The A12 tunnel under George Green in Wanstead has been open for 25 years. Architect John Goldsmith – who was influential in its design – and his wife Margaret Igglesden share their memories of its creation
Margaret and I were walking to Wanstead Library recently, crossing the grassed roof of the A12 tunnel under George Green, when she asked: “How old is the tunnel?” I had been involved in the struggle to ‘save Wanstead’ from the original plan to extend the A12 from the Eastern Avenue at Redbridge Roundabout to Central London, so was able to recall the A12 extension was opened in 1999.
“That makes the tunnel 25 years old!” said Margaret. “Surely, that’s worth some mention?”
So, to help friends and neighbours recall and learn how the tunnel was conceived, rather than the option of an eight-lane surface road, which had been the original scheme, here are some memories of that time.
Two architects living on the line of the chosen route of the road happened to come up with an idea to use the traffic plan to improve the environment. It is sad that despite the efforts of a lot of people, the ultimate scheme (as we see now) falls short of what might have been.
Malcolm Lister lived in Leytonstone. He was a landscape architect practising in London. I was an architect in a partnership in South Woodford. We were both members of the South West Essex Chapter of the Royal Institute of British Architects (RIBA). By chance, we both wanted to change the way major roads cut through established residential neighbourhoods. The Chapter decided we should get together and prepare a plan.
The Green Man junction was the problem, but it became clear a tunnel forming an ‘S’ bend was possible. The resulting scheme called ‘The A12 to M11 Link Park’ or the ‘Lister Goldsmith Scheme’ was endorsed by the Chapter.
Malcolm’s design was for a straight, double carriageway, each of three lanes and a hard shoulder, which would be aligned alongside the Tube railway cuttings from Leytonstone to Leyton stations. A concrete roof was designed to carry a landscaped linear park. One wall of the tunnel would be open to the railway strip allowing natural light and air to remove the sense of being in a tunnel.
My scheme was for a dual, three-lane ‘cover and cut’ route starting at the east end of the Eastern Avenue and as far as the slip roads of the Green Man junction. By using the idea of ‘cover and cut’, much of the noise and dust of construction is contained under the preformed roof of the tunnel.
The Government’s Department of the Environment (D of E) was instructed to examine the schemes and a report was produced by WS Atkins, the engineering consultant, comparing five proposals.
Margaret asked: “Why did you become so involved and why did it take up so much of your time?” There is a simple answer to that.
When the Department of Transport decided the M11 route should be through the Roding Valley rather than the Lee Valley, they claimed the M11 junction with the North Circular Road at Woodford was “complete in itself.” It needed no further extension into London. We realised this was very, very short-sighted or duplicitous, and waited for the inevitable. As soon as the actual M11 construction began, an announcement was made that five alternative routes would now be considered for the extension of the M11 into London. One route was the surface road through Cambridge Park and the others swept around Wanstead using Wanstead Park, Wanstead Golf Course and Wanstead Flats in a variety of cuttings or surface routes, ultimately connecting with a long-preserved route along Ruckholt Road, Leytonstone.
An immense furore developed; it became a political issue and many residents became involved. Save Wanstead Action Group (SWAG) was followed by the Link Road Action Group (LRAG) and an extensive poster campaign resulted in many houses proclaiming the message: ‘TUNNEL IT’.
The Greater London Council became involved and invited Malcolm and me to present our ideas. The Department mounted a travelling exhibition which compared the routes. We were invited to submit details of the Link Road Park and these were displayed alongside the D of E schemes. Over 90% of signatures recorded in the visitors book at the exhibitions supported the Lister Goldsmith or Link Road Park scheme. At the end of the consultations, the Department announced the dates for the public enquiry. It gave Malcolm and me about six months to prepare. We decided we must meet the case with similar descriptions to the evidence to be presented by the D of E consultants. This involved debating the written submission with members of LRAG. Detailed maps and models were produced.
Margaret asked: “Did you get paid for all the work you had to do for this?” I replied: “Yes. Malcolm and I shared a fee of £25 given by the RIBA Chapter.”
Despite considerable support, the inevitable criticism was the cost. Had the rural M11 route been included as a whole, we contended the scheme was value for money. But by splitting the route in two, with the semi-rural length achieved at a reasonable cost per kilometre, the odds were stacked against the intense urban length, which carried much higher costs due to the proximity of the housing and the underground railway. Yet, the two most expensive sections at the Green Man and at Wanstead Central Line station were included.
After seven weeks of submissions from the local authorities, residents and organised groups, the inspector, Major General M Tickell, wound up the inquiry. It was over a year before the decision was announced amidst considerable disappointment. The basic reason for rejection of the Link Road Park was cost. A further inquiry took place, but the outcome was as we see now, open cuttings producing noise and pollution suffered by the housing flanking the road. Covered areas at Leytonstone station, the Green Man and George Green bringing some relief.
Fortunately, the short tunnel at George Green has helped to preserve the special character of Wanstead Village. We thank all those who gave up their time to support this.
