Application for Full Planning Permission (25/00984/FLM) for the formation of a track comprising a running surface of approximately 1.2 kilometres in length, bridge, access, laydown/work compound area(s), drainage, landscaping and other ancillary work on land 360 metres north of Glassick Farm, Braco,
Perth and Kinross Council · 19 August 2026
Back to Perth and Kinross Council — 19 August 2026 and its agenda
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Our vision is a Perth and Kinross where everyone can live life well, free from poverty and inequality ___________________________________________________________________ Committee or Board: Perth and Kinross Council Date of Meeting: 19 August 2026 Report Title: Application for Full Planning Permission (25/00984/FLM) for the formation of a track comprising a running surface of approximately 1.2 kilometres in length, bridge, access, laydown/work compound area(s), drainage, landscaping and other ancillary work on land 360 metres north of Glassick Farm, Braco, FK15 9QZ Report Number: 26/216 Report Author: Gillian Peebles, Planning Officer Organisational Lead: Nicola Sworowski, Place Strategies Manager and Chief Planning Officer 1. Purpose 1.1 This Report relates to an application for Full Planning Permission (25/00984/FLM) for the formation of track comprising a running surface of approximately 1.2 kilometres in length, bridge, access, laydown/work compound area(s), drainage, landscaping and other ancillary works. The proposal is located on land 360 metres North of Glassick Farm, Braco. 1.2 Although this application itself is not designated as a national development, it is considered integral to the associated substation project (24/00490/FLN), which is a national development under NPF4. Therefore, both applications (25/00490/FLN and 25/00984/FLM) are presented together at Full Council for efficiency and comprehensive assessment. 1.3 Sections 1. Purpose 2. Recommendation 3. Background and Proposal 4. Site History 5. Environmental Impact Assessment 6. Pre-Application Consultation
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7. Development Plan, Non-Statutory Guidance and Other Material Considerations 8. Consultations 9. Representations 10. Additional Statements 11. Appraisal 12. Principle 13. Landscape and Visual Amenity 14. Natural Heritage, Biodiversity and Trees 15. Cultural Heritage 16. Transport and Access 17. Flooding and Drainage 18. Geology and Soils 19. Noise, Vibration and Lighting 20. Noise and Vibration 21. Lighting 22. Dust 23. Socio-economic Impacts 24. Summary 25. Conclusion and Reasons for Recommendation 26. Conditions 27. Informatives 28. Impact Value Statement 2. Recommendation It is recommended that the Council: 2.1 Approve planning permission with conditions and informatives for the proposed development. 3. Background and Proposal 3.1 This application was previously presented to the Planning and Placemaking Committee on 11 March 2026 with a recommendation of approval. Members resolved to grant planning permission, subject to conditions and informatives, however, due to concerns over a voting irregularity, no decision notice was issued at that time. 3.2 In addition, the grounds of challenge in the Judicial Review brought by Braco and Greenloaning Community Council against the grant of planning permission for the associated substation application (25/00490/FLM) also had to be considered against this application before a decision notice could be issued. For the substation development, the Council accepted that it had failed to properly consider the potential environmental impact of the whole of the relevant development for the purposes of the EIA regulations. It is accepted the same failure occurred in this haul track application as the EIA screening opinion for this application considered only the haul track development. For the purposes of the EIA regulations, the whole project includes the haul track development and the substation development.
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3.3 The substation application has returned to the Council for reconsideration and determination. A new EIA screening opinion has been issued for the whole development. This EIA screening concluded that the Council’s opinion remained that the development was not an EIA development. Since this screening opinion was issued, a direction was sought against it. As part of the direction, the Scottish Government reviewed the decision and on the 5th August 2026 confirmed that Scottish Ministers are satisfied of the validity of the Council’s decision and do not dispute the findings that no EIA is required. 3.4 In these circumstances, the two applications are intrinsically linked and are presented concurrently to allow for a coordinated and informed re- determination. 3.5 Turning to the proposal, this proposed development is required to enable the construction of the proposed Cambushinnie 400kV substation and associated development which is required as a result of the Scottish and UK Government’s Net Zero climate change targets and associated guidance which result in significant increase in renewable generation, requiring greater capacity across the UK grid. As such significant investment in new transmission network infrastructure to transport renewable energy and reinforce the network is required. The Applicant is proposing to upgrade the existing Beauly-Denny 275 kV circuit to 400kV to mirror the ratings of the existing circuit which runs along the route. The upgrade can make use of the existing overhead line (OHL) but requires alterations and additions to be made to the associated substations along the route. The Beauly-Denny upgrade does not require any works to be done to the existing OHL other than the delivery of new tie-ins from the existing OHL into the proposed new substations. 3.6 The purpose of the proposed development is primarily for the delivery of two transformers required for the proposed Cambushinnie 400kV substation site. These transformers would be Abnormal Invisible Loads (AIL) of which it is not considered possible to pass through Braco village due to their size. In addition, the proposed development would enable the construction of the 400kV substation and associated development, avoiding routing construction traffic through Braco village. 3.7 The supporting Planning Statement advises that works were anticipated to commence in mid-April 2026 in advance of the main construction period for the proposed substation. It is stated that the development would take approximately 11 months to complete. 3.8 The operational phase of the proposed development will facilitate construction of the proposed substation and associated development. Following construction of the substation, the haul track would remain in situ, with the exception of the bridge deck, however, it would not be made available for public or non-SSEN Transmission vehicles and the entrances to the haul track would be gated.
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3.9 It is anticipated that the proposed development, with the exception of the bridge deck, would be operational in perpetuity, however, the bridge deck would be reinstated if there were a need for the bridge crossing. The design life would be the same or greater than the associated substation development. 3.10 The proposed development is located approximately 3km east of the existing Braco West Substation and 50m south of Braco village. The proposed development would route between the A822 and the existing access track to Braco West Substation to the south of Braco. From the A822, the track crosses agricultural fields and Keir Burn before crossing the B8033 adjacent to where the route heads west. Thereafter, the track routes from the B8033 across agricultural fields and a Christmas tree plantation to where it adjoins the existing access track to the existing Braco West Substation, approximately 60m north of Gamekeepers Cottage. 3.11 While this proposed development for the haul track (25/00984/FLM) is not designated as a national development and could ordinarily be considered by the Planning and Placemaking Committee, it is considered more appropriate and efficient to present both applications (25/00490/FLN and 25/00984/FLM) together. This approach ensures a comprehensive understanding of the interdependent elements of the development and facilitates a coordinated decision-making process. The proposed development is subject to a separate planning application due to its design programme differing from the associated proposed substation. 3.12 The proposed development comprises both permanent and temporary works as detailed below: Permanent Works Haul Track 3.13 The proposed haul track will extend approximately 1.2 kilometres in length and 6.5 metres in width, linking the A822 to the existing Braco West Substation. 3.14 It will incorporate a bellmouth junction at the A822 and feature a combination of tarmac and Type 1 stone surfacing, with Type 1 material imported to the site for construction. Following completion of the associated substation works, a section of the tarmac surface will be reverted to Type 1 stone at the request of a landowner. 3.15 Between the A822 and the B8033, the haul track will be constructed as an embankment raised above the existing ground level, with its height increasing near the Keir Burn bridge. In contrast, where the route passes through the Christmas tree plantation to the west, sections of the track will be set in a cutting, requiring excavation.
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Bridge Abutments 3.16 A bridge is proposed to span Keir Burn. While the bridge deck will be temporary and removed following construction of the substation, the supporting abutments on either side of the burn will be permanent and constructed in concrete. Flood Relief Culverts 3.17 Flood relief culverts will be incorporated along the haul track to maintain existing floodwater conveyance through the embankment and replicate baseline conditions. The current design proposes 56 culverts arranged in eight clusters, comprising two circular culverts of 0.5 m diameter, 12 box culverts measuring 1 m × 1 m, and 42 box culverts measuring 0.5 m × 0.5 m. Riverbank Reinforcements 3.18 To reduce flood risk, riverbank reinforcement will be provided by strengthening the existing flood embankment downstream of the haul track. No in-channel works or piling are proposed. Temporary Works 3.19 The temporary works are provided below, in summary: • Bridge Deck – the bridge will measure approximately 48m in length and 4.1m in height from existing ground level to parapet. Once removed will remain in storage for potential future use in emergencies. • Bridge fabrication areas – three potential areas for bridge fabrication (if required) to fabricate on site. Two areas to the south of the haul track, east and west of the burn and one to the north of the haul track, east of the burn. • Crane pad areas – required for installation of the bridge and located within the identified fabrication areas. Constructed using imported Type 1 stone and geogrid materials, these areas will be removed following completion of the substation works. • Temporary Compounds – Two temporary compounds will be required during the construction phase. The first will be positioned adjacent to the A822, immediately south of the haul track, and will facilitate haul track construction works. This compound will be fully decommissioned at the end of the construction phase. The second compound will be located west of the B8033, directly south of the haul track, and will function as an access control point. It will provide car and van parking, a welfare unit for security, HGV holding areas, and space for vehicle turning. Both compounds will be illuminated during construction hours in winter months and will be removed upon completion of the construction and operational phases of the development. • Topsoil Storage Areas – located adjacent to the two southern fabrication areas and one west of the access control compound.
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• Vehicle Cleaning Point – located where the surface of the haul track changes from tarmac to unbound materials, remaining in place during construction and operational phase of the proposed development. • Vehicle Management – temporary access control barriers will be installed at the A822 junction and east of the access control compound. The haul track will be gated once operational. Temporary traffic management will be in place at the A822 and B8033 crossings during construction and operation, with additional measures applied as required. • Acoustic Barriers – temporary acoustic barriers are identified to mitigate noise impacts to properties at Loaning View and Gamekeepers Cottage. • Temporary Culverts – in place during construction, located adjacent to the eastern temporary construction compound, to the north and south of the haul track and adjacent to the access control compound. • Fencing – temporary fencing around work areas, offset by 5m during the construction phase with additional temporary heras fencing around the two temporary compound areas. • Post Construction – all temporary construction areas would be reinstated including removal of all temporary site works. 4. Site History 4.1 24/00012/PAN Proposal of Application Notice – contents agreed on 4 November 2024 for the formation of access track, bridge, compound and associated works. 5. Environmental Impact Assessment 5.1 Directive 2011/92/EU (as amended) requires the ‘competent authority’ (in this case Perth and Kinross Council) when determining a planning permission for particular large-scale projects to do so in the knowledge of any likely significant effects on the environment. The Directive therefore sets out a procedure that must be followed before ‘development consent’ can be given. 5.2 This procedure, known as Environmental Impact Assessment (EIA), is a means of drawing together, in a systematic way, an assessment of a project’s likely significant environmental effects. The EIA Report helps to ensure that the importance of the predicted effects, and the scope for reducing any adverse effects, are properly understood by the public and the relevant competent authority before it makes its decision. 5.3 Following the reduction of the decision 25/00490/FLN, a new Screening Opinion was adopted (26/00578/SCRN) which considered the entirety of the proposed development in accordance with the Town and Country Planning (Environmental Impact Assessment) (Scotland) Regulations 2017.In contrast to the earlier Screening Opinion, the revised assessment expressly encompasses all component parts of the development, including: • the haul track application the subject of this report 25/00984/FLM;
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• the related substation development under application reference 25/00490/FLN; and • the relevant grid connection infrastructure, comprising the overhead line tie-in (ECU reference ECU00005074).and the 132kV underground cable connection between the proposed and existing substations. 5.4 These elements are functionally and operationally interdependent and are required collectively to facilitate the upgrade of the transmission network. As such, the Screening Opinion assessed the development as a whole, including all connected infrastructure and any potential cumulative and in-combination effects, in accordance with the requirements of the 2017 Regulations. This approach ensures that all functional components of the proposal, including those subject to separate consents or regulatory regimes, have been taken into account in determining whether the development is likely to give rise to significant environmental effects. 5.5 Having regard to the nature, scale and location of the development, and taking into account the criteria set out in Schedule 3 of the 2017 Regulations, it is concluded that the proposal, when considered in its entirety, is not likely to give rise to significant environmental effects. Accordingly, the development does not constitute EIA development and the preparation of an Environmental Impact Assessment Report (EIA Report) is not required. 5.6 This means that, while it is accepted that the development may give rise to environmental effects, these are not considered likely to be significant enough to warrant a full EIA under the aforementioned regulations. It is noted that there have been concerns regarding the absence of an EIA within letters of representation. However, the Council is satisfied that the environmental matters raised have been appropriately addressed through the supporting documentation, including the voluntarily provided Environmental Appraisal (EA). That EA assesses potential environmental risks and outlines mitigation measures to minimise any identified impacts. 5.7 As mentioned in paragraph 3.3 of this report, since this screening opinion was issued, a direction was sought against it. As part of the direction, the Scottish Government reviewed the decision and on the 5th August 2026 confirmed that Scottish Ministers are satisfied of the validity of the Council’s decision and do not dispute the findings that no EIA is required. 6. Pre-Application Consultation 6.1 Pre-Application Reference: 24/00012/PAN 6.2 The proposed development is classed as a ‘Major Development’ as defined in the Town and Country Planning (Hierarchy of Developments) (Scotland) Regulations 2009. Therefore, the applicant was required to undertake formal pre-application consultation with the local community.
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6.3 A Proposal of Application Notice (PAN) was submitted on 25 October 2024. The public engagement carried out is detailed in the supporting Pre- Application Consultation Report. Two public consultation events were held at Braco Village Hall (as well as one earlier non-statutory consultation event held in advance of the submission of the PAN, with a further 6-week feedback period). The first event took place on Wednesday 20 of November 3-7pm and the second event took place on Wednesday 17 of March from 3.30-7.30. The Planning Authority are satisfied that the requirements of the pre-application consultation have been met. 7. Development Plan and Non-Statutory Guidance 7.1 The Development Plan for the area comprises National Planning Framework 4 and the Perth and Kinross Local Development Plan 2 (2019) along with its associated statutory supplementary guidance. National Planning Framework 4 7.2 The National Planning Framework 4 (NPF4) is the Scottish Government’s long-term spatial strategy with a comprehensive set of national planning policies. This strategy sets out how to improve people’s lives by making sustainable, liveable and productive spaces. NPF4 has an increase status over previous NPFs and comprises part of the statutory development plan. 7.3 This Report’s assessment of this application has considered the following policies of NPF4: • Policy 1: Tackling the Climate and Nature Crises • Policy 2: Climate Mitigation and Adaption • Policy 3: Biodiversity • Policy 4: Natural Places • Policy 5: Soils • Policy 6: Forestry, Woodland and Trees • Policy 7: Historic Assets and Places • Policy 9: Brownfield, vacant and derelict land and empty buildings • Policy 11: Energy • Policy 13: Sustainable Transport • Policy 14: Design, Quality and Place • Policy 18: Infrastructure First • Policy 22: Flood Risk and Water Management • Policy 23: Health and Safety Perth and Kinross Local Development Plan 2 7.4 The Perth and Kinross LDP 2 2019 (LDP2) was adopted by the Council on 29 November 2019. It sets out a vision statement for the area and states that, “Our vision is of a Perth and Kinross which is dynamic, attractive and effective which protects its assets whilst welcoming population and economic growth.”
