Appendix D - Infrastructure and Transportation
Perth and Kinross Council · 5 March 2025
Back to Perth and Kinross Council — 5 March 2025 and its agenda
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Perth and Kinross LDP3 2027 Draft Evidence Report Appendix D Infrastructure and Transportation March 2025
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Issue: Infrastructure – Cemetery Provision Corresponding NPF4 Policy/Policies: • NPF4 Policy 18: Infrastructure First • Other key NPF4 policy connections in relation cemetery provision: o Policy 1 – Tackling the climate and nature crises o Policy 2 – Climate mitigation and adaptation o Policy 3 – Biodiversity o Policy 13 – Sustainable Transport o Policy 14 – Design, quality and place o Policy 15 – Local living and 20 minute neighbourhoods o Policy 20 – Blue and green infrastructure o Policy 22 – Flood risk and water management Corresponding Perth and Kinross LDP3 Topic Paper: Topic Paper 014: Infrastructure Information required by the Act and NPF4 regarding the topic: There are no specific requirements of the Act or NPF4 in relation to cemetery provision, however it is a key land use component to be considered when preparing the Proposed Plan. Links to Evidence: • PKC - Existing burial ground sites • PKC – Future Cemetery Provision Strategy (2016) • SEPA Guidance on Assessing the Impacts of Cemeteries on Groundwater Summary of Evidence: Existing Cemetery/Burial Provision There are 176 burial grounds in 132 locations throughout the Perth and Kinross area. There are burial sites across each of the localities in the Council area. Existing burial ground sites have been mapped. The Council also operates a Crematorium site in Perth. There are private burial grounds including Holy Trinity (Pitlochry) and St Kessogs (Auchterarder). There is also a private woodland burial ground at Strowan Woodland Cemetery (near Crieff). Cemetery Infrastructure: Condition, quality and needs In 2016, the Council’s Bereavement Services published a Future Cemetery Provision Strategy. As a result of pressures on existing burial provision, the Strategy supports decision-making in relation to where cemeteries should be extended, closed or new ones provided. The Strategy considers a range of factors such as land availability, physical suitability, accessibility, costs, and future maintenance. The Council’s Bereavement Services keeps an up- to-date record of the current condition/capacities of existing sites, including an indication when sites will be at full capacity. Since the publication of the Strategy, a working group has been formed with representatives from various teams within the Council to support the delivery of the Strategy’s aims, including investigating the potential for extended/new sites. An extensive desk-top based assessment has reviewed potentially suitable/available land across Perth and Kinross area
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for sites. This assessment has helped guide the consideration of sites recently. Three extensions have been completed since 2016 at the Madderty, Clunie and Kinross sites. Through the preparation of the current Local Development Plan (LDP2, 2019), several cemetery search areas were identified as potential areas to investigate feasibility of new/extended cemetery provision. These sites have required test digs and further discussion(s) with landowners to confirm suitability. The sites include: • Blairgowrie (MU330) allocation • Milnathort (Old Perth Road) • Perth (Isla Road) • Perth West Strategic Development Site SEPA have published a planning guidance note for cemeteries (Guidance on Assessing the Impacts of Cemeteries on Groundwater). It provides guidance on the protection of the water environment from cemetery developments and is for developers and local authorities intending to expand or construct human cemeteries. Summary of Implications for the Proposed Plan: As part of the next Local Development Plan (LDP3), further collaboration will take place with the working group to consider potential sites for further cemetery provision. This will include consideration of allocating sites/search areas through the Proposed Plan. The provision of extended/new cemetery provision could also provide multiple benefits, linking into other key policy considerations such as green infrastructure and open space, and biodiversity. Finding land that is available and suitable can be an issue due to a range of factors. The LDP3 can support the identification of potentially suitable sites for extended or new cemetery provision, with a range of actions identified for supporting site delivery including undertaking test digs, detailed site assessments, and consultation with relevant consultees/stakeholders. A collaborative approach to identifying sites for extended/new cemetery provision will be needed given the range of issues when assessing available/suitable land. If there are sites that are potentially available/suitable, the Proposed Plan will consider how these will be best delivered through the planning process i.e. allocation with site requirements. Gaps, Uncertainties or Key Issues Raised: Finding suitable land for potential burial ground/cemetery provision will potentially compete with other demands on land such as housing, particularly close to existing settlements. With this in mind, there may be an opportunity for mixed use sites to help deliver cemetery provision alongside other appropriate land uses. The demand for additional burial/cemetery provision will need to inform the spatial strategy for the Proposed Plan to ensure suitable sites are identified, where required. Summary of Stakeholder Engagement: We engaged with the Council’s Bereavement Services team on the development of the Topic Paper.
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Statements of Agreement/ Dispute: Respondent Agree or Dispute Summary of Comments PKC’s Response Gray Planning & Development Ltd o/b/o GS Brown Construction Ltd Neither List of Evidence/Datasets and Summary of Implications for Proposed Plan (PP): The respondent neither agreed or disagreed with the Evidence/Datasets or the Summary of Implications for the PP. Further Comments: The respondent notes that in the context of LDP3 supporting the identification of potentially suitable sites for extended or new cemetery provision, landowners with assets suitable for a mix of land uses potentially led by housing have a key role and can offer deliverable solutions to this matter. Formal Dispute: The respondent does not wish to make a formal dispute. Comments noted. Opportunities for delivering developments that provide multiple benefits will be considered through the development of the Spatial Strategy and associated development allocations. Aberfeldy Community Council Neither List of Evidence/Datasets and Summary of Implications for Proposed Plan (PP): The respondent neither agreed or disagreed with the Evidence/Datasets or the Summary of Implications for the PP. Further Comments: The respondent notes that in the context of LDP3 supporting the identification of potentially suitable sites for extended or new cemetery provision, the Community Council is actively exploring with the Council’s Bereavement Services a new site in Aberfeldy for additional burial provision. Formal Dispute: The respondent does not wish to make a formal dispute. Comments noted. PKC will continue to have dialogue with the Community Council, landowner(s) and any relevant stakeholders to consider the cemetery/burial provision in the Aberfeldy area. This will inform the wider consideration of future cemetery/burial provision through the LDP3 Spatial Strategy.
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Issue: Infrastructure – Communications and Digital Infrastructure Corresponding NPF4 Policy/Policies: • National Planning Framework, Policy 24 Digital Infrastructure • Other key NPF4 policy connections - 1: Tackling the climate and nature crises; 4: Natural Places; 8: Green belts; 11: Zero Waste; 14: Design, quality and place; 15: Local Living and 20 minute neighbourhoods; 18: Infrastructure first; 23: Health and safety; 25: Community wealth building; 26: Business and industry; 27: City, town, local and commercial centres; 29: Rural development. Corresponding Perth and Kinross LDP3 Topic Paper: Topic Paper 014: Infrastructure Information required by the Act and NPF4 regarding the topic: Section 15(5) clarifies matters that need to be considered for the creation of the local development plan spatial strategy, including: (d) the infrastructure of the district (including communication systems) and (e) how that infrastructure is used. NPF4 Policy 24 expects Local Development Plans to: • Support the delivery of digital infrastructure, including fixed line and mobile connectivity, particularly in areas with gaps in connectivity and barriers to digital access The policy intent for Policy 24 is noted as: • to encourage, promote and facilitate the roll-out of digital infrastructure across Scotland to unlock the potential of all our places and the economy The policy outcomes for Policy 24 are: • appropriate, universal and future proofed digital infrastructure across the country • local living is supported and the need to travel is reduced The Scottish Government’s Local Development Plan Guidance (May 2023) under its ‘step by step guide’ provides advice on relevant evidence for the NPF4 policy topics to help planning authorities in considering the national policies when preparing their evidence report. With respect to NPF Policy 24, the guidance advises that the existing and future provision of digital infrastructure can inform the development of the spatial strategy, as an enabler of increased access to services, amenities, facilities and jobs. It also supports investment and population growth in rural areas by specifically addressing the digital divide. Digital communications operators will be expected to minimise visual and amenity impacts, and to take into account cumulative impacts and relevant technical constraints. Links to Evidence: • Ofcom ‘Connected Nations’ 2023 Scotland report • Ofcom ‘Connected Nations’ 2023 interactive report dashboard
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• Perth and Kinross Council’s public wi-fi map • Signal Checker – Perth and Kinross • Digital Scotland - Superfast Broadband report 2020 • Digital Scotland – R100 programme strategy • Scottish Government, A changing nation, how Scotland will thrive in a digital world Summary of Evidence: Data from Ofcom’s fixed local authority data (as summarised in the interactive dashboard) compiles information for fixed networks and wireless access providers. Using ordnance survey data, the dataset for Perth and Kinross council area includes 80,949 premises in total, including residential and commercial units. 11,024 premises (a 13.6%) were found to have full fibre available, while 954 premises (1.2%) receive less than 2Mbps. The availability figures for full fibre are lower than the national average, with 52% of Scotland’s premises having coverage from the fibre fixed broadband network. These figures are in turn the lowest of the UK nations, with the average for the UK being 56% as at September 2023. In Perth and Kinross, Superfast broadband coverage is 89.14%, lower than neighbouring local authorities such as Dundee (99.1%), Stirling (93.4%), Fife (98.4%) and Angus (89.5%). USwitch has published a summary of costs for broadband services across UK countries. Scotland shows an average cost of £27.12 per month. This is higher than the UK average (£26.90) and for England and Wales (£26.88 and £26.87, respectively). Perth and Kinross Council operates a network of 19 public wi-fi hotspots from premises including community campuses, libraries, sports centres, museums and galleries, and council offices in Perth city centre. Coverage for mobile services in Perth and Kinross varies between 23% (5G) and 78% (4G). As per Ofcom’s Connected Nations report, the local authority is ranked 76th out of 96 areas in the UK for mobile coverage. As part of the Reaching 100% (R100) programme, the Scottish Government supported improvements to the Superfast broadband to all premises in Scotland. The programme had completed over one million connections to homes and businesses. Commercial premises in Perth and Kinross benefitted from the scheme, increasing access to digital connectivity from 41.2% (baseline data OMR 2012) to 96.1% by June 2020. Additional support for the R100 programme is given in the Scottish Government’s digital strategy A changing nation: how Scotland will thrive in a digital world. In addition to the R100 rollout programme, the Scottish Broadband Voucher Scheme (SBVS) offers £5,000 to commercial or residential premises that can’t access connectivity speeds over 30Mbps and are not in scope of the standard R100 build programmes. At July 2024, over 4,300 premises had used the voucher scheme to improve their broadband, with another 800 planned. The Shared Rural Network was developed by the UK government and Mobile Network Operators to deliver 4G coverage to 95% of the UK landmass by the end of 2025, enabling rural businesses and communities to thrive.
