darlington travel plan guidance

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• Housing, local and community
• Planning and building
• Planning system

Travel Plans, Transport Assessments and Statements

Provides advice on when Transport Assessments and Transport Statements are required, and what they should contain.

Overarching principles on Travel Plans, Transport Assessments and Statements

This guidance relates only to Travel Plans, Transport Assessments and Statements in relation to decision-taking.

It may also be useful in plan-making if local planning authorities are of the view that Transport Assessments can beneficially inform their Local Plans (for example, in order to facilitate the use of sustainable modes of transport).

Further guidance on transport issues can be found on the Department for Transport’s website .

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Revision date: 06 03 2014

What are Travel Plans, Transport Assessments and Statements?

Travel Plans, Transport Assessments and Statements are all ways of assessing and mitigating the negative transport impacts of development in order to promote sustainable development. They are required for all developments which generate significant amounts of movements.

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What are Travel Plans?

Travel Plans are long-term management strategies for integrating proposals for sustainable travel into the planning process. They are based on evidence of the anticipated transport impacts of development and set measures to promote and encourage sustainable travel (such as promoting walking and cycling). They should not, however, be used as an excuse for unfairly penalising drivers and cutting provision for cars in a way that is unsustainable and could have negative impacts on the surrounding streets.

Travel Plans should where possible, be considered in parallel to development proposals and readily integrated into the design and occupation of the new site rather than retrofitted after occupation.

Where there may be more effective or sustainable outcomes, and in order to mitigate the impact of the proposed development, consideration may be given to travel planning over a wider area.

Related policy:

• paragraph 32

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What are Transport Assessments and Statements?

Transport Assessments and Statements are ways of assessing the potential transport impacts of developments (and they may propose mitigation measures to promote sustainable development. Where that mitigation relates to matters that can be addressed by management measures, the mitigation may inform the preparation of Travel Plans).

Transport Assessments are thorough assessments of the transport implications of development, and Transport Statements are a ‘lighter-touch’ evaluation to be used where this would be more proportionate to the potential impact of the development (ie in the case of developments with anticipated limited transport impacts).

Where the transport impacts of development are not significant, it may be that no Transport Assessment or Statement or Travel Plan is required. Local planning authorities, developers, relevant transport authorities, and neighbourhood planning organisations should agree what evaluation is needed in each instance.

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How do Travel Plans, Transport Assessments and Statements relate to each other?

The development of Travel Plans and Transport Assessments or Transport Statements should be an iterative process as each may influence the other.

The primary purpose of a Travel Plan is to identify opportunities for the effective promotion and delivery of sustainable transport initiatives eg walking, cycling, public transport and tele-commuting, in connection with both proposed and existing developments and through this to thereby reduce the demand for travel by less sustainable modes. As noted above, though, they should not be used as way of unfairly penalising drivers.

Transport Assessments and Transport Statements primarily focus on evaluating the potential transport impacts of a development proposal. (They may consider those impacts net of any reductions likely to arise from the implementation of a Travel Plan, though producing a Travel Plan is not always required.) The Transport Assessment or Transport Statement may propose mitigation measures where these are necessary to avoid unacceptable or “severe” impacts. Travel Plans can play an effective role in taking forward those mitigation measures which relate to on-going occupation and operation of the development.

Transport Assessments and Statements can be used to establish whether the residual transport impacts of a proposed development are likely to be “severe”, which may be a reason for refusal, in accordance with the National Planning Policy Framework.

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Why are Travel Plans, Transport Assessments and Statements important?

Travel Plans, Transport Assessments and Statements can positively contribute to:

• encouraging sustainable travel;
• lessening traffic generation and its detrimental impacts;
• reducing carbon emissions and climate impacts;
• creating accessible, connected, inclusive communities;
• improving health outcomes and quality of life;
• improving road safety; and
• reducing the need for new development to increase existing road capacity or provide new roads.

They support national planning policy which sets out that planning should actively manage patterns of growth in order to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable.

Government’s policy on parking is set out in the National Planning Policy Framework. Travel Plans, Assessments and Statements can also be important tools to improve the quality of town centre parking (and where, necessary to improve the vitality of town centres, the quantity too).

Local planning authorities and developers should both consider the wider benefits of Travel Plans, Transport Assessments and Statements such as helping to promote the attractiveness of a district or site to new visitors and releasing land for development that would otherwise be taken up by required related parking.

Many military establishments are located in isolated areas and the lack of choice that military families have over the location of their service accommodation means some face transport difficulties. When considering transport issues local authorities should consider the particular requirements of any Armed Forces families in their area.

Related policies:

• paragraph 43
• paragraph 103
• paragraph 106

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What key principles should be taken into account in preparing a Travel Plan, Transport Assessment or Statement?

Travel Plans, Transport Assessments and Statements should be:

• proportionate to the size and scope of the proposed development to which they relate and build on existing information wherever possible;
• established at the earliest practicable possible stage of a development proposal;
• be tailored to particular local circumstances (other locally-determined factors and information beyond those which are set out in this guidance may need to be considered in these studies provided there is robust evidence for doing so locally);
• be brought forward through collaborative ongoing working between the local planning authority/transport authority, transport operators, rail network operators, Highways Agency where there may be implications for the strategic road network and other relevant bodies. Engaging communities and local businesses in Travel Plans, Transport Assessments and Statements can be beneficial in positively supporting higher levels of walking and cycling (which in turn can encourage greater social inclusion, community cohesion and healthier communities).

In order to make these documents as useful and accessible as possible any information or assumptions should be set out in a clear and publicly accessible form:

• the timeframes over which they are conducted or operate should be appropriate in relation to the nature of developments to which they relate (and planned changed to transport infrastructure and management in the area);
• local planning authorities should advise qualifying bodies for the purposes of neighbourhood planning on whether Travel Plans, Transport Assessments and Statements should be prepared, and the benefits of doing so, as part of the duty to support.

Local planning authorities may wish to consult the relevant bodies on planning applications likely to affect transport infrastructure, such as rail network operators where a development is likely to impact on the operation of level crossings.

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Can Travel Plans, Transport Assessments or Transport Statements be used to justify higher parking charges or other constraints on car users?

While Travel Plans are intended to promote the most sustainable forms of transport, such as active travel, they should not be used to justify penalising motorists – for instance through higher parking charges, tougher enforcement or reduced parking provision (which can simply lead to more on street parking). Nor should they be used to justify aggressive traffic calming measures, such as speed humps.

Maximum parking standards can lead to poor quality development and congested streets, local planning authorities should seek to ensure parking provision is appropriate to the needs of the development and not reduced below a level that could be considered reasonable.

Travel Plans, Transport Assessments and Statements should reflect the important role that appropriate parking facilities can play in rejuvenating local shops, high streets and town centres .

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Travel Plans

When is a travel plan required.

Paragraph 111 of the National Planning Policy Framework sets out that all developments which generate significant amounts of transport movement should be required to provide a Travel Plan.

Local planning authorities must make a judgement as to whether a proposed development would generate significant amounts of movement on a case by case basis (ie significance may be a lower threshold where road capacity is already stretched or a higher threshold for a development which proposes no car parking in an area of high public transport accessibility).

In determining whether a Travel Plan will be needed for a proposed development the local planning authorities should take into account the following considerations:

• the Travel Plan policies (if any) of the Local Plan;
• the scale of the proposed development and its potential for additional trip generation (smaller applications with limited impacts may not need a Travel Plan);
• existing intensity of transport use and the availability of public transport;
• proximity to nearby environmental designations or sensitive areas;
• impact on other priorities/ strategies (such as promoting walking and cycling);
• the cumulative impacts of multiple developments within a particular area;
• whether there are particular types of impacts around which to focus the Travel Plan (eg minimising traffic generated at peak times); and
• relevant national policies, including the decision to abolish maximum parking standards for both residential and non-residential development.

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How should the need for and scope of a Travel Plan be established?

The anticipated need for a Travel Plan should be established early on, preferably in the pre-application stage but otherwise within the application determination process itself.

Consideration should be given at the pre-application stage to:

• the form and scope of the Travel Plan;
• the outcomes sought by the Travel Plan;
• the processes, timetables and costs potentially involved in delivering the required outcomes (including any relevant conditions and obligations);
• the scope of the information needed; and
• the proposals for the on-going management, implementation and review processes.

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What information should be included in Travel Plans?

Travel Plans should identify the specific required outcomes, targets and measures, and set out clear future monitoring and management arrangements all of which should be proportionate. They should also consider what additional measures may be required to offset unacceptable impacts if the targets should not be met.

Travel Plans should set explicit outcomes rather than just identify processes to be followed (such as encouraging active travel or supporting the use of low emission vehicles). They should address all journeys resulting from a proposed development by anyone who may need to visit or stay and they should seek to fit in with wider strategies for transport in the area.

They should evaluate and consider:

• benchmark travel data including trip generation databases;
• Information concerning the nature of the proposed development and the forecast level of trips by all modes of transport likely to be associated with the development;
• relevant information about existing travel habits in the surrounding area;
• proposals to reduce the need for travel to and from the site via all modes of transport; and
• provision of improved public transport services.

They may also include:

• parking strategy options (if appropriate – and having regard to national policy on parking standards and the need to avoid unfairly penalising motorists ); and
• proposals to enhance the use of existing, new and improved public transport services and facilities for cycling and walking both by users of the development and by the wider community (including possible financial incentives).

These active measures may assist in creating new capacity within the local network that can be utilised to accommodate the residual trip demand of the site(s) under consideration.

It is often best to retain the ability to establish certain elements of the Travel Plan or review outcomes after the development has started operating so that it can be based upon the occupational and operational characteristics of the development.