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It is the most recent statement of Council policy and is augmented by Supplementary Guidance. 7.5 The principal relevant policies are, in summary: • Policy 1A: Placemaking • Policy 1B: Placemaking • Policy 5: Infrastructure Contributions • Policy 15: Public Access • Policy 26B: Scheduled Monuments and Archaeology: Archaeology • Policy 27A: Listed Buildings • Policy 29: Garden and Designed Landscapes • Policy 30: Protection, Promotion and Interpretation of Historic Battlefields • Policy 31: Other Historic Environment Assets • Policy 33A: Renewable and Low Carbon Energy: New Proposals for Renewable and Low-Carbon Energy • Policy 33B: Renewable and Low Carbon Energy: Repowering and Extending Existing Facilities • Policy 35: Electricity Transmission Infrastructure • Policy 39: Landscape • Policy 40A: Forestry, Woodland and Trees: Forest and Woodland Strategy • Policy 41: Biodiversity • Policy 51: Soils • Policy 53A: Water Environment and Drainage: Water Environment • Policy 53C: Water Environment and Drainage: Surface Water Drainage • Policy 54: Health and Safety Consultation Zones • Policy 55: Nuisance from Artificial Light and Light Pollution • Policy 56: Noise Pollution • Policy 58A: Contaminated Land • Policy 60B: Transport Standards and Accessibility Requirements: New Development Proposals 7.6 Statutory Supplementary Guidance • Supplementary Guidance - Flood Risk and Flood Risk Assessments (adopted in 2021) • Supplementary Guidance - Placemaking (adopted in 2020) • Supplementary Guidance - Forest & Woodland Strategy (adopted in 2020) • Supplementary Guidance - Green & Blue Infrastructure (adopted in 2020) • Supplementary Guidance - Landscape (adopted in 2020) • Supplementary Guidance - Developer Contributions & Affordable 7.7 PKC Non-Statutory Guidance • Planning Guidance - Planning & Biodiversity
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• Planning Guidance - Loch Leven SPA, the Dunkeld-Blairgowrie Lochs SAC and the River Tay SAC Other Material Considerations 7.8 Chief Planners Letter – April 2025 highlights the need for Planning Authorities to be proportionate when considering suspensive conditions for all forms of renewable developments and associated enabling works including transmission and distribution infrastructure. This guidance reinforces the need to ensure that conditions are reasonable, necessary, and do not place undue burdens on the delivery of nationally significant infrastructure. 7.9 The Chief Planner’s letter dated 13 February 2023, regarding transitional arrangements for National Planning Framework 4 (NPF4), states: “In the event of any incompatibility between a provision of the National Planning Framework and a provision of a Local Development Plan, whichever of them is the later in date is to prevail.” This confirms that, where there is a conflict between NPF4 and the Local Development Plan, the provisions of NPF4— being the more recent document—take precedence in decision-making. 7.10 The Climate Change (Scotland) Act 2009, as amended by the Climate Change (Emissions Reduction Targets) (Scotland) Act 2019. This Act is a key legislative driver in shaping planning policy and decision-making. The Act sets a legally binding target for net-zero greenhouse gas emissions by 2045 and requires significant reductions across all sectors. These targets are embedded within the National Planning Framework 4 (NPF4), which forms part of the statutory Development Plan. As such, the climate obligations set out in the Act are a material consideration in the assessment of this application. 7.11 Draft Energy Strategy and Just Transition Plan (January 2023) will replace the Scottish Energy Strategy (2017) and the Position Statement (2021) once adopted. The draft plan outlines the Scottish Government’s vision for a net zero energy system by 2045, focusing on delivering affordable, resilient, and clean energy. This aligns with the objectives of National Planning Framework 4 (NPF4) and supports the assessment of energy-related planning applications. Although still in draft form, the Strategy and Plan provide a clear policy direction and are a material consideration in planning decisions, especially where proposals contribute to or align with the transition to renewable energy and low-carbon infrastructure. National Guidance 7.12 The Scottish Government expresses its planning policies and guidance through The National Planning Frameworks, Planning Advice Notes, Creating Places, Designing Streets, National Roads Development Guide and a series of Circulars.
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Planning Advice Notes 7.13 The following Scottish Government Planning Advice Notes (PANs) and Guidance Documents are of relevance to the proposal: • PAN 1/2011 Planning and Noise Creating Places 2013 7.14 Creating Places is the Scottish Government’s policy statement on architecture and place. It sets out the comprehensive value good design can deliver. It notes that successful places can unlock opportunities, build vibrant communities and contribute to a flourishing economy and set out actions that can achieve positive changes in our places. Designing Streets 2010 7.15 Designing Streets is the policy statement in Scotland for street design and changes the emphasis of guidance on street design towards place-making and away from a system focused upon the dominance of motor vehicles. It was created to support the Scottish Government’s place-making agenda, alongside Creating Places. National Roads Development Guide 2014 7.16 This document supports Designing Streets and expands on its principles and is the technical advice that should be followed in designing and approving of all streets including parking provision. Local Place Plans 7.17 Local Place Plans are community-led plans setting out proposals for the development and use of land and set out a community’s aspirations for its future development. There are no Local Place Plans for this location. 8. Consultations External Consultations 8.1 Scottish Environment Protection Agency: SEPA initially provided a holding objection pending the submission of further technical information in respect to flood risk and private water supplies. Following submission, SEPA have withdrawn their objection to the proposed development, subject to conditions. 8.2 NatureScot: No objection, however, advise that Perth and Kinross Council is required to undertake a Habitats Regulations Appraisal due to the site’s status within close proximity of the South Tayside Goose Roosts Special Protection Area (SPA). 8.3 Transport Scotland: No objection subject to conditions.
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8.4 Scottish Forestry: No comment. 8.5 Health and Safety Executive: No objection. 8.6 Perth and Kinross Heritage Trust: No objection subject to a programme of archaeological work in accordance with a Written Scheme of Archaeological Investigation (WSI) condition. 8.7 National Gas Transmission: No objection. 8.8 Braco and Greenloaning Community Council: Object to the proposed development, in summary, on grounds of flood risk, transport and access, environmental impact and contrary to development plan policies. 8.9 Historic Environment Scotland: No objection. Internal Consultations 8.10 Environmental Health (Noise/Odour): No objections, subject to conditions to control noise, vibration, lighting and construction hours. 8.11 Environmental Health (Private Water): No objection. 8.12 Environmental Health (Contaminated Land): No objection. 8.13 Development Contributions Officer: No developer contribution required. 8.14 Community Greenspace: No comment. 8.15 Transportation and Development: No objection, subject to conditions to ensure the safe and efficient operation of the local road network and to minimise disruption to the surrounding community. 8.16 Structures and Flooding: No objection, subject to condition in respect to SUDs details. 8.17 Biodiversity: No objection, subject to conditions securing appropriate ecological safeguards and enhancements. 8.18 Planning Enforcement Officer (Trees): No objection, subject to conditions securing the protection of existing trees and the implementation of a landscape and planting scheme together with compensatory planting. 8.19 Strategy and Policy: No comment. 9. Representations 9.1 A total of 49 letters of representation to the proposed development were received, representing 35 individual households. This includes one representation from Braco and Greenloaning Community Council. The key issues raised in these representations are summarised below:
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9.2 Material Considerations • Adverse effect on Visual Amenity • Road Safety Concerns • Traffic Congestion • Loss of sunlight/daylight • Loss of open space • Over intensive development • Cumulative impact with BESS projects and substation application • Out of scale and proportion to the surrounding rural setting • Light pollution • Flood Risk • Noise pollution • Loss of trees • Air Quality • Contrary to Development Plan Policy and NPF4 • Inappropriate land use • Out of character with the area • Economic impact for local businesses • Effect on SAC and SPA • Excessive Height • Concerns that no EIA is required • Regulatory and Procedural Issues with Community Engagement 9.3 Non-Material Considerations • Impact of property values • Loss of view • Community benefit schemes 9.4 A material consideration is a matter which is taken into account in assessing a planning application. These are issues which are relevant to the decision. The material considerations noted above are addressed in the Appraisal section of the report below. 9.5 In response to the comments on the grounds of quality of public consultation events, the Planning Authority does not offer any comment in this regard beyond confirming that the pre-application requirements set out by Section 25 of the Town and Country Planning (Scotland) Act 1997 (as amended) have been met. 9.6 Objections citing non-compliance with specific policies of the Development Plan (comprising NPF4 and LDP2) are noted. However, these documents must be interpreted and applied as a whole. The appropriate mechanism for determining planning acceptability is through the planning balance, which considers all relevant policies and material considerations in context. This assessment is provided in the Appraisal section below.
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9.7 In response to the comments received in respect to no EIA being required, this is addressed in the Environmental Impact Assessment paragraph above at Para 5. 10. Additional Statements Screening Opinion EIA not required Environmental Impact Assessment (EIA): Environmental Report Not required Appropriate Assessment under Habitats Regulations Habitats Regulations Appraisal AA completed Design Statement or Design and Access Statement Submitted Report on Impact or Potential Impact e.g. Flood Risk Assessment • Pre-Application Consultation (PAC) Report • Environmental Assessment Reports with associated Appendices; ➢ Biodiversity Net Gain Report ➢ Geo-Environmental Desk Study ➢ Private Water Supply Assessment ➢ Transport Statement ➢ Baseline Noise Survey Details ➢ Landscape and Habitat Management Plan ➢ Hydrology Report ➢ General Environment Management Plan (GEMP) ➢ Species Protection Plan (SPP) ➢ Arboricultural Impact Assessment • Preliminary Design Report • Planning Statement • Flood Risk Assessment • Drainage Impact Assessment • B8033 Bendiness Repo 11. Appraisal 11.1 Sections 25 and 37(2) of the Town & Country Planning (Scotland) Act 1997 (as amended) require the determination of the proposal to be made in accordance with the provisions of the Development Plan, unless material considerations indicate otherwise.
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The Development Plan comprises NPF4, the Perth and Kinross Local Development Plan 2019 and statutory supplementary guidance. The relevant policy considerations are outlined in the policy section above and are considered in more detail below. In terms of other material considerations, this involves considerations of the Council’s other approved policies and supplementary guidance. 12. Principle 12.1 The principle of development must be considered under the relevant parts of both NPF4 and LDP2 2019. NPF4, Annex B – National Developments Statement of Need identifies in part 3 Strategic Renewable Electricity Generation and Transmission Infrastructure as required to support renewable electricity generation, repowering and expansion of the electricity grid in order to meet its net zero emissions targets in the whole of Scotland. It states that the electricity transmission grid will need substantial reinforcement including the addition of new infrastructure to connect and transmit the output from new on and offshore capacity to consumers in Scotland, the rest of the UK and beyond. Identified development types include new and/or upgraded infrastructure including that directly supporting offshore high voltage electricity lines, cable and interconnectors including converter stations, switching stations and substations (part 3c). The haul track itself is not designated as a national development, however, it is considered integral enabling infrastructure for the Cambushinnie 400kV substation, which is a national development under NPF4. 12.2 The proposal falls under the definition of ‘essential infrastructure’ in NPF4 which includes enabling works for renewable energy projects including transmission and distribution infrastructure. The haul track is required to deliver abnormal loads (transformers) and facilitate construction of the substation, making it essential to the delivery of the national development. 12.3 NPF4 Policy 1 Tackling the Climate and Nature Crises gives weight to the global climate and nature crises in considering all developments, whilst Policy 2 Climate Mitigation and Adaptation seeks to ensure that development proposals will be sited and designed to minimise lifecycle greenhouse gas emissions as far as possible and to adapt to current and future risks from climate change. 12.4 For NPF4 Policy 2, Climate Mitigation and Adaptation Planning Guidance (June 2025) is national guidance published by the Scottish Government to support the implementation of NPF4. It provides detailed advice on how planning authorities and applicants should address climate mitigation and adaptation in development proposals. The guidance emphasises that significant weight should be given to a proposal’s contribution toward national renewable energy generation and greenhouse gas emissions reduction targets. It also highlights sector-specific standards for enabling works, such as grid transmission and distribution infrastructure, referencing Ofgem’s environmental reporting guidance.
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This guidance expects network operators to enhance whole-life carbon reporting and align with the Publicly Available Specification (PAS) 2080 standard for major infrastructure projects across the transmission and distribution networks. 12.5 Planning Authorities are advised to adopt a proportionate approach— assessing whether proposals are likely to result in significant emissions, whether these have been mitigated as far as reasonably possible, and whether appropriate adaptation measures have been incorporated to address climate change risks. 12.6 The proposed haul track is an essential component of the Cambushinne 400kV substation development, which is part of a strategic upgrade to Scotland’s electricity transmission network. This upgrade is required to accommodate increased renewable energy generation and meet legally binding net zero targets under the Climate Change (Scotland) Act 2009. As essential infrastructure facilitating the transmission of renewable electricity, the proposal is considered to align with the aims of NPF4 Policies 1 and 2. 12.7 NPF4 Policy 11: Energy supports the development of all forms of renewable energy, including generation, storage, and associated transmission and distribution infrastructure. Specifically, Policy 11a)(ii) provides considerable support for enabling works, however, this support is conditional on meeting additional criteria, including: c) maximising net socio-economic benefits; d) considering international and national environmental designations; and e) addressing environmental impacts through appropriate project design and mitigation. 12.8 Sufficient information has been provided within the planning submission to allow full consideration of these requirements and is detailed further in the relevant sections below. The proposal is considered to align with the aims of NPF4 Policy 11. 12.9 NPF4 offers broad support in relation to the development of renewable energy initiatives and infrastructure. Subsequent sections of this report will consider environmental impacts against the relevant policies of the development plan. 12.10 The Perth and Kinross Local Development Plan 2 (LDP2) 2019 addresses the localised impacts of development, including visual, landscape, amenity, environmental, and technical considerations such as drainage and transport. Although adopted prior to NPF4 and therefore subordinate to national policy, LDP2 broadly aligns with the objectives of NPF4, particularly in balancing economic growth with sustainable development and climate change challenges at a local level.