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Summary of Implications for the Proposed Plan: Informed by the content of the National Planning Framework 4 (NPF4) and in accordance with the Perth and Kinross Council Corporate Plan, the Local Development Plan will encourage initiatives to improve digital connectivity for residential and commercial premises across the local authority. This will in turn allow for businesses and local communities to prosper, accessing opportunities previously out of reach due to infrastructure constraints. Additionally, the provision of better digital connectivity is expected to contribute to a reduction in the need to travel, addressing wider policy objectives set by the Scottish Government. Gaps, Uncertainties or Key Issues Raised: No data gaps have been identified. The key issues raised are: • the communications and digital infrastructure of the Proposed Plan area has shortcomings, creating competitive disadvantages for local businesses and communities; and • the Proposed Plan will need to encourage initiatives to improve digital connectivity Summary of Stakeholder Engagement: Big Place Conversation The Council carried out its ‘Big Place Conversation’ exercise to kick start the LDP3 process across Perth and Kinross communities during most of 2023. This was a substantial exercise involving over 100 events throughout the Council area. The events ranged from drop-in information sessions, meetings, and online surveys to workshops and online sessions using the Place Standard Tool to capture the views of local communities about different aspects of their places. The results of the BPC are summarised as part of a separate report on the outcomes and findings across the different locality areas. LDP3 Evidence Report Topic Papers The Council produced a series of LDP3 Evidence Report Topic Papers, covering the individual subject matters of NPF4’s suite of national planning policies. These papers, which set out the detailed evidence the Council has gathered to help produce our Evidence Report and which we hope to use to help prepare our Proposed Plan, were published on the Council’s Consultation Hub and open for comments for a period of 6 weeks during July and August 2024. As part of our consultation process for LDP3 Topic Papers we welcomed the views of our key stakeholders (who were contacted specifically via email regarding the consultation exercise) and the public at large, on the sufficiency of the evidence gathered, our interpretation of the implications of that evidence to the Proposed Plan, and on how we intend to use that evidence to develop our LDP3. We also asked respondents to provide links to other sources of available information or data which they felt we had not included, alongside an explanation of why they considered any additional sources of information to be relevant to the preparation of the LDP. Statements of Agreement/ Dispute
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One response was received with comments specifically addressing the Communications and Digital Infrastructure topic paper. The comment was from Kenmore and District Community Council, which made constructive reference to ensuring its community received benefit from broadband improvement programmes. A summary of the Community Council’s comment, its status, and the Council’s response are provided in the table below. There were no formal disputes to the Evidence Report. Views on the Infrastructure of the Area Under Part 2, Section 16B(3) and Section 15(5)(d)-(e) of the Planning Act 2019, in the preparation of their Evidence Report, planning authorities are required to provide their views on the infrastructure of the plan area, and how that infrastructure is used. The data provided highlights current shortcomings regarding digital connectivity in Perth and Kinross. This creates competitive disadvantages for local businesses and communities, presenting a clear challenge for Perth and Kinross to meet some of its Corporate objectives. It will be necessary to establish positions of clear support to development proposals that enhance digital capacity while observing the principles of sustainable and desirable development.
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Statements of Agreement/ Dispute: Respondent Agree or Dispute Summary of Comments PKC’s Response Kenmore and District Community Council Neither agree nor disagree List of Evidence/Datasets and Summary of Implications for Proposed Plan (PP): In respect of communications and digital infrastructure, the respondent wishes to ensure that there is a benefit to the Kenmore & District community from the broadband improvements being conducted in the area. Formal Dispute: No The respondent’s comments on the need for broadband improvements to be felt across the Community Council area broadly reflect the aims of the programmes to extend coverage, especially in areas where need is greatest. The Proposed Plan will encourage initiatives to improve connectivity and extend coverage.
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Issue: Infrastructure First – Education Facilities Corresponding Perth and Kinross LDP3 Topic Paper: Topic Paper 014: Infrastructure Corresponding NPF4 Policy/Policies: • Policy 18: Infrastructure First • Other key NPF4 policy connections: o Policy 15: Local living and 20-minute neighbourhoods o Policy 27: City, town, local and commercial centres Information required by the Act and NPF4 regarding the topic: Section 15(5) requires local authorities to take into account the following matters in its local development plan spatial strategy: (ce) of the Act “the education needs of the population of the district and the likely effects of development and use of land on those education needs”, (cg) “the capacity of education services in the district”, (d) “the infrastructure of the district (including … education facilities)”, and (e) “how that infrastructure is used”. National Planning Framework 4 (NPF4) Policy 18: Infrastructure First requires that Local Development Plans and delivery programmes should be based on an integrated infrastructure first approach. Plans should: be informed by evidence on infrastructure capacity, condition, needs and deliverability within the plan area, including cross boundary infrastructure; set out the infrastructure requirements to deliver the spatial strategy, informed by the evidence base, identifying the infrastructure priorities, and where, how, when and by whom they will be delivered; and indicate the type, level (or method of calculation) and location of the financial or in- kind contributions, and the types of development from which they will be required. The Scottish Government’s Infrastructure Investment Hierarchy is promoted in National Planning Framework 4 (NPF4), it prioritises enhancing and maintaining existing assets, then repurposing and co- location of assets, then new-build assets. Maximising the use of existing assets is therefore the preferred option when considering new infrastructure requirements. The Proposed Plan will take forward an evidence-based understanding of the infrastructure requirements needed to support development, aligning with national, regional and local strategies. Planning for education infrastructure in Perth and Kinross is essential for accommodating existing residents and future residents in the area. The appropriate infrastructure must be capable of supporting new housing development and local population changes.
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Links to Evidence: • National Records of Scotland o Population Estimates 2022 • Perth and Kinross Council o Learning Estate Strategy 2021 o Learning Estate Management Plan 2021 o Housing Land Audits o Methodology for Calculating Pupil Product Ratio [CORE DOC CD31] • Scottish Government o School Education Statistics 2024 [CORE DOC CD32] o Infrastructure Investment Plan 2025-26 o Pupil Projections 2022-27
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Summary of Evidence: An ‘Infrastructure First’ approach includes an assessment of the capacity of existing infrastructure and services. This will help to reduce evidence gaps and enable the delivery of priorities for education facilities. The key evidence sources have been set out in the accompanying Topic Papers and the links highlighted above. The Council’s Education & Children’s Services Learning Estate Strategy outlines the strategy to consider the development and management of the Learning Estate in context of meeting national and local outcomes, planning ahead and providing best value and benefits to communities. It also aligns with the Council’s 6-Year Funded Delivery Programme, Medium- term Financial Plan, Investment Blueprint and 30-year Investment Plan. The Learning Estate Management Plan (LEMP) delivers the Learning Estate Strategy and is reviewed every 3 years. Demographics Between 2001 and 2021, the population of Perth and Kinross has increased by 14.0%. This is the 7th highest percentage change out of the 32 council areas in Scotland. However, between 2001 and 2021, the ‘0 to 15’ age group saw the largest percentage decrease (-5.2%). The 75 and over age group saw the largest percentage increase (+48.9%). Over the next 10 years, the population of Perth and Kinross is projected to decrease by 3.5% due to natural change (more deaths than births). The number of school- age children in the area is therefore not expected to increase in population projections. Perth and Kinross Council carried out ‘A methodology for calculating the pupil per household ratio for areas of new housing developments’ (September 2008) [CD31]. This pupil product ratio informs the management of the school estate, pupil forecasting, and developer contributions. The ‘pupils per household’ ratios were found to be: Primary 0.27, and Secondary 0.15. The study was completed some time ago and an update would benefit LDP3. The Learning Estate The Perth and Kinross Learning Estate comprises 69 primary schools, 11 secondary schools, 1 stand-alone Nursery, and 1 Additional Support Needs (ASN) school. All primary and secondary schools have agreed catchment areas. Any proposed changes to catchments areas are required to be considered under the process of the Schools (Consultation) (Scotland) Act 2010. Maps showing the locations of facilities are included [Fig1, Fig 2, Fig 3 and Fig 4]. Perth and Kinross currently has six community campuses where education facilities are co-located with other facilities, such as libraries, leisure, and other services. Co-location of public services within community ‘hubs’ maximises existing assets, supporting other objectives set out in NPF4 for ‘Liveable Places’. With schools representing approximately 80% of the Council’s property estate, the Learning Estate Strategy helps to inform the development of the Council’s Corporate Property Asset Management Framework, which
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sets out the future strategy direction for all Council-owned property assets. Investment in the Council’s school estate was previously set out through the School Estate Transformation Programme. The investment into the school estate addressed issues arising from changing population, LDP site allocations across the local authority area, ongoing deterioration of building infrastructure, pressure on planned maintenance budgets, and the extension of Early Years provision and Free School Meals. As reported in the 2021 Learning Estate Management Plan, a total of £81m has been invested in the school estate since 2015/2016 and the programme will deliver £160m of further improvements to the Learning Estate between 2021 and 2029. The Council approved its updated 8-year capital programme in October 2021. The Scottish Government’s Learning Estate Investment Programme (LEIP) set £2billion in total estimated capital investment, managed by Scottish Futures Trust, benefitting around 50,000 pupils across Scotland. The LEIP aims to support school infrastructure projects that are low emission, digitally enabled and better connected to their local communities. Two projects in Perth and Kinross were included in Phase 2 of the programme, with North Perth Primary School (Riverside Primary School), opened 2024, and replacement Perth High School project, estimated completion in 2025. Both projects are designed to Passivhaus Standard. Education infrastructure is an essential part in creating and supporting local communities. Capacities in schools are directly affected by new housing development and is therefore a key consideration when assessing sites for new housing in LDP3. The principles set within the Council’s Learning Estate Strategy align with NPF4, the National Investment Hierarchy, and education-specific priorities (the National Improvement Framework, and Scotland’s Learning Estate Strategy: Connecting People, Places and Learning). This prioritises maximising existing property and infrastructure.
