LPP2: Site Allocations and Development Management Policies


2.55  The spatial vision and strategic objectives of Local Plan Part 1 seek to encourage sustainable modes of transport and a reduction in the need to travel wherever possible. Reducing people's reliance on driving by directing new development to sustainable locations, whilst at the same time promoting attractive and convenient alternatives, including public transport, will help reduce congestion and pollution caused by traffic. This is consistent with the objectives set out in the NPPF and the Surrey Transport Plan (LT3). The spatial focus for new jobs and homes to be located in Waverley is set by Local Plan Part 1. Transport infrastructure considered necessary to support new development is set out in more detail within the Infrastructure Delivery Plan (IDP).

2.56  Through the preparation and examination of Local Plan Part 1, it was established that the highway network has the overall capacity to accommodate the proposed level of growth across the Plan period. Any housing sites allocated through Local Plan Part 2 or neighbourhood plans will contribute to the level of growth already assessed. Therefore, the overall transport infrastructure capacity requires no reassessment for the allocations in Local Plan Part 2. However, see Chapter 7 for specific local transport considerations (traffic mitigation and highway safety), in relation to the Local Plan Part 2 housing allocations.

2.57  Improving the quality of new development and achieving high design standards is a priority for Local Plan Part 1, and is supported by Policies DM1-11 in Local Plan Part 2, which set criteria for all new developments to meet. The physical form and qualities of a place shape the way it is used and the way people and vehicles move through it. The NPPF is clear that development proposals should ensure 'safe and suitable access to the site can be achieved for all users'. The NPPF also stresses the importance of:

  • the efficient delivery of goods, and access by service and emergency service vehicles;
  • giving priority to pedestrian and cycle movements;
  • creating places that are safe, secure and attractive - which minimise the scope for conflicts; and
  • considering the needs of people with disabilities and reduced mobility.

2.58  Building on the strategic Policy ST1: Sustainable Transport in Local Plan Part 1, Local Plan Part 2 sets out a more detailed Development Management policy that seeks to provide additional detailed guidance on specific matters to complement ST1.

2.59  It is important to note that the design and layout of access should be designed at the outset of the proposal, as this will determine the layout of the rest of the development. The design of parking areas, turning points and servicing areas are key to the success of the development and can have a positive impact on the area if designed well.

2.60  Good highway design should reflect the diversity of people who use it and not impose barriers of any kind. People with disabilities in our community should be able to access the places everyone else takes for granted. Development proposals should ensure that the needs of people with all types of mobility difficulties, both physical and sensory, are taken into account when considering the design of development proposals. This includes extensions to all buildings particularly those used by the general public such as shops and community facilities. Large scale redevelopment which affects or creates new streets, footpaths and public transport infrastructure should also consider Inclusive Mobility standards and the need for shared space in new development. 'Inclusive Mobility' published by the Department for Transport, sets out design guidance for the wider pedestrian environment, public transport and associated infrastructure to respond to the needs of disabled people. Many other people will also benefit from an accessible environment, including those travelling with small children, or carrying luggage or heavy shopping. The wider pedestrian environment also includes improving access to public transport.

2.61  The Council is concerned that Heavy Goods Vehicles (HGVs) using town centres, residential streets and country lanes not designed for that purpose, may have a detrimental effect in terms of safety and amenity. HGVs should be channelled onto suitably engineered roads in order to assist the protection of the environment and to assist the safe and efficient movement of goods to reduce the maintenance requirements of local roads. Where development proposals are likely to generate HGV movements it may be necessary to submit a Transport Assessment and/or a Travel Plan to demonstrate that the HGV movements would be acceptable in terms of their environmental impact. Measures which could be incorporated in these documents include provision for any off-site highway works to accommodate lorry access and restrictions on delivery hours.

2.62  Proposals for new development will be expected to provide an appropriate level of off-street parking facilities, either on the site itself or in a nearby area, in accordance with the Council's adopted Guidance. In October 2013, the Council published its Parking Guidelines for residential and non-residential development. It is based on the 2012 Surrey County Council Parking Guidelines, amended to reflect local circumstances. In January 2018 Surrey County Council updated its 2012 guidance to include electric vehicle charging standards. A revised Waverley Parking Guidelines SPD is scheduled to be prepared after Local Plan Part 2. The emergence of electric vehicles and a projected growth in their use and ownership dictates that charging points must also become integral to all new development. Similarly, the popularity of cycling for leisure and commuting means that there is a demand for high quality cycle parking as part of new development. The revised Parking Guidelines SPD will provide guidance on parking for people with disabilities, school parking and car clubs and provide further guidance on electric vehicle charging points.

2.63  Maintaining and enhancing the role of public transport is essential in helping to reduce reliance on the private car and in delivering a more balanced and sustainable approach to transport provision. The benefits of increasing use of the public transport system include easing the pressure on the road network, improving road safety and reducing the negative environmental consequences of road traffic. The quality of interchange facilities, especially at rail stations and in town centres, and the quality and convenience of access to and from public transport facilities are of a major significance to the attractiveness of public transport.

2.64  Pedestrian and cycle routes are important contributors to providing sustainable access to services, facilities and jobs. A number of pedestrian and cycleway projects are included in the Infrastructure Delivery Plan (IDP) schedule. In order to deliver sustainable development, the layout and design of developments and highways improvements should follow a sustainable transport hierarchy, prioritising the needs of pedestrians and cyclists. Consideration should also be given to the use of permeable surfacing where appropriate, alongside measures to minimise the potential for pollution from roads entering rivers or watercourses.