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12.11 Whilst Policy 33A of LDP2 does not explicitly refer to “enabling works”—a term introduced by NPF4 Policy 11, which provides explicit support for enabling works associated with renewable energy infrastructure (including transmission and distribution)—it remains a key policy in assessing this proposal. The intent of Policy 33A encompasses associated infrastructure that supports renewable energy projects and is integral to delivering the substation development. The policy requires consideration of both individual and cumulative impacts, including effects on natural and built heritage, neighbouring amenity, and traffic. Policy 33B encourages low-carbon energy developments, particularly where they can connect to the grid or utilise existing infrastructure. 12.12 Overall, the principle of development is supported due to its alignment with nationally significant electricity transmission and distribution infrastructure identified in NPF4. However, full compliance with relevant policies— particularly NPF4 Policy 11 and LDP2 Policies 33A and 33B—is required. Although the haul track is primarily enabling infrastructure for the substation, it constitutes a new access route and therefore full compliance with transport- related policies, NPF4 Policy 18 and LDP2 Policy 60B, is also required. Furthermore, both NPF4 and LDP2 require consideration of environmental, social, and economic impacts, which are assessed in detail within the following sections to determine overall acceptability. 13. Landscape and Visual Amenity Landscape Effects 13.1 Safeguarding and enhancing landscape character is considered through LDP2 Policies 1A, 1B, 33 and 39. NPF4 Policy 4(a) and (d) also requires consideration of impacts on the natural environment, whilst NPF4 Policy 11 (Energy) is of particular relevance in the assessment of landscape and visual effects associated with energy infrastructure. Collectively, these policies seek to ensure that landscape and visual effects are appropriately assessed and addressed, whilst resisting development that would result in unacceptable impacts on landscape character, natural features, visual amenity, or the quality and composition of the landscape, either individually or cumulatively. It is recognised, however, that NPF4 Policy 11(e)(ii) acknowledges that landscape and visual effects may arise from energy developments and that, where such effects are appropriately mitigated and balanced against the wider benefits of the proposal, they may be considered acceptable. 13.2 The Landscape and Visual Impact Chapter 4 of the submitted EA Report considers impacts expected during the construction and operational phase within a 1km study area and includes a cumulative assessment. Technical appendices including LVIA methodology, Landscape sensitivity, and Viewpoint Descriptions. The Chapter is supported by Figures including Zones of Theoretical Visibility, Topography, Landscape Character, Visual Receptors, Landscape and Ecological Mitigation Plan, and selected viewpoints.
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13.3 The haul track site lies within the Broad Valley Lowlands – Tayside Landscape Character Type (LCT). The Broad Valley Lowlands LCT extends across Strathallan and is characterised by medium to large-scale agricultural fields, interspersed with hedgerows, tree belts, and woodlands. Transport infrastructure generally follows the natural contours of the valley, linking these rural areas to small settlements. There is a varied sense of openness and enclosure, with expansive views from elevated positions and more contained views where trees, woodland, and topography provide screening. Settlement is concentrated in Braco village, with scattered rural properties and farmsteads throughout the area. The A822 and B8033 serve as the main transport routes, supplemented by several farm and access tracks within the landscape. Within the study area, this Landscape Character Type (LCT) is not subject to any formal designations but contains several recreational routes and core paths. Scenic quality is mixed, the landscape pattern is varied, and the overall sense of quality is influenced by settlement and land use. Accordingly, the landscape value is assessed as low. 13.4 Construction and temporary occupation will introduce increased movement and activity, creating a localised influence on the Landscape Character Type (LCT). The permanent haul track will result in a relatively limited change to the LCT once operational. The appraisal concludes that the proposed development would have a minor adverse effect on this LCT during construction, temporary operation, and post-operation phases. A minor adverse cumulative effect during construction and/or temporary operation has also been identified. 13.5 Braco Garden and Designed Landscape (GDL), situated north of the proposed development, is valued for its architectural and nature conservation significance. However, due to intervening topography and woodland, visibility of the GDL would be minimal or non-existent; therefore, it has not been considered further in the Landscape and Visual Assessment (LVA). 13.6 The Ochil Hills Local Landscape Area (LLA) encompasses the entire Ochil Hills range, situated between Strathearn and the Loch Leven Basin to the southeast of the proposed development. Characterised by broad, settled lowland agricultural valleys and southern hill ridges, the area is noted for its tranquillity, sense of isolation, and extensive heather moorland interspersed with bands of broadleaf woodland along glens and lower slopes. Although the LLA lies outside the study area and elevated slopes could offer some visibility of the proposal, the separation distance and intervening settlement and development significantly limit potential change. Consequently, the proposed development is not expected to influence the perceptual qualities of the LLA and has therefore not been considered further in the Landscape and Visual Assessment (LVA). 13.7 The Lowland Hills LCT is located in the northeast of the study area and consists of a series of low ridges and hills between Strathallan and Strath Tay, forming a transitional landscape that separates the valleys and links to the surrounding uplands. This is a transitional landscape, with pastures on lower slopes, woodland and coniferous plantation on mid sloped and open moorlands higher up.
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Modern settlements with scattered farmsteads, prehistoric standing stone and Roman forts provide an indication of the historical and cultural associations. Part of the Braco GDL is located on the fringe of this LCT. Intervening topography and woodland would result in very little or no visibility of the proposed development from this LCT and as such is not considered further within the LVA. Visual Effects 13.8 Visual impacts refer to the effects of a development as perceived by specific receptors, typically more localised than broader landscape impacts. The assessment of visual impact focuses on sensitive visual receptors, which have been categorised into three groups: residential, recreational and road users. Potential visual receptors are noted below: • Nearby settlement and residential properties, including parts of Braco village and a number of scattered farmsteads; • Users of recreational routes such as local Core Paths network within and near Braco village; and • Road users travelling along the A822 and B8033. 13.9 Representative viewpoints have been selected to illustrate the likely views of the proposed development from various distances and directions, capturing key perspectives relevant to the assessment. The viewpoints are noted below: • Viewpoint 1 – Silver Birch Lodge/Easter Feddal - Residential • Viewpoint 2 – Glassick Farm – B8033 – Road Users • Viewpoint 3 – Glassick Farm - Residential • Viewpoint 4 – Loaning View - Residential • Viewpoint 5 – Greenhaugh Way, Braco - Residential • Viewpoint 6 – Silverton Farm/B8033 – Residential/Road Users • Viewpoint 7 – Core Path BRAC/106/1 Kierallan – Recreational and Residential 13.10 The assessment indicates negligible or minor adverse effects for most viewpoints and associated visual receptors during construction, temporary operation, and post-operation phases. However, Viewpoint 4 (Loaning View) and Viewpoint 6 (Silverton Farm) are expected to experience slightly greater change, with temporary, short-term moderate adverse effects during construction and temporary operation. Once construction is complete and temporary works are removed, these effects are anticipated to reduce to minor adverse levels in the long term. Proposed planting will help to further lessen visual change over time, although not to an extent that would alter the overall level of effect identified
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13.11 Although concerns were raised regarding the absence of viewpoints from within the Stirling Council area, the proposed development is located at a considerable distance and is screened by intervening topography and extensive woodland. These factors significantly limit visibility and ensure that the perceptual qualities of the surrounding landscape remain unaffected. As a result, no significant visual impacts are anticipated on receptors within the Stirling Council area, and further assessment is not considered necessary. Cumulative Impacts 13.12 The cumulative assessment considers potential cumulative effects resulting from the proposed development in addition to a number of other similar proposed or consented development. Those cumulative schemes included within the scope of the appraisal are listed below: • 21/00756/FLM – 49.9MW battery storage facility – approved; • 22/02231/FLM – 49.9MW battery storage facility – approved. 13.13 The cumulative assessment concludes that no significant adverse landscape or visual effects are anticipated. The two BESS developments lie outside the 1 km study area and are therefore physically separate from the proposed haul track, with minimal potential for intervisibility or contribution to cumulative change. While both BESS schemes will use the existing access track to Braco West Substation at the western edge of the site, any cumulative impact is expected to be limited to localised effects during construction. Following completion of works, there is unlikely to be any perceptible cumulative change Landscape and Visual Conclusions 13.14 NPF4 Policy 11 is relevant in that it requires projects to mitigate impacts, and address landscape and visual impacts. Criteria 11e ii) does also state that “Where impacts are localised and/or appropriate design mitigation has been applied, they will generally be considered to be acceptable”. The proposed development satisfies this requirement of the policy. 13.15 The applicant has proposed compensatory planting to offset tree loss; however, the quantity and coverage suggested is considered insufficient. As a result, the applicant was asked to provide additional planting at the A822 junction or, where tree replacement is not feasible, to introduce hedging as an alternative. It was further recommended that gaps along the roadside be filled with standard trees to deliver a more effective and visually appropriate form of compensation. 13.16 Whilst a compensatory planting scheme aimed at introducing additional planting across the roadside to mitigate landscape impacts associated with the development has not been provided at the time of writing, the applicant has indicated further tree planting options will be considered.
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While the Planning Authority acknowledges that securing and maintaining off-site planting can present logistical challenges particularly in terms of land ownership, long-term management and enforceability and whilst it is preferable for this information to be submitted upfront, a pre-commencement planning condition requiring both strategic on and off-site landscape mitigation will be applied. This condition would ensure that compensatory planting is delivered in a manner that meaningfully offsets the visual and landscape effects of the development, contributing to the overall acceptability of the proposal within its rural context. 13.17 The proposed design, combined with structural landscape screening and tree planting would provide appropriate mitigation to minimise visual impacts as far as possible. While some localised visual effects are inevitable given the nature of the development within an agricultural setting, the facility forms an integral part of the substation construction and is essential to securing Scotland’s future green energy supply. In conclusion, the proposal, subject to condition, accords with the relevant development plan policies. 14. Natural Heritage, Biodiversity and Trees 14.1 NPF4 Policy 6 and LDP2 Policy 40: Forestry, Woodland and Trees are the key policies to be applied in the assessment of effects on trees and forestry. The Council will apply the principles of the Scottish Government Policy on Control of Woodland Removal and there will be a presumption in favour of protecting woodland resources. Where the loss of woodland is unavoidable, mitigation measures in the form of compensatory planting will be required. LDP2 Policy 42: Green Infrastructure further emphasis appropriate tree retention, protection and mitigation and as such is also of relevance. 14.2 NPF4 Policy 3: Biodiversity, NPF4 Policy 4: Natural Places and LDP2 Policy 38: Environment and Conservation and Policy 41: Biodiversity are the key policies to be applied in the assessment of the potential effects of the proposed development upon Natural Heritage, Ecology and Biodiversity. Broadly, these policies state support in principle for proposals which will conserve, restore and enhance biodiversity whilst resisting development which by virtue of type, location or scale will have an unacceptable impact on the natural environment including nature conservation sites designated for its biodiversity, species, habitat, or geodiversity importance. Arboriculture 14.3 Chapter 8 of the EA Report is relevant and the chapter is supported by Appendix A: Tree Constraints Plan, Appendix B: Tree Survey Schedule, Appendix C: Tree Protection Plan, Appendix D: Outline Tree Protection Measures and Appendix H: Arboricultural Impact Assessment, all of which are of relevance.
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14.4 Chapter 3.1.of Appendix H: Arboricultural Impact Assessment specifies that the site includes agricultural land with timber/shelterbelts encompassing the agricultural land parcels, Watercourses are located to the north and to the east of the site. Chapter 3.2 specifies that a total of 146 tree features were identified during the fieldwork, formed of 89 individual trees, 41 tree groups, nine hedgerows and seven woodlands. The trees on site are between the age ranges of young to mature and are predominantly in a fair to good condition. 14.5 The quality of the trees are categorised as A, B, C and U of which there are 49 category A, 46 category B, 49 category C and 2 unclassified (category U). The most significant tree features on site are noted to be those adjacent to the A822 and B8033 respectively. The dominant trees in both locations form a mature mixed species (predominantly oak on the A822) avenue formed of predominantly high quality (category A) trees. 14.6 The extent of tree removal required to accommodate the haul track is noted within Chapter 4.3 of the EA Report. Appendix B Tree Survey Schedule provides details of the trees proposed for removal. 14.7 In addition to the trees identified for removal, the proposed development will result in Root Protection Area (RPA) incursions affecting individual trees, hedgerows, and woodland areas within and adjacent to the site. These incursions are necessary to facilitate construction activities, including the formation of the haul track and associated infrastructure. While measures will be implemented to minimise disturbance, the potential for indirect impacts such as root damage and reduced tree stability remains. Appropriate protective measures and mitigation will therefore be secured through planning conditions to safeguard retained vegetation wherever practicable. 14.8 The AIA has been assessed on a worst-case scenario where all trees within the footprint of the haul track, and select trees immediately adjacent, are shown to be removed. This relates to individual trees and groups of trees rather than an entire woodland, however, compensatory planting is required to offset the loss of canopy cover on site. 14.9 Appendix C: Landscape and Habitat Management Plan outlines a comprehensive approach to reinstatement and enhancement of the site’s landscape character. Proposed measures include standard tree planting to infill gaps within existing roadside vegetation along the B8033, reinforcing the visual continuity of tree belts. Hedgerow trees are identified for the south- eastern section of the site to strengthen field boundaries and maintain the established rural pattern. In addition, the scheme incorporates native woodland planting, meadow grass seeding, agricultural grass seeding, and new hedgerows across the site, all aimed at improving ecological connectivity and delivering biodiversity benefits.
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14.10 The Councils Enforcement Officer (Trees) has been consulted and commented that the tree loss associated with the aforementioned application sites that are of significance are primarily native broadleaf tree species and situated adjacent to the adopted roads. The broadleaf trees currently provide a linear corridor of mature vegetation at the roadsides that is considered of high amenity value. The formation of the improved junction will create a sizeable gap in this linear corridor and be detrimental to public amenity. 14.11 These concerns were relayed to the Applicant and through an amended proposal to remedy some of the tree loss at the adopted road, by adjusting the visibility splay set back, an additional 2 trees can be safeguarded. Whilst this proposal is welcomed, it is not considered to go far enough to compensate for the tree loss proposed. 14.12 Further communication with the applicant was undertaken to highlight ongoing concerns regarding the significant gap in roadside vegetation created by the visibility splay and the limited offer of only 12 standard trees as compensatory planting. This level of provision was not considered adequate for a development of this scale. 14.13 As highlighted in the Landscape and Visual Amenity section above, the initial compensatory planting proposal was deemed insufficient and additional interventions including increased planting at the A822 junction, use of hedging where trees cannot be replaced, and infilling roadside gaps with standard trees were strongly encouraged. These recommendations underscore the need for a more comprehensive approach to offset landscape impacts and ensure that the development maintains visual and ecological integrity. Whilst the proposed Landscape and Habitat Management Plan includes a range of measures such as standard tree planting to infill gaps along the B8033, hedgerow trees to reinforce field boundaries, and additional native woodland planting, meadow grass seeding, and new hedgerows, these interventions will not fully compensate for the extent of mature tree loss resulting from the development. 14.14 Though a revised detailed compensatory planting scheme has not yet been submitted, the applicant has committed to considering further tree planting options. To address logistical challenges and enforce mitigation, as noted above the Planning Authority will impose a pre-commencement condition requiring both strategic on-site and off-site landscape measures, aiming to achieve meaningful compensation and support the rural character of the area. 14.15 Subject to conditions as noted above, the proposal satisfies the relevant policy requirements and provides a proportionate response to the identified impacts. Ecology 14.16 Chapter 5 of the EA Report addresses ecology and nature conservation. The submitted survey information is in accordance with published best practice.