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Fig 1: Location of Nurseries around Perth and Kinross
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Fig 2: Location of Nurseries in Perth City area
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Fig 3: Location of Primary Schools and Catchments around Perth and Kinross
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Fig 4: Location of Secondary Schools and Catchments around Perth and Kinross
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School Estate Statistics (Condition, Suitability, Capacity) A copy of the Scottish Government School Estate Statistics (2024) for Perth and Kinross schools are submitted with this Evidence Report [CD32]. Condition In terms of the condition of primary and secondary school estates in Perth and Kinross, the majority of schools published as part of the Scottish Government School Estate Statistics 2024 were rated ‘Good’ and ‘Satisfactory’, however one primary school and one secondary school were rated ‘Poor’. This classification means: “showing major defects and/or not operating adequately (physical element does not carry out function effectively without continuous repair, shows signs of age and does not consider most of the transverse elements)”. No schools were rated ‘Bad’. Suitability In terms of the suitability of primary and secondary schools’ estates in Perth and Kinross, the majority of schools published as part of the Scottish Government School Estate Statistics 2024 were rated ‘Good’ or ‘Satisfactory’, however one primary school and two secondary schools were rated ‘Poor’. This classification means: “showing major problems and/or not operating optimally (the school buildings and grounds impede the delivery of activities that are needed for children and communities in the school)”. No schools were rated ‘Bad’. Capacity Capacity levels in the Perth and Kinross learning estate will be set out by group: early years, primary, secondary, and ASN. In considering occupancy levels, it is the overall approved capacity of schools that is considered (this is also referred to as ‘planning capacity’). In managing the learning estate, Perth and Kinross Council also refer to the ‘approved capacity’ and ‘working capacity’ of a school. The approved capacity is the maximum number of pupils that could attend the school. The working capacity changes every year and is dictated by factors including room size, number of pupils in each year group and the Perth & Kinross Council Staffing Standard. These terms inform the Learning Estate Strategy and Learning Estate Management Plan, but are less relevant to the Local Development Plan. The current framework for funding education infrastructure via developer contributions (per Circular 3/2012) is applied to providing pupil capacity to mitigate the impact of new development and is not used to address staffing, condition or existing deficiencies. Funding for the improvements to the school estate un-related to capacity pressure is therefore managed by Perth and Kinross Council as the education authority for the area. Early Years Early Learning and Childcare (ELC) provision within Perth and Kinross consists of: 49 local authority nursery settings operating within our primary schools and 46 funded provider settings offering funded ELC. There are 19 rural primary schools that do not have nursery provision onsite. Perth and Kinross Council’s Early Years learning and childcare is a request- based system, as opposed to catchment-based system with schools. Local Authorities have a statutory duty to consult every two years on the provision of ELC to inform the planning and delivery of services
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(consultation last took place in 2024). The availability and demand for Early Years places is therefore subject of regular monitoring and review. The delivery of “1140 hours Early Learning and Childcare” has been a priority of Perth and Kinross for Early Years provision. By August 2021, all 3 and 4-year-olds, and some eligible 2-year-olds, were entitled to 1140 hours of funded ELC. In planning for the expansion, the Council looked to existing resources in order to meet the demand for spaces. A significant programme of works took place to increase the physical capacity of the nursery estate without adding to the Council’s asset base. This is described in the Learning Estate Strategy as “an excellent example of delivering best value through maximising occupancy and making the best use of existing resources”. Education and Learning Services anticipate that Early Years infrastructure can continue to accommodate children, on the basis of population changes and housebuilding activity. It is not envisaged that developer contributions policy will be expanded to include Early Years provision. Primary Schools According to the Scottish Government School Estate Statistics 2024, primary school pupil rolls in Perth and Kinross have decreased in number since 2018, which is broadly consistent with patterns across Scotland. 69 primary schools in Perth and Kinross were surveyed as part of the School Estate Statistics, which found that some primary schools in Perth and Kinross have particularly low pupil numbers (11 schools at less than 50% of capacity) and some have high capacity (5 schools at 90-100% of capacity), however no schools are currently over-subscribed (roll greater than capacity). Scottish Government Pupil Projections for Scotland and Local Authorities 2022-2027 for Perth and Kinross show a decline in Primary School pupil numbers during this period, which reflects the national trend. Perth and Kinross Council monitor pupil rolls in relation to housing development published in the Council’s annual Housing Land Audit, as well as planning applications for windfall development (sites of 5 or more homes). In 2007, Perth and Kinross Council adopted the primary school classroom space standard of 2m2 per pupil, along with legislative space standards. In May 2018, the Council adopted (Report No. 18/158) a space capacity metric measurement of 1.7m2 for schools, as an additional mechanism to manage the accommodation available in primary schools, where there are challenges in accommodating catchment children. This allows the Council to ensure that teaching staffing budgets are not exceeded while ensuring catchment children have the best opportunity to attend their catchment school. However, other interventions by Perth and Kinross Council may be required in order to accommodate development growth in certain primary school catchments and support the LDP’s spatial strategy, including extensions and replacement schools, in order to accommodate further capacity. A proportion of this investment by Perth and Kinross Council is recouped via the developer contributions policy for school projects, where additional pupil capacity is created as a result of cumulative new development. This is a longstanding policy (introduced from 2009) which is applied to eligible development in catchment areas where capacity is created.
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There is also site-specific mitigation included in the LDP. A new school may be required as part of a site allocation, in these cases the developer is responsible for the delivery the required infrastructure, or financial sum in lieu of delivery, typically secured via Section 75 Legal Agreement. Secondary Schools According to the Scottish Government School Estate Statistics 2024, secondary school pupil rolls in Perth and Kinross have increased in number since 2017, this is also consistent with patterns across Scotland. There are 11 secondary schools in Perth and Kinross, and the School Estates Statistics found that one school has a roll less than 50% of capacity and one school has a roll 90-100% of capacity, again with no schools currently over- subscribed. The Scottish Government Pupil Projections for Scotland and Local Authorities 2022-2027 for Perth and Kinross indicate an increase then decrease in secondary pupil numbers; which reflects the national trend. Perth and Kinross Council’s Education and Children’s Services monitor pupil rolls in relation to housing development completions and projections (via the Housing Land Audit) and anticipate that existing secondary school infrastructure can accommodate pupil projections, calculated on the basis of population changes and housebuilding activity. Perth and Kinross Council’s developer contributions policy approach therefore remains relevant to primary education capacity requirements, and it is not envisaged developer contributions will be required for capacity provision in secondary schools. Additional Support Needs Perth and Kinross has one specialist Additional Support Needs (ASN) school; Fairview School is a purpose-built special education school that serves children and young people aged 3 to 18 years old with profound and complex ASN. The school has a capacity of 65 pupils and operates at full capacity most years. For both condition and suitability, Fairview School was rated ‘Satisfactory’. Across Perth and Kinross, there are 15 Intensive Support Provisions (ISPs) based within nine primary schools and six secondary schools. Together these ISPs provide special education for children and young people aged 5 to 18 years old. The current overview of placements across primary and secondary Intensive Support Provisions is as follows:
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The current distribution of schools with an ISP means that some of the secondary schools and their associated group of catchment primary schools do not have an ISP, resulting in children and young people being placed in a school outside their local community. ASN provision is currently a priority for the Council; the Learning Estate Management Plan includes the upgrade programme of works to enhance the Learning Estate to meet the needs of children and young people with ASN (Action 2.2.5). In January 2025, the Council’s Learning and Families Committee approved recommendations for a programme to improve intensive-level education provision for complex ASN in all Perth and Kinross school localities. Summary of Implications for the Proposed Plan: Information on school rolls, pupil projections, and housing completions will be utilised in the preparation of Proposed LDP3. The Learning Estate Strategy, Learning Estate Management Plan, and Corporate Asset Management Plan are relevant in determining Council priorities for investment within certain catchment areas. Revisions or updates to these documents will be referenced as they become available. Site allocations in the adopted LDP include relevant developer obligations for education infrastructure, including the relevant planning consent and/or Section 75 Agreement. Where a new site allocation in LDP3 will result in a requirement for site-specific education infrastructure, the Council will consider the existing provision the school catchments and determine appropriate mitigation to be included with the site allocation’s development criteria.
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Gaps, Uncertainties or Key Issues Raised: The ‘Infrastructure First’ approach promoted in Policy 18 of NPF4 will be implemented in the preparation of the Proposed Plan; “The impacts of development proposals on infrastructure should be mitigated. Development proposals will only be supported where it can be demonstrated that provision is made to address the impacts on infrastructure.” Infrastructure requirements, in this case, additional school roll capacity needed to accommodate new development proposals for LDP3 will be assessed by the Council by reviewing individual primary catchment areas and capacity across the relevant secondary cluster. Forecasting pupil numbers is difficult to undertake with precision. Programming accurate housing completions, via the Housing Land Audit, is essential to planning for investment in the learning estate. Related to programming future development is estimating pupil generation from new developments. The methodology for calculating the ‘Pupil Product Ratio’ was developed in 2008 and it is proposed this be updated to ensure this forecasting is informed by relevant data. The Council has an ongoing priority to improve ASN provision in schools across the local authority area and is currently reviewing funding options to deliver additional capacity. Summary of Stakeholder Engagement: The Council produced and consulted on a series of Topic Papers which covered the individual subject matters of NPF4’s national planning policies suite. These papers set out in detail the evidence the Council has gathered to help produce our Evidence Report, and which we hope to use to prepare our LDP3 Proposed Plan. The papers were published on the Council’s Consultation Hub for a 6-week period during July and August 2024. As part of our consultation process for LDP3 Topic Papers we welcomed the views of our key stakeholders (who were contacted specifically via email regarding the consultation exercise) and the public at large, on the sufficiency of the evidence gathered, our interpretation of the implications of that evidence to the Proposed Plan, and on how we intend to use that evidence to develop our LDP3. We also asked respondents to provide links to other sources of available information or data which they felt we had not included, alongside an explanation of why they considered any additional sources of information to be relevant to the preparation of the Local Development Plan. Through this process, internal Perth and Kinross Council services were notified of this process and associated statutory requirements. A cross- service meeting with senior officers across various Council services including Property, Roads Infrastructure and Transport Planning, Economic Development and Place Development Services, was held to present the Infrastructure Topic Paper prior to publication for consultation. No specific points were raised with regards to Education. Whilst officers from the Council’s Education and Learning Services did not return comments on the Topic Papers, officers from Property Services (Education) did provide feedback, set out in the table below. Property Services (Education) also assisted with the preparation of the Evidence Report.