Any sanctions (for example financial sanctions on breaching outcomes/processes) need to be reasonable and proportionate, with careful attention paid to the viability of the development. It may often be more appropriate to use non-financial sanctions where outcomes/processes are not adhered to (such as more active or different marketing of sustainable transport modes or additional traffic management measures). Relevant implications for planning permission must be set out clearly, including (for example) whether the Travel Plan is secured by a condition or planning obligation.

Travel Plans can only impose such requirements where these are consistent with government policy on planning obligations.

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How should Travel Plans be monitored?

Travel Plans need to set out clearly what data is to be collected, and when, establishing the baseline conditions in relation to any targets.

The length of time over which monitoring will occur and the frequency will depend on the nature and scale of the development and should be agreed as part of the Travel Plan with the developer or qualifying body for neighbourhood planning. Who has responsibility for monitoring compliance should be clear.

Monitoring requirements should only cease when there is sufficient evidence for all parties to be sure that the travel patterns of the development are in line with the objectives of the Travel Plan. This includes meeting the agreed targets over a consistent period of time. At this point the Travel Plan would become a voluntary initiative.

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Transport Assessments and Statements

When are transport assessment and transport statements required.

Paragraph 111 of the National Planning Policy Framework sets out that all developments that generate significant amounts of transport movement should be supported by a Transport Statement or Transport Assessment.

Local planning authorities must make a judgement as to whether a development proposal would generate significant amounts of movement on a case by case basis (ie significance may be a lower threshold where road capacity is already stretched or a higher threshold for a development in an area of high public transport accessibility).

In determining whether a Transport Assessment or Statement will be needed for a proposed development local planning authorities should take into account the following considerations:

• the Transport Assessment and Statement policies (if any) of the Local Plan;
• the scale of the proposed development and its potential for additional trip generation (smaller applications with limited impacts may not need a Transport Assessment or Statement);
• impact on other priorities/strategies (such as promoting walking and cycling);
• the cumulative impacts of multiple developments within a particular area; and
• whether there are particular types of impacts around which to focus the Transport Assessment or Statement (eg assessing traffic generated at peak times).

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How should the need for and scope of a Transport Assessment or Statement be established?

The need for, scale, scope and level of detail required of a Transport Assessment or Statement should be established as early in the development management process as possible as this may therefore positively influence the overall nature or the detailed design of the development.

Key issues to consider at the start of preparing a Transport Assessment or Statement may include:

• the planning context of the development proposal;
• appropriate study parameters (ie area, scope and duration of study);
• assessment of public transport capacity, walking/cycling capacity and road network capacity;
• road trip generation and trip distribution methodologies and/ or assumptions about the development proposal;
• measures to promote sustainable travel;
• safety implications of development; and
• mitigation measures (where applicable) – including scope and implementation strategy.

It is important to give appropriate consideration to the cumulative impacts arising from other committed development (ie development that is consented or allocated where there is a reasonable degree of certainty will proceed within the next 3 years). At the decision-taking stage this may require the developer to carry out an assessment of the impact of those adopted Local Plan allocations which have the potential to impact on the same sections of transport network as well as other relevant local sites benefitting from as yet unimplemented planning approval.

Transport Assessments or Statements may identify the need for associated studies or may feed into other studies. However care should be taken to establish the full range of studies that will be required of development at the earliest opportunity as it is unlikely that a Transport Assessment or Statement in itself could fulfil the specific role required of a transport element of an Environmental Impact Assessment where this is required. Particular attention should be given to this issue where there are environmentally sensitive areas nearby and where the proposal could have implications for breach of statutory thresholds in relation to noise and air quality either as a result of traffic generated by the site or as a consequence of the impact of existing traffic on the site under consideration.

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What information should be included in Transport Assessments and Statements?

The scope and level of detail in a Transport Assessment or Statement will vary from site to site but the following should be considered when settling the scope of the proposed assessment:

• information about the proposed development, site layout, (particularly proposed transport access and layout across all modes of transport)
• information about neighbouring uses, amenity and character, existing functional classification of the nearby road network;
• data about existing public transport provision, including provision/ frequency of services and proposed public transport changes;
• a qualitative and quantitative description of the travel characteristics of the proposed development, including movements across all modes of transport that would result from the development and in the vicinity of the site;
• an assessment of trips from all directly relevant committed development in the area (ie development that there is a reasonable degree of certainty will proceed within the next 3 years);
• data about current traffic flows on links and at junctions (including by different modes of transport and the volume and type of vehicles) within the study area and identification of critical links and junctions on the highways network;
• an analysis of the injury accident records on the public highway in the vicinity of the site access for the most recent 3-year period, or 5-year period if the proposed site has been identified as within a high accident area;
• an assessment of the likely associated environmental impacts of transport related to the development, particularly in relation to proximity to environmentally sensitive areas (such as air quality management areas or noise sensitive areas);
• measures to improve the accessibility of the location (such as provision/enhancement of nearby footpath and cycle path linkages) where these are necessary to make the development acceptable in planning terms;
• a description of parking facilities in the area and the parking strategy of the development;
• ways of encouraging environmental sustainability by reducing the need to travel; and
• measures to mitigate the residual impacts of development (such as improvements to the public transport network, introducing walking and cycling facilities, physical improvements to existing roads.

In general, assessments should be based on normal traffic flow and usage conditions (eg non-school holiday periods, typical weather conditions) but it may be necessary to consider the implications for any regular peak traffic and usage periods (such as rush hours). Projections should use local traffic forecasts such as TEMPRO drawing where necessary on National Road Traffic Forecasts for traffic data.

The timeframe that the assessment covers should be agreed with the local planning authority in consultation with the relevant transport network operators and service providers. However, in circumstances where there will be an impact on a national transport network, this period will be set out in the relevant government policy.

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Overall Housing Requirements

Housing land supply, development limits, housing mix, affordable housing, rural exception sites, residential development in the countryside, housing intensification, accommodating travelling groups, skerningham strategic allocation, greater faverdale strategic allocation.

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• 11 MONITORING FRAMEWORK
• 12 GLOSSARY
• APPENDIX A HOUSING TRAJECTORY
• APPENDIX B HOUSING AND EMPLOYMENT ALLOCATION STATEMENTS
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• APPENDIX D CIVIL AVIATION AUTHORITY SAFEGUARDING
• APPENDIX E APPENDIX E AFFORDABLE HOUSING REQUIREMENTS
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6.0.1 The National Planning Policy Framework (NPPF) requires Local Planning Authorities to support the Government's objective of significantly boosting the supply of housing. It is important that a sufficient amount and variety of land can come forward where it is needed.  A key role of the Local Plan, as emphasised by the NPPF, is to provide for objectively assessed needs for both market and affordable housing. This includes meeting the needs of various groups that have different housing requirements. Many factors have an impact on housing demand including population growth, decreasing household size, an ageing population, migration, economic growth and residents unable to afford homes in the area. These issues, in combination, result in a significant need for new homes of an appropriate mix and type.

6.0.2 The NPPF also requires Local Planning Authorities to identify and update annually a five year supply of deliverable housing sites against their housing requirement set out in adopted strategic policies or against their local housing need where the strategic policies are more than five years old. The supply of specific deliverable sites should in addition include a buffer (moved forward from later in the plan period). This buffer should be 5% where a local planning authority wishes to demonstrate a five year supply of deliverable sites through a recently adopted plan, to account for any fluctuations in the market during that year. 

6.0.3 It is important to note that the need to deliver a mix of new homes across the Borough is not considered in isolation and the Local Plan also considers and plans for issues such as the provision of new community facilities and infrastructure. It is a combination of these elements which are required to deliver sustainable communities and these issues are addressed in other relevant chapters and within the supporting infrastructure plan which has been published with the Local Plan.

6.0.4 This chapter sets out the housing requirement for the Borough, housing allocations and policies on the mix of housing, affordable housing, limits to development, exceptions, residential development in rural areas, housing intensification and accommodating travelling groups.         

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  Darlington Housing Market Area

6.1.1 The housing market area covering Darlington Borough has links with North Yorkshire, Stockton-on-Tees and County Durham. Data and evidence, however, indicates that the Borough is generally a self-contained housing market area as outlined in the  Darlington Strategic Housing Market Assessment ( 15 ) . This is the geographical area within which a substantial majority of the employed population both live and work, and where those moving house choose to stay. It is for this area which the Local Plan will address the housing needs.

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Housing Requirement (Strategic Policy)

Housing will be delivered to meet a minimum requirement of 422 net additional dwellings per annum over the plan period from 2016 to 2036. This results in a total net minimum requirement of 8,440 dwellings.

The minimum requirement will be met through: completions already achieved since April 2016, sites with planning permission (commitments), housing land allocations and mixed use allocations set out in Policy H 2.

The Local Planning Authority also has a Local Plan housing target of 492 net additional dwellings per annum over the plan period from 2016 to 2036. This results in a total net target of 9,840 dwellings over the plan period. The housing target makes an allowance for economic growth and 7,000 full time equivalent additional jobs over the plan period. The increased housing target reflects the additional new homes required to meet the need of additional workers.  The housing target will also be met by the sites outlined above.

The above approach has been taken to provide a housing requirement range rather than a single figure. The housing target is not a restrictive maximum figure.  

It is anticipated that the sites will be delivered in accordance with the housing trajectory in APPENDIX A which indicates that a continuous five year supply of housing will be maintained throughout the plan period. The trajectory is an approximation of delivery and does not place any phasing restrictions on the sites. 

