In an era of incredible urban motorway plans, it's interesting that this part of Ringway 2 wouldn't be a motorway. In 1970, as part of its evidence to the Greater London Development Plan inquiry, the GLC mentioned the possibility that it would be upgraded to "motorway standard", but the Ministry of Transport's policy for the road in 1969 was simply for a dual carriageway with three lanes each way.
That was a step beyond anything that might have been drawn up in the innocent days of 1961, but it would still be a far cry from the dual four-lane motorway forming the south side of Ringway 2. Then again, the simple fact that the northern half of Ringway 2 would be upgraded from existing roads by one organisation while the southern half would be a motorway built from scratch by another could only ever have produced a ring road with an identity crisis.
Continues from Ringway 2 Western Section
M4 and A4 (Chiswick Roundabout)
A4020 Uxbridge Road
A40 (Hanger Lane Interchange)
A404 Harrow Road (Stonebridge Park Interchange)
A4088 Neasden Lane
M1 and A5 (Staples Corner)
A41 Hendon Way (Hendon Interchange)
A1 and A598 (Henlys Corner)
A1000 Finchley High Road
B550 Colney Hatch Lane
Possible interchange with PNLR
A1110 Bowes Road
A105 Green Lanes
A10 Great Cambridge Road (Great Cambridge Interchange)
A1010 Fore Street
North-south route through Lea Valley
A112 Chingford Road
A104 and A503 Woodford New Road (Waterworks Corner)
M11 and M12 (Woodford Interchange)
Continues to Ringway 2 Eastern Section
|Property acquisition (1970)||£18,500,000|
|Total cost at 1970 prices||£89,775,000|
|Estimated equivalent at 2014 prices
Based on RPI and property price inflation
Costs based on a dual three-lane formation. No costs were calculated for rehousing or environmental works.
See the full costs of all Ringways schemes on the Cost Estimates page.
Scroll this map horizontally to see the whole route
This description begins at the western end of the road and travels east.
Chiswick to Finchley
The North Circular Road would begin at M4 junction 1, the Chiswick Roundabout, continuing directly on from the Ringway 2 Western Section lying to the south. The junction here would have been vastly upgraded to provide free-flowing connections. Multiple layouts were proposed at various stages in the late 1960s and early 1970s, but no one design is known to have been selected.The road would travel north through Ealing Common, with just one interchange at the A4020 Uxbridge Road before arriving at Hanger Lane, the junction with the A40. Another complex interchange would connect the two roads. No layout for this junction has come to light, but the present signalised gyratory dating from the early 1990s is unlikely to closely resemble a plan from the late 1960s. What is certain is that the A40 runs beneath the junction in a long artificial tunnel, opened in about 1961, which left considerable scope for a more elaborate junction to be built above it later on.
From here to the M1, a distance of 7 km (4 miles), just two intermediate interchanges were planned - one at the A404 Harrow Road and another at the A4088 Neasden Lane. The present-day North Circular has five in that space, plus a large number of minor side turnings, bus stops and private driveways, so a significant and destructive upgrade scheme would have been necessary. Part of this length has been significantly upgraded, with dual three-lane carriageways and major grade separated junctions between Hanger Lane and the A404, but this work was carried out in the 1990s and is not part of the Ringway plans.
The A404 interchange would serve the Harrow Road Diversion, a short expressway to bypass Harlesden town centre that would link directly to (and flow straight into) Ringway 1's West Cross Route. It would mainly serve local traffic heading for Ringway 1 and Central London from Wembley and Harrow and would have been part of the GLC's Secondary Road Network.
Staples Corner, the interchange with the M1 and A5, was built almost exactly to the Ringways-era plan, and the three-level interchange with the A41 predates the Ringways, so this short section is a brief glimpse of the type and scale of improvement envisaged in the sixties.
Maps of the Primary Road Network from the 1960s suggest that local junctions would be stopped up and removed between Hendon and the A1000 at Finchley, and as there are numerous apartment blocks and other properties directly fronting on to the North Circular on this stretch, extensive demolition work would seem to have been inevitable. A major interchange with the A1 and A598 at Henlys Corner was planned, with the North Circular passing non-stop through the junction complex.
Finchley to Woodford
The present-day junction with the A1000 Finchley High Road is a very close match for the one planned in the late 1960s, and from there the road would be upgraded roughly on its present line. If the Proposed North London Radial (PNLR) were built, an interchange would be formed adjacent to the tunnel below the East Coast Main Line railway. Local junctions would be provided at the B550 Colney Hatch Lane, the A1110 Bowes Road and the A105 Green Lanes, where demolition of suburban houses would have been needed to clear a smoother alignment for the road.
At the A10 Great Cambridge Road, the North Circular would have passed over the top of the roundabout on a flyover, with the junction forming the southern terminus of the A10 as a major London radial. Traffic travelling in towards Central London would have used Ringway 2 to hop across to the M1, M11 or PNLR to avoid a slow journey through the suburbs.
Today's North Circular passes through a long tunnel at the A1010 Fore Street, but in the 1960s a length of elevated road was planned. The road would have been hugely more disruptive and intrusive than the one eventually built in the 1990s. Beyond there, the Lea Valley Viaduct would have been substantially rebuilt to carry a wider road, similar to the improved viaduct built there in the 1980s. Several local junctions would be replaced with a single interchange near the crossing of the Lea, where Ringway 2 would meet a planned new north-south Secondary Road following the river. A further junction would be provided at the A112 Chingford Road.
The next junction, Waterworks Corner, was designed and built in the late 1960s, but its present form was supposed to be only a first phase of development. An overpass would have carried the A104 across the top of the roundabout, and a flyover would have allowed the A503 to flow directly into the North Circular to the east. The retaining walls on either side of the North Circular east of this junction follow wandering courses because they are designed to accommodate the sliproads curving to and from the A503.