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Homes for Scotland have suggested utilisation of a Pupil Product Ratio and pupil forecasting in determining education needs. The Council is assessing options for renewing the Pupil Product Ratio methodology, which will incur resource. Pupil forecasting is complex and is not always accurate and will continue be utilised for indicative purposes. Views on the Infrastructure of the Area:
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Statements of Agreement/ Dispute: 3 responses were received on our Infrastructure Topic Paper in relation to Education. 1 respondent agreed and 2 neither agreed or disagreed with the evidence identified through Topic Paper 014, and the summary of the implications of that evidence for the Proposed Plan provided by the Council. A summary of these comments, their status, and the Council’s response are provided in the table below. None of the respondents wished their comments to be treated as a formal dispute to the Evidence Report. Statements of Agreement/ Dispute: Respondent Agree or Dispute Summary of Comments PKC’s Response Agree/ Disagree/ Neither *delete as appropriate List of Evidence/Datasets and Summary of Implications for Proposed Plan (PP): **can split these up separately if the amount of text warrants it** Further Comments: Formal Dispute: Homes for Scotland Neither Whilst it is positive that all primary and secondary schools within the Council area are operating within capacity HFS recognises the need for the Council to review the service delivery for schools with capacities below 50% or between 90-100%. When reviewing the latter it is suggested that in order to ensure that education capacity is not a constraint to development a sequential approach to overcoming constraints should be utilised, this would include: a) Consider whether the mitigation required is only temporary and an interim solution over a short period (3 to 5 years) is possible, such as temporary classrooms on internal reconfiguration. b) Consider whether an extension to the existing catchment schools is feasible. Noted – the Property (Education) Service monitor pupil capacity across the school estate using population data, housebuilding projections and planning decisions. The interventions considered by ECS align with the Scottish Government’s Infrastructure Investment Hierarchy also shared by the respondent, i.e. prioritising existing assets. The Council continues to work with developers, with a dedicated Development Contributions Officer, to determine the best route to deliver
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Respondent Agree or Dispute Summary of Comments PKC’s Response c) Consider whether it is possible to undertake a catchment review to realise available capacity in a nearby school subject to statutory consultation on this procedure. infrastructure and not impede delivery of homes. The council refer to 2018-based pupil projections in paragraph 4.29 for the period 2022-27 and current rolls within 4.10 and 4.13. Given the variation in figures over the period it is suggested that the Council undertake bi-annual forecasting and apply the cohort progression model to understand the capacity of individual schools and the school estate as a whole. The cohort progression model has been supported at appeal (Appeal Ref: PPA-150-2010) and will ensure that school roll forecasting complies with the five tests within NPF4 Policy 18 – Infrastructure first. Alongside forecasting of school rolls it is also suggested that the Council identify the pupil product for housing in the Council area. The product for a range of recently completed developments should be considered alongside those of developments completed five and ten years ago to understand how the pressure on schools rolls can potentially ‘spike’ before finding its natural level. Noted. The Council uses a Pupil Product Ratio for determining pupil estimations arising from new development. It has been acknowledged that this may benefit from updating for LDP3. Formal Dispute: No - Earn Community Council Neither Topic Paper paragraph 3.2 “Policy 18 – Infrastructure First is also relevant here; to encourage, promote and facilitate an infrastructure first approach to land use planning, which puts infrastructure considerations at the heart of placemaking” - not only for Transport but also Education & Health Education Local pupils educated at local schools. Support local staff (HM) to stay at small schools, financial incentives? Noted
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Respondent Agree or Dispute Summary of Comments PKC’s Response Start PS later (Age 7?) Develop outdoor kindergartens to allow healthy, active play as part of the structure to support later start. The idea of “Repurposing” buildings was part of the plan. This would fit well with for Bridge of Earn - A new Primary school and the reuse of current building. Formal Dispute: No - PKC Property (Education) Services Agree Insert link to PKC Lifelong Learning Committee 16.5.18 Maximising Primary School Capacities Report No. 18/158 and Appendix 1). Also cross refer to the LEMP for current capacities. Documents have now been made available on the PKC website by the Service and links now included. Current LEMP is referenced (2021), but Scottish Government’s School Estate Statistics (2024) provides more up-to-date data. Comment in relation to Topic Paper 014 paragraph 4.9: In 2007, PKC adopted the primary school classroom space standard of 2m2 per pupil, along with legislative space standards. In 2018 PKC agreed, along with legislative space standards, the Executive Director (Education and Learning Services) can apply the Scottish Government Guidance of 1.7m2 per pupil for primary schools, if required, to accommodate children living in the catchment area. As above Unsure as to whether information on Attendance and Attainment is necessary. Agreed – reference is now removed Formal Dispute: No -
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Topic 11 (d): Infrastructure – Health Care Facilities Corresponding Perth and Kinross LDP3 Topic Paper: Topic Paper 014: Infrastructure (TP0014_Infrastructure.pdf) Corresponding NPF4 Policy/Policies: • Policy 18: Infrastructure First • Policy 23: Health and Safety • Other key NPF4 policy connections: o Policy 13: Sustainable transport o Policy 14: Design, quality and place o Policy 15: Local living and 20-minute neighbourhoods o Policy 16: Quality homes o Policy 21: Play, recreation, and sport Information required by the Act and NPF4 regarding the topic: Section 15(5) requires local authorities to take into account the following matters in its Local Development Plan (LDP) spatial strategy: section 15(5) (cd)the health needs of the population of the district and the likely effects of development and use of land on those health needs; (d) the infrastructure of the district (including … health care facilities); and section 15(5)(e) how that infrastructure is used. National Planning Framework 4 (NPF4) Policy 18: Infrastructure First requires that Local Development Plans and delivery programmes should be based on an integrated infrastructure first approach. Plans should: be informed by evidence on infrastructure capacity, condition, needs and deliverability within the plan area, including cross boundary infrastructure; set out the infrastructure requirements to deliver the spatial strategy, informed by the evidence base, identifying the infrastructure priorities, and where, how, when and by whom they will be delivered; and indicate the type, level (or method of calculation) and location of the financial or in- kind contributions, and the types of development from which they will be required. NPF4 Policy 23: Health and Safety promotes and facilitates development that improves health and wellbeing, and that development proposals which are likely to have a significant adverse effect on health will not be supported. LDP spatial strategies should seek to tackle health inequalities particularly in places which are experiencing the most disadvantage. They should identify the health and social care services and infrastructure needed in the area, including potential for co-location of complementary services, in partnership with Health Boards and Health and Social Care Partnerships. LDPs should create healthier places for example through opportunities for exercise, healthier lifestyles, land for community food growing and allotments, and awareness of locations of concern for suicide. The nature of this topic also links with several other NPF4 policies across the key objectives of NPF4; sustainable places, where we reduce emissions, restore and better connect biodiversity; liveable places, where we can all live better, healthier lives; and productive places, where we have a greener, fairer and more inclusive wellbeing economy. The Scottish Government’s Infrastructure Investment Hierarchy is promoted in National Planning Framework 4 (NPF4), it prioritises enhancing and maintaining existing assets, then repurposing and co- location of assets, then new-build assets. Planning for healthcare infrastructure in Perth and Kinross is essential for accommodating existing residents and future residents in the area. The appropriate infrastructure must be capable of supporting new housing development and local population changes and contribute positively to the health and wellbeing of communities.
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The LDP3 Proposed Plan will therefore take forward an evidence-based understanding of the infrastructure of the area and the requirements needed to support development, aligning with national, regional and local strategies.
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Links to Evidence: • Public Health Scotland o Strategic Plan 2022-25 o General Practice In-hours Activity Visualisation (2024) o Health Impact Assessment guidance o NHS Dental data monitoring (2024) • NHS Inform o Pharmacy service directory o Dental service directory • NHS Scotland o North Regions Regional Asset Management Plan 2019-2029 • NHS Tayside o Director of Public Health Annual Report 2023 o Annual Audit Report 2023/24 (Audit Scotland) o Anchor Strategy 2023 o NHS Tayside new dental patients list • Perth and Kinross Health and Social Care Partnership o Integration Joint Board Strategic Commissioning Plan 2020- 25 o Joint Strategic Needs Assessment 2023 o Primary Care Premises Strategy 2023-2028 o Strategic Delivery Plan 2023-2026 o Perth and Kinross General Practice lists [Core doc ref: CD33] • Perth and Kinross Community Planning Partnership o Community Plan (LOIP) 2022-2032
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Summary of Evidence: The health needs of the population of the district Health agencies vision and strategy Perth and Kinross Council is located within the NHS Tayside health board area. Audit Scotland’s NHS Tayside Annual Audit Report (2023/24) finds: “Public sector bodies must have a clear vision and strategy and set priorities for improvement within this vision and strategy. They work together with partners and communities to improve outcomes and foster a culture of innovation. NHS Tayside does not currently have a long-term strategic plan to support the delivery of its vision but intends to publish its strategy by March 2025.” NHS Tayside has developed an Anchor Strategy which supports the delivery plan and sets out ways that it can use its position to address health inequalities and provide a positive contribution to the local area. Anchor institutions are “large organisations whose long-term sustainability is tied to the wellbeing of the populations they serve”, and include organisations such as NHS Boards, local authorities, educational institutions, local housing associations, and emergency services. The Anchor Strategy shares the finding, from studies by The Health Foundation, which prove that “80% of health outcomes are determined by non-health related inputs, for example education, employment, income, housing and access to green space ... Anchor institutions can address the social determinants of health and in doing so, reduce inequalities in society and transform the lives of people in the communities around them”. The Perth and Kinross Health and Social Care Partnership’s (PKHSCP) vision, as set out in the Strategic Commissioning plan 2020-2025 is: “Our vision as a Health and Social Care Partnership is to work together to support people living in Perth and Kinross to lead healthy and active lives and to live as independently as possible, with choice and control over their care and support. Our aim is to improve the wellbeing and outcomes of people living in Perth and Kinross, to intervene early and to work with the third and independent sectors and communities, to prevent longer-term issues arising. The services and support we offer people will be developed locally, in partnership with communities, the third and independent sectors. As a partnership we will be integrated from the point of view of individuals, families and communities and responsive to the particular needs of individuals and families in our different localities. We will make the best use of available facilities, people and resources ensuring we maintain quality and safety standards as the highest priority.” In line with the requirements of the Tayside Health Equities Programme the PKHSCP is also committed to ensuring: • target health improvement programmes towards people in greatest need, particularly towards most deprived communities; • target health and other services in the same way; • develop ‘asset-based’ and ‘co-production’ approaches in partnership with the communities of Tayside; • develop preventative and early intervention approaches for all. Local needs
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Using data on the health of the local population, the Perth and Kinross Integration Joint Board Strategic Commissioning Plan 2020-2025 Strategic Needs Assessment has enabled local population profiles to be developed, and these highlight the following key messages and challenges: • Life expectancy is lower in the most deprived areas, primarily Perth City. • An increase in the over 85-year-old age group and with increasingly complex needs is expected. • There is a growing population of older people in North Perthshire. • 31.5% population are access deprived due to the rural nature of Perth and Kinross. • Approximately 30% of people are living with long-term conditions and this is associated with age and income deprivation. • Poor mental health affects more people in deprived areas. • Uptake of support from the Drugs and Alcohol Team is greater in Perth City than in either the North or South Perthshire Localities. • There is a growing ageing population of people with learning disabilities. • The last census stated that 13,000 people identified themselves as unpaid Carers but it is known that this number is higher and the significant contribution that Carers make to lives of those they care for. NHS Tayside also highlighted in their statement of agreement: “in line with the draft Perth and Kinross Community Health and Wellbeing Strategy, the needs of the growing obesity and overweight population in Perth and Kinross, and the associated preventative/ adjustment measures required for those needs. The Strategic Commissioning Plan also acknowledges the pressures of funding: “The Partnership has a £4.1m budget deficit in 2019/20 with a further gap projected over the following two years. How we provide services, and the cost of these services are directly linked. We cannot provide services in the way we have before - we don’t have enough money to do so. With growing demand for support and less money available we want to work with individuals and neighbourhoods to find ways to better support people in our communities: • We want people to have better health and wellbeing. • We want people to live as independently as possible. • We will prioritise our services and we will involve communities in this process. • We will need to find new solutions - we will not always be the first source of support.” The Joint Strategic Needs Assessment (2023) highlights local strategies policies: “…There is also a strong focus on prevention, early intervention and integrated working to support people to live independently at home, and – if they are unwell – to treat them as close to home as possible in nonacute settings where this is appropriate. People are supported to remain active in their communities, taking part in activities that interest them and retaining and strengthening their social connections…” NHS Tayside highlights the need to maintain links with stakeholders in all development proposals to embed a preventative approach, ensuring that developments meet local needs”, also reflected in NPF4 Policy 23.