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Following the submission of additional information and clarity, the survey work is considered adequate for the purposes of ecological assessment. Giant hogweed and rhododendron are present onsite, and an Invasive Non- Native Species (INNS) Control Plan is required and secured by condition. Giant hogweed is a highly invasive plant species that poses significant ecological and public health risks. Its sap contains toxic chemicals that can cause severe skin burns and long-term sensitivity to sunlight. Rhododendron, while less hazardous to humans, is a major ecological concern as it forms dense thickets that outcompete native vegetation, reduce biodiversity, and hinder natural regeneration of woodland habitats. 14.17 Chapter 6 of the EA Report considers the potential effect of the proposed development on ornithology. Evaluation of the existing baseline environment has been made through a combination of desk-based study, field surveys and consultation. The Council’s Biodiversity Officer noted that consultation with the Tayside and Fife Raptor Study Group would normally be expected as part of the desk study process to inform survey requirements. Whilst this data source was not referenced within the assessment, the Biodiversity Officer did not object to the application and was satisfied that the ornithological information submitted was sufficient to assess the likely effects of the proposal. Biodiversity Enhancement 14.18 In accordance with Policy 3 of NPF4, Biodiversity Enhancements must be identified in proportion to the opportunities on site, scale of development and informed by the ecological survey. NPF4 does not specify how much enhancement or net positive should be delivered, though biodiversity should clearly be left in a demonstrably better state than without intervention. 14.19 The Biodiversity Net Gain (BNG) assessment for the haul track indicates a 9% decrease in baseline biodiversity units (BU) for area-based habitats, primarily due to land take and habitat alteration. However, this loss is offset by a substantial 137% gain in linear habitat units (LU) for hedgerows (H), achieved through the creation and enhancement of new hedgerow planting. These measures are designed to strengthen ecological connectivity, improve habitat diversity, and deliver a net positive outcome for biodiversity in accordance with NPF4 Policy 3. While the proposal involves replacing a short section (0.11 km) of non-native hedgerow, it will also introduce 0.27 km of hedgerow. However, regrettably, at the landowner’s request, this is proposed as non-native. This additional planting offers limited biodiversity value, as non-native species do not provide the same ecological benefits as native hedgerows, but it is included to respect landowner preferences and maintain visual continuity.
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14.20 This does not however appear adequate to compensate for the trees and woodland to be lost and as such an updated plan indicating location, quantity, specification and maintenance requirements for compensation and biodiversity enhancement measures shall be submitted for the further written agreement of the Council as Planning Authority, which can be secured by condition. Protected Areas 14.21 The applicant has submitted a Shadow Appropriate Assessment (SAA) which considers any effect on European sites. The proposed development site is not located within or immediately adjacent to any designated nature conservation sites, including Special Protection Areas (SPAs), Special Areas of Conservation (SACs), or Sites of Special Scientific Interest (SSSIs), however, there are 5 European sites within 10km of the proposed development. These designations are recognised as statutory nature conservation sites due to their ecological, habitat, or species importance. Given the separation distance and lack of hydrological connectivity, it is concluded that the proposal will not result in any likely significant effects on the qualifying interests of these protected areas. 14.22 These closest designated sites are listed below. Four of the European sites (SACs) have been assessed as not being significantly affected by the proposed development and as such have been ‘screened out’ of the Appropriate Assessment stage. • South Tayside Goose Roosts SPA; • Shelforkie Moss SAC; • River Teith SAC; • Upper Strathearn Oakwoods SAC; • Kippenrait Glen SAC. 14.23 Chapter 4 of the SAA sets out the Appropriate Assessment (AA) on the qualifying species of the South Tayside Goose Roosts SPA. The AA assesses the disturbance of qualifying/supporting species and barriers to or displacement of qualifying/supporting species. These impacts could potentially lead to a significant effect on the qualifying species of the SPA. In addition, consideration is also given to the potential for other plans or projects to act-in combination with the proposed development to give rise to likely significant effects. 14.24 South Tayside Goose Roosts (STGR) SPA/Ramsar 14.25 Component sites of STGR SPA encompass Carsebreck Loch and surrounding waterbodies and wetland habitat, part of which is also designated as Shelforkie Moss SAC. This SPA overlaps Shelforkie Moss SAC at its western end and is located 1.3km from the proposed development at its closest point. It comprises 3 widely separated designated areas which include the lochs known as Lower Rhynd and Carsebreck Loch.
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The SPA is designated for populations of wintering waterfowl, greylag and pink-footed geese as well as breeding populations of wigeon. The site’s European designation means that the requirements of the Conservation (Natural Habitats, &c.) Regulations 1994 (as amended) and, where relevant, the Conservation of Habitats and Species Regulations 2017 apply. Accordingly, Perth and Kinross Council, as the competent authority, is required to undertake a Habitats Regulations Appraisal (HRA) to assess the potential effects of the proposal on the SPA before determining the application. 14.26 Greylag and pink-footed geese are known to forage up to 20km from their roost sites. The proposed development being 1.3km from the SPA at its closest point is therefore within the foraging range of geese using all the waterbodies encompassed by STGR SPA. As such the proposal is likely to have a significant effect on graylag and pink-footed geese of STGR SPA due to the proposal being on land within foraging distance of the SPA and includes suitable foraging habitat. 14.27 Consequently, Perth and Kinross Council, as competent authority have carried out an Appropriate Assessment (AA) in view of the site’s conservation objectives. The AA concluded that the proposal will not adversely affect the integrity of the site due to the area of foraging habitat that will be lost to geese is small relative to the total area of suitable habitat within the foraging distance of the SPA. However, the Habitats Regulations require competent authorities to ensure no likely significant effect, and best practice is to include a CMS as part of a Construction Environmental Management Plan (CEMP). This would provide assurance that mitigation measures such as noise controls, lighting restrictions and pollution prevention are implemented consistently throughout the works. Cumulative 14.28 The cumulative ecological impacts of the proposed development have been assessed in combination with the following planning applications: • 21/00756/FLM – 49.9MW battery storage facility – approved; • 22/02231/FLM – 49.9MW battery storage facility – approved. 14.29 The evaluation considered whether other developments, when combined with this proposal, could result in significant cumulative effects on key ecological features. This assessment was informed by professional judgement, baseline environmental data, and supporting technical studies. The findings concluded that no cumulative impacts were identified that would lead to residual effects beyond a negligible level, whether the developments occur simultaneously or sequentially. This is contingent upon the mitigation measures outlined in the Environmental Appraisal being implemented effectively, and on other related planning approvals applying equivalent safeguards.
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Natural Heritage Conclusion 14.30 The relevant consultees, NatureScot, PKC Biodiversity Officer and PKC Enforcement Officer (Trees) have no objection to the proposal subject to conditions as referenced above. It is considered that the EA Report and supporting documents satisfies the requirement for an evidence-led approach to the assessment of potential impact upon the Natural Environment. Appropriate information has been submitted in support of the application. The Planning Authority is satisfied that the proposal complies with development plan policies as noted above. 15. Cultural Heritage 15.1 NPF4 Policy 7 Historic assets and places and LDP2 Policy 26B Archaeology, Policy 27A Listed Buildings, Policy 29 Gardens and Designed Landscapes, Policy 30 Protection Promotion and Interpretation of Historic Battlefields and Policy 31 Other Historic Environment Assets are the most applicable policies to assess the application against in terms of potential impacts upon the historic environment. Broadly these policies seek to protect and enhance historic environment assets and places, whilst resisting development which would have an adverse impact on the character, integrity or setting of listed buildings or scheduled monuments, or other archaeological sites. 15.2 Chapter 7 of the EA report covers ‘Cultural Heritage’. A study area of 1km extending from the boundary of the site was used to identify heritage assets. A search of designated assets of a wider study area of approximately 2km has also been undertaken to allow consideration of setting issues. The methodology included a desk study of records, and a walkover survey. 15.3 The baseline study identified ten heritage assets identified within the 1km study area including two Scheduled Monuments, seven Listed Buildings and one Garden and Designed Landscape. A review of designated assets within 2km of the proposed site boundary recorded a further seven listed buildings. A total of 62 non-designated assets were recorded within 1km of the development site. The majority of designated assets are located in Braco village itself and included assets in the settlement of Greenloaning to the south of the 2km study area as well as Braco Castle and Blackhill Old Toll House to the north. 15.4 In terms of archaeology, the assessment consisted of desk-based research and a walk over survey alongside an outline of requirements for mitigation. The site has previously been used for arable agricultural, therefore, any surviving unknown archaeology is low. Perth and Kinross Heritage Trust (PKHT) have been consulted and advised that whilst the architectural potential is considered to be low, there is still the potential for previously unrecorded assets to remain within the footprint of the proposed development. A phase of archaeological evaluation trenching will be required to fully assess the archaeological potential of the proposed development.
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The findings from these works will inform the final mitigation strategy, which may include, but is not limited to, full archaeological excavation, detailed recording and publication, or monitoring during construction. All archaeological works will be agreed with PKHT and carried out in accordance with a Written Scheme of Investigation (WSI) approved by PKHT 15.5 The assessment concluded that no significant adverse impacts on cultural heritage assets are anticipated, subject to compliance with the archaeological condition outlined above. There are no concerns regarding potential impacts on Listed Buildings or Scheduled Monuments. Following a review of the relevant chapter of the EA and consideration of comments from PKHT, the Planning Authority is satisfied that the proposal will not affect the setting of any Listed Building, Scheduled Monument, or archaeological resource, subject to the agreed mitigation measures. As such the proposal meets with the requirements of the above-named policies. 16. Transport and Access 16.1 NPF4 Policy 18 Infrastructure First and LDP2 Policy 60 Transport and Accessibility are the most applicable policies to assess the application against in terms of potential traffic and transport impacts. These policies seek to encourage, promote and facilitate an infrastructure first approach to land use planning, which puts infrastructure considerations at the heart of placemaking whilst the formation of new accesses should be designed to the satisfaction of the Council’s Transportation and Development Team. 16.2 Colleagues in the Transportation and Development Team have been consulted on the proposal and have also visited the proposed Haul Track site and associated sub-station site (25/00490/FLN ) and Braco Village itself. Phasing 16.3 This application is proposed to avoid the applicant using the A822 though Braco and then the B8033 during the construction phase of 25/00490/FLN. However, there will be a requirement for the applicant to utilise the A822 through Braco and the B8033 during the construction of the proposed Haul Track. The Haul Track will be constructed from the A822 south of Braco linking to the B8033 over the Keir Burn with a vehicular crossing location over the B8033 where the Haul Track will continue to meet the access track towards Cambushinnie. The applicant is proposing to construct the Haul Track in a phased approach: • Phase 1 will involve the construction of the vehicle access onto the A822 along with the appropriate visibility splays. In constructing this area, welfare facilities will be constructed. Phase 1 will involve the construction of the Haul Track from the A822 to the Keir Burn • Phase 2 will involve construction of the vehicle access onto the B8033 from the east of the road and the formation of the Haul Track from the B8033 to the Keir Burn.
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• Bridge this will involve the construction of a Bailey Bridge to link Phases 1 and 2. • Phase 3 this will involve the construction of the vehicle access onto the B8033 from the west of the road and the formation of the Haul Track from the B8033 to the Cambushinnie access track. 16.4 Each of the Phases are shown in Figure 1. Figure 1 – Haul Track Phasing Construction Traffic Route 16.5 The construction traffic associated with the Haul Track has been identified by the applicant to travel from the south of the site, utilising the A9(T) from the north and south, resulting in all movements from the A9(T) being considered by the applicant. Traffic will then join the A822 from the south and if required will use the B8033 to travel to the construction sites. 16.6 It should be noted that it is not possible for HGVs over 10 tonnes to utilise the B8033 to the south due to the weight restriction on the Kinbuck Bridge, Figure 2. Figure 2 – Kinbuck Bridge 10 Tonne weight restriction
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16.7 The applicant has undertaken an assessment of the routes to the site, with the collection of Automatic Traffic Counters and Junction Turning Counts undertaken in April 2024. The results show that on the B8033 (Easter Feddal) carries approximately 400 vehicles daily, this reduces when heading west along the B8033, where this reduces to approximately 250 vehicles daily. On the B8033 at the Primary School and Village Hall the number of vehicles increases to approximately 800 vehicles daily. The A822 carries larger volumes on a daily basis with figures between 4,000 and 4,500. The A9 carries the largest number of vehicles with daily traffic volumes of between 26,000 to 30,000 daily. 16.8 The applicant has undertaken an assessment to determine the impact of the development on the local road network showing the anticipated increase in Total Vehicle and HGVs. The applicant has determined that the peak demand for the Haul Track will correspond to week 27 July 2026, where during this period there will 36 HGVs and 32 LGVs forecast to be arriving on site per working day. 16.9 These figures have then been used to determine the anticipated increases in vehicles numbers and HGVs. On the B8033 at Braco Primary School and Village Hall there will be an increase in the number of HGVs by 413%, increasing from a value of 18 to 90 with overall traffic increasing by 15% from 822 to 942. The largest increase in overall traffic is experienced on the B8033 at the Bridge of Keir where traffic increases by 29% and HGVs increase by 468%. It should be noted that the number of HGVs that currently utilise the local road network is low, so local residents will notice an increase in HGVs using the local road network during the project. By contrast, the comparison that the applicant has undertaken on the Trunk Road network shows that the increases in HGVs will be 2% which is due to the larger number of HGVs using the A9 between 3,000 to 3,500 daily. 16.10 During the construction phase of the Haul Track, there will be an increase in traffic movements on the A822 and the B8033. The applicant has proposed a number of mitigation measures on the B8033 including: • Installation of guardrail on B8033 footways in the vicinity of Braco Primary School and Braco Village Hall • Upgrading of the zebra crossing • Installation of temporary traffic management on the Bridge of Keir due to the narrow road carriageway over the bridge, Figure 3, and the inability of two vehicles to be able to pass over the bridge. To provide traffic management over the bridge and on the road leading up to the bridge, the applicant will be required to undertake an assessment of the available road widths to ensure that vehicles crossing the bridge will have sufficient space to pass traffic on the opposite side waiting to cross the bridge, a minimum road width of 5.5 metres will be required, but an assessment of the vehicles likely to be utilising the road will need to be undertaken
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Figure 3: - B8033, Bridge of Keir 16.11 Once the proposed Haul Track is suitably formed, construction traffic will make use of this haul route to bypass the village of Braco and to avoid using the B8033. Construction of the Haul Track will, however, require access through Braco and the B8033, and the mitigating measures, particularly as construction traffic passes the school. This will be controlled by condition. 16.12 Transport Scotland has not objected to the construction traffic route from the A9, subject to conditions. 16.13 The mitigation measures noted above can be secured by condition. B8033 - Braco Primary School 16.14 Braco Primary School utilise the Braco Village Hall during the day for assemblies, whole school events, school lunches and on two days per week the school undertake physical education in the hall. The applicant has proposed a number of mitigation measures for the B8033 outside the Primary School. 16.15 Further to the mitigation proposed, and due to the close proximity of Braco Primary School to the public road network on the B8033 Feddal Road, the applicant will not be able to utilise the B8033 between the hours of 08:30 to 09:15 and 14:45 and 15:30 during school arrivals and departures. This can be secured by condition. 16.16 The additional mitigation measures proposed along the B8033 will provide greater safety and reassurance for staff at Braco Primary School, particularly during times when pupils need to move between the school and Braco Village Hall for assemblies, lunches, or other scheduled activities throughout the school day. Visibility splays 16.17 Visibility splays are proposed at the junction with the A822. The applicant will be required to provide the visibility splays they have detailed for the A822. This will be secured by condition.
