well as Turn 5 in the new third sector, which leads into the standard layout's first DRS zone.

REVERSAL VERDICT

Like Baku, with so many tweaks needed and buildings to consider, a backwards Singapore isn't on.

Sochi

It might be easier if we just explain the one corner at the Russian GP venue that looks as if it would be safe to be done in reverse going on our virtual assessment, which is the high-speed multi-apex Turn 4. Here the runoff remains on the outside of the corner, but, as Romain Grosjean proved in 2015, it can still go wrong in a big way.

For the rest of the reversed corners, every major braking area is at a point where there is a barrier right on the outside.

REVERSAL VERDICT

Surely no chance.

Suzuka

Like Barcelona, it was fun to view a very familiar circuit from different vantage points, but there's one big - and probably unsurprising - problem for a backwards Suzuka.

Yes, 130R in reverse lacks any runoff space at the new exit, and here the track runs above the usual exit of the second Degner turn, so there's no way to move the barriers back.

The rest of the course seemed to us to be acceptable from a safety standpoint, although we did note that the wall was a tad closer than probably ideal approaching the Hairpin in reverse. And there was a similar issue on the exit of what is usually the first Degner.

REVERSAL VERDICT

Although very fun to drive on the game, it doesn't appear as if a backwards Suzuka would be doable - although building a temporary chicane, as suggested above, in the existing 130R runoff to slow the cars sufficiently might work.

Mexico City

The reversed Autodromo Hermanos Rodriguez has a very bad case of the new Turn 1 issue on F1 2019. With the wall running close on the new outside of the final part of the Peraltada, where Valtteri Bottas crashed in qualifying last year, and a complete lack of safety space in the current form at a backwards Turn 16, which takes the track through the baseball stadium. But, as used in FE, the rest of the Peraltada remains, so creating runoff at Turn 16 might be doable.

But then there are more issues further around the course - mainly in the flowing second sector, where walls run very close to the exits of the reversed Turns 9 and 7.

REVERSAL VERDICT

Probably not.

Austin

There is space beyond Austin's reversed final corner for a new Turn 1, but probably not enough - and on the game there appears to be a spectator zone that would likely have to be closed off to let cars run backwards through here given the high speed coming down the pitstaight.

There's masses of runoff at Turn 11, where the track's biggest braking zone would come in the backwards version - the hairpin that usually feeds onto the main straight - but it's the first flowing first (now third) sector that really creates a headache in reverse.

The barriers that would sit close to the outside of the track at Turns 7, 3 and 2 when tackled the opposite way look like they would stop any chance of a backwards layout from being accredited. This is considering the multiple direction changes and the speed the cars reach at those points.

REVERSAL VERDICT

Very unlikely - but backwards Austin loses the appeal of the unique uphill Turn 1 in any case.

Brazil

Blasting down the Interlagos pit-straight feels fine until reaching the reversed Juncao, which has zero runoff and wall with nowhere to go. There's also a lack of space at the now uphill Turn 11, which is also now a big stop in reverse, due to the hill behind on which the pits sit.

Turns 8-6 (Ferradura) still feel mighty on the game, but the reversal means the runoff created for the fast and severe trajectory of the cars is in the wrong place, with grass and little space to go on the new exit of the complex.

While the blind blast going backwards through Turn 3 and uphill Senna S feel like a fun challenge on the game, the lack of runoff and big grandstand beyond at Turn 4 - where Charles Leclerc ended up after the intra-Ferrari crash in last year's Brazilian race - is the final reason why a reversed Interlagos doesn't look possible.

REVERSAL VERDICT

No.

Abu Dhabi

We had high hopes for backwards Yas Marina, but virtual reality bit hard in the end. The new first corner does have runoff, but not all that much, and the close barriers around the Yas Hotel in the final (now opening sector) mean there's nowhere to go at the reversed Turns 20, 19 and 18. Plus, at Turn 14, the marina behind means the barriers can't go back.

Then there's zero runoff at the reversed Turn 9, which on the usual layout leads onto the curved, second long 'straight', and at Turn 7, the hairpin that feeds on the first lengthy acceleration blast, what runoff is there is probably insufficient.

Finally, any accident starting in the super-fast reversed Turn 3 will end in the pitlane exit/entry-in-this-case tunnel.

REVERSAL VERDICT

Not happening.

Now, all of this is absolutely tongue-in-cheek - quite rightly, qualified experts and engineers from the FIA would decide on whether a circuit could ever be run in reverse, not a socially-distancing observer with a PlayStation.

But it does serve to highlight how few F1 tracks are suitable to just turning the direction of travel around.

However, many of them do have working alternative layouts, which might be options for a second race at the same venues. Bahrain has several options (one of which was used for the 2010 edition), as does Baku (if Turns 7 and 19 can be connected) Barcelona, Paul Ricard, the Red Bull Ring, Silverstone, the Hungaroring (just), Singapore (possibly by joining up Turns 8 and 14), Sochi, Mexico, Austin and Abu Dhabi. Although many of these will likely be too short to gain certification.

Plus, track designers might be able to get creative in Canada and Japan - but installing temporary chicanes to F1 venues in 1994 following the Imola tragedies was not massively popular. It's also worth considering that, while some tracks may be able to make changes and move infrastructure, costs are going to come under increased scrutiny when the inevitable coronavrius-caused economic hardship ensues.

But all of this assumes second races at F1 venues is a contractually acceptable situation, and can be fitted in, time-wise, with other events and without causing disruption to local residents.

Then there's a problem FE has faced with double headers: how to accurately say who won the 2020 British GP if there are two. This is an issue for manufacturers seeking corporate PR wins - which as unsexy as that sounds shouldn't be underestimated.

As ever in F1, what's simple as a concept is complex in reality.