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Strategies by health authorities are clear in their focus on ‘prevention’ and ‘preventative measures’ for supporting population health and wellbeing.
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Likely effects of development and use of land on those health needs The Perth & Kinross Health & Social Care Partnership Primary Care Premises Strategy 2023-2028 sets out information on General Practice capacity in the area. The number of General Practices (GP) in Scotland is decreasing, reflected locally in Perth and Kinross with facilities closing in the past five years (two branch surgeries; Blair Atholl and Methven). The main surgeries for each branch continue to provide GMS for the patients and therefore dispersal of patients to other practices is not required. The Strategy finds that, based on the standard space expected to be available per working clinician, Perth City currently has 10,000-12,000 more patients than it has space for. It finds that the additional 6,000-7,000 patients that will arise from the allocated development in and around Perth City (referred to as the western expansion of Perth City) will “result in an unsustainable additional burden on already stretched facilities”. Perth & Kinross GP Practice Premises Survey results (June 2022) are summarised in Appendix B of the Primary Care Premises Strategy 2023- 2028. 18 of 23 practices in Perth and Kinross responded to an online survey. 61% of respondents considered their premises to be fit for present needs (39% said no). The respondents that answered ‘no’ gave various reasons including insufficient consulting space, issues around access and patient flow, inability to house other services, reception & administration areas too small or not available, health & safety risks, general building fabric inadequacy, external works required e.g. roofing & car parking. Population changes in Perth and Kinross, as well as demographic patterns toward an ageing population will affect local health infrastructure needs. However, explained earlier, around 80% of health outcomes are determined by non-health outputs. This is illustrated by Fig 1, published in the Integration Joint Board Strategic Delivery Plan (2024-2027). “Prevention” is therefore an important theme in strategies by local health authorities in dealing with future healthcare needs. ‘Healthier’ places can reduce the requirement for direct contact with healthcare services by supporting to good physical and mental health. Fig 1: Health determinants
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The infrastructure of the district Perth and Kinross is located within the NHS Tayside health board area. At 2019, NHS Tayside covers an area of 7,526 km2 and provides services to a population of over 416,080, from an ownership of 15 hospitals, 36 health centres and clinics, and 5 office buildings with a net book value of £485m. GP surgeries The Perth and Kinross Health & Social Care Partnership (HSCP) Primary Care Premises Strategy 2023-2028 confirms there are 23 practices in Perth and Kinross. These are grouped into five clusters, Fig 2 and Fig 3shows maps of GP locations (Perth and Kinross-wide and Perth City). [Core doc ref: CD33] sets out GP details including list sizes. Community Pharmacies NHS Inform directory lists 36 pharmacies across Perth and Kinross. Fig 2 and Fig 3 shows the location of pharmacies (Perth and Kinross-wide and Perth City).
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Fig 2: Locations of GP Practices and Pharmacies in Perth and Kinross
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Fig 3: Locations of GP Practices and Pharmacies in Perth City area
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Dentists NHS Inform directory shows 27 dental practices offering general dentistry and orthodontics in Perth and Kinross. Broxden dental hospital is located in Perth, offering emergency NHS dental care. Data from Public Health Scotland confirms the number of patients and percentage of the population registered with an NHS dentist on the basis of NHS board area, using 2021 mid-year population estimates. In Tayside, at September 2024, 358,384 people in total (adults and children) were registered, which is 85.8% of the population in the area. The average rate for Scotland is 94.6%. Hospitals Two hospitals are located within Perth and Kinross; Perth Royal Infirmary and Murray Royal Hospital. There are also community hospitals located in Pitlochry, Crieff, Auchterarder and Blairgowrie. Further afield within the NHS Tayside area is Ninewells Hospital, which is located in the adjacent Dundee City Council area, and Stracathro Hospital, located in Angus Council. Health and Social Care Services The services assigned to Perth and Kinross HSCP are set out in Fig 4. The Tayside area has three Health and Social Care Partnerships (Perth and Kinross, Dundee, and Angus) which are aligned to the three local authority areas and report to their respective Integrated Joint Boards (IJB). Each IJB is responsible for the strategic planning and delivery of services. These services are delegated by the respective Council and NHS Tayside because they are specific to that geographical area or are hosted by one IJB on behalf of all, as they provide services across Tayside.
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Fig 4: Delegated Partnership Services for Tayside assigned to Perth and Kinross HSCP
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How that infrastructure is used Distribution of services Public Bodies (Joint Working) (Scotland) Act 2014 stipulates that, to ensure that community stakeholders have greater control over the planning and provision of integrated health and social care services, each Health and Social Care Partnership (HSCP) area should be divided into at least two localities. The PKHSCP area is split into three localities: North Locality, South Locality, and Perth City Locality (Fig 5). The PKHSCP Strategic Commissioning Plan 2020-2025 advises that Locality Action Plans are being developed to ensure that people have access to the services and supports they need in their local communities. The Plan also shares results of a survey undertaken in 2019, completed by over 1,400 people, which sought views on local health and social care services. The key findings were: • The majority of people indicated that they wished more activities to be created for local people within their communities, particularly involving exercise. • A high proportion of people highlighted that they found transport an issue, particularly in rural areas and when accessing centralised hospital care. • Some respondents wanted better access to information about what services were available in their local areas and they wished to know who to contact to access these services. • Many people highlighted difficulties in accessing home care, particularly in rural areas. • There was consensus that people wished to receive care within their own homes or within their own communities. • The majority of respondents supported the need for people to better look after their own health and wellbeing through diet and exercise. The IJB’s Strategic Delivery Plan sets out how budget is allocated to healthcare services in the area – Fig 6. With an ageing population prevalent in Perth and Kinross it is likely that the proportion of budget required to support this demographic will remain consistent, or increase. Fig 6: budget allocation for Perth and Kinross health and social care services
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Fig 5: Perth and Kinross HSCP service areas
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Capacity/ utilisation Public Health Scotland publishes data on the number of encounters recorded each month by General Practice teams, both clinical and non- clinical. 94% of practices have been surveyed across Scotland since 2018. Data for Perth and Kinross in the year January 2023 – January 2024 recorded 1,584,739 direct contact encounters with patients, equating to 4,341 per calendar day. Direct encounters are defined as being some form of direct contact for clinical care between clinical staff and a patient e.g. face to face or telephone consultations. The Scottish Health Planning Notes identify a floorspace requirement per GP of 271sqm, with each GP capable of accommodating a maximum of 1,500 patients According to the PKHSCP Primary Care Premises Strategy, since 2004 the average GP list size in Perth & Kinross has an established growth of circa 0.8% per year. The Primary Care Premises Strategy references practices being at, or over, capacity, however, data provided by the PKHSCP confirms (Core doc ref: CD33) that all practices are accepting new patients. For dental care, there are no geographic boundaries set by NHS Tayside on registering at practices, which can result in difficulties predicting service demands in an area. Waiting list data is not managed by the health board, NHS Tayside, as this is managed by individual practices. NHS Tayside publishes a list each month of practices accepting new NHS patients. At the time of writing there were no practices listed within the Perth and Kinross area. Impacts of housebuilding The Primary Care Premises Strategy does acknowledge the adopted Local Development Plan and the housebuilding occurring in the area. The Strategy also references Housing Land Audit data which, when combined with estimated household sizes, is used to calculate population changes by area. This demonstrates potential changes in practice list sizes, shown in Fig 7. The Strategy finds that the Perth City area currently has more patients than it has space for, due to development allocated in the area. Effects of development in Crieff and Blairgowrie is also highlighted by PKHSCP. The Strategy explains that primary care services, traditionally provided by GPs, are now undertaken by different staff within GP practices such as physiotherapists, pharmacy teams, mental health nurses, social prescribers, and advanced nurse practitioners. This requires space, but many practices are operating with limited room for expansion.
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Fig 7: Estimated changes in GP list sizes as a result of housebuilding Primary Care Premises Strategy Possible Change in List Sizes
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Issues/ unmet needs The Primary Care Premises Strategy highlights nine ‘priority areas’ to improve primary care services. 1. Perth City / Bridge or Earn / Abernethy / Almond Valley GP Practices An appraisal of options for GP modelling and provision in the Perth City area. 2. Perth City Community Care & Treatment Service Closure of existing premises in Perth and relocation of service to Drumhar, Perth (now complete). 3. The Carse, Errol HSCP requires project management from NHST for permanent premises in the Carse of Gowrie area. 4. Lease Assignations/Liabilities/Property Ownership HSCP requires NHS Tayside to accelerate ongoing solutions for premises issues, enabling HSCP to plan strategically for premises longer-term. 5. Branch Surgeries Collaboration and engagement with practices regarding future service provision for the branch surgery communities. 6. Opportunities for better value Potential premises redevelopment/ reconfiguration at Crieff and Ardblair facilities. 7. Map PCIP Opportunities & Barriers Primary Care Improvement Plans are a national priority; barriers are to be identified to support progress and agree funding with NHST. 8. Assess potential improvements to premises Use the information from practices to prioritise and to link to potential sources of funding and timeline of funding availability. 9. Premises Efficiency Review Review operating costs for premises owned or leased by NHS Tayside to assess where there is potential for efficiency savings. The Strategy advises that changes in coverage of primary care services in 2022 affected some residents in the Abernethy area; around 1,200 patients. The Newburgh Practice (Fife health board) had a temporary closure of their list to all new patients. New patients in Abernethy were allocated to practices in Perth City, outwith typical catchment boundaries. Practice boundaries exist to allow practices to manage their patient lists and suitable home visit responses can be provided, where necessary. Where practices are required to extend their boundaries for individual patient allocations this will result in potentially reducing GP availability for existing patients and other workload implications.