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16.18 For the crossroads at the B8033, the applicant has proposed traffic management to control movements over the B8033 due to the applicant not being able to provide sufficient visibility splays - B8033 Junction Visibility Splays (Report No. 43). The B8033 Bendiness Report (Report No. 95) provided by the applicant highlights that splays of 160 metres will be required at the proposed B8033 junction. The B8033 Bendiness Report has sited that the environmental and practical implications to achieve the splays will result in significant tree clearance and associated habitat, as a result the author of the B8033 Bendiness Report has recommended that temporary traffic management is provided for the use of the B8033 crossroads. 16.19 As a result, a signalised junction is proposed, which will stop the traffic on the B8033 to then allow the traffic from the Haul Track to cross the B8033. The position of the signal heads will need to be considered to ensure that users of the B8033 will have sufficient forward visibility to see the signal head. In doing so, the applicant will be required to demonstrate that there will be sufficient space for two-way traffic to pass once the signals on the B8033 have returned to allow users of the B8033 to flow, this may require localised widening of the B8033 to achieve a minimum width of 5.5 metres. This, however, can be controlled by condition. Core Paths 16.20 There are a number of core paths in the immediate vicinity of the construction works. To safeguard public access, ensure safety, and protect infrastructure, a planning condition is recommended to manage potential impacts. This condition will include measures to maintain connectivity, address any temporary closures or diversions, and require the repair of any damage to core paths or associated signage resulting from construction activities. Car Parking 16.21 The applicant has confirmed that parking will be available off the public road network, and no parking will be required on the public road network. Construction Traffic Management 16.22 A condition is recommended to secure a construction traffic management plan (CTMP) which will outline the agreed construction traffic routes and abnormal loads matters. Mitigation measures may be required which can be addressed through the condition. 16.23 The applicant will be required to enter into a Section 96 of the Roads (Scotland) Act 1984 agreement for a conditional survey for the proposed construction traffic road and abnormal loadings route. The PKC Structures Team have advised that abnormal loads related to this development will not be approved until the relevant requirements have been satisfied.
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The Section 96 agreement shall include baseline and end-of-Section 96 inspections, full CG300 technical approval of all assessments, and any strengthening or alterations required to ensure safe passage of all proposed loads over bridges, culverts, and embankments covered within the scope of CG300 along the proposed route (PKC adopted roads). Certification must be completed prior to any load movements, in full accordance with PKC Structures Team requirements. Early consultation with Structures team is strongly recommended to reduce risk of delays. A condition is recommended. 16.24 PKC will require to be satisfied that the size of loads proposed can negotiate the construction traffic route. An informative is recommended with respect to the PKC abnormal loads procedure. Key pinch points on the local road network and swept path tracking should be undertaken and details provided with regard to any required changes to street furniture or structures along the route. 16.25 The framework construction traffic management plan confirms that construction activities related to the proposed development are anticipated to be: • 07:00 – 19:00 Monday to Friday • Saturday 08:00 – 13:00 • No construction activities to take place on Sundays and on bank holidays unless in exceptional circumstances. This will need to be agreed with the Road Authority in advance. 16.26 Construction traffic times will be secured through condition. Transport and Access Conclusion 16.27 The Council’s Transportation and Development Team and Transport Scotland have raised no objection to the application, subject to the conditions outlined above. With these conditions in place, traffic impacts during both the construction and operational phases can be effectively managed. The proposed development is considered to comply with NPF4 Policy 18 and LDP2 Policy 60. 17. Flooding and Drainage 17.1 NPF4 Policies 11 and 22, along with LDP2 Policies 52 and 53, require that all forms of flood risk are fully understood, appropriately addressed, and that developments are designed to be flood resilient without increasing flood risk to surrounding areas. Furthermore, LDP2 Policy 53 requires developers to satisfactorily meet the required standards for water, wastewater and surface water drainage servicing. 17.2 The key policies in respect of Private Water Supplies are NPF4 Policy 23: Health and Safety and LDP2 Policy 53E: Water Supply.
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These policies combined seek to ensure that development proposals do not pose unacceptable risks to public health and safety. Developments must not adversely affect the quality or quantity of private water supplies. The overarching goal is to protect human health and ensure safe, reliable access to water, particularly for properties dependent on private sources. 17.3 In relation to Hydrology and Hydrogeology, this is covered in the EA Report under Chapter 9. The chapter is supported by Appendices and separate supporting studies including Private Water Supply Assessment; Drainage Impact Assessment; and Flood Risk Assessment. 17.4 In terms of baseline, the study area includes an area of 1km from the site boundary. The proposed development is situated within the Allan Water Catchment. Within that catchment, the proposed development is located within the sub-catchment of Bullie Burn. Within the Bullie-Burn sub-catchment there are three main water features; the Keir Burn, unnamed watercourses and ditches and unnamed ponds/lakes. Allan Water has been designated as heavily modified due to the surrounding agricultural land drainage system and Bullie Burn has been classed as having a moderate overall status. 17.5 The site is underlain by the bedrock Water Framework Directive (WFD) groundwater body ‘Dunblane’. As of 2023, this groundwater body was classified as having good water quality, although its overall WFD status was classified as poor due to quantitative and surface water interaction pressures. The groundwater body covers an area of approximately 181.3 km² and is dominated by fracture flow. The site is also underlain by the superficial WFD groundwater body ‘Strathearn Sand and Gravel’, a superficial aquifer dominated by intergranular flow, which has a good overall WFD status. 17.6 Surveys found areas of damp grassland that rely partly on groundwater and partly on surface water to stay wet. The most sensitive areas are outside the site and will not be affected, but some moderately sensitive areas within the site could be impacted by the proposed works. These areas depend on water from underground sources and nearby surface water features to maintain their wet soils. 17.7 The EA Report Chapter 3.3.3 states there are no known private water supplies (PWS) within 1km of the site, however, Chapter 9.4.46 states that Appendix J Private Water Assessment includes a PWS assessment outlining the PWS identified in the wider area and distance to the proposed development. This details that there is a PWS (Blairmore) 41m from the proposed works. SEPA have been consulted on the proposal and noted the contradiction and subsequently requested further information in respect to the supply/source. The applicant confirmed this was an error in the submission and submitted an updated Appendix J which now states there are no known private water supplies (PWS) within 1km of the site to align with the EA Report.
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17.8 According to SEPA’s indicative flood mapping the site falls within an area at risk from fluvial flooding, specifically towards the east of the proposed development, from the A822, extending to the immediate west of where the B8033 crosses the proposed development boundary. The fluvial flooding at this location is associated with the Allan Water and five of its tributaries, namely the River Knaik, the Keir Burn, Feddal Burn, Millstone Burn and an unnamed watercourse. The proposed development connects to the A822 and B8033, it is noted within the submitted Flood Risk Assessment, that both of these roads appear to be at risk of flooding. Private Water Supplies 17.9 As noted above, a Private Water Supply Assessment (Appendix J) has been submitted which provided a summary of findings and recommendations. There were a total of five PWS identified from PKC and Stirling council records, however, all are noted to be outwith the 1km study area . To safeguard private water supplies (PWS) within the vicinity of the proposed development, SEPA recommends a precautionary buffer zone of 250 metres around any known PWS source and whilst the submission notes no supplies are within 1km of the site, this has not been confirmed by a walkover survey due to access restrictions. 17.10 The primary risks to private water supplies (PWS) relate to accidental spillages and sediment-laden runoff arising from construction activities associated with the proposed Haul Track. The construction phase may elevate these risks. However, with the implementation of standard mitigation measures, the potential for contamination is significantly reduced. SEPA have commented that the Bentick and Blairmore properties lie >1km from the Haul Road development boundary and at a significantly higher elevation. It is therefore considered very unlikely the supplies could lie within SEPAs defined buffer zone, however, since the location cannot be confirmed absolutely in the absence of the walkover survey, they have advised to append a condition requiring a Water Management Plan in line with the Council’s Private Water Supply Teams’ response to the substation application, planning reference 25/00490/FLN. This could include monitoring and possible contingency plans should any supply be affected. 17.11 Subject to condition, the proposal would meet the requirements of NPF4 Policy 23 and LDP2 Policy 53E. Flooding 17.12 The proposed Haul Track will be approximately 1,239 metres long. Around 550 metres from the A822 junction will have an asphalt surface, while the remaining section will use an unbound Type 1 stone finish. The track will generally be 6.5 metres wide with 1.2 metre verges and associated earthworks. It will connect to the A822, the B8033, an existing access track, and the access to Braco West Substation. A temporary bridge over the Keir Burn is also included and will be removed once works associated with planning application 25/00490/FLN are complete.
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A temporary access control compound and vehicle wash station, temporary construction areas for laydown and welfare facilities, associated landscaping/screening and associated drainage in the form of swales are also proposed. 17.13 In terms of topography, the FRA notes that the lowest elevation of the Haul Track sits at 107m (AOD) at the Haul Track junction with the A822. The highest elevation in the immediate vicinity of the Haul Track is 132m AOD, located between the B8033 and the existing access track to Braco West Substation. 17.14 The site drains into local watercourses connected to the Allan Water catchment. Most of the area west of the B8033 flows to a small tributary of the Allan Water, while the eastern section drains to the Keir Burn, which runs through Braco before joining the Allan Water. Other nearby burns, including the River Knaik and Feddal Burn, lie outside the site but also feed into the same catchment. 17.15 SEPA flood maps show the site is largely at high risk of fluvial flooding. Hydraulic modelling confirms this risk can be managed through mitigation, including culverts to maintain water flow and strengthening an existing flood embankment downstream of Keir Burn. A maintenance regime will ensure culverts remain clear and functional. 17.16 SEPA have been consulted on the proposal and noted that PKC confirmed the proposal falls within exception (i) of NPF4 Policy 22a and as such the development is supported in the flood risk area, subject to the criteria listed in the five bullet points of Policy 22a being addressed. They, however, issued a holding objection on the basis of the submission of more technical information being required such as; compensatory storage, additional hydraulic modelling, design flows clarification, culvert design and wall water course crossings. Following the submission of further technical detail, SEPA have withdrawn their objection, subject to condition. 17.17 The Council’s Flooding and Structures Team have been consulted and following the submission of further technical detail, have not raised any objections. The proposal for essential infrastructure is supported under Policy 22a i) of NPF4. Planning Authority are content that the proposal would meet the requirements of the above noted policies. Surface Water 17.18 The SEPA surface water flood risk maps shows the proposed development is largely not at risk of flooding from surface water. The submitted FRA notes there are two very small isolated pockets which have a medium probability of flooding. These are noted to be small, localised depressions in the landscape that are highlighted by the pluvial modelling process. One of the areas is immediately adjacent to the Keir Burn and the other is to the west of the A822.
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17.19 Surface water from the proposed development will be managed by a new surface water drainage system. The proposed drainage system design comprises filter drains within the verges of the Haul Track which discharge to swales at the toe of the embankments. The swales are also proposed to act as pre-earthworks drainage and discharge to the Keir Burn and the unnamed watercourse. As a result, the risk of surface water flooding is considered to be low. Groundwater 17.20 Excavation activities have the potential to alter local groundwater flows, with earthworks likely to result in minor disruptions. However, with the implementation of good practice measures and the recommendations outlined in the Drainage Impact Assessment, the effects on groundwater are considered negligible and not significant in relation to groundwater flooding to third parties. Cumulative 17.21 A cumulative appraisal was undertaken taking into account the ‘scoped in’ planning applications as listed below: • 21/00756/FLM – 49.9MW energy storage facility; • 22/02231/FLM – 49.9MW energy storage facility. 17.22 Both applications noted above would be located approximately 2.8km and 2.9km north of the proposed development of which are a considerable distance from the site. The assessment concludes that cumulative impacts on geology, soils, water quality and flow are not expected to be significant. This conclusion is based on the distance from the proposed development, Furthermore, providing all other developments in the area adhere to industry best practice and implement effective source control measures, will likely result in only minor residual effects. Also, the variation in construction schedules and activities across different developments reduces the likelihood of simultaneous impacts occurring within the same catchments. Flooding and Drainage Conclusion 17.23 Overall, it is considered that appropriate information has been submitted in respect of flooding and drainage matters. In relation to consultees, the Council’s Flooding and Structures Team and SEPA have no objection, again subject to conditions. In terms of the policy position relating to flooding and drainage, the proposal complies with NPF4 Policy 22 and LDP2 Policies 52 and 53. 18. Geology and Soils 18.1 NPF4 Policy 9: Brownfield, vacant and derelict land and empty buildings and LDP2 Policy 58: Contaminated Land, are the most applicable policies to assess the proposal against in terms of potential contaminated land impacts.
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These policies require developers to demonstrate that land which is potentially contaminated can be developed in a safe and suitable manner. 18.2 Chapter 9.4.22 of the EA Report considers geology and soils. This chapter is supported by a Geo-Environmental Desk Study Report. It is noted within this report that the main potential on-site sources of contamination associated with the site relate to the long history as agricultural land and the presence of minor roadways and tracks. Agricultural land is unlikely to represent a significant source of contamination. 18.3 The Council’s Contaminated Land Team have been consulted and advised that the site does not raise any concerns in respect to any contamination on the site. A search of the historical mapping has not identified any potential sources of contamination likely to impact upon the proposed development site and there is no further information held by the Authority to indicate that the application area has been affected by contamination. However, it shall be the responsibility of the applicant to satisfy themselves that the ground conditions are suitable for the development for which planning consent has been granted. 18.4 Overall, the EA Report finds no significant effects. No mitigation is required. Relevant consultees (Contaminated Land) are satisfied with the proposals. The proposal complies with NPF4 Policy 9 and Policy LDP2 Policy 58 19. Noise, Vibration and Lighting 19.1 NPF4 Policy 23 and LDP2 Polices 55 and 56 are of relevance in relation to noise, dust and light pollution. Generally, these policies do not support proposals that are likely to result in obtrusive and/or intrusive effects and/or raise unacceptable noise issues and in cases where a Noise Impact Assessment indicates that a proposed development could have a significant detrimental impact on noise levels, appropriate mitigation measures must be provided. 20. Noise and Vibration 20.1 Chapter 11 of the Environmental Appraisal document dated June 2025, which was prepared by AECOM, addresses construction noise and vibration and assessments. These were undertaken in accordance with PAN1/2011, BS5228 2009 +A1:2014 Code of Practice for Noise and Vibration Control on Construction and Open Sites – Part 1: Noise. BS5228-1 and Part 2: Vibration and CRTN for construction traffic noise (Figure 11.3 Construction Traffic Noise Assessment Routes). 20.2 Construction noise arising from the proposed development have been assessed at selected Noise Sensitive Receptors (NSR) within a study area of approximately 300m from the Haul Track. Four NSRs were identified as Loaning View (NSR1), Gamekeepers Cottage (NSR2), 1,3,5,7 and 16 Commanders Grove (NSR3) and Kierallan House (NSR4).