That massive junction would have contributed two extra lanes to the road and, as now, five lanes then thunder through South Woodford in a walled cutting known locally as the "canyon". Woodford Interchange would provide access to local roads, the M11, M12 and Ringway 2's Eastern Section.
When the rest of Ringway 2 was unveiled in July 1969, the North Circular was already a work in progress. Plans to improve the road had existed for years.
The 1950s North Circular was one of the most intensively-used and congested trunk roads in the UK, so in June 1961 the Ministry of Transport commissioned a report setting out proposals for "comprehensive improvement" of the road between Chiswick and Woodford. Major works, it said, should take place before 1968 (an incredibly ambitious goal for brand-new road schemes in an urban area), with a second stage after that. The whole road would be overhauled, with junctions taking priority in order to remove bottlenecks and the sections between major junctions being widened or upgraded in the later stages. In some cases an interim improvement was to be made, where the design would allow for a larger grade-separated junction a few years down the line.
The result of the 1961 plan would be a fully widened, dualled and grade-separated North Circular by about 1980. Virtually all of the work was to take place on the existing line of the road. It seems that the Ministry of Transport accepted the proposals, but not the rapid timescale, and set about making improvements as time and finances allowed.
Outline plans exist indicating the junction improvements planned at every interchange point on the road; in some cases indicating both the 'stage 1' and 'stage 2' layouts. A fairly accurate picture emerges of what was planned for the whole road, but this was not a blueprint for turning the North Circular into part of Ringway 2. Just four years later, in 1965, a GLC planning map marks the North Circular with far fewer interchange points. The picture was changing fast.
It's not actually clear whether designs for this part of Ringway 2 ever settled down at all before the Ringways were cancelled. It wasn't really a Ringway at all - it was an existing trunk road that the Ministry was progressively improving to cope with traffic levels, and which the GLC had decided to borrow for one of its ring roads. For that reason alone, the North Circular would probably always have been the lowest standard part of Ringway 2.
By 1971, more junctions were appearing on the future North Circular again. Detailed design work was carried out for a flyover at the A502 Golders Green Road, complete with four sliproads connecting it to the North Circular - a new junction that had been absent from both the 1965 plan and the earlier, more junction-heavy 1961 report.
The Layfield Report dismissed many of the GLC's motorway plans but, the North Circular being a road that already existed, recommended that it should be retained and improved. Even so, little progress was made during the 1970s and early 80s.
Today, it may not be a six or eight lane motorway, but the North Circular comes close sometimes. The reason for that is, surprisingly, not because of the Ringways, but actually thanks to a series of major improvement schemes made in the late 1980s and early 1990s.
Some of these improvements have the uncanny look of resurrected motorway schemes with big underpasses and tunnels linked by wide, sweeping alignments. Many, though, are actually off the original line of the North Circular - at Stonebridge Park, near Wembley, where the whole road was realigned; at Fore Street, where a deep tunnel was built; and in the Lea Valley where a long section was fully realigned and the 1920s viaduct replaced wholesale. They are an engineering response to traffic congestion in London and a political response from a 1980s Conservative Government to a hard-left GLC led by Ken Livingstone that did little for the motorist.
Ironically, the last push to complete the urban motorway vision for the North Circular was when Ken Livingstone was Mayor in the early 2000s. Pressure from local residents meant that TfL briefly pursued the A406 Bounds Green improvement scheme as a £266m tunnel, with the aim of completing free-flowing road. The Mayor's office couldn't secure funding and cancelled it in place of a £20m package of minor improvements. The land reserved for the incomplete 1980s and 90s improvements there, and through Ealing, has now been built over.
- Route map contains OS data © Crown copyright and database rights (2017) used under the terms of the Open Government Licence.
- 1965 GLC planning map extracted from GLC/TD/C/P/02.
- Photograph of Hanger Lane Gyratory in 1993 taken from an original by Ben Brooksbank and used under this Creative Commons licence.
- Archive photograph of North Circular Road at Green Lanes is used under licence from London Metropolitan Archives, City of London (Collage record number 248773).
- Diagrams of proposed 1961 junction improvements extracted from MT 106/152.
- Photograph of North Circular at East End Road taken from an original by David Howard and used under this Creative Commons licence.
- North Circular initially running to Gants Hill, then rerouted down A117: "A117", Roader's Digest: The SABRE Wiki.
- A406 Woodford-Barking opened 1989: recorded in The Gazette, issue 51901, page 11757, 13 October 1989.
- 1961 MOT scheme for comprehensive improvement, conclusion by 1980: MT 106/151.
- GLC describe upgrade to "motorway standard": HLG 159/1024.
- MOT policy for dual carriageway with three lanes each way; A1000 Finchley High Road interchange layout matching current: GLC/DG/PTI/P/05/057.
- Location and spacing of interchanges; 1965 GLC planning map: GLC/TD/C/P/02.
- Ringway-era plan for M1/A5 interchange, matching as-built: MT 106/437.
- A10 Great Cambridge Road and Fore Street layout: MT 106/393.
- Waterworks Corner layout: MT 106/403.
- Flyover at A502 Golders Green Road: GLC/TD/PM/CDO/07-313.
- GLDP, as published, recommends retaining and improving North Circular: Greater London Development Plan (1976), Greater London Council.
- Government policy to upgrade whole of North Circular during 1980s and 90s: HC Deb (14 December 1989) vol. 163, col. 1172. Available at: http://bit.ly/2PCETpv (Accessed: 05/11/18).
- Bounds Green tunnelled improvement proposal, subsequently dropped: Crown, H. (2009) "A406 timeline: a half century of broken promises", Enfield Independent, London, 8 October.