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Summary of Implications for the Proposed Plan: Tying in with National Planning Framework 4 (NPF4) and the Perth and Kinross Council Corporate Plan, the Local Development Plan (LDP) will work to tackle health inequalities through provision of infrastructure and good placemaking. Partnership working with relevant agencies will therefore be important in the preparation of LDP3. LDPs should create healthier places, for example through opportunities for exercise, healthier lifestyles, land for community food growing and allotments, and awareness of locations of concern for suicide. Development proposals which are likely to have a significant adverse effect on health will not be supported (NPF4 Policy 23). As ‘prevention’ is a key priority of health authorities, the LDP3 spatial strategy will promote places that contribute to good health and wellbeing. A Health Impact Assessment may be required to assess development proposals. Health Impact Assessments are a practical way to systematically consider the potential, and sometimes unintended, effects a policy, strategy or service plan may have on the health of a population. Public Health Scotland has prepared guidance to support practitioners undertaking Health Impact Assessments Policy 18: Infrastructure First requires that LDPs should set out the infrastructure requirements to deliver the spatial strategy, and where, how, when and by whom they will be delivered. NPF4 Policy 23: Health and Safety requires LDP spatial strategies to identify the health and social care services and infrastructure needed in the area in partnership with Health Boards and Health and Social Care Partnerships. Perth and Kinross Council is working with the health authorities on the availability of evidence required to embed future infrastructure needs into LDP3. The sources referenced in this report may be updated from time to time as the most recent version of data and documents becomes available in the preparation of LDP3. This report has been prepared in consultation with health agencies NHS Tayside and Perth and Kinross Health and Social Care Partnership, as well as the neighbouring planning authorities and HSCPs in the Tayside health board area. Data on primary care services is largely available via the sources referenced in this report, however, consultation during the preparation of the report found some healthcare infrastructure data was not available. The PKHSCP Primary Care Premises Strategy highlights housebuilding in certain areas (around the Perth City settlement, also Crieff and Blairgowrie) as being a concern for infrastructure and service provision. However, ‘RAG’ capacity data for GP premises is not presently available from the health authorities and all practices are advised as routinely accepting new patients. Formal GP premises catchment boundary data is also not available at present, which is needed to demonstrate patient demand in an area, and calculate population changes within catchments or clusters arising from developments. The data will be utilised once available from the health authorities. Funding options for new healthcare infrastructure, to be identified by the health authorities, will need to be carefully considered when preparing the new spatial strategy for Perth and Kinross, including requirements of developers (financial or in-kind). Healthcare infrastructure is not presently included in the scope of the Council’s developer contributions policy. The Council’s policy for developer contributions may be expanded to include Healthcare infrastructure arising from new development (financial or in-kind) where sufficient justification exists, per the test of Circular 3/2012. A methodology for this has not yet been developed and will require joint-working with NHS Tayside and Perth and Kinross Health and Social Care Partnership where a clear need is demonstrated as a result of new development proposals. Detailed infrastructure requirements will be required from stakeholders for site allocations in Local Development Plan 3, with particular focus on
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NPF4 Policy 18 Infrastructure First and Policy 23 Health and Safety requirements.
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Gaps, Uncertainties or Key Issues Raised: There was positive engagement with NHS Tayside and Perth and Kinross Health and Social Care Partnership through the preparation of the Evidence Report. However there remains some uncertainties regarding healthcare premises capacity/ needs for Perth and Kinross. An example of this is where the Primary Care Premises Strategy references GPs being at or over capacity, however, data provided by the PKHSCP confirms (Core doc ref: CD33) that all practices are accepting new patients. The PKHSCP monitors GP lists, but space utilisation data is required from NHST, which is not presently available, to determine capacity levels. GPs are only one example of healthcare service provision, and improved understanding of healthcare infrastructure needs will be developed through working with health authorities in the preparation of LDP3. Summary of Stakeholder Engagement: The Council produced and consulted on a series of Topic Papers which covered the individual subject matters of NPF4’s national planning policies suite. These papers set out in detail the evidence the Council has gathered to help produce our Evidence Report, and which we hope to use to prepare our LDP3 Proposed Plan. The papers were published on the Council’s Consultation Hub for a 6-week period during July and August 2024. As part of our consultation process for LDP3 Topic Papers we welcomed the views of our key stakeholders (who were contacted specifically via email regarding the consultation exercise) and the public at large, on the sufficiency of the evidence gathered, our interpretation of the implications of that evidence to the Proposed Plan, and on how we intend to use that evidence to develop our LDP3. We also asked respondents to provide links to other sources of available information or data which they felt we had not included, alongside an explanation of why they considered any additional sources of information to be relevant to the preparation of the Local Development Plan. Through this process, there was engagement with the PKHSCP Primary Care team to seek sources of information relating to healthcare premises. The PKHSCP Primary Care team responded with comments on the Topic Paper and signposted to HSCP sources. Planning Officers of Perth and Kinross Council met with NHS Tayside and PKHSCP through the preparation of the Evidence Report, who provided advice on the health board’s priorities and signposted to resources online. Planning officers of Perth and Kinross Council chaired a cross-boundary ‘Tayside development planning’ meeting with representatives of NHS Tayside, Dundee City Council and Angus Council Planning, and the respective HSCPs present, to inform on the local development plan preparation process and discuss the ‘scope’ and availability of evidence required for healthcare infrastructure in the region. It was agreed that the group would continue to meet periodically to sustain engagement through the three planning authorities’ LDP processes. Both PKHSCP and NHST have reviewed this section of the Evidence Report and provided comments and suggested amendments before finalising. A Statement of Agreement was provided by NHST. PKHSCP have agreed to
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the Evidence Report, subject to minor changes, and a Statement of Agreement is awaited at the time of writing. Perth and Kinross Council is preparing a ‘Draft Protocol’ for formalising the engagement between the health authorities and planning authorities in the Tayside area. This agreement will set out consultation opportunities in Development Management and Development Planning to ensure long- term, sustainable collaboration. Preparation of the Protocol is to be progressed through 2025, and it is anticipated that signatories will include senior officers on behalf of: NHS Tayside, Perth and Kinross Council, Perth and Kinross Health and Social Care Partnership, Dundee City Council, Dundee Health and Social Care Partnership, Angus Council, and Angus Health and Social Care Partnership. Views on the Infrastructure of the Area Under Part 2, Section 16B(3) and Section 15(5)(d) and (e) of the Planning (Scotland) Act 2019, in the preparation of their Evidence Report, planning authorities are required to provide their views on the infrastructure of the plan area, and how that infrastructure is used. There are ample sources of evidence relating to the local population and the health needs in the area as well as the range of services delivered in the area. Health agencies are prioritising an approach of ‘prevention’ for improving public health in which the spatial strategy can align, together with Policy requirements of NPF4. The availability of evidence relating to physical healthcare infrastructure; including premises requirements and capacity in the Tayside area is not complete and represents a ‘gap’ in the data when considering potential implications of new development allocations in the next Local Development Plan. Perth and Kinross Council will utilise data on healthcare infrastructure as it becomes available.
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Statements of Agreement/ Dispute: Respondent Agree or Dispute Summary of Comments PKC’s Response Perth and Kinross Health and Social Care Partnership [3 responses] Neither agree nor disagree List of Evidence/Datasets and Summary of Implications for Proposed Plan (PP): Covered in further comments below Further Comments: Topic Paper 014 paragraph 5.4 is inaccurate as there are 23 practices in P&K not 28. The information seems to have come from the link at NHS Inform. 3 of the 23 Practices have a branch surgery but the branch is listed as practices. Taymount and Scone and Aberfeldy and Kinloch Rannoch have listed their branch surgeries as practices. Bridgend which is part of St Margaret's is listed as closed but is part time in its opening hours. Newburgh had Abernethy as a branch but is a Fife practice. Noted - practices was taken from NHS web source and information is updated as advised. Topic Paper 014 paragraph 5.2: "awareness of locations of concern for suicide." I wonder if other wording may be more appropriate, but this is just my personal reflection. This is the wording taken from National Planning Framework 4 page 76 and glossary. Minor Injury Unit in PRI: is this a Minor Injury Unit as it does not only see injuries. Noted Topic Paper 014 paragraph 5.24; Health impact assessment: what defines significant adverse effect? This reference is taken from National Planning Framework 4 Policy 23. Public Health Scotland Health Impact Assessment guidance is included in the list of data links within the topic paper. Further information can be found in ‘Health Impact Assessment Guidance for Practitioners’ under section 2.13: Assessing Significance. ‘Significant’ impacts may be: potentially severe or
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Respondent Agree or Dispute Summary of Comments PKC’s Response irreversible negative impacts, impacts affecting a large number of people, impacts affecting people who already suffer poor health or are socially excluded, positive impacts with potential for greater health improvement. The IJB approved a Primary Care Premises Strategy, accompanied by an Equality and Fairness Impact Assessment, recently and the implications of that do not appear in the topic paper from what I can see. Please see the links below for these papers which would be worth including in the evidence pack for consideration: Primary Care Premises Strategy Cover paper Primary Care Premises Strategy 2023-28 Equality and Fairness Impact Assessment for Premises Strategy Additional sources are welcomed The Integration Joint Board has recently approved a new Strategic Plan for Health and Social Care please see via the link below. This paper should be included as part of the evidence pack for LDP3 consideration. The IJB Strategic Plan is accompanied by a Joint Strategic Needs Assessment (link below) which was conducted in preparation for the drafting of the strategic plan. This provides valuable information about the needs of the population and hence would be a useful document for inclusion/consideration. IJB Strategic Plan 24-27 Joint Strategic Needs Assessment 2023 The Joint Strategic Needs Assessment is helpful for health of the population Formal Dispute: No - Homes for Scotland Disagree In relation to healthcare facilities, it is understood that there is no methodology to determine the capacity for the number of patients registered at a GP practice. It is also for the GP practice to Agree –sources from PKHSCP and NHS Tayside are referenced but highlights
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Respondent Agree or Dispute Summary of Comments PKC’s Response determine how many clinicians are required to manage delivery of General Medical Services based on the number of patients registered with the practice. In support of local living and maximising the use of existing assets it is likely that more detailed analysis of local healthcare provision will be required than detailed in the outputs of the Primary Care Premises Strategy 2023-2028. gaps when aligning this with the spatial strategy It is suggested that the following additional evidence is considered by the Council: “Existing Housing Need in Perth and Kinross (2024)”, Homes for Scotland As with the census data the research contains evidence relating to the health of residents in the Council area. Submitted to the Council by HFS on 16th April 2024. “Measuring Use of Health Services by Equality Group (2017)”, NHS National Services Scotland Examines the use of health services according to various demographic groups. https://www.nes.scot.nhs.uk/media/w13lu3n4/equality- outcomes-and-mainstreaming-report.pdf “2018-based Population Projections by Council Area in Scotland (2018)” National Records for Scotland Assists Councils in forecasting for future use of services. https://www.nrscotland.gov.uk/statistics-and- data/statistics/statistics-by-theme/population/population- projections/sub-national-population-projections/2018-based “NHS Scottish Public Health Observatory” To assist in profiling the local communities within the Council area Noted -
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Respondent Agree or Dispute Summary of Comments PKC’s Response https://www.scotpho.org.uk/ Formal Dispute: No Earn Community Council Agree Topic Paper paragraph 3.2 “Policy 18 – Infrastructure First is also relevant here; to encourage, promote and facilitate an infrastructure first approach to land use planning, which puts infrastructure considerations at the heart of placemaking” - not only for Transport but also Education & Health. Health -10-12000 more patients expected over the next decade (6-7k from Western edge development) and this would make GP services unsustainable in Perth. - 2018 GMS Contract for GPs stated that over the next 25yrs GPs would no longer be expected to provide a premises!!! 3 ways ahead…. 1. NHST accelerate lease assignations 2.GP leaders/HSCP & NHST to explore business containment cover with insurers(?) 3.Leave market forces to resolve the issues. It seems like they have chosen the latter!!! Again if local democracy and 20min communities were implemented as a model, then this would help build what is needed. Care /Health sector pay and increased training (as per new Aberdeen Vet school) look like good options. The idea of “Repurposing” buildings was part of the plan. This would fit well with for Bridge of Earn - A new Primary school and the reuse of current building. Formal Dispute: No Noted
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Respondent Agree or Dispute Summary of Comments PKC’s Response Private Individual Disagree Once again the maps are unreadable on line The unabated development of Village communities put a strain on GPs and other primary care services without indication that these will be augmented. Formal Dispute: Yes Reason: poor quality of graphics online Noted regarding quality of images published. The intention of the consultation for the Topic Papers seeks agreement on the range of evidence and data sources to be used for LDP3 and does not seek to set out the proposed spatial strategy for LDP3. Further public consultation will be undertaken through the plan preparation process to gather views from communities.
