I’m currently in the middle of writing a piece about how attitudes to residential streets being access-only for motor traffic are essentially conditioned by history. That is to say, whether people are in favour of a particular residential street being ‘access-only’ largely depends on the current nature of that street. If it’s currently a through-route, attempts to convert it into an access road will probably be controversial. But, conversely, if it’s already an access road, that status will be deeply uncontroversial.
We can take this further, and point out that attempts to reintroduce through traffic onto access roads that are currently peaceful, safe and quiet would be just as unpopular as ‘filtering’, if not more so. It’s most likely that, in the cold light of day, people are not really ‘for’ or ‘against’ filtering – they are just against change.
We’ll come to this subject in more detail next week, but in the meantime, and as a teaser to that blogpost, I thought I’d look at a specific example of ‘historical’ filtering, one that happened some time ago, and that would be controversial if it were reversed – just as controversial as if attempts were made to implement it today.
Cull Lane is a small lane in southern Hampshire, on the outskirts of New Milton. I’m familiar with it because I use it to cycle to and from my grandmother’s house, from New Milton station.
Back in the 1950s, it was just a straightforward road, running across fields.
Over time, New Milton has expanded, filling out to the orange road running east-west near the top of the map, with housing development built on other side of Cull Lane. But the way this housing has been built – and the changes that have been made to Cull Lane – are very interesting.
Cull Lane has essentially been converted into two separate sections of cul-de-sac, through a series of three closures. The first, and most obvious one, is in the middle. The other two are at the (former) junctions with the boundary roads.
The only ‘through route’ across this area is now a very twisty road, looping up and and down as it runs east-west – Holland’s Wood Drive. While it is technically possible to drive along the length of this road, its twisty nature doesn’t make that an obvious thing to do, and indeed Google Streetview tells us that is much quicker (and shorter) to use the pre-existing boundary roads.
What has happened to Cull Lane itself? Well, it is, still, a rather lovely quiet country lane, even though it is now technically part of the town of New Milton. It is rare to encounter drivers on it, and those that I do are simply going to and from their properties.
At the northern end, there is a turning area for residents. The previous connection to the main road running east-west has been ‘lost’, although pedestrian access has been retained (in the foreground).
Below, some of the new housing that was built along Cull Lane at the same time as these changes to the road network were made (note the ‘dead end’ sign on what was formerly a through route) –
The ‘severed’ middle section, where what was once Cull Lane has become a pedestrian path, with bollards to stop drivers –
The crossing of the new, bendy road in the middle of the development (again, note that the southern section of Cull Lane, visible across the road, has a ‘Dead End’ sign) –
… And the southern end of Cull Lane. This would at one time have been a straightforward junction, but now it is a turning area, with only cycling and walking access to the main road where the silver car is being driven.
These pictures were actually taken at rush hour, around 5:30pm, yet I was able to stand in the middle of the road and take them, quite happily. But without the filtering that took place here, this small little lane would actually be a busy road. It would form an obvious route from the main road to the north of New Milton (connecting with the trunk road A35) into the east of the town.
As it is, that route is not available, and this residential area is something of an oasis of calm, ‘converted’ into two cul-de-sacs.
Because all this happened at the time the development was taking place, I suspect the changes to the road were a minor detail. New residents moving into the housing would not have concerned themselves with it, because it was already like that when they arrived. But had these changes been proposed after all the development took place, it is a reasonable guess those changes would have been opposed by locals who had got used to the existing driving routes. ‘Keep Cull Lane open’! ‘No to increasing pollution and congestion on surrounding roads! And so on, with the kinds of arguments that are undoubtedly familiar to present-day campaigners.
As it is, Cull Lane is an attractive place to live, with properties for sale making a virtue of the fact that it is ‘a quiet no through road’, which may have not been the case had enlightened planners not severed it at the time of the development. The slightly longer distance locals might have to travel to exit onto main roads by car is a very small price to pay for living in a desirable, quiet and attractive area.
The only small complaint I have with these changes is that they seem to have happened at a time in British planning history when cycling was invisible. The connection in the middle, and the two cut throughs at either end, are quite explicitly signed as pedestrian routes, and I suspect I may be breaking the law by cycling along a footpath every time I visit my grandmother, travelling along the length of Cull Lane.
Nevertheless, I think this is a very interesting example of how ‘closures’ of roads can be invisible and uncontroversial if they happen under particular circumstances, and if they have been in place long enough for anyone to even remember the road being configured in any other way.