DM9: Accessibility and transport

In order to promote sustainable transport modes and patterns, development should:

  1. Provide safe and convenient access for all highway users in a way which:
    1. Does not compromise pedestrian and cycle movements, or compromise access to the highway and public transport facilities and services;
    2. Manages vehicle speeds and does not have a severe residual cumulative impact on the capacity of the highway network;
    3. Does not adversely increase the risk of accidents or endanger the safety of road users including pedestrians, cyclists, and other vulnerable road users; and
    4. Provides adequate space for delivery vehicles.
  2. Incorporate a highway design and layout that:
    1. Complies with highways standards and guidance, including adequate circulation, turning space and visibility splays,
    2. Achieves a permeable highway layout, connecting with the existing highway network safely and includes safe access for pedestrians and cyclists,
    3. Allows for effective access by service and emergency vehicles at all times,
    4. Where appropriate takes account of the proposed major highway improvements as identified in the Infrastructure Delivery Plan, and
    5. Does not create a barrier to the movement of wildlife or create fragmented wildlife habitats.
  3. Meet the highest standards of accessible and inclusive design, including meeting the needs of less mobile people and those with disabilities.
  4. Minimise the adverse impact of any potential HGV traffic movements, particularly on rural lanes unsuitable for HGVs.
  5. Include adequate car parking spaces and secure cycle storage in accordance with the Council’s parking guidelines and make appropriate provision of electric vehicle charging points..
  6. Where appropriate, retain and enhance public transport infrastructure, service and interchange facilities.

 Explanatory notes:

2.65  For the purposes of this policy, the appropriate provision of electric vehicle charging points is the requirement as set out in the Surrey County Council Vehicular and Cycle Parking Guidance (January 2018) or as set out in any subsequent policy or guidance on this matter.

Local Plan Part 1 parent policies

ST1: Sustainable Transport



Refusal, and dismissal at appeal, of proposals which fail to promote safe, accessible, and sustainable transport routes and methods.

Performance of developments against design audit criteria.


New developments take opportunities to promote safe, accessible, and sustainable transport routes and methods.

2.66  The Borough Council has expressed long-standing support for improvements to be made to the A31 Farnham By-Pass, which regularly experiences serious traffic delays and congestion in peak periods. The problems are particularly acute at the signal controlled junction of Hickley’s Corner, where a prohibition on right turn movements results in drivers using the narrow town centre and residential roads as ‘rat-runs’. Aside from the benefits which would accrue to the flow of traffic along the A31, improvements to the Hickley’s Corner junction could have a number of other benefits. These include providing improved movement between the town centre and the extensive residential areas on the southern side of Farnham, improving accessibility to the station, reducing the risk of accidents for pedestrians crossing the by-pass and reducing traffic movements through the town centre.

2.67  Proposals by the County Council for a major highway improvement at Hickley’s Corner were included in the 1993 Waverley Borough Local Plan. This was carried forward into the Waverley Borough Local Plan 2002, which included Policy M19: A31 Farnham By-Pass Improvements. That policy was one of a number of policies in the 2002 Plan that were retained, pending completion of Local Plan Part 2.

2.68  In response to current transport issues in and around Farnham, Surrey County Council, Waverley Borough Council and Farnham Town Council have initiated the Farnham Infrastructure Programme (FIP). The FIP intends to develop an area-wide Optimised Infrastructure Programme (OIP) that resolves the issues contributing to congestion as well as improving how residents, visitors and businesses move in and around Farnham. The FIP will consider Farnham as a whole and support the development of connectivity that reflects the Farnham Neighbourhood Plan. The FIP partners intend to use the programme to create a future Farnham which is a model of best practice. In particular, the adopted approach will act as a trailblazer on how to put the needs of the communities first. It will find ways to resolve transport issues that residents face.

2.69  The transport improvement proposals of the FIP are made through four key projects. The first project will encompass a suite of short and medium-term interventions to address the town’s urgent needs. These interventions include developments already underway by SCC, WBC and FTC, as well as changes already in place to support the response to the Coronavirus Disease 2019 (COVID-19) pandemic. The other three projects consist of infrastructure and behaviour-based interventions designed to address Farnham’s needs in the longer term.

2.70  One of these longer-term projects is the improvements at Hickley’s Corner. This consists of measures to relieve congestion in Farnham centred around changes to Hickley’s Corner. This project could also deliver improvements to the A31 from Guildford to Winchester and will consider:

    • Improving safety for drivers, while prioritising cyclists and pedestrians;
    • Reducing congestion, queuing and vehicles using the town centre as an alternative through route;
    • Enabling right turns on the A31 and reducing town centre traffic;
    • Contributing to better connectivity to town and surrounding major roads, including the M3;
    • Resolving community severance by improving connectivity across Farnham;
    • Reducing the impacts of the level crossing;
    • Relieving congestion issues at Firgrove Hill Bridge;
    • Potential adoption of Station Approach Road as a public highway linking the A287 with the A31 at Hickley’s Corner.

 2.71  Given the renewed interest in pursuing the highway improvements on the A31 at Hickley’s Corner, The Council has decided to carry forward the retained policy from the 2002 Local Plan.

DM10: A31 Farnham By-Pass Improvements

In considering the design and location of any new development, the Council will, on behalf of the County Council, continue to take account of the proposed major highway improvements at Hickley's Corner on the A31 Farnham By-Pass.

Local Plan Part 1 parent policies

ST1: Sustainable Transport



Decisions take account of the proposed major highway improvements at Hickley's Corner.


No specific targets.