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1 Issue: Infrastructure – Transport (Including Sustainable Transport) Corresponding Perth and Kinross LDP3 Topic Paper: Topic Paper 014: Infrastructure Corresponding NPF4 Policy/Policies: National Planning Framework 4 (NPF4) Policy 13: Sustainable Transport aims to encourage, promote and facilitate developments that prioritise walking, wheeling, cycling and public transport for everyday travel and reduce the need to travel unsustainably. • Local Development Plans (LDPs) should prioritise locations for future development that can be accessed by sustainable modes. The spatial strategy should reflect the sustainable travel hierarchy and sustainable investment hierarchy by making best use of existing infrastructure and services. • LDPs should promote a place-based approach to consider how to reduce car-dominance. This could include low traffic schemes, shared transport options, designing–in speed controls, bus/cycle priority, pedestrianisation and minimising space dedicated to car parking. Consideration should be given to the type, mix and use of development; local living and 20-minute neighbourhoods; car ownership levels; the accessibility of proposals and allocations by sustainable modes; and the accessibility for users of all abilities. • LDPs should be informed by an appropriate and effective transport appraisal undertaken in line with relevant transport appraisal guidance. Plans should be informed by evidence of the area’s transport infrastructure capacity, and an appraisal of the spatial strategy on the transport network. This should identify any potential cumulative transport impacts and deliverable mitigation proposed to inform the plan’s infrastructure first approach. Where there is likely to be an impact on the trunk road or rail network, early engagement with Transport Scotland is required. NPF4 Policy 18: Infrastructure First is also relevant here; to encourage, promote and facilitate an infrastructure first approach to land use planning, which puts infrastructure considerations at the heart of placemaking. Information required by the Act and NPF4 regarding the topic: Section 15(5) requires local authorities to take into account the following matters in its local development plan spatial strategy: (d) the infrastructure of the district (including transport systems), (e) how that infrastructure is used. The Town and Country Planning (Development Planning) (Scotland) Regulations 2023: Regulation 9(2)(e) requires that “the planning authority are to have regard to the following plans and strategies, insofar as relating to the local development plan area …. (ii) Any regional transport strategy; and (iii) Any local transport strategy”.
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2 Links to Evidence: Strategies and Reports • Scottish Government National Transport Strategy 2 • Transport Scotland Strategic Transport Projects Review 2 • Scottish Government Climate Change Plan update 2018-2032 • Transport Scotland route map to achieve a 20 per cent reduction in car kilometres by 2030 • Tactran Achieving a 20% Reduction in Car-km: Options for the Tractan Region • Tactran Regional Transport Strategy documents • Tactran Regional Active Travel Network • Tayside Bus Alliance Bus Improvements Detailed Options Appraisal • Transport Scotland Active Travel Vision • Transport Scotland Active Travel Framework • Transport Scotland Rail Services Decarbonisation Action Plan • Scottish Government National Walking Strategy • PKC Mobility Strategy main issues report 2023 • PKC Mobility Strategy • PKC Mobility Strategy Action Plan • PKC Kinross-shire Active Travel Masterplan • Perth Traffic Appraisal Network Monitoring study [Core Doc Ref: CD34] • Electric Vehicle Infrastructure Fund Strategy and Expansion Plan [Core Doc Ref: CD35] • PKC Briefing to elected members January 2025 - Initial results of Perth parking survey • Scottish Household Survey - Transport and Travel in Scotland (findings 2022) • Scotland's Road Safety Framework to 2030 • Sustrans Walking and Cycling Index 2023 • Sustrans Hands Up Scotland Survey Datasets • Transport Scotland Scottish Transport Statistics 2023 • Scotland's Census 2022 • Scottish Household Survey results • UK Department for Transport road traffic statistics • UK Department for Transport vehicle licensing statistics • UK Department for Business, Energy & Industrial Strategy UK local authority and regional greenhouse gas emissions statistics, 2005 to 2022 • Statista: UK working habits Summary of Evidence: This section analyses the collated evidence, aiming to outline the availability of infrastructure, the performance of the different modes within the transport network, and travel behaviour patterns within Perth and Kinross. The relevance of this data to the Local Development Plan (LDP) is also assessed. In addition to the data gathered in this section of the Evidence Report, the Council will commission an adequate and proportionate Transport Appraisal to inform the policy content of the new LDP. The approach to this section of the Evidence Report focuses on the provision of evidence that is relevant to land use planning and the spatial
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3 strategy within the LDP. The description of baseline and identified issues refer to those that should be considered in the development of the LDP. Those elements of the transport network that fall outwith the remit of the LDP are not shown in the Evidence Report. While every effort has been made to use the most up to date information, some of the datasets used are now aged. Also, the majority of datasets used are not bespoke to Perth and Kinross, and sometimes lack the desirable level of detail to assess the existing infrastructure and usage levels. Evidence from public consultation exercises referring to transport topics is shown in this document within the Summary of Stakeholder Engagement section. The findings from the analysis of transport evidence are linked to a variety of themes, and relate to several NPF4 policies. Relevant items that can be influenced by transport infrastructure are: • Policy 1: Tackling the Climate and Nature Crisis • Policy 13: Sustainable Transport • Polic 14: Design, Quality and Place • Policy 15: Local Living and 20 Minute Neighbourhoods • Policy 18: Infrastructure First Analysis Perth and Kinross is a local authority in East Scotland, extending from Loch Leven and the Tay Estuary in the Lowlands to the boundaries of the Cairngorms National Park to the North and Loch Lomond and Trossachs National Park to the North West. It has an estimated population of 151,120 (National Record Scotland Mid 2022 Estimate), with the city of Perth as a main settlement and a series of small towns distributed mostly to the south of the territory. These include Blairgowrie and Rattray, Crieff, Auchterarder, Kinross and Scone. While these settlements offer facilities, employment and services to its residents, the majority of the local authority is rural in nature, with a combination of accessible and remote rural areas. The map below shows the distribution of urban and rural spaces in Perth and Kinross, using the Scottish Government’s Urban/Rural classification for 2020. It outlines the predominance of remote rural areas in the northern half of the territory, with the population concentrated in the city of Perth and several small towns to the south.
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4
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5 Policy context National National Transport Strategy 2 (NTS2) Transport policy is shaped by Transport Scotland’s National Transport Strategy 2 (NTS2). This sets out the priorities that the Scottish Government has for transport across the country. The document identifies some of the existing issues affecting specific modes, and outlines opportunities to deliver sustainable transport networks for better travel choices. NTS2 is informed by the Sustainable Travel Hierarchy. This model prioritises walking, wheeling, cycling, public transport and shared options as preferential options ahead of the private car. The strategy also highlights the role of the Sustainable Investment Hierarchy to shape decision making. This approach supports transport options that help reduce inequalities and the need to travel unsustainably. It also prioritises the optimisation of existing assets and capacity over new construction where possible.
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6 NTS2 introduces its vision for the future of transport, where active travel modes are combined with increased levels of public transport usage. This vision also recognises the role that technologies and new ways of working can have in reducing the need for travel. All these measures aim to reduce the reliance on the private car, aided further by the transition to electric vehicles. The diagram below illustrates the vision. The document sets out policies under four cross-cutting priorities, aiming for a transport system that: • Reduces inequalities • Takes climate action • Helps deliver inclusive economic growth • Improves our health and wellbeing These priorities are expected to be observed in subsequent transport policies at national, regional and local levels. Strategic Transport Projects Review 2 (STPR2) STPR2 sets out the national vision for transport investment, with proposals across all regions and addressing all modes. This second iteration started in 2019, and its operational principles are defined in accordance with the priorities and outcomes outlined in NTS2.
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7 The review builds on the result of the review of the strategic transport network’s performance. Taking into account the identified needs of Scottish communities and the wider national objectives affecting the transport system, the set of investments pursues three main outcomes: • To make Scotland more accessible for residents, visitors and businesses; • To create better connection with sustainable, smart and cleaner transport options; and • To highlight the vital contribution that transport investment can play in enabling and sustaining Scotland’s economic growth. After a 12-week consultation exercise, STPR2 defined a total of 45 recommendations that target both infrastructure and behavioural change interventions. These recommendations include nation-wide measures and place-based projects. Those that are likely to create direct impact on the transport network in Perth and Kinross are introduced below, with the latest update as collated during engagement with Transport Scotland. Nationwide recommendations STPR2 includes a wide range of interventions that are expected to take place, and to be supported, throughout Scotland. These nationwide recommendations are designed to enable behaviour change to more sustainable modes of transport, and to reduce carbon emissions across the transport system. A breakdown is listed below: • Improving active travel infrastructure o 1. Connected neighbourhoods o 3. Village-town active travel connections o 4. Connecting towns by active travel o 5. Long-distance active travel network • Influencing travel choices and behaviour o 6. Behavioural change initiatives o 7. Changing road user behaviour o 8. Increasing active travel to school o 9. Improving access to bikes o 10. Expansion of 20mph limits and zones • Enhancing access to affordable public transport o 19. Infrastructure to provide access for all at railway stations o 20. Investment in Demand Responsive Transport and Mobility as a Service o 21. Improved public transport passenger interchange facilities o 22. Framework for the delivery of mobility hubs o 23. Smart, integrated public transport ticketing • Decarbonising transport o 25. Decarbonisation of the rail network o 26. Decarbonisation of the bus network o 27. Behavioural change and modal shift for freight o 28. Zero emission vehicles and infrastructure transition • Increasing safety and resilience on the strategic transport network o 30. Trunk road and motorway safety improvements to progress towards ‘Vision Zero’ o 31. Trunk road and motorway climate change adaptation and resilience o 32. Trunk road and motorway renewal for reliability, resilience and safety
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8 o 33. Future Intelligent Transport Systems o 34. Traffic Scotland System renewal o 35. Intelligent Transport System renewal and replacement o 36. Strategy for improving rest and welfare facilities for hauliers o 37. Improving active travel on trunk roads through communities o 38. Speed Management Plan Recommendation 15 – Highland Mainline rail corridor enhancements Network Rail is continuing to develop plans for extensive track and signalling renewals in the Perth Station area. These will be funded from Network Rail’s renewals budget for Control Period 7 (2024-2029). Recommendation 16 – Perth / Dundee / Aberdeen rail corridor enhancements The Aberdeen – Central Belt Service Improvements Project Outline Business Case was accepted by Transport Scotland. Next steps are being determined. Both the rail decarbonisation and Service Improvement project works remain in development with the last mentioned works concentred between Dundee and Aberdeen. Recommendation 17 – Edinburgh / Glasgow – Perth / Dundee rail corridor enhancements In 2024 Network Rail completed works at Dunblane as part of an £11.2m investment at Dunblane station that will improve train performance and reliability on the wider Scottish Central Main Line route. The main element of the works involved the installation of a new crossover that allows trains to switch tracks. It means trains are now able to arrive and depart from platform 3 towards Edinburgh and Glasgow, without having to leave the station. Previously, due to there being no ‘turnback’ facility at the station, trains arriving at platforms 2 and 3 had to continue north to use existing crossovers in order to turn around and return to their station of origin - a manoeuvre that took 13 minutes to complete. In 2023 Network Rail completed a £6.8m programme of works at Barnhill (near Perth) as part of the wider enhancements on the route. This involved replacing a curved section of track at Barnhill, east of Perth station, with a new single line and remodelling the junction. It has also allowed an increase in line speed for trains from 20mph to 50mph in this location. Rail decarbonisation plans remain in development. A contract has been placed with National Grid for provision of a new Feeder Station to power future electrification in Dundee. Recommendation 43 – Rail station masterplans Network Rail continues to develop a Perth Station Masterplan. Transport Scotland and Network Rail met with Tactran and Perth and Kinross Council at the start of August 2024. It was discussed it may be in the interests of the Council to look at improvements they can make to connectivity in the current arrangement.
