Context
- See London Ringways for a detailed history
The WCR and the other roads planned in the 1960s for central London had developed from early schemes prior to the Second World War through Sir Patrick Abercrombie's County of London Plan, 1943 and Greater London Plan, 1944 to a 1960s Greater London Council (GLC) scheme that would have involved the construction of many miles of motorway-standard roads across the city and demolition on a massive scale. Due to the huge construction costs and widespread public opposition, most of the scheme was cancelled in 1973 and the WCR, Westway and the East Cross Route in east London were the only significant parts to be built.
At the northern end, had the road been built in full, the entry and exit ramps to and from the elevated roundabout with the Westway would have been slip roads. The main route would have continued north beneath the roundabout into North Kensington and on to the junction with the North Cross Route at Harlesden. The alignment of the slip roads leaves a wide space between for the unbuilt carriageway. On the north side of the roundabout, two short stubs indicate the starting point of the slip roads that would have been provided for traffic joining or leaving the northern section of the WCR.
South of the Holland Park roundabout, which the WCR would have passed above on a flyover, the route would have continued along the alignment of the West London Line passing over Kensington (Olympia) station to a westbound-only interchange with the A4 at Talgarth Road. It would then have been elevated over Earls Court Exhibition Centre, skirted the western edge of Brompton Cemetery, and passed by Stamford Bridge stadium before an eastbound-only interchange along Lots Road to meet Cheyne Walk. Next the WCR would have crossed the River Thames on a new bridge and entered Battersea where it would have had a junction with the South Cross Route.
Read more about this topic: West Cross Route
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