At any point in the Local Plan period where there is no longer a demonstrable supply of sites to fully meet the five year land requirement, sustainable housing sites located beyond development limits, that would make both a positive contribution to the five year supply of housing land and be well related to the development limits of the main urban area or service villages (as defined in Policy SH 1) will be supported. Such proposals should comprise of sustainable development and be consistent with relevant national and Local Plan policies.  

The NPPF states that strategic policies should also set out a housing requirement for designated neighbourhood areas which reflects the overall strategy for the pattern and scale of development and any relevant allocations. The table below outlines the housing requirement for the neighbourhood areas in the Borough, following the above approach.

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6.1.2 The amount of housing to be planned for is one of the most important issues within the Local Plan. The NPPF was re-issued with a number of changes in July 2018, one of which was the introduction of the standard method for calculating housing need. The Framework states, t o determine the minimum number of homes needed, strategic policies should be informed by a local housing need assessment, conducted using the standard method in national planning guidance – unless exceptional circumstances justify an alternative approach which also reflects current and future demographic trends and market signals. 

6.1.3 To calculate the minimum annual local housing need figure the standard method uses national household growth projections (2014-based household projections) for the area of the local authority to set a baseline. It then adjusts the average growth figure based on the areas affordability in order to address past under supply (using most recent median workplace-based affordability ratios). This generates a local housing need figure of 177 dwellings per annum for Darlington.

6.1.4 National Planning Practice Guidance (NPPG) outlines circumstances where it might be appropriate to plan for a higher housing need figure than the standard method indicates. For example in areas where growth strategies are in place, strategic infrastructure improvements are planned or where an authority agrees to take on unmet need from a neighbouring authority. It also highlights that there may also be situations where previous levels of housing delivery or previous assessments of need (such as a recently produced Strategic Housing Market Assessment) are significantly greater than the outcome from the standard method.    

6.1.5 The Darlington Strategic Housing Market Assessment (SHMA) update (2017) ( 16 ) identified fundamental flaws in national statistics for population and household growth in Darlington Borough. It is this data which is utilised in the standard method. The 2014 based population projections and mid-year population estimates identified very little growth between 2011 and 2016 whilst local administrative data (NHS patient register, school census and records of those receiving state pension) contradicted this and show significantly higher levels of growth. This data justifies the need for an adjustment to household growth projections and the standard method figure as a baseline of housing need. 

6.1.6 Modelling work was undertaken in the SHMA Update (2017) on a range of scenarios to derive a more reliable and appropriate demographic projection. The chosen scenario utilised recent local administrative data and long term migration trends. This work informed the housing target in the above policy. The methodology and modelling used for quantifying housing need is complex but it considered the following information:

Population statistics from the Census 2001 and 2011;

Department for Communities and Local Government (DCLG) 2014 based household projections;

Population projections;

Local administrative data;

Demographic trends; and

Economic forecasts. 

6.1.7 The calculation of housing need in the SHMA Update (2017) also had to make a number of assumptions in relation to the working age population, unemployment rates, commuting patterns, economic activity rates and part time working trends etc. This list is not exhaustive but all factors and assumptions will have an impact on the required level of housing. The Council is also committed to supporting the economic growth of the Borough and the authority is active in attracting new businesses and industries to the area. This support is reflected through the housing target which accounts for projected employment growth and accommodating additional workers required.

6.1.8 The relationship between housing and economic growth also works in the other direction. If we do not deliver sufficient housing, of the right type and in the right areas, there is a risk that the working age population seek new homes in neighbouring authorities. Failure to plan for the homes we need could lead to detrimental economic and social impacts on the Borough.     

6.1.9 Further information and details on how the housing target was derived can be found in the SHMA Update (2017). It is considered that the minimum housing requirement and target within Policy H 1 strikes a balance between realistic achievability and aspiration.    

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6.2.1 The identified housing target will be met in full through the delivery of housing from a variety of sources. This will include; sites which are already being developed within the plan period (completions), sites which have planning permission (commitments), known housing sources (sites which are currently under consideration by the local planning authority or awaiting a legal agreement) and new site allocations. A housing trajectory has been included in APPENDIX A, which demonstrates that there is a range of sites that are capable of meeting the housing target and ensuring a continuous five year supply of deliverable housing land throughout the plan period. The table below outlines the amount of dwellings expected to be delivered in the five year periods of the Local Plan. It is however important to note that the housing trajectory does not place any phasing restrictions on the sites and they may come forward sooner than indicated.

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6.2.2 There is the need to allocate sufficient land to accommodate a minimum of 8,440 dwellings and a target of 9,840 dwellings within the plan period. The allocations which will contribute to achieving this are set out in Policy H 2. In combination with existing commitments and taking into account housing delivery since the start of the plan period (2016) there is sufficient land to surpass the housing target. The allocations and existing commitments have the potential to deliver approximately 10,000 homes up to 2036. The build out of a number of the strategic sites will also extend beyond 2036. Taking this into consideration the plan has sufficient land for approximately 16,000 homes.

6.2.3 Further flexibility has been incorporated into the plan as contributions from windfall sites and brownfield regeneration schemes within the urban area have not been included in the allocations / housing trajectory. With regards to the regeneration sites, these have not been included due to site constraints and questions over deliverability. The Council will however be supportive of these sites coming forward providing they are in suitable and sustainable locations.

6.2.4 The housing requirement and housing target are 'net' figures and must take into account  any dwellings that are lost during that period through demolition or change of use. However, the loss of housing through demolition and change of use has been relatively low in Darlington Borough and there are no planned demolition or regeneration schemes identified.

Five Year Supply

6.2.5 There is a requirement to continually monitor delivery and the supply of housing sites to ensure a rolling five year supply throughout the plan period. The Local Planning Authority will produce a housing position statement at the beginning of each financial year to set out the current five year housing land supply. If the situation arose where the Local Planning Authority were unable to demonstrate a five year supply of deliverable housing sites, there is a fall-back position within Policy H 1. The policy states, in this situation sites which are not allocated, are located beyond development limits but are well related to the limits of the main urban area or service villages will be supported. This is providing they comprise of sustainable development and are consistent with relevant national and Local Plan policies.

6.2.6 In the above circumstance, proposals will not be required to accord with Policy H 7 Residential Development in the Countryside but will have to demonstrate that they will be deliverable in the short term, therefore contributing to the five year supply. The Local Planning Authority may reduce implementation or submission of reserved matters timescales to ensure delivery takes place within the five year period. If an application is granted under this situation and subsequently expires, it will not necessarily be renewed automatically if permission is sought again.  

6.2.7 If monitoring indicates that there is persistent and prolonged under delivery of housing, a review of this housing chapter and the housing allocations will be undertaken in order to resolve the situation.

Spatial Distribution of New Housing

6.2.8 Development opportunities for housing should be primarily focused in those areas that provide (or will be able to provide) the level of services, facilities and employment opportunities that are required to support communities and an increase in the population.

6.2.9 The distribution of sites has followed the existing settlement hierarchy. A large proportion have been focused on the main urban core of Darlington Borough via sites within the main urban area and urban extensions. Strategic urban extensions are focused to the north east and west of the main urban area. Smaller scale extensions are also proposed around the urban fringe. The strategic urban extensions would take some time to deliver due to infrastructure requirements, consequently it was considered necessary to look to the service villages for sites which could be delivered in the short and medium term.   

6.2.10 Only the service villages are considered to be suitable for housing development in the Local Plan. The smaller more rural villages as defined in the settlement hierarchy are generally considered to be less favourable locations for housing development as they meet limited sustainability criteria. They are considered to be unsuitable due to their remote locations and lack of facilities / services. As a consequence no housing allocations have been proposed in these areas. 

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Housing Allocations (Strategic Policy)

The following sites are allocated for housing development and are identified on the Policies Map. The allocations are required to meet the housing target as set out in Policy H 1, taking into account existing commitments (extant planning permissions) and completions since April 2016.

The allocations will assist to meet the Boroughs quantitative and qualitative need for housing over the plan period. They will provide an appropriate mix of residential developments in accordance with the objectives set out in Policy H 4 and will support the sustainable development of the Borough in accordance with the locational strategy.

The sites will provide a supply of housing land sufficient to evidence a deliverable five year rolling housing supply in accordance with the National Planning Policy Framework.

The yield identified is for indicative purposes only and the final number of homes to be delivered on site will be determined by the planning application process. Development proposals on the allocated sites listed below will be permitted providing the scheme is in accordance with other relevant policies set out in the Local Plan and national policy. Schemes should satisfactorily address any issues or requirements as set out in APPENDIX B HOUSING AND EMPLOYMENT ALLOCATION STATEMENTS.  

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6.2.11 The policy above indicates that the allocations are capable of accommodating around 6,709 homes in the Borough throughout the plan period. An additional 5,545 homes are anticipated to be delivered post 2036.

6.2.12 The indicative yields have been calculated using density multipliers and average developable areas for particular site sizes. Where on-site constraints have restricted the developable area this has been reflected in the yields. Also in cases where more detailed information has been available, for example via a developer proposal in a current planning application, this has been reflected in the yield.

6.2.13 The allocations have been selected taking into account sustainability principles and the following criteria:

Directing development to within the urban area, as urban extensions and to the service villages, in accordance with the locational strategy;

Selecting sites in sustainable locations with good access to public transport, services, shops, employment locations and community facilities;

Including brownfield sites where possible, taking into account site constraints and economic viability;

Avoiding areas which have significant physical constraints and avoiding environmentally sensitive locations;

Selecting a mix of sites in terms of size and location, which can meet both the quantitative and qualitative housing needs over the plan period.

Selecting sites which have a reasonable prospect of being delivered within the twenty year plan period.  