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9 Other national transport policies In its Climate Change Plan update 2018-2032, the Scottish Government introduced a commitment to reduce car kilometres by 20% by 2030. In response to this commitment, Transport Scotland published a Route Map outlining interventions to enable this reduction. The document recognises the need to establish individual and system-level changes to achieve the desired move away from cars. In the definition of opportunities for change, the document identifies high levels of public support to reducing car use to protect the environment. These opinions appear to be more prevalent in urban areas, with 70% of people that drive in towns and cities agreeing it should be possible for everyone to undertake their most frequent journeys without a car. This response hints at the relation between density, travel distances and transport infrastructure available. It appears more likely for individuals to consider reducing their reliance on cars when facilities and services are accessible via sustainable alternatives. The document is framed around four desired behaviours to reduce car use: • Reduce the need to travel: use of online options that can remove the need to travel • Live well locally: providing robust networks of goods, services, amenities and social connections within short distances • Switching modes: for journeys that allow it, active travel and public transport can provide better alternatives to the private car • Combine or share car trips: if a sustainable alternative is not available, users should consider sharing car trips For the development of the LDP, these behaviours reinforce the importance of local living principles and place-based approaches. The design of well-served neighbourhoods can reduce the distances between users and their needs and are expected to be supported by transport and non-transport interventions. Additionally, the document clearly identifies the importance of stable digital connectivity to support successful local communities that can access opportunities and services without the need to travel. Regional Regional Transport Strategy After defining the key national transport policy elements, it is important to outline how regional bodies contribute to the translation of those national objectives into policies that support the local areas. These are set primarily by Regional Transport Partnerships (RTPs). Perth and Kinross Council is a member of Tactran, this is the RTP which covers the council areas for Angus, Dundee, Stirling and Perth & Kinross. In June 2024, partners within Tactran approved the adoption of the new Tayside and Central Scotland Regional Transport Strategy 2024-2034 (RTS), which will be referenced through the next stages of the Local Development Plan. The Transport (Scotland) Act 2005 places a duty on Councils, Health Boards and other public bodies to perform their functions consistent with their respective Regional Transport Strategy. In accordance to this
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10 mandate, the content of the RTS will be incorporated into the next stages of the Local Development Plan. The RTS seeks to identify the key issues local transport systems need to support and provide the strategic policy framework for Tactran, and partners’, plans and programmes; the strategic objectives, outcomes and actions to focus activity on where it is most required, including a monitoring and review framework to enable progress to be measured. The RTS sets the regional backdrop for transport matters, encompassing environmental and sustainability, social and demographic, and economic factors. This is reflected in the four ‘strategic objectives’ of the strategy; to take climate action, to improve health and wellbeing, to reduce inequalities, and to help deliver inclusive and sustainable growth. These objectives align with those introduced in NTS2, and are accompanied by a series of key outcomes and targets to guide delivery partners and encourage collaboration. The table below summarises the outcomes under each of the strategic objectives, as set out in the RTS. To take climate action Reduce estimated CO2 emissions from transport in the region - Increase the share of EV and low emission vehicle use - Reduce freight mileage by road - Reduce car kilometres driven Ensure strategic and lifeline routes (and services) are resilient to climate change, extreme weather and emergencies To reduce inequalities Improve ability for young people, and disadvantaged and rural communities to access jobs, education and services - Improve ability of 16-24 year olds to access jobs and further education - Improve ability of all in the lowest SIMD data zones (all domains), targeted by the respective Councils, to access jobs, education and services - Improve ability of families, targeted in local child poverty action plans, to access jobs, education and services - Improve ability of rural communities to access jobs, education and services - Improve the ability of over-65s, and those in lowest SIMD data zones targeted by the respective Councils, to access social activities Improve the ability of people with disabilities to access jobs, education and services Improve the safety and security of vulnerable and protected characteristic groups in the street environment and on public transport To improve health and wellbeing Improve road safety for vulnerable users (pedestrians, cyclists, children and older people, lower SIMD quintile) Reduce transport emissions in declared air quality management areas Improve access to healthcare - Improve the ability of all in the lowest SIMD data zones (health domain), targeted by the respective Councils, to access healthcare - Improve the ability of rural communities to access healthcare - Improve the ability of over-65s to access healthcare (primary healthcare/hospitals) Increase the share of personal trips made by sustainable modes such as walking, wheeling, cycling and public transport
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11 Increase levels of physical activity - Increase the levels of walking, wheeling and cycling in the lowest SIMD data zones (health domain), targeted by the respective Councils - Improve the ability to access active leisure facilities and green space for lowest SIMD data zones Reduce the impact of traffic on communities on strategic routes To help deliver sustainable, inclusive economic growth Reliable inter-regional and intra-regional journey times - Improve public transport journey times, and journey time reliability on strategic road and rail routes - Improve journey time reliability for freight through the region, and to key destinations in the region Improved ability for young people, and disadvantaged and rural communities to access jobs and education - See outcomes to reduce inequalities above The RTS builds a comprehensive background analysis, highlighting key issues that impact the transport network as a whole, as well as a series of wider societal concerns that could be targeted by successful transport interventions. For residents of Angus, Perth & Kinross and Stirling, whilst only 26%-29% of personal trips are over 10km, these trips account for 81%-84% of the total km driven. Air quality in Perth City and Crieff has also exceeded national air quality thresholds. Tactran found that there is public support in the region for combating climate change; 80% see climate change as an immediate and urgent problem. As well as an ageing population in Perth and Kinross, the area also has a variety of transport needs associated with geographic locations. The RTS finds that, in the Tactran territory, 63% of the population live in the urban areas (Arbroath, Dundee, Forfar, Montrose, Perth and Stirling) and 37% of the region live in rural areas. Further breakdown shows a 67.3% of people in Perth & Kinross, 46.9% in Stirling and 38.4% in Angus live in rural areas. The RTS finds that most people who live in the region work in the region; 79.8% Tay Cities residents work in Tay Cities area. Commuting habits have also been influenced by the Coronavirus pandemic, and the uptake of home working and hybrid working styles. Less than a fifth of trips made by residents are commuting trips. Approximately 20% of the jobs in the region cannot be accessed within 60 minutes by public transport, by the working age population. However, 68% of residents do not believe that the trip they make to work or education can be carried out using public transport. The RTS sets outcomes and targets for the strategic objectives set out. Local strategies will be required to align with these. The RTS does note that the identification of solutions and co-ordination of delivery must look beyond local authority boundaries, and encourages regional partners to continue to investigate ways of working together. The Main Issues Report informing the RTS provided a suitable framework for local authority members to engage in conversations regarding cross- boundary issues. While the principles of the regional work are applicable and embraced by each local authority, the RTP recognised the importance of discussing how coordinated action at a regional level can increase the
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12 impact of any identified measures. During these early stages of development of the strategy, PKC took part in conversations surrounding several cross-boundary considerations: • Regional travel demands: the definition of Travel To Work Areas (TTWA) emphasises how travel patterns are rarely contained within a single local authority area. For Perth and Kinross, there are several factors to consider: o The Tay Cities TTWA show considerable volumes of movement of workers between Dundee, Angus, Perth and Kinross and North-east Fife. 81% of all journeys starting in Perth and Kinross end within the Tay Cities Region. This is further accentuated by Dundee being the primary location for the provision of health, leisure, retail and employment. o Kinross-shire has strong links to Fife for health, leisure and employment, including use of the Queen Margaret Hospital in Dunfermline. The area is also located in the fringes of Edinburgh TTWA, influencing movement patterns. • The isolation of rural areas: the provision of public transport services and the geographical distribution of facilities and services create significant inequalities in rural areas. Public transport routes are often designed around regional hubs such as Stirling, Perth or Dundee, with key corridors accumulating the majority of services. This reduces the availability of options to travel directly between parts of Perth and Kinross, Stirling and Angus, which in turns reduces access to employment opportunities, healthcare or retail. • Cumulative impact of development across local authorities: local authorities showed an awareness of the potential for large developments to increase pressure on the transport network of neighbouring authorities. While there is a good understanding of the potential development taking place in the short term under the current round of LDPs, establishing fluent communication to understand any possible new developments in the region is key to take the necessary steps to develop resilient transport systems. Achieving a 20% Reduction in Car-km: Options for the Tractan Region In response to the challenge introduced by the Scottish Government to reduce car kilometres by 20% by 2030, Tactran commissioned a study to identify interventions that can enable the region to meet this reduction target. The report Achieving a 20% Reduction in Car-km: Options for the Tactran Region highlights that, with the anticipated increase in car use within the region, the real percentage of reduction to meet the national target would be in the range of 27 to 30% by 2030 should no interventions be brought forward. The study assesses a wide range of interventions that could be delivered through the collaboration between local, regional and national agencies. The assessment draws two main conclusions: • Locally-led action could deliver some reduction in car use by 2030, with a best case scenario