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20.3 Construction vibration arising from the proposed development works has been assessed at selected vibration sensitive receptors within a study area of approximately 100 m of the site. A noise survey to define the acoustic character of the area was carried out by an experienced WSP consultants - Figure 11.1 Baseline Measurement Positions and NSRs. Noise Survey results are presented in Table 11.6. Calculation of Road Traffic Noise (CRTN) measurements were carried out between 18 & 19 June 2024 and the position of CTRN1 was located at the junction of Muthill Road and A822 and CTRN2 was located at the junction of the access road to Tamano Farm and B8033. 20.4 To predict the sound levels from the construction works, an acoustic model of the site and proposed development was created in DataKusttik GmbH CadnaA 2024 MR1.The predicted façade noise levels at NSRs associated with each typical and worst-case construction activities are presented in Table 11.7. The predicted noise levels at NSR1 to NSR4 meet or fall below the Category A threshold of 65 dB for weekday daytime hours for the key noise-generating construction activities. 20.5 The predicted ground borne vibration levels are set out in Table 11.8 which indicates the predicted vibration levels are well below limits at which cosmetic building damage becomes likely (15 mm/s) and, at worst, at which construction vibration is likely to be perceptible in residential environments (0.3 mm/s). This indicates the vibration generated by the construction activities associated with the proposed development are unlikely to impact the nearest NSRs. 20.6 Construction Traffic Noise - the results from the Transport Assessment have been used as the basis for determining the change in noise levels arising on public roads because of construction traffic. Road traffic noise calculations have been carried out in accordance with CRTN, being undertaken for a notional receptor location 10 m from the edge of the Carriageway. 20.7 The predicted road traffic noise levels from construction traffic LA10,18hrs(dB) for the three scenarios (Scenario 1: 2026 Baseline, Scenario 2: 2026 Baseline + Proposed Development Construction and Scenario 3: 2026 Baseline + Committed Developments + Proposed Development Construction) are in Table 11.9 & 11.10. The report concluded that in summary taking into account acoustic context of the noise levels changes, the magnitude of this temporary impact would be minor on Feddal Road (West of A822/Feddall Road Junction) and the B8033 (Bridge of Keir and Glassick) and negligible on Millhill Road (West of A9/ Millhill Road Junction). For all remaining routes, noise level changes range from 0.0dB to +0.8dB and the magnitude of this temporary impact would, at worst, be negligible. 20.8 Recommendations and Mitigation are set out in section 11.7 and states that a Construction Environmental Management Plan (CEMP) would be prepared prior to the commencement of works with recommendations related to noise and vibration.
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In addition to the CEMP, it is recommended that temporary noise barriers are used to screen plant and reduce construction noise when activities are being carried out in proximity of NSR1 and NSR2 shown in Figure 11.2, Appendix A. Mitigation measures to reduce the potential impacts associated with development generated traffic on public highway is included in Chapter 10 Traffic and Transport. Noise and Vibration Conclusion 20.9 The Council’s Environmental Health (EH) Team have been consulted in respect of this proposal and has raised no objection to the development, subject to conditions to protect the residential amenity of Noise Sensitive Receptors. There would be no unacceptable significant effects in relation to noise. Mitigation measures would be secured by condition(s), including a Construction Environmental Management Plan (CEMP) to manage the impact of construction activities. 20.10 It is noted that the applicant seeks working hours Monday to Friday 0700 hours to 1900 hours and Saturday 0800 hours to 1300 hours and there may be times where 24 hour working is required, seven days a week and potential for out of hours ad-hoc working. The Planning Authority are not agreeable with 7 day working given the proximity to noise sensitive receptors and the potential to negatively affect the amenity of local residences. A planning condition would be applied requiring any works required to take place outwith normal working hours to be agreed with the planning service in order to safeguard amenity for local residents. 20.11 In conclusion, with conditional control in place, the proposal complies with the above named policies. 21. Lighting 21.1 Lighting requirements is noted within the EA Report which specifies that the proposed development will not be lit during normal operation. Lighting requirements for the construction phase may be required. The temporary construction compounds may be lit during working hours during the winter periods. The effects from light disturbance are to be mitigated through good construction management, strongly directional and directed only on to the works area and be turned off when not required use of light sensors, to minimise light spillage. Lighting Conclusion 21.2 The Council’s Environmental Health (EH) Team have been consulted in respect of this proposal and has raised no objection to the development, subject to condition to ensure residential amenity of residential properties are not adversely affected from light intrusion from the development. Their assessment of lighting impacts concluded that, with appropriate mitigation measures, the development will not result in unacceptable light intrusion to neighbouring properties.
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21.3 There would be no unacceptable significant effects in relation to lighting. Mitigation measures would be secured by condition to manage any impact of the construction and operational stages of the development. 22. Dust 22.1 Construction sites present multiple potential sources of dust emissions that require continuous and proactive management to ensure effective control throughout the project lifecycle. These sources typically include, but are not limited to, haul roads and access tracks, loading and unloading of materials, material transportation, soil storage areas, and activities such as quarrying or blasting. Without robust mitigation, these activities can lead to airborne particulates that affect air quality and local amenity. By identifying these risks early and embedding best-practice dust suppression measures—such as water spraying, wheel washing, and controlled material handling—within the Construction Environmental Management Plan (CEMP), the development demonstrates a strong commitment to environmental protection and compliance with national standards 22.2 The applicant has submitted General Environmental Management Plan (GEMP) Appendix O which demonstrates a proactive approach to air quality by requiring a comprehensive Dust Management Plan to be embedded within the Construction Environmental Management Plan (CEMP). This integration ensures that dust control measures are not treated as an afterthought but as a core component of the project’s environmental strategy. The Dust Management Plan will be required to outline best-practice techniques such as water suppression, wheel washing, and continuous monitoring to minimise airborne particulates during construction. By incorporating these measures under the Air Quality Management section of the CEMP, the proposal reflects a strong commitment to safeguarding local air quality, protecting public health, and maintaining compliance with national environmental standards. Dust Conclusion 22.3 The Council’s Environmental Health (EH) Team have been consulted in respect to air quality and subject to the implementation of the Dust Management Plan within the Construction Environmental Management Plan (CEMP), the proposal is considered to comply with the relevant provisions of National Planning Framework 4 (NPF4) and the Perth and Kinross Local Development Plan 2 (LDP2) in relation to air quality. These measures will ensure that dust emissions from construction activities are effectively controlled, safeguarding local air quality, protecting residential amenity, and meeting national environmental standards.
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23. Socio-economic Impacts 23.1 NPF4 Policy 11(c) – Energy and Policy 25 – Community Wealth Building (CWB) support development proposals that deliver measurable socio- economic benefits, such as local employment, business opportunities, and contributions to community wealth-building strategies aligned with regional economic priorities. While these outcomes lie beyond the direct control of the planning system and cannot be secured through planning conditions, only limited weight—either positive or negative—can be given to these considerations in determining the application. However, although this application for the Haul Track is not directly applicable to these policies in isolation, it is considered relevant because the haul track is essential enabling infrastructure for the proposed substation—a nationally significant development under NPF4. As such, the socio-economic benefits associated with the substation project, which this haul track facilitates, are material considerations that reinforce the strategic importance of the proposal. 23.2 A socio-economic statement has been submitted in support of the application. It sets out the applicant’s position on socio-economic matters in relation to its Pathway to 2030 projects. The applicant highlights its commitment to Community Wealth Building (CWB) but notes that many aspects of CWB fall beyond the scope of the planning system. CWB aims to retain and reinvest wealth within local communities, strengthen community connections, and promote sustainable development, fair economic opportunities, and long-term business resilience. The applicant’s approach reflects the Scottish Government’s CWB model, which underpins the National Strategy for Economic Transformation and seeks to create a fairer, more inclusive society. SSEN Transmission has adopted the following Five Pillars of CWB: 1. Inclusive Ownership - developing more local and social enterprises that generate community wealth. 2. Spending - maximising community benefits through procurement and commissioning, developing good enterprises, fair work and shorter supply chains. 3. Workforce - increasing fair work and developing local labour markets. 4. Land and property - growing the social, ecological, financial and economic value that local communities gain from land/property assets. 5. Finance - ensuring that flows of investment and financial institutions work for local people, communities and businesses. 23.3 In September 2024, SSEN Transmission launched a £10 million Community Benefit Fund to support projects that deliver positive impacts for local communities. The fund aims to promote economic development, community initiatives, and wellbeing projects, and is available to communities and third- sector organisations across the north of Scotland for CWB-related activities. A Regional Fund has been created to support strategic projects in the region focusing on the following themes: • People: Focusing on skills, training and employability;
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• Place: Emphasising the community and culture of the north of Scotland; and • Alleviating fuel poverty: looking at strategic ways to help people across the region. 23.4 While community benefit is not a material planning consideration, it is recognised as an important area of interest. In March 2025, the UK Government outlined its approach to community funds for transmission infrastructure. The applicant has noted within their statement. based on this guidance, the estimated community funding associated with this development is £550,000, subject to the proposal being consented and constructed. 23.5 As Policy 11c provides no guidance on assessing or securing socio- economic benefits through enforceable conditions, the Planning Service offers no judgment on this aspect of the policy. 24. Summary 24.1 The requirement for strategic electricity transmission infrastructure is clearly identified in Annex B of the National Developments Statement of Need, specifically under Development Type 3: Strategic Renewable Electricity Generation and Transmission Infrastructure. While this application for the Haul Track does not constitute electricity transmission infrastructure in its own right, it is considered relevant because the Haul Track is essential enabling infrastructure required to facilitate the construction of the proposed Cambushinnie 400kV substation. 24.2 This designation confirms the national importance of upgrading and expanding the electricity grid to accommodate renewable energy generation and meet net zero targets. In this context, the Haul Track plays a critical supporting role in delivering the substation, which is a nationally significant development under NPF4. 24.3 Although there is strong strategic support for transmission infrastructure at the national level, this proposal for essential enabling infrastructure must still be assessed against the detailed policy framework set out in Part 2 of National Planning Framework 4 (NPF4). The principal policy in this regard is Policy 11: Energy, with additional consideration required under Policy 1: Tackling the Climate and Nature Crises, and Policy 2: Climate Mitigation and Adaptation. The planning balance must take into account both the beneficial and adverse significant effects associated with the development. 24.4 The purpose of the proposed development, as outlined above, stems from a recognised strategic need identified through the National Electricity System Operator’s Pathway to 2030 Holistic Network Design, the British Energy Security Strategy, and the Accelerated Strategic Transmission Investment Framework, endorsed by Ofgem.
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As noted above, whilst the Haul Track is not electricity transmission infrastructure in its own right, it constitutes essential enabling infrastructure required to deliver the Cambushinnie 400kV substation—a nationally significant development under NPF4. This enabling infrastructure is critical to upgrading the electricity transmission grid to accommodate a projected increase in renewable energy generation, enhance grid resilience, and improve connectivity across the wider network. Its contribution to Scotland’s net zero emissions targets is therefore a key consideration and carries significant weight in the overall planning balance. 24.5 When considering NPF4 Policy 11: Energy, the compliance, or otherwise must be assessed against the relevant criteria. Policy 11a, ii. gives explicit support to enabling works [to all forms of renewables], such as grid transmission and distribution infrastructure. While the policy does not list every possible enabling work, its intent is clear: works that are essential to deliver nationally significant energy infrastructure such as substations, fall within its scope. The proposed Haul Track is required to facilitate the construction of the Cambushinnie 400kV substation, therefore it is considered enabling infrastructure and benefits from the presumption in favour of development under Policy 11(a)(ii). 24.6 The EA Report submitted in support of the application, and as summarised and assessed within this Committee Report, provides a detailed evaluation of the proposal against the specific criteria of Policy 11 of National Planning Framework 4 (NPF4). This includes consideration of socio-economic impacts (11c); effects on communities and individual dwellings, including residential amenity and visual impacts (11ei); significant landscape and visual impacts (11eii); impacts on road traffic and trunk roads, particularly during construction (11evi); effects on the historic environment (11evii); hydrology, water environment and flood risk (11eviii); biodiversity (11eix); impacts on trees, woodlands and forests (11ex); and cumulative impacts (11exiii). 24.7 A key consideration within the planning balance is the extent of landscape and visual effects on landscape character and visual receptors arising from the development. Policy 11e(ii) of NPF4 acknowledges that where such impacts are localised and/or appropriate design mitigation has been incorporated, significant landscape and visual effects may be deemed acceptable. 24.8 A key consideration within the planning balance is the extent of the identified impacts arising from the development, including landscape character, impacts on trees and woods, visual receptors, flooding, and traffic during the construction phase. Policy 11e (i), (ii), (vi), (viii) and (x) of NPF4 acknowledges that where such impacts are localised and/or appropriate design mitigation has been incorporated, significant effects may be deemed acceptable. In this case, mitigation measures such as, but not limited to, strategic landscaping, culvert design and flood embankment reinforcement, and a Construction Traffic Management Plan are secured by condition to ensure these impacts are managed effectively and reduced to an acceptable level.
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24.9 The proposed development is expected to result in notable landscape and visual impacts during both the construction and temporary/operational phases. While many of these impacts are anticipated to persist into the operational phase, they are considered to be relatively localised. However, these residual effects can be appropriately addressed through embedded design mitigation and the application of planning conditions, which will help to manage and reduce the overall impact over time. 24.10 Although a number of adverse impacts have been identified—including effects on landscape character, visual receptors, trees and woodland, flooding, and traffic during the construction phase, the proposed mitigation measures will go a considerable way toward addressing them. Some residual impacts will remain, however, the key policy question is whether these impacts are acceptable in the context of NPF4 Policy 11e(i), (ii), (vi), (viii), and (x) and the wider policy environment. These provisions collectively recognise that localised impacts on amenity, transport, flood risk, and natural assets may occur and can still be acceptable where appropriate design and mitigation measures are applied. In this case, embedded mitigation and conditions ensure that impacts are managed effectively. When weighed against the wider benefits of enabling nationally significant infrastructure, these residual effects are not considered unacceptable. 24.11 In conclusion, while the assessment identifies several adverse residual effects arising from the development, these can be appropriately managed through embedded design mitigation and secured planning conditions, ensuring that the impacts are minimised and controlled throughout the construction and temporary/operational phases. Sufficient information has been provided to assess all policy criteria of NPF4 Policy 11 and the proposal complies, on balance, with all requirements. 25. Conclusion and Reasons for Recommendation 25.1 Policy 11 of NPF4 provides clear support for enabling infrastructure associated with renewable energy developments. However, it is acknowledged that the proposed development would give rise to a number of adverse impacts, particularly in relation to localised landscape and visual effects. Whilst the mitigation measures identified will reduce these impacts, some residual effects will remain. These residual effects have been assessed throughout this report and are considered capable of being appropriately managed through mitigation and planning conditions. 25.2 NPF4 Policy 11e(i), (ii), (vi), (viii), and (x) collectively acknowledge that where impacts are localised and appropriate design mitigation is applied, such effects are generally considered acceptable. In this context, the proposal is deemed to comply with these provisions. When weighed against the wider benefits of the proposal—namely, the enhancement of the transmission network to support future renewable energy connections, improved grid resilience, and alignment with Scotland’s net zero emissions targets—the residual impacts are not considered to outweigh the overall positive contribution of the development.