6.2.14 APPENDIX B HOUSING AND EMPLOYMENT ALLOCATION STATEMENTS provides guidance for each housing allocation, outlining site specific requirements, constraints or relevant information. It should be noted that this guidance is not exhaustive and further issues may need to be addressed via a planning application. The statements will also give guidance in some cases on the type of schemes and densities which the Council would be supportive of. Generic issues such as affordable housing requirements will not be set out in the statements as they will apply to most sites. Specific infrastructure requirements will also be dealt with at the planning application stage unless there is a need for on-site provision. This will mainly apply to the strategic urban extensions.

6.2.15 The allocations are in addition to the supply of dwellings from existing commitments, some of which are currently being built out. These sites are shown in the Table 6.4 below. It is important to note that the total number of dwellings set out in Policy H 2 above, up to 2036, is not the same as the housing target. This is because the policy does not include the commitments which already have planning permission, some of which are already being developed. These sites will also contribute to meeting the housing target and taken with the allocations will surpass the target of 9,840 dwellings. Some of the allocations and commitments are also likely to deliver dwellings beyond the plan period (post 2036).    

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Development Limits (Strategic Policy)

Development within the limits identified on the Policies Map will be acceptable in principle subject to compliance with other relevant national and local policies.

6.3.1 Development limits are a planning policy tool in the Local Plan, to help to achieve the locational strategy for new development. The Draft Local Plan's aims and objectives set out that development will be expected to be in sustainable locations, within and around existing urban areas in order to protect the Borough's green infrastructure network.  The development limits help preserve the distinctive identities of existing settlements, protect the open countryside between settlements and preserve the countryside’s intrinsic character and beauty. There are a number of other non housing allocations beyond development limits that are considered appropriate locations for their identified use (Policies E1, E2 and E3).

6.3.2 The limits, defined through the Policy H 3, will provide more certainty as to where development will or will not generally be permitted.

6.3.3 Work to identify where the edge of the built up area ends and the countryside begins has been undertaken in the preparation of these limits to development. This has taken into account factors such as the nature of the land use or building and whether it would be typically located within the urban area or the countryside. The limits follow clearly defined permanent features, such as walls, fences or roads wherever possible. 

6.3.4 The development limits have been drawn to include areas identified for future planned growth of housing and employment adjoining the urban area, such as Skerningham, Greater Faverdale, West Park Garden Village and Great Burdon. In addition to the main urban area a similar exercise has been undertaken for the Borough’s villages. It should be noted that not all of the Borough's villages have development limits. In these areas policies relating to development in the countryside will apply.

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Proposals for housing development will be expected to provide an appropriate mix of housing types, sizes and tenures which meet local needs as identified within the most up to date Strategic Housing Market Assessment or by other evidence submitted in support of a planning application. A suitable housing mix should also give consideration to a site's location, physical constraints and surrounding context.

The Council will support proposals for specialised housing for both older people and those with disabilities to meet identified needs outlined within most recent evidence. Proposed sites for such schemes will be expected to be in sustainable locations close to essential services and facilities and well served public transport routes.

To ensure that new homes provide quality living environments for residents both now and in the future, the following standards from Building Regulations Approved Document M: Volume 1 (Access to and use of dwellings) will apply to new dwellings, subject to consideration of site suitability and site viability:

80% of all new dwellings will meet category 2 requirements (accessible and adaptable dwellings).

9% of all new dwellings will meet category 3 requirements (a) or (b) (wheelchair user dwellings). Where the local authority is responsible for allocating or nominating a person to live in that dwelling, homes should meet building regulation M4 (3) (2) (b). When providing for wheelchair user housing, early discussion with the Council is required to obtain the most up to date information on specific need in the local area. Where there is no specific need identified, then M4 (3) (a) will apply, to allow simple adaptation of the dwelling to meet the future needs of wheelchair users. 

To increase housing options, the Council will encourage and support the delivery of custom and self-build housing. The Council will monitor the demand for this type of housing and will assist in the delivery of sites.

6.4.1 The NPPF requires the Council to plan for a mix of housing to the meet the needs of communities. This includes but is not limited to, families with children, older people and people with disabilities, service families and people wishing to build their own homes. The overall objective is to widen the choice of high quality homes, widen opportunities for home ownership and create sustainable inclusive and mixed communities. Policy H 4 sets out the Council’s approach to meeting these needs.

6.4.2 Part 2 of the Darlington Strategic Housing Market Assessment (SHMA) 2015 ( 17 ) provides the most up to date evidence of housing need of specific types in the Borough. The assessment provides a comparison of Darlington Borough with England regarding age profile, household tenure, property type and property size. The comparison does not highlight any particular issues or challenges that make the housing market area significantly different.

6.4.3 The assessment goes on to consider other specific housing needs for parts of the local community. The evidence indicates that there will be an increasing demand in the future for specialist housing to meet the needs of the elderly and those with physical or learning disabilities. The SHMA quantifies the likely needs of these groups. An ageing population is a national issue and the assessment highlights the importance of meeting the needs of the elderly population when planning for new housing. It is acknowledged that this is not necessarily solely through specialist provision as housing solutions for older people can also be found from general housing and many older people may not want or need specialist accommodation or care. Provision may come in the form of bungalows or homes which can be adapted to meet a change in needs.

6.4.4 Government policy is focused on supporting older people and those with a disability to live independently at home. Supporting independent living can help to reduce the costs to health and social services and providing more housing options for older people can free up homes which are under occupied. Meeting these needs is a challenge, however providing more accessible and easily adaptable homes will help people to maintain independence for longer. This is recognised in Policy  H 4 with the requirements for standards relating to accessible and adaptable homes. These standards are governed by the Building Regulations and are set out in the 2015 edition of Approved Document M: Volume 1 (Access to and use of dwellings) (2016 amendments) ( 18 ) . These standards are part of the optional technical requirements which exceed the minimum standards required by the Building Regulations in respect of access. The Government's intention is that Local Planning Authorities should not apply any additional local standards on requirements relating to the construction, internal layout or performance of new dwellings. The optional technical standards help to stream line standards nationally. 

6.4.5 Category 1 requirements are mandatory within the Building Regulations and are classed as a visitable dwelling. Reasonable provision should be made for people to gain access to and use the dwelling and its facilities. A category 2 dwelling is classed as accessible and adaptable and is optional in the Building Regulations. Provision must be sufficient to meet the needs of occupants with differing needs including some older and disabled people and to allow adaptation of the dwelling to meet the changing needs of the occupant over time. A category 3 dwelling is classed as wheelchair user and is optional in the Building Regulations. The provision made must be sufficient to allow simple adaptation of the dwelling to meet the needs of occupants who use wheelchairs.  The standards will be applied to outline or full applications. They will not be applied retrospectively to previous permissions.

6.4.6 With regards to other specific needs, the SHMA outlines that within Darlington Borough there are few students. Most students are either under 18 or are mature students who live in their own home. Local colleges do not provide specialist accommodation for its students. Teesside University has part of the campus in Darlington but this does not provide accommodation. As such, there is limited student impact on the working of the local housing market. 

6.4.7 The numbers of service personnel living in Darlington is relatively low compared to the overall population of the housing market area. A large base is located 15 miles away at Catterick and could impact on Darlington if the Borough were ever expected to meet some of the bases housing need. The nations armed forces have been reduced in size over previous years, however there are plans for the base at Catterick to be increased in size in the near future. The Council believes that this growth is to be dealt with in the Catterick Garrison area and Richmondshire District Council have not asked Darlington Borough Council to accommodate any of this growth in the draft Local Plan.     

6.4.8 There has been a rise in the relative size of the private rented sector and a decline in owner occupation both in Darlington and across England between 2001 and 2011. The evidence supports continuing demand for and growth in private rented sector homes in Darlington.

6.4.9 Custom and self-build is the process by which an individual or association purchases a plot of land and then builds their own home. The process can vary from the individual undertaking the whole process or commissioning architects or builders to assist. The evidence in the SHMA and on the authorities Custom and Self-build Register suggests that there is limited demand for self-build. The Council are however keen to widen opportunities for people to build their own homes as this is an important element of boosting housing supply and meeting housing aspirations.  

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Affordable Housing (Strategic Policy)

In order to meet the needs of people who are not able to access the general housing  market, the provision of affordable housing will be expected in residential development schemes of 10 or more dwellings. Exemptions include residential institutions, student accommodation, live work units where the main use is predominantly employment, gypsy and traveller accommodation and non residential development.  

The level and type of affordable housing required in residential developments is as follows:

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A map of these areas can be found in APPENDIX E.

Developments of less than 10 dwellings will not generally be required to make an affordable housing contribution, unless they form part of a rural exceptions site.

The affordable housing requirement shall be provided on-site with approximately 50% as affordable rent and 50% as other affordable products (as defined in the NPPF). In determining the type and size of affordable housing to be provided, the  Council will also have regard to the evidence in the most recent SHMA.

Affordable housing will normally be provided on-site alongside market housing to create balanced  communities. As such, the affordable housing should be distributed across sites in small clusters of dwellings. Exceptions to the requirement for on-site provision will be: 

Executive housing schemes;

Schemes which involve the conversion of a building which is not able to physically accommodate units of the size and type of affordable housing which is required within that locality;

Specialist accommodation where the management of the building(s) would make it difficult to provide affordable housing on-site (such as sheltered accommodation); and

Any other circumstances where the Council considers off-site provision to be preferable to on-site provision; for example where a contribution would result in the delivery of more affordable homes off-site or in a more suitable location when compared to the the policy requirement for on-site provision. 

In the above circumstances, the requirement should be provided off-site on developer owned land or a financial contribution by way of a commuted sum will be expected, which will be used by the Council to meet affordable housing needs within the Borough. T he sum shall be equal to the difference between the open market valuation of the affordable units which would have been provided on-site and the purchase price that the Registered Provider would have been willing to pay for these units.      

Where an applicant considers that the provision of affordable housing in accordance with the requirements of this policy would make a scheme unviable, they must submit a detailed viability assessment to demonstrate that this is the case and to show the maximum level of affordable housing that could be delivered on the site. The applicant will be expected to deliver the maximum level of affordable housing achievable.

6.5.1 Affordable housing provides opportunities for people who are unable to access the housing market. It provides suitable housing for people who cannot afford to rent or buy on the open market and also for those people who work in different aspects of the economy. It also assists in reducing homelessness and overcrowding. Currently affordable housing is delivered within the Borough by Registered Providers and the Council. The Council's stock comprises of approximately 4,000 social rent units and 800 affordable rent units. The Council are aware of the need for affordable homes in the Borough and therefore are very much active in delivery. Delivery is currently focused largely on affordable rent schemes due to a lack of government subsidies for social rent. The different types of affordable housing are outlined below. Dwellings that do not meet the definitions of affordable housing will not be considered as affordable housing for planning purposes.

Affordable housing for rent:  meets all of the following conditions: (a) the rent is set in accordance with the Government’s rent policy for Social Rent or Affordable Rent, or is at least 20% below local market rents (including service charges where applicable); (b) the landlord is a registered provider, except where it is included as part of a Build to Rent scheme (in which case the landlord need not be a registered provider); and (c) it includes provisions to remain at an affordable price for future eligible households, or for the subsidy to be recycled for alternative affordable housing provision. For Build to Rent schemes affordable housing for rent is expected to be the normal form of affordable housing provision (and, in this context, is known as Affordable Private Rent).

Starter homes: is as specified in Sections 2 and 3 of the Housing and Planning Act 2016 and any secondary legislation made under these sections. The definition of a starter home should reflect the meaning set out in statute and any such secondary legislation at the time of plan-preparation or decision-making. Where secondary legislation has the effect of limiting a household’s eligibility to purchase a starter home to those with a particular maximum level of household income, those restrictions should be used.

Discounted market sales housing: is that sold at a discount of at least 20% below local market value. Eligibility is determined with regard to local incomes and local house prices. Provisions should be in place to ensure housing remains at a discount for future eligible households.

Other affordable routes to home ownership: is housing provided for sale that provides a route to ownership for those who could not achieve home ownership through the market. It includes shared ownership, relevant equity loans, other low cost homes for sale (at a price equivalent to at least 20% below local market value) and rent to buy (which includes a period of intermediate rent). Where public grant funding is provided, there should be provisions for the homes to remain at an affordable price for future eligible households, or for any receipts to be recycled for alternative affordable housing provision, or refunded to Government or the relevant authority specified in the funding agreement.

6.5.2 Darlington Borough does have a substantial need for affordable homes and detailed evidence is provided in Part 1 of the SHMA (2015). The assessment provides an analysis of the social, economic, housing and demographic situation across the Borough and identifies a need of 160 affordable dwellings per annum over the plan period. This would equate to approximately 33% of the overall housing target figure (492 dwellings per annum as outlined in Policy H 1).   Given the level of affordable housing need identified, it is important to maximise the amount of affordable housing that can be delivered through market housing led developments. Key to this is the economic viability of such developments.  

6.5.3 Policy H 5 will assist in achieving delivery of affordable homes via market led housing schemes. It sets out the affordable housing requirement for schemes of 10 or more dwellings within particular areas of the Borough. The Local Plan Viability Assessment, which is published alongside the Local Plan, examines the impact of various levels of affordable housing on the viability of housing development across the Borough and demonstrates that the requirements within H 5 are viable. The requirement has been set so as to not stifle overall development and to contribute to affordable need. It is acknowledged that in some individual cases these proposed levels of affordable housing may not be viable due to other site specific issues. In such circumstances applicants will be expected to submit evidence to substantiate this consisting of a viability assessment. Where the evidence is considered to be satisfactory, lower levels of affordable housing provision will be explored.

6.5.4 Affordable housing includes different tenures and products. The policy therefore sets out the required split which has been derived utilising evidence relating to need from the SHMA and the Local Plan Viability Assessment.

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Rural Exceptions (Strategic Policy)

Affordable housing schemes closely related to the identified development limits of the service villages and rural villages will be permitted providing:

Affordable housing need in the local area has been demonstrated;

Local need cannot be met on sites within the settlement limits;

The type and size of housing provided reflects identified local need;

Arrangements exist to ensure the housing will remain affordable in perpetuity; and

The site is well-related to the settlement and local services and does not conflict with other policies in the Local Plan. 

In exceptional circumstances, a small proportion of market or self/custom build housing may be provided, if it can be demonstrated via a detailed viability assessment that a 100% affordable scheme would be unviable and the market homes would support delivery. 

6.6.1 The housing market can be stronger in rural areas with prices generally higher than similar properties in urban areas and suburbs. This can make it difficult for people who want to live close to their families in such areas or for those whose employment is based in the rural area. It can also result in younger people moving out of village areas subsequently resulting in an imbalance in the age structure of the rural population.  

6.6.2 In Part 1 of the SHMA (2015) there is limited spatial evidence for the distribution of additional affordable housing needed. As such, there is no evidence of specific unmet needs for additional affordable housing in the service villages or any of the other villages / hamlets in the Borough. If it can be demonstrated by a local needs survey that there is a need for additional affordable homes in these areas, Policy H 6  allows for the provision of affordable dwellings on the edges of villages. The survey would normally be carried out by a parish council or Registered Provider and would have to satisfy the Borough Council. Where supported by a detailed viability assessment, a small proportion of market housing may be provided if it can be demonstrated that it is necessary to deliver the affordable dwellings.  

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Residential Development in the Countryside (Strategic Policy)

New isolated dwellings in the countryside will be avoided. New permanent dwellings will only be permitted where they meet criteria set in national policy (Para 79, NPPF 2019).

The replacement of residential buildings in the open countryside will only be permitted in exceptional circumstances and providing;

There is no detrimental effect on the character, appearance, historical context and amenities of the site and surroundings;

The existing dwelling has a lawful use, has not been abandoned, and is not a caravan, mobile home or other temporary structure;

The size of the new replacement dwelling is not significantly larger than the original house volume or footprint;

The number of new dwellings is no more than the number of dwellings to be demolished and replaced; and

They are positioned on the footprint of the existing dwelling, unless a more appropriate location is identified for landscape, highway safety, neighbouring residential amenity, or other environmental reasons.

Extensions to existing residential dwellings in the countryside, which require planning permission, will be permitted providing there is no significant detrimental impact on the character of the dwelling or its setting.  

Where planning permission is required for the conversion or change of use of buildings in the countryside to residential use (defined by being outside development limits) proposals will be permitted where it has been demonstrated that they are no longer required for their original purpose and there is no potential for conversion to non-residential use. 

Proposals for conversion and change of use to residential uses will be expected to meet the following criteria:

The building is of permanent construction and capable of conversion without major reconstruction or rebuilding as demonstrated by a structural survey;

The proposal is largely accommodated within the existing building(s). Any extensions that are required must be subordinate in scale and proportion and of a suitable design to ensure that they are in keeping with to the original dwelling; 

The proposed use does not detract from its setting in the immediate and wider landscape;

Conversion is capable without prejudicing any viable agricultural operations on an active farm unit;

The conversion in itself will not generate a need for future building in the countryside;

The access to the site and approach roads are suitable for the levels and type of traffic likely to be generated; and

The development would not result in unacceptable amenity levels arising from nearby operations or conflicting uses. 

6.7.1 National planning policy states that isolated new dwellings in the countryside should be avoided. They will only only be permitted in the circumstances as outlined in paragraph 79 of the NPPF (Feb 2019), for example if it can be demonstrated there is a specific need for a rural worker(s) or are of exceptional design quality.

6.7.2 Replacement dwellings and extensions to existing dwellings can have a significant adverse impact on the character of the surroundings and/or on the existing property itself. Such proposals should meet the criteria in Policy H 7 above. The replacement of rural dwellings will be carefully controlled to avoid the loss of buildings that are worthy of retention, (e.g. those identified as non-designated heritage assets and/or making a positive contribution to the character of the area). Where buildings are worthy of retention, applicants will have to demonstrate to the satisfaction of the Council that they are not capable of renovation. 

6.7.3 Not all changes of use or conversions to residential require planning consent. Rights to convert existing buildings are set out in the General Permitted Development Order regulations. Advice can be sought on these regulations either on the government's Planning Portal website or by contacting the Local Planning Authority.

6.7.4 The re-use of agricultural buildings for purposes that benefit the rural economy are the preferred option to promote and enable growth of the rural economy. This accords with the NPPF as it outlines that isolated dwellings in the countryside should be avoided unless there are special circumstances.

6.7.5 Policy H 7 will also be used in the consideration of the conversion or change of use of  non-agricultural buildings in rural areas and can include buildings such as public houses and petrol filling stations.  Where such a building is considered appropriate for conversion but is already in some form of economic use it will be necessary to demonstrate that the existing (or most recent) use is no longer required or viable. It is acknowledged that the re-use of such buildings is not always viable. Subsequently conversion to residential use may be suitable providing the criteria in Policy H 7 is met.

6.7.6 Where the conversion of the property to residential is to be considered, the building must be capable of conversion without substantial alteration and extension. To demonstrate the building is sound, any proposal must, through the submission of a professionally prepared structural report, confirm that the building is free from major defects and can be converted without significant alterations or substantial demolition and rebuild. Where a building is beyond repair or restoration or requires major reconstruction any proposal for replacement or rebuild should be considered against Policy H 7.

6.7.7 In addition, the loss of a building in the countryside to a dwelling should not result in the demand for further building in the rural area. For example, the loss of a barn to a dwelling should not result in the farm holding requiring the construction of a further barn or building for a similar function.

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A) Subdivision of dwellings to HMO's and self contained flats

In circumstances where planning permission is required for self contained flats and Houses in Multiple Occupation (HMOs), permission will normally be granted where it can be demonstrated that there will be no significant impact on the following: 

• Privacy of existing homes and gardens of neighbours - must be maintained and ensured for new occupiers;

Vehicular access or car parking – both in terms of highway safety or visual, noise or light impact on neighbours;

• Service provision – there should be sufficient space to accommodate adequate bin storage and accommodate other ancillary functions for the increased number of residents;
• Housing stock – to protect the existing small family housing stock, and to allow for adequate residential space standards in the proposed subdivided dwelling, the subdivision of existing properties of less than 4 bedrooms will not be permitted.

Applicants will be expected to submit evidence to demonstrate that there will be no significant impact on the criteria outlined above.  

B) Back land or garden development 

The development of a rear residential garden for a new dwelling will not normally be permitted. Exceptionally, a limited scale of backland garden development may be acceptable providing it does not have a significant adverse impact upon the following:

Rear garden land which contributes either individually or as part of a larger swathe of green space to amenity  of residents or provides wildlife habitats;

The privacy  of existing homes and gardens of neighbours or occupiers of the new development;

Existing trees, shrubs and other wildlife habitats.

All development proposals should also be compliant with the Design of New Development SPD (2011), or most recent version.   

6.8.1 National planning policy allows Councils to set out policies to resist inappropriate development, to set out their own approach to housing density to reflect local circumstances, and requires consideration to be given to a policy controlling inappropriate development of residential gardens. Because these issues are often locally contentious, a policy is considered appropriate, to provide more clarity for applicants and decision makers alike.

Sub-division of Existing Housing Stock including HMOs and Self-contained Flats

6.8.2 High concentrations of sub-divided housing stock or other forms of Homes in Multiple Occupation (HMOs) can cause problems within a local community if not properly managed. Changes to permitted development regulations have made it easier for such properties to be created, and they can form a vital part of the overall housing mix. However when concentrations get too high, problems can arise, to the detriment of the amenity of existing residents.

6.8.3 The creation of HMOs and self-contained flats has increased in recent years, in response to the increasing number of smaller households and the need for more affordable, low cost housing. Needs are expected to increase further in response to changes to housing benefit payments. HMOs of three to six unrelated individuals who share basic amenities in a single property (Use Class C4) do not require consent under the General Permitted Development Order so local authorities have less control than previously over the establishment of such properties.

6.8.4 New HMOs and self-contained flats have generally been achieved by building new properties and converting large houses or commercial properties. In some instances, their provision can be detrimental to the amenity of existing residential areas. A concentration of these properties can lead to problems such as a shortage of on street parking, increased noise and disturbance and inadequate bin storage areas, whilst short term lets and low levels of owner occupation can be associated with lower standards of maintenance and environmental decline. The conversion of existing larger homes can also reduce the proportion of family homes in an area, and result in an unbalanced community. As such, this could prejudice the plan’s environmental improvement and regeneration objectives.

6.8.5 Whether a residential property is considered acceptable for conversion will depend on size, unsuitability for continued family occupation or long established use. Acceptable areas for conversion are likely to be close to town centres or services and facilities, or within mixed use areas providing there is no risk of flooding. 

Back Land or Garden Development

6.8.6 National policy excludes private residential gardens from the definition of previously developed land, consequently there is no presumption that garden land is suitable for new housing. In general the Council will not support proposals for new dwellings within the garden areas to the rear of existing homes as this type of relationship between properties can result in poor levels of amenity and issues with vehicle access. Proposals for development of back land sites in other uses will be considered subject to the criteria in Policy H 8 above and other relevant policies. 

6.8.7 In order to safeguard a range and choice of housing, including properties with larger than average gardens at the upper end of the property market, and to maintain local character, biodiversity and amenity space, the Council will resist proposals for developments on garden land.

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6.9.1 Darlington has a long association with Gypsies and other Travelling groups with people from these groups accommodated on dedicated sites and within general housing. The Darlington Local Plan 2016-36 makes provision for travelling groups at the existing larger council owned sites together with other smaller, often private, sites within the Borough to accommodate for Gypsies and Travelling groups. It also indicates that additional accommodation to meet needs over the plan period should be allocated in accordance with a set of criteria, such criteria also being the basis for making decisions on windfall sites.

6.9.2 The requirement to assess the accommodation needs of Gypsies and Travellers and Travelling Showpeople is established through national guidance contained in the DCLG’s August 2015 Planning Policy for Travellers Sites (PPTS).

Existing Sites and Commitments

6.9.3 To provide a robust evidence base for the pitch and plot targets set out in this policy, a Gypsy and Traveller Accommodation Needs Assessment (2017) has been carried out. This has been supplemented with information by the Council's Annual Caravan Count July 2017. Table 6.7 shows existing pitches in Darlington in 2017 ( 19 ) .

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6.9.4 Two new sites which are owned by the Council have been provided by the Homes and Communities Agency (HCA now Homes England) through the Traveller Pitch Fund (2011-2015) / Affordable Homes Programme (AHP) (2015-2018) funding. One site, Rowan East, has 16 pitches with amenity blocks and 4 chalet pitches and was completed in March 2015. A further site, formerly known as Neasham Road, was completely regenerated and upgraded in 2017 to a size of 22 pitches, all with enlarged amenity blocks. The standard of accommodation is of the highest standard and have been used as a 'quality of design demonstrator project' by the HCA in England for Gypsy and Travellers Sites based on the new caravan licence standard from 2014.          

Gypsy and Traveller Accommodation Needs Assessment (GTAA) 2017

6.9.5 The most recent G ypsy and Traveller Site Needs Assessment (GTAA 2017)  ( 20 )   came to the conclusion that Darlington Borough is well catered for in terms of supply for Gypsy and Traveller pitches. An annual need of 1 pitch per 5 years was identified from 2017-2022. The need could be met by extending Honeypot Lane by adding neighbouring unused allotment land to the south of the site.

6.9.6 Further need arises for residential pitches in the period of 2022-2037 which has been calculated on a projection basis of 46 pitches, an annualised need of 3 pitches.    

6.9.7 A need for 6-8 plots for Travelling Showpeople has been identified in the Local Plan Period until 2037. 

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Gypsy and Travellers Accommodation

The council will seek to address the Gypsy and Traveller accommodation needs over the Plan period, as identified in the Gypsy and Traveller Accommodation Needs Assessment by:

Safeguarding of existing larger Gypsy and Travellers Sites (20 pitches plus); 

Safeguarding of private dedicated smaller Gypsy and Travellers sites, and; 

Allowing new sites to provide accommodation for Gypsies, Travellers and/or Travelling Showpeople where:

the site is clearly demarcated with pitch boundaries using appropriate boundary treatment and landscaping sympathetic to, and in keeping with, the surrounding area; 

the site allows satisfactory access to local schools and other amenities;

the site design takes account of the needs of residents, and provides an appropriate pitch layout and adequate facilities for parking, storage, play and, if required, grazing space for livestock;

there is safe access for pedestrians, cyclists and vehicles, including for turning and parking, vehicles towing caravans, emergency services and servicing requirements, including waste collection;

all necessary utilities can be provided on the site including mains water, electricity supply, drainage, sanitation and provision for the screened storage and collection of refuse, including recyclable materials; and

the proposal would avoid any unacceptable adverse impact on the amenity, health or living conditions of neighbouring residents or any other neighbouring uses, including as a result of flood risk, excessive noise, dust, odour, lighting, traffic generation, the keeping of livestock or other activities.

6.9.8 The three existing larger council owned sites at Honeypot Lane and Rowan East & West will continue to be safeguarded to provide for accommodation needs. A range of existing private dedicated smaller sites will complement these and be safeguarded for use as Gypsy and Traveller sites, for up to the number of pitches currently authorised and licensed. 

6.9.9 In addition, there are a significant number of unimplemented planning permissions for Gypsy and Traveller sites within the Borough, all on private land, providing for small family units. These are anticipated to meet some of the need for additional pitches and for the five year supply of pitches. These pitches are spread throughout the Borough, with some concentrations in the Hurworth Moor and North of Brafferton area. Together, they make a considerable contribution to a particular need of some Gypsies and Travellers, to own their own site.  As some of these planning permissions are not for specific families, there is a potential that some will be let to families who wish to live on a smaller site, but who cannot afford to buy their own site.

6.9.10 National policy indicates that Local Planning Authorities can make an allowance for windfall sites in the five year supply if they have compelling evidence that such sites have consistently become available in the local area and will continue to provide a reliable source of supply. Local evidence over the last 18 years supports making an allowance for 4 pitches per year coming forward as windfalls.

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6.10.1 The Skerningham strategic allocation is a 487 hectare site bordered by the Skerne River and Barmpton village to the north, the A167 to the west, Darlington’s urban edge and the A66 to the south and agricultural land to the east, and is bisected by the East Coast mainline. Most of the site is situated within the Sadberge and Middleton St George Ward, with the remainder located in the wards of Harrogate Hill and Whinfield. The majority of the site is currently in agricultural use, but the site also includes Darlington Golf Club, areas of recreational open space, Skerningham Community Woodland and a network of formal and permissive Public Rights of Way. 

Policy H 10

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Skerningham - Strategic Site Allocation (Strategic Policy)

A strategic allocation is identified on the North side of Darlington at Skerningham (Site Reference: 251) to secure the delivery of up to 4,500 dwellings. During the plan period to 2036 this site is expected to deliver approximately 1,800 dwellings.

Development at Skerningham will be permitted in accordance with the principles set out below and other relevant policies in the Local Plan. 

A comprehensive masterplan must be submitted to accompany any planning application relating to this site, that informs the mix of uses, layout, scale, design and phasing of the proposed development. The masterplan should be based on a strong understanding of the characteristics of the site, and its surrounds and adopt the Healthy New Town approach to site design. To ensure that a cohesive development is delivered at Skerningham, the Council will only approve planning applications that adhere with the masterplan and deliver the necessary local and strategic infrastructure to support the development. 

The key principles for development of the Skerningham site are shown on the illustrative Masterplan Framework (Figure 6.1), including broad locations for land uses and facilities. The site will provide:

A mix of housing types, tenures and sizes, including affordable and self/custom build housing, informed by up-to-date evidence of the housing needs of the Borough and Policies H 4 and H 5, with higher densities being incorporated close to public transport routes and neighbourhood centres;

A centrally located and well connected neighbourhood centre providing  local community facilities including a health hub, clustered with other facilities and services to meet the day to day needs of residents, education, employment opportunities and retail facilities. These facilities should be of a scale and type proportionate to the nature of the development; 

Other local community facilities to serve residential areas as required, closely related to public transport, walking and cycling facilities;

Space for two primary schools, associated nursery provision (a total of 5.6 hectares) and a reserved space for a secondary school (5 hectares);

An integrated transport network focused on sustainable transport modes, including public transport, walking and cycling with strong links to adjoining communities, employment locations and Darlington town centre;

Principal vehicular access points from the A167, A1150 and Barmpton Lane and include appropriate measures to mitigate the impact of development on the local road network;

A local distributor road between the A167 and A1150, close to the Little Burdon roundabout, which is to include a crossing of the East Coast Mainline and a corridor to enable the provision of a connection across the River Skerne to the Northern Relief Road route; 

Other necessary infrastructure as required by the Infrastructure Delivery Plan and identified at the time of submitting a planning application;

A network of green and blue infrastructure that:

retains and enhances the network of safe, attractive and accessible public rights of way, footpaths and cycle routes across the site;

protects and enhances the River Skerne, its valley setting (see Policy ENV 7), and the green corridor along the railway line;

delivers a net gain in the area of community woodland on the site;

provides a pattern of well-integrated and inter-connected green spaces across the site providing for the green infrastructure needs of the local community, including wildlife friendly natural spaces, sport and recreation facilities, in accordance with Policies ENV 4, ENV 5 and ENV 9;  

protects the amenity of existing residential properties (see Policy DC 3);

wherever possible retains and enhances hedgerows and trees that contribute to landscape character;

provides for the relocation of Darlington Golf Club to a suitable location within the allocation boundary; and

mitigates the impact on biodiversity (see Policy ENV 7);

incorporates sustainable drainage systems. 

The site design and layout will be required to conserve and enhance the designated heritage assets on and adjacent to the site, together with their settings, in accordance with Policy ENV 1.

6.10.2 The Skerningham area to the North East of Darlington, was identified as having potential for housing development as part of the Local Plan Issues and Scoping consultation held in August 2016. In November 2016, the Council’s Cabinet agreed to engage with the Advisory Team for Large Applications (ATLAS), now part of Homes England, to investigate how this part of the Borough could contribute to meeting the Borough’s housing needs in a planned, sustainable way. 

6.10.3 Working with the Council, the sites promoters and major landowners started a masterplanning exercise for the site in 2017. The emerging masterplan is being prepared with a focus on the landscape and biodiversity context of the site, its heritage assets, and its relationship with existing communities, adopting the Healthy New Town principles to its layout and design (see Policy DC 3). The masterplaning process has been informed by a number of studies to identify the opportunities and constraints of the area including landscape, ecology, ground conditions, historic assets, transportation and accessibility as well as establishing the infrastructure and community facilities that will be required to support a sustainable community, integrated with the existing urban area. A draft masterplan was also the subject of public consultation organised by the sites promoters during the Autumn of 2017. This work, along with the feedback from consultation, has in turn informed the illustrative Masterplan Framework and draft policy requirements for the strategic allocation. The finalised masterplan is to be agreed with the Council in advance of any planning application being submitted for the Skerningham strategic allocation site, either as a whole or in part. 

6.10.4 The following Masterplan Framework illustrates the  key principles for development of the Skerningham site emerging from the masterplan process and reflected in the policy.

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6.10.5 The Skerningham site will deliver a high quality, sustainable development of up to 4,500 new homes on the north side of Darlington. Due to the scale and complexity of this site, and the level of supporting community and physical infrastructure required to support the development, in the order of 1,800 homes are expected to be delivered on this site during the plan period (as set out in the Housing Trajectory at APPENDIX A). This is not regarded as the maximum number of homes that the site could deliver during the plan period, additional homes could be provided subject to the delivery and appropriate phasing of required supporting infrastructure (see Policy H 2). The site has been allocated as a whole to ensure that it is planned as a single cohesive sustainable development, fully supported by necessary infrastructure provision and with appropriate mitigation measures, as required, delivered in a coordinated phased manner alongside development. 

6.10.6 The Masterplan Framework shows the potential location of a new neighbourhood centre to serve both new and existing communities in the area through the co-location of community services, local scale retail and employment facilities, schools and a health hub. The neighbourhood centre is to be located to coincide with sustainable transport routes and the green infrastructure network. A number of smaller centres providing local community facilities to meet the needs of residential areas will also be provided where required, located along walking, cycling and public transport routes.

6.10.7 An assessment of the likely education requirements for this site by the Council has indicated that the site should make provision for land to accommodate two 525 place primary schools, each with a 52 place nursery school, a combined total land requirement of 5.6 hectares. This level of provision would allow sufficient flexibility for future demand. It will also be necessary to reserve 5 hectares of land for a 600 place secondary school. 

6.10.8 The site promoters have indicated that the site has the potential to provide between 15-30 hectares of employment land on the south eastern corner of the site close to the A66 Little Burdon roundabout. However, this land was not assessed as part of the most recent Employment Land Review process and the Plan already makes sufficient provision for the employment needs of the District over the Plan period on existing employment sites and new allocations, such as Central Park, Ingenium Parc and Greater Faverdale. The need to release this part of the Skerningham site for employment uses will be considered when the Local Plan is next reviewed, and as part of any future update/review of the Council’s employment land evidence base.

6.10.9 Development should seek to reduce the use of car based travel through thoughtful layout, including the provision of a network of convenient, safe and attractive walking and cycling routes, integrated into and aligned with the green infrastructure network and existing Public Rights of Way, with links to adjacent residential areas and community facilities both on and off the site. The development should also fully explore the potential to extend existing bus services into the site, or provide a new service to serve the site, routed through the proposed neighbourhood centre. Appropriate primary and secondary vehicular access points and routes should be provided that are suitable to accommodate evidence based traffic flows to, from and through the site.

6.10.10 The site will require the delivery of a new internal distributor road between the A167 north of Beaumont Hill and the A1150 close to the Little Burdon roundabout. The specification of this road will be determined by the Transport Assessment submitted with a planning application for the site. As set out in the Transport and Infrastructure section and illustrated on the Key Diagram (Figure 4.1), there are aspirations to improve the strategic road network across the Tees Valley including the potential for a new Northern Link Road improving the connectivity between the A1(M) and the A66. A business case, and detailed alignment and specification, for the Northern Link Road are being explored by the Tees Valley Combined Authority in conjunction with Highways England and Transport for the North, with a view to delivering the link road over the next 10 years. It is anticipated that the Northern Link Road will include a connection into the centre of the Skerningham Strategic Allocation site across the River Skerne. It is therefore important that the proposals for the Skerningham site do not compromise the delivery of the Northern Link Road, and make suitable provision for it in the masterplan for the site. 

6.10.11 The masterplan must deliver a high quality, landscape led design that responds to, respects, and enhances its landscape and biodiversity context and builds upon the existing local green infrastructure assets in the area providing an attractive green edge to the town. Around 45% of the site area is expected to be retained and enhanced as accessible green infrastructure, managed agricultural land and the relocated golf club, as part of a wide green corridor on the south side of the River Skerne forming the river valley, and along the East Coast Mainline. In addition, further green space will be provided within the remainder of the site, creating an extensive network of green infrastructure connecting residential areas and community facilities, delivered in line with Policy ENV 4.

6.10.12 The River Skerne that runs along the northern boundary of the Skerningham site is identified in Darlington’s Green Infrastructure Strategy as part of an existing and proposed strategic green corridor. Development will be expected to improve the value and ecological mix of the River Skerne corridor in line with the measures set out in Policy ENV 7, and must follow the sequence of actions laid out in Policy ENV 8 to identify how impacts of development on biodiversity can be avoided, or failing that adequately mitigated. The River Skerne must be protected and enhanced, with the provision of habitat buffers as part of any development alongside the river to the north east and west. The site is expected to deliver an increase in the area of woodland adjacent to the river, to offset any loss resulting from the relocation of Darlington Golf Course, and to help meet the sites wider green infrastructure needs. This will take the form of non-farmed areas incorporating habitat creation measures at least 50 metres in depth in order to create viable ecological corridors, providing movement corridors for wildlife within the landscape. 