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25.3 To conclude, the application must be determined in accordance with the Development Plan unless material considerations indicate otherwise. In this respect, the proposal is considered to comply with NPF4, and the adopted Local Development Plan 2 (2019). Account has been taken of the relevant material considerations and none have been found that would justify overriding the Development Plan. Accordingly, the proposal is recommended for approval subject to the following conditions. 26. Conditions General 1. This planning permission will last only for five years from the date of this decision notice, unless the development has been lawfully started within that period. Reason - This is a Planning Permission in terms of Section 58 of the Town and Country Planning (Scotland) Act 1997, as amended by Section 32 of the Planning (Scotland) Act 2019. 2. Notwithstanding the approved plans, when the temporary bridge deck is removed following completion of the haul track, then if it is to be reinstated for emergency works or for the delivery of abnormal loads, then it shall be reinstated in the approved location. Prior to reinstatement, details of the proposed works, including timing, method of installation, and any necessary environmental safeguards, shall be submitted to and approved in writing by the Planning Authority. The agreed scheme shall then be implemented accordingly. The bridge deck shall be removed again once the emergency works are complete, and the site reinstated in accordance with the approved plans. Reason - To ensure that any reinstatement of the temporary bridge deck is controlled, environmentally safeguarded, and limited to essential emergency works only, thereby minimising long-term landscape and ecological impacts while maintaining operational flexibility for abnormal load deliveries. Roads and Access 3. The section of the Haul Track between Access Point 1 and Access Point 2, as shown on Drawing No. 31, shall be fully constructed prior to commencement of works on the section between Access Point 3 and Access Point 4. Reason - in the interest of road safety for users of the B8033 and to minimise construction traffic passing Braco Primary School and Braco Village Hall.
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4. Prior to the utilisation of each access point for construction traffic in relation to the formation of the Haul Track, the bellmouth onto the public road network shall be formed for the first 10 metres, in accordance with the layout on Drawing No. 48 and 49 to the Pavement Standard specification detailed on Drawing no. 50. Reason - In the interests of road safety; to ensure an acceptable standard of construction within the public road boundary. 5. The crossroads on the B8033 between Access Point 2 and Access Point 3, as shown on Drawing No. 31, shall not be utilised unless traffic-controlled signals are installed and operational. Reason - in the interest of road safety for users of the B8033 and traffic utilising the Haul Track. 6. During the operational phase of the development hereby approved, the vehicle access points from the A822 and the B8033, identified as Access Points 1, 2, and 3 on Drawing No. 31, shall be gated and locked when not in use to prevent public access outside operational hours. Reason - in the interest of road safety. 7. No construction traffic associated with the haul track shall use the B8033 between the access to Silverton Farm and the junction with the A822, in either direction, nor use the A822 on Front Street between Ardoch Bridge and a point 35 metres south of Commander’s Grove, in either direction, during the hours of 08:30 to 09:15 and 14:45 to 15:30. Reason - In the interests of pedestrian and traffic safety at school opening and closing times. 8. Prior to the commencement of works a maintenance agreement under Section 96 of the Roads (Scotland) Act 1984 shall be entered in to in respect of the construction traffic route, namely A822 and B8033, whereby the roads shall be inspected on a regular basis and repairs carried out to the timescale and standards specified by the Council as Roads Authority to the satisfaction of Perth & Kinross Council. Confirmation of this agreement being in place shall be provided to the Council, as Planning Authority, a minimum of four weeks prior to the commencement of development. The Section 96 agreement shall include baseline and end-of-Section 96 inspections, full CG300 technical approval of all assessments, and any strengthening or alterations required to ensure safe passage of all proposed loads over bridges, culverts, and embankments covered within the scope of CG300 along the proposed route. Certification must be completed prior to any load movements, in full accordance with PKC Structures Team requirements. Reason - in the interest of road safety.
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9. Prior to commencement of deliveries to site, the proposed route for any abnormal loads on the trunk road and local road network(s) must be submitted to and approved by the Planning Authority, in consultation with Transport Scotland and the Roads Authority. Thereafter, the agreed route must be adhered to in full for the duration of the construction period. Reason - to ensure that the transportation of abnormal loads will not have any detrimental effect on the trunk road and local road network(s). 10. Prior to the commencement of the development hereby approved, full visibility splays for the A822 of 90 metres along the channel line shall be provided and maintained to the left and right of the access, at a set-back of 2.4 metres measured 1.05m above the road level to the standard and specification required by the Council as Planning Authority in consultation with the Roads Authority. The visibility splays shall be physically formed on the ground and any existing fences, walls, hedges or other means of enclosure or obstructions within the splays shall be removed and relocated outwith the splays. Once formed, the visibility splays shall be permanently retained thereafter, and no visual obstruction of any kind shall be permitted within the visibility splays so formed. Reason - In the interests of road safety; to ensure an acceptable standard of construction within the public road boundary. 11. Prior to commencement of any development on site, a detailed design showing the mitigation measures for the B8033 shall be submitted to and approved in writing by the Planning Authority. The design must include the following schemes: (a) details of the temporary traffic management for the Bridge of Keir over Keir Burn to include details of the waiting location for vehicles with a minimum road width of 5.5 metres in advance of the traffic management in both directions to allow suitable road space for vehicles to pass. The road widening shall be a permanent road surface; (b) details of the temporary traffic management for the B8033 crossroads at Access Points 2 and 3 on Drawing No. 31 to include details of the waiting location for vehicles with a minimum road width of 5.5 metres in advance of the traffic management in both directions to allow suitable road space for vehicles to pass. The road widening shall be a permanent road surface; (c) details of the proposed pedestrian barrier at Braco Primary School and Braco Village Hall on B8033 Feddal Road, to include the barrier specifications, length of barrier to be installed, the resultant footway width available after barrier installation; and (d) a signalised puffin crossing on the B8033 Feddal Road to replace the current zebra crossing to link Braco Primary School with Braco Village Hall to provide a controlled crossing location for pupils, staff and visitors to cross to B8033. The location and specification of the signalised puffin crossing shall be agreed with the Planning Authority in consultation with the Roads Authority.
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The approved scheme shall be fully implemented prior to any use of the B8033 by any traffic associated with the haul track and planning application 25/00490/FLN. Reason - In the interests of road and pedestrian safety along the B8033 12. Prior to the movement of any abnormal load, any accommodation measures required, including the removal of street furniture, junction widening and traffic management, must be approved in writing by the Council as Planning Authority, in consultation with Transport Scotland. Thereafter, the agreed measures shall be undertaken prior to the movement of any abnormal load. Reason - to ensure that the transportation of abnormal loads will not have any detrimental effect on the trunk road network. 13. Prior to the movement of any components and/or construction materials, any additional signing or temporary traffic control measures deemed necessary due to the size or length of any loads being transported must be undertaken by a recognised QA traffic management consultant, to be approved by Transport Scotland. Reason - to ensure that the transportation of abnormal loads will not have any detrimental effect on the trunk road network. 14. The core paths which form part of the construction traffic route to the site must not be obstructed during building works or on completion. Any damage done to the core path and associated signage during building works shall be made good prior to the operational use of the Haul Track. Any temporary restrictions to public access required to facilitate works on site must be agreed in writing first with the Council as Planning Authority in consultation with the Access Officer. Reason - In the interests of public access along the core path. 15. Prior to the commencement of the development hereby approved, the applicant shall submit for the further written agreement of the Council as Planning Authority, in consultation with the Roads Authority (Structures) and Transport Scotland, a Construction Traffic Management Plan (CTMP) which shall include the following: a. restriction of construction traffic to approved routes and the measures to be put in place to avoid other routes being used; b. timing of construction traffic to minimise impact on local communities particularly at school start and finishing times, on days when refuse collection is undertaken, on Sundays and during local events; c. a code of conduct for HGV drivers to allow for queuing traffic to pass; d. arrangements for liaison with the Roads Authority regarding winter maintenance; e. emergency arrangements detailing communication and contingency arrangements in the event of vehicle breakdown;
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f. arrangements for the cleaning of wheels and chassis of vehicles to prevent material from construction sites associated with the development being deposited on the road; g. arrangements for cleaning of roads affected by material deposited from construction sites associated with the development; h. arrangements for signage at site accesses and crossovers and on roads to be used by construction traffic in order to provide safe access for pedestrians, cyclists and equestrians; i. details of information signs to inform other road users of construction traffic; j. arrangements to ensure that access for emergency service vehicles are not impeded; k. co-ordination with other significant developments known to use roads affected by construction traffic; l. traffic arrangements in the immediate vicinity of temporary construction compounds; m. monitoring, reporting and implementation arrangements; n. arrangements for dealing with non-compliance; and o. details of HGV movements to and from the site. p. identify measures to control the use of any construction vehicles onto the trunk road. The CTMP as approved shall be strictly adhered to during the entire site construction programme. Reason - To mitigate the adverse impact of construction traffic on the safe and efficient operation of the trunk road and local road network(s). Residential Amenity 16. Prior to the commencement of the development, temporary noise barriers shall be put in place in line with the recommendations in Environmental Appraisal document dated June 2025, Figure 11.2 and Appendix A :- Barrier A – 2m high barrier approximately 70m in length situated to the south of construction works between the junction with the existing track to the Braco Substation and the junction with the existing track to Whistlebrae, Barrier B- 2m high approximately 65m length south of construction works and to the east of junction with existing track to Whistlebrae, Barrier C-3m high approximately 80m length situated along the field boundary immediately adjacent to B8033, Barrie D- 3m high 65m length situated to the south of the construction works and to the east of junction with B8033. The Barriers should be a minimum surface mass of 7kg/m2, no gaps at joints and line of site to NSRs is blocked where possible. Reason - In order to safeguard the residential amenity of the area. 17. In the event, that justified complaints for noise are received by the Council, the applicant at their own expense, shall employ an independent and suitably qualified consultant to carry out a Noise Assessment from the development.
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The appointed consultant and methodology for the Noise Assessment shall be submitted to and approved in writing by the Planning Authority in consultation with Environmental Health within 28 days of being notified of the complaint. Within 28 days of approval of appointed consultant and methodology, a Noise Assessment shall be submitted outlining mitigation and recommended timescales for delivery. Thereafter, all mitigation measures shall be implemented within the timescales recommended. Reason - In order to safeguard the residential amenity of the area. 18. There shall be no idling of vehicles within the compound area at any time. Reason – In order to safeguard residential amenity and 51inimize unnecessary emissions during construction. 19. No construction work, including deliveries to and from the site, shall take place outside the hours of 07:00 and 19:00 Monday to Friday and 07:00 and 13:00 on a Saturday and at no time on a Sunday. This includes deliveries and operation of on-site vehicles and equipment. Out of Hours working requests can be made to the Planning Authority for written agreement, giving at least two weeks’ notice. Details of the activities to take place must be included within the request. Reason - In order to safeguard the residential amenity of the area. 20. All external lighting shall be sufficiently screened and aligned so as to ensure that there is no direct illumination of neighbouring land and that light spillage beyond the boundaries of the site is minimised to a degree that it does not adversely affect the amenity of the neighbouring land. Reason - In order to safeguard the residential amenity of the area. Private Water Supplies 21. Prior to commencement of development within the Private Water Supply (PWS) buffer zone (100m – 250m dependent on construction depths) detailed plans of the finalised development and all associated infrastructure shall be overlain with the relevant buffer zones for the PWS sources to properties within 250m. If any PWS is found to have a groundwater source and the source lies within the buffers, which is set out in ‘SEPA Guidance on Assessing Impacts of Developments on Groundwater Abstractions’, dated August 2024, then a detailed PWS risk assessment and monitoring / mitigation plan must be submitted to the Council as Planning Authority for written agreement before proceeding, in consultation with the Council’s Environmental Health Team and SEPA. For the avoidance of doubt, any PWS that serves a property that will continue to require a PWS through the construction and post-construction periods, shall be included in the risk assessment in line with ‘SEPA Guidance on Assessing Impacts of Developments on Groundwater Abstractions’.
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Any required PWS risk assessment and monitoring / mitigation plan shall set out: a. details of the methodology for water quality and quantity sampling (including abstraction points) for a period of 12 months prior to commencement of development within the relevant PWS buffer zone(s); b. details of the methodology and a programme for undertaking water quality and quantity sampling during the construction period within the relevant PWS buffer zone(s) (including abstraction points); and c. details of the methodology for water quality and quantity sampling for a period of 12 months post construction (including abstraction points) within the relevant PWS buffer zone(s). The approved plan shall thereafter be implemented in full upon commencement of development within the relevant PWS buffer zone(s). Monitoring results should be reported to the Planning Authority and the owner/operator of the existing abstractions in accordance with the above timescales. Contingency plans should include timescales for notification of relevant stakeholders if adverse impacts are identified and for subsequent design and implementation of remedial actions. Reason - In the interests of protecting the residential amenity of existing properties, the health of residents and continued access to safe and sufficient water supplies. Alternative Private Water Supply Source 22. There shall be no commencement of development within the Private Water Supply (PWS) buffer zone (100m – 250m, dependant on construction depths) until documentary evidence has been provided to and agreed by the Council as Planning Authority, which demonstrates that suitable replacement water supplies of sufficient quantity and quality can be made operational, should any detailed PWS risk assessment identify this as the most suitable mitigation measure. In each case, the replacement supply shall either be from the public mains or derived from a suitable source shown to be at low or negligible risk of contamination or disruption and which does not prejudice the quantity or quality of water delivered by other existing private water supplies. Information detailing the suitability of the source; risk of contamination and disruption; impact upon existing supplies; and details of how the supplies will be managed and maintained, must be submitted to and agreed with the Planning Authority in advance of any other works being carried out in association with this permission. Reason - In order to provide alternative water source in the event of long term negative impact on PWS.