6.10.13 The site contains the Grade II Listed Skerningham Farmhouse, which was the home of the noted cattle breeder Charles Colling, and Low Skerningham cottage and stable. The site is adjacent to the Ketton Bridge Scheduled Monument, and close to heritage assets in and around the villages of Great Burdon and Barmpton. It is therefore necessary that the design and layout of development on the site conserves and enhances the significance of these assets and the contribution their rural settings makes to their significance in line with Policy ENV 1 and national policy. Also present on the site is the potential location of the deserted medieval village of Skerningham (indicated on Figure C.1: Area of High Archaeological Potential) and a burial site. Historic field boundaries should also, wherever possible, be maintained. 

6.10.14 Development should retain and incorporate the World War II pillbox in the southwest area of the site, as well as preserve some, if not all, of its original intended views within the landscape. Improving interpretation and accessibility to this historic asset could increase its overall communal value and significance. 

6.10.15 Under the provisions of Policy ENV 1, development proposals on the Skerningham Strategic Allocation must be accompanied by an archaeological evaluation report. Development proposals will need to consider an appropriate programme of targeted archaeological evaluation and mitigation, in particular around the site of the posited Skerningham Deserted Medieval Village, previously demolished historic buildings, and other earthworks as identified in the Historic Environment Record.

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6.11.1 Greater Faverdale is a 177.8 hectare site (Site Reference: 185) in the North West of Darlington in the Brinkburn and Faverdale Ward and the Heighington and Coniscliffe Ward. The site is currently in agricultural use and is bordered to the west by the A1(M) and the A68 in the south by Rotary Way, to the north by Burtree Lane and the east by the Bishop Line rail line. The western part of the site (120 hectares) was allocated in the 1997 Local Plan as an Employment Reserve site.   

Policy H 11

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Greater Faverdale - Strategic Site Allocation (Strategic Policy)

A strategic site allocation is identified at Greater Faverdale (Site Reference: 185) to support a Mixed Use Development of approximately 2,000 homes and approximately 200,000 square metres of employment space on a 177.8 hectare site in North West Darlington.

Development at Greater Faverdale will be permitted in accordance with the principles set out below and other relevant policies in the Local Plan. 

A comprehensive masterplan must be submitted to accompany any planning application relating to this site, that informs the mix of uses, layout, scale, design, and phasing of the proposed development. The masterplan should be based on a strong understanding of the characteristics of the site and its surrounds, and adopt the Healthy New Town approach to site design. To ensure that a cohesive development is delivered at Greater Faverdale, the Council will only approve planning applications that adhere with the masterplan and deliver the necessary local and strategic infrastructure to support the development. 

The key principles for development of the Greater Faverdale site are shown on the illustrative Masterplan Framework (Figure 6.2), including broad locations for land uses and facilities. The site will provide:

A mix of housing types, tenures and sizes, including affordable and self/custom build housing, informed by up-to-date evidence of the housing needs of the Borough and Policies H 4 and H 5, with higher densities being incorporated close to public transport routes and the neighbourhood centre;

Employment land to accommodate approximately 200,000 square metres of employment space covering B1, B2 and B8 use classes;   

Space for a well located and connected neighbourhood centre providing  community facilities, including the potential for a health hub, primary school and local retail facilities of a scale and type proportionate to the nature and scale of the development;

An appropriate buffer zone alongside the A1(M) for noise attenuation which is to be informed by a noise assessment; 

Principal vehicular accesses from Rotary Way and Burtree Lane;

A link road between Rotary Way and Burtree Lane;

Further enhancements to the local road network of Burtree Lane, to include the:

western connection to the A68; and  

connectivity over the Bishop Line towards Harrowgate Hill. 

Other necessary infrastructure as required by the Infrastructure Delivery Plan and identified at the time of submitting a planning application;

An integrated transport network focused on sustainable transport modes; including public transport, walking and cycling with strong links to adjoining communities, employment locations and Darlington town centre;

A network of connected green and blue infrastructure that:

retains and enhances the network of safe, attractive and accessible public rights of way, footpaths and cycle routes across the site; 

provides a pattern of well-integrated and inter-connected green spaces across the site providing for the recreational needs of the local community, including nature friendly natural spaces, in accordance with Policies ENV 4, ENV 5 and ENV 9;  

retains and enhances hedgerows and trees (see Policy ENV 7);

incorporates sustainable drainage systems.

The site design and layout must conserve and enhance the historic Stockton & Darlington Railway in accordance with Policies ENV 1 and ENV 2.

6.11.2 The Greater Faverdale strategic allocation in the North West of Darlington was identified as having potential for mixed use development as part of the Local Plan Issues and Scoping consultation held in August 2016. In November 2016, the Council’s Cabinet agreed to engage with the Advisory Team for Large Applications (ATLAS), now part of Homes England, to investigate how this part of the Borough could contribute to meeting the Borough’s housing needs in a planned, sustainable way. 

6.11.3 The Greater Faverdale Strategic allocation is supported by a Masterplan Framework created in January 2018 by the Greater Faverdale Site Group consisting of landowners, developers and consultants. Work on the Masterplanning Framework started in January 2017 and included consultation in September 2017. This work, along with the feedback from consultation, has informed the draft policy requirements for the strategic allocation.

6.11.4 The Masterplan Framework suggests a mixed use development of approximately 2,000 housing units and approximately 200,000 square metres employment space.  Also it includes indicative access points, green and blue infrastructure, an indicative neighbourhood centre, a movement network, suggested indicative land uses and essential amenities.  

6.11.5 The following Masterplan Framework illustrates the key principles for development of the Greater Faverdale site emerging from the masterplanning process and reflected in the policy.

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6.11.6 Further progress of the Masterplan Framework towards a comprehensive masterplan with design, scale, suggested mix of uses, indicative phasing and development direction will be required to support any planning application for this strategic site.

6.11.7 The masterplan should be based on a strong understanding of the characteristics of the site and its surrounds, and adopt the Healthy New Town approach to site design.

6.11.8 For this site the balance of residential versus employment space will be dependent on the economic climate and viability assessment of the site.

6.11.9 In line with the recommendations of the Heritage Impact Assessment ( 21 ) , development proposals should avoid dense development around the Grade II listed manor house ruins and wall south east of Whessoe Grange Farmhouse in order to preserve its original rural landscape context. Opportunities to improve accessibility to and interpretation of the site as part of the development whilst preserving the most significant elements of its setting should be considered. In addition, areas of dense development should be avoided to the immediate south of High Faverdale Farm preserving prominent views of the farmhouse. 

6.11.10 Development proposals should incorporate the route of the Stockton and Darlington Railway, providing improved access and interpretation, and aim to avoid creating a continuous area of urban development with the permitted development to the east of the rail line in a predominantly rural setting. An appropriate programme of targeted archaeological evaluation and mitigation in advance of groundworks will be necessary, in particular around the site of the posited Whessoe Deserted Medieval Village, Roman Faverdale site and the Stockton and Darlington Railway. 

• Darlington Strategic Housing Market Assessment, Part 1, ORS, Nov 2015.
• Darlington Strategic Housing Market Assessment (SHMA) update, ORS, 2017.
• Darlington Strategic Housing Market Assessment, Part 2, ORS, Nov 2015.
• Approved Document M: Volume 1 Access to and use of dwellings, HM Government, 2016 amendments.
• GTAA  September 2017 / DBC Annual Caravan Count July 2017.
• By RRR Consultants September 2017.
• Darlington Local Plan Proposed Allocation Sites: Heritage Impact Assessment, Solstice Heritage, 2019.
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Upper School Parent and Student Handbook 2021-2022

Boarding Student Transportation to Airports

The Student Life Office is responsible for student transportation and travel times for boarding students. It is requested that students and parents communicate all schedules and plans through this office and the Head of House. Please refer to the School Calendar and the regulations below when making airline reservations or other vacation travel plans. Darlington School does not prohibit students from riding with other students to and from airports and other vacation destinations. Travel forms must include this information. Parents should discuss these plans and arrangements with their individual students and their head of house.

Regulations for Boarding Student Travel Please notify the Head of House and your student with your students’ itinerary as soon as flight plans are arranged.  A properly completed Planned Leave of Absence Form from each student must be submitted to the Head of House at least a week prior to departure for each vacation period. Vacations begin at the end of the academic day as specified on the School Calendar . The Student Life Office and the student's Head of House must be notified immediately of any changes in travel arrangements or plans. Students must have parental permission to drive their own cars and/or transport other students. This information will be revealed on a properly completed Leave Form. Travel arrangements for students during weekend and/or vacation periods should be made within the time limits set by Darlington. Absences due to travel arrangements will most likely not be excused (see Attendance Policy). On days in which school is in session airline reservations out of Atlanta should be made for departure no earlier than 7 p.m. Return airline reservations to Atlanta should be made so that the student will arrive in Atlanta no later than 4 p.m. All students must check back in on campus by 8 p.m. on the designated return day. On designated return days, students will immediately check in to their house when they arrive on campus. Students who arrive back on campus before 8 p.m. and desire to leave campus must follow normal check-out procedures. All students must again check in to their respective houses at 8 p.m. and stay on campus. All students must check in to their respective houses for the night at 10 p.m. Students should make travel plans and/or airline reservations in accordance with the completion of their last exam. Each student is free to leave when his or her last exam of exam week is completed (see  Upper School Curriculum Guide ). Charges Darlington does not charge students for transportation in school vehicles to keep doctor’s appointments, to visit local malls, or for trips to local movie theaters. In situations when the school must hire bus drivers for weekend activities, the Student Account will be charged a nominal fee.

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