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Flooding and Drainage 23. Development shall not commence on site until a detailed sustainable urban drainage system (SUDS) has been submitted for the written agreement of the Council as Planning Authority, in consultation with SEPA where necessary. The scheme shall be developed in accordance with the technical guidance contained in The SUDS Manual (C753) and the Council’s Flood Risk and Flood Risk Assessments Developer Guidance, and shall incorporate source control. All works shall be carried out in accordance with the agreed scheme and be operational prior to the bringing into use of the development. Reason - To ensure the provision of effective drainage for the site. 24. Storm water drainage from all paved surfaces, including the access, shall be disposed of by means of suitable a Sustainable Urban Drainage System to meet the requirements of best management practices. Reason - To ensure the provision of effective drainage for the site. 25. No development shall commence until the compensatory storage as approved in the Technical Memorandum (Document number 122) has been provided in full and is operational. Reason - To ensure that there is no reduction in floodplain capacity during the construction phase and prevent increased flood risk elsewhere, as is required by Policy 22a of National Planning Framework 4. 26. Prior to the commencement of development, a Construction Phase Plan shall be submitted to and approved in writing by the Council as Planning Authority. The plan must specifically address the location of any construction compounds and storage areas, ensuring that such facilities are neutral and that welfare facilities are sited outwith the functional floodplain. All measures outlined within the approved Construction Phase Plan must be implemented and adhered to throughout the construction phase. Reason - To ensure that construction activities do not adversely affect floodplain functionality and to safeguard the welfare of site personnel. Biodiversity 27. The conclusions and recommended action points within the supporting EA submitted and hereby approved (document 96 relates) shall be fully adhered to, respected and undertaken as part of the construction phase of development. Reason - In the interests of protecting environmental quality and of biodiversity.
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28. An updated Environmental Appraisal, including an updated ecology survey, will be required prior to the commencement of works, if works have not commenced within 24 months of the date of the EA approved as part of this permission. The updated EA shall be submitted to the Council as Planning Authority for written agreement and works shall not commence until after such written agreement has been issued by the Council. Reason - In the interests of protecting environmental quality and of biodiversity. 29. An updated bat survey will be required prior to the commencement of works, if works have not commenced within 24 months of the date of the bat survey approved as part of this permission. The updated survey shall be submitted to the Council as Planning Authority for written agreement and works shall not commence until after such written agreement has been issued by the Council. Reason - In the interests of protecting environmental quality and of biodiversity. 30. Prior to the commencement of the development hereby approved, an Invasive Non-Native Species Control Plan shall be provided for the written approval of the Council as Planning Authority. The plan shall contain measures to eradicate and control invasive non-native species. Thereafter, the agreed scheme shall be implemented in full accordance during the construction phase. Reason - In the interests of protecting environmental quality and of biodiversity. 31. Measures to protect animals from being trapped in open excavations and/or pipe and culverts shall be implemented for the duration of the construction works of the development hereby approved. The measures may include creation of sloping escape ramps for animals, which may be achieved by edge profiling of trenches/excavations or by using planks placed into them at the end of each working day and open pipework greater than 150 mm outside diameter being blanked off at the end of each working day. Reason - In order to prevent animals from being trapped within any open excavations. 32. A minimum of two months prior to the commencement of development, a site- specific Construction Environmental Management Plan (CEMP) which shall include a Construction Method Statement (CMS) shall be submitted to and approved by the Council as Planning Authority in consultation with key stakeholders as deemed appropriate. The CEMP must also include a Pollution Prevention Plan (PPP), Site Waste Management Plan (SWMP), Site Access Management Plan (SAMP), Construction Exclusion Zone (CEZ) and General Environmental Management Plan (GEMP).
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The CEMP will remain a live document, any working practices deemed to be having an adverse impact on ecology, or the environment will be the subject of revision. All revisions must be submitted to the Planning Authority as soon as reasonably practicable. Thereafter the development shall be fully undertaken in accordance with the agreed CEMP. Reason – In the interest of protecting environmental quality and of biodiversity. To 55inimize any associated adverse landscape and visual impact of the above ground elements and protect the character and visual amenity of the immediate and surrounding countryside and associated nature and cultural heritage conservation interests. 33. Prior to the commencement of the development hereby approved, pre- construction surveys shall be undertaken for protected species including raptors. Details of the surveys should be used to inform Species Protection Plans that shall be submitted for the further written agreement of the Council as Planning Authority. Thereafter, any identified measures shall be implemented prior to the commencement of development. Reason - In the interests of protecting environmental quality and of biodiversity. 34. Prior to the commencement of the development hereby approved, an independent and suitably qualified Ecological Clerk of Works (ECoW) shall be appointed at the developers' expense. Details of this appointment shall be subject to the prior written agreement of the Council as Planning Authority. The appointed person will remain in post for the duration of the proposed development. The ECoW shall have responsibility for the following: (a) Overseeing the implementation of the Construction Environmental Management Plan (CEMP) and habitat restoration approved by this permission. (b) Authority to stop operations or to alter construction methods should there be any works occurring which are having an adverse impact on the natural heritage. (c) Prior to the commencement of development, they shall provide an environmental / ecological toolbox talk for construction staff. (d) They will have authority to amend working practices in the interests of natural heritage. Any amendments shall be submitted to the Council as Planning Authority as an addendum to the approved CEMP. (e) They shall make weekly visits to the development site at a time of their choosing. No notification of this visit is required to be given to the developer or contractor. (f) Within 10 working days of the end of each calendar month, they are required to submit a detailed monthly report for the review of the Planning Authority in consultation with Scottish Environment Protection Agency (SEPA) for the duration of development.
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(g) They shall notify the Council as Planning Authority in writing of any requirement to halt development in relation to this condition as soon as reasonably practicable. The above shall be implemented throughout the construction, (including re- instatement and de-commissioning of the construction compounds) hereby approved unless otherwise agreed in writing with the Council as Planning Authority. The CEMP shall contain a site-specific Construction Method Statement (CMS) which will provide concise details for the implementation of the CEMP for site operatives. Reason – To avoid habitat damage and safeguard natural heritage interests. Trees and Landscape 35. Prior to the commencement of any works on site, all trees on site (other than those marked for felling on the approved plans) and those which have Root Protection Areas which fall within the site shall be retained and protected. Protection methods shall be strictly in accordance with BS 5837 2012: Trees in Relation to Design, Demolition and Construction. Protection measures, once in place, shall remain in place for the duration of construction. Reason - To ensure a satisfactory standard of development and environmental quality and to reserve the rights of the Planning Authority. 36. No works in connection with the development hereby approved shall commence unless a scheme of hard and soft landscaping works has been submitted to and approved in writing by the Planning Authority. Details of the scheme shall include: a) Existing and proposed finished levels. b) The location of new trees, shrubs, hedges, grassed areas and water features. c) A schedule of planting to comprise species, plant sizes and proposed numbers and density. d) The location, design and materials of all hard landscaping works including fences, gates. e) A programme for the implementation, completion and subsequent management of both the proposed landscaping and any trees and vegetation to be retained. The Landscaping Scheme must include timescales for the implementation of the works. All soft and hard landscaping proposals shall be carried out in accordance with the approved planting scheme and management programme.
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Any planting which, within a period of 5 years from the completion of the development is dying, being severely damaged or becoming seriously diseased, shall be replaced by plants of similar size and species to those originally required to be planted. Once provided, all landscaping works shall thereafter be permanently retained. Reason - To ensure the implementation and management of a satisfactory scheme of landscaping which will help to integrate the proposed development into the local landscape in the interests of the visual amenity of the area. 37. Prior to the commencement of development, an offsite landscaping scheme shall be provided and agreed in writing by the Council as Planning Authority. The scheme shall include the principles of offsite landscape mitigation and outline the approach to be adopted to seek opportunities for offsite mitigation of effects on visual amenity from residential, recreational and transport receptors where significant effects are predicted. The agreed principles shall include: • The nature of planting opportunity based on land availability. • The phasing and indicative timing of planting, including any seasonal or operational constraints. • Details of the maintenance of the planting. The full offsite landscaping scheme shall thereafter be developed in accordance with the agreed outline scheme and principles and shall be further agreed in writing and fully implemented thereafter. The full offsite landscape scheme shall be completed prior to the Haul Track being brought into operational use for construction traffic, unless otherwise agreed in writing with the Planning Authority. For the purposes of this condition, “operational use” shall mean the point at which the Haul Track is complete and available for use by vehicles associated with the Cambushinnie substation works. Reason - To ensure that significant visual effects of the development are mitigated as far as reasonably practicable through a timely and deliverable scheme of landscape mitigation, in the interests of protecting landscape and visual amenity.
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38. No works in connection with the permission hereby approved shall commence unless a scheme of compensatory tree planting has been submitted to and approved in writing by the Planning Authority. Details of the scheme shall include: a) The location of the compensatory tree planting, both on-site and off- site, should be fully detailed, described and supported with location and site plans to a scale deemed to be acceptable by the Planning Authority. b) A rationale must be provided for both the proposed felling and compensatory planting. This must include an assessment of the impact and proposed mitigation. c) A full silvicultural proposal for compensatory planting, supported with location and site plans. This must include: ground preparation, drainage, planting technique, stocking density, species, maintenance and a protection plan. d) A programme for the implementation, completion and subsequent management of the proposed compensatory tree planting. The compensatory planting must be completed within five years of the removal of the existing woodland or within two years of the development being completed (whichever is sooner). e) For any proposed offsite compensatory planting, a sequential approach to site selection must be utilised. This must first consider opportunities for offsite planting immediately adjacent to the development site, only then elsewhere within the Perth and Kinross Council Area. The compensatory tree planting shall be carried out in complete accordance with the approved scheme and any planting which, within a period of 5 years from the completion of the compensatory tree planting is dying, being severely damaged or becoming seriously diseased, shall be replaced by plants of similar size and species to those originally required to be planted. The person(s) that survey, describe, assess, specify and deliver both the felling proposals and on-site and off-site Compensatory Planting proposals must be appropriately qualified. Reason - In order to maintain woodland cover in accordance with the aims of local and national planning policies. 39. An independent, qualified and technically competent professional(s) with the required experience shall inspect the compensatory planting scheme at regular intervals (year 1, 5 and 10) to ensure that the trees are planted correctly, maintained to the required standard and ultimately established into woodland. The woodland will have to be maintained thereafter. This professional individual must report to the Planning Authority, to allow the compensatory planting condition to be managed and ultimately discharged. Reason - In order to maintain woodland cover in accordance with the aims of local and national planning policies.
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Health and Safety 40. National Gas Transmission operates a high-pressure gas pipeline – FM10 Machanay to Braco – in the vicinity of the proposed development. The pipeline has a 24.4m wide easement in operation (12.2m either side of the pipeline). No development, construction or landscaping is permitted within the easement without formal written approval from National Gas Transmission. Reason - In order to protect the integrity of the pipeline. Archaeology 41. Development shall not commence until the developer has secured the implementation of a programme of archaeological work in accordance with a written scheme of archaeological investigation which has been submitted by the applicant and agreed in writing by the Council as Planning Authority, in consultation with Perth and Kinross Heritage Trust. Thereafter, the developer shall ensure that the programme of archaeological works is fully implemented including that all excavation, preservation, recording, recovery, analysis, publication and archiving of archaeological resources within the development site is undertaken. In addition, the developer shall afford access at all reasonable times to Perth and Kinross Heritage Trust or a nominated representative and shall allow them to observe work in progress. Reason - To ensure archaeological monitoring is carried out to safeguard and record any archaeological remains within the development area. 27. Informatives 27.1 Under Section 27A of the Town and Country Planning (Scotland) Act 1997 (as amended) the person undertaking the development is required to give the Planning Authority prior written notification of the date on which it is intended to commence the development. A failure to comply with this statutory requirement would constitute a breach of planning control under Section 123(1) of that Act, which may result in enforcement action being taken. Please use the form attached herewith. 27.2 As soon as practicable after the development is complete, the person who completes the development is obliged by Section 27B of the Town and Country Planning (Scotland) Act 1997 (as amended) to give the Planning Authority written notice of that position. Please use the form attached herewith. 27.3 This development will require the 'Display of notice while development is carried out', under Section 27C(1) of the Town and Country Planning Act 1997, as amended, and Regulation 41 of the Development Management Procedure (Scotland) Regulations 2013. The form of the notice is set out in Schedule 7 of the Regulations and a draft notice is included for your guidance.
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In accordance with Regulation 41 the notice must be: • Displayed in a prominent place at or in the vicinity of the site of the development • Readily visible to the public • Printed on durable material. 27.4 This planning permission is granted subject to conditions, some of which require further information to be submitted to Development Management either before works can start on site or at a certain time. The required information must be submitted via the ePlanning portal if your original application was lodged that way, otherwise send it to us at developmentmanagement@pkc.gov.uk. Please be aware that a fee is payable in respect of each request made, though there is no limit to the number of conditions that can be discharged in a single request. The Fees Charter is available on our website www.pkc.gov.uk. The Council has two months to consider the information. You should therefore submit the required information more than two months before your permission expires. We cannot guarantee that submissions made within two months of the expiry date of your permission will be able to be dealt with before your permission lapses. 27.5 An application for Building Warrant may be required. 27.6 The applicant is reminded that, under the Wildlife and Countryside Act 1981, as amended (Section 1), it is an offence to remove, damage or destroy the nest of any wild bird while that nest is in use or being built. Planning permission for a development does not provide a defence against prosecution under this Act. 27.7 The applicant is reminded that, should any protected species be present a licence may be required from NatureScot to disturb a protected species. Failure to obtain a licence may constitute a criminal act under the Habitats Regulations and penalties are severe for non-compliance. 27.8 Trees and scrub are likely to contain nesting birds between 1st March and 31st August inclusive. Trees and scrub are present on the application site and are to be assumed to contain nesting birds between the above dates. The applicant is reminded that, under the Wildlife and Countryside Act 1981, as amended (Section 1), it is an offence to remove, damage or destroy the nest of any wild bird while that nest is in use or being built. Planning permission for a development does not provide a defence against prosecution under this Act. 27.9 The applicant should take note of the information and advice contained within the consultation response from Historic Environment Scotland. 27.10 The applicant should take note of the information and advice contained within the consultation response from National Gas Transmission.
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27.11 The applicant is informed that the granting of planning consent does not carry with it the right to carry out works within the trunk road boundary and that permission must be granted by Transport Scotland Roads Directorate. Where any works are required on the trunk road, contact details are provided on Transport Scotland's response to the Planning Authority which is available on the Council's planning portal. 27.12 Trunk Road modification works shall, in all respects, comply with the Design Manual for Roads and Bridges and the Specification for Highway Works published by HMSO. The developer shall issue a certificate to that effect, signed by the design organisation. 27.13 Trunk Road modifications shall, in all respects, be designed and constructed to arrangements that comply with the Disability Discrimination Act: Good Practice Guide for Roads published by Transport Scotland. The developer shall provide written confirmation of this, signed by the design organisation. 27.14 The applicant is advised to refer to Perth & Kinross Council’s Supplementary guidance on Flood Risk and Flood Risk Assessments 2021 as it contains advice relevant to your development. 27.15 The applicant is advised that, in terms of Sections 56 of the Roads (Scotland) Act 1984, he/she/they must obtain from the Council, as Roads Authority, consent to open an existing road or footway prior to the commencement of works. Information on junction types, requirements for Vehicular Access consents (VA1) and application forms are available at www.pkc.gov.uk/vehicleaccess. Advice on the disposal of surface water should be sought at the initial stages of design from Scottish Water and the Scottish Environment Protection Agency. 27.16 PKC Abnormal Loads Procedure is available at Abnormal loads procedure - Perth & Kinross Council. 28. Impact and Value Assessment 28.1 Due to the nature of the report, an impact value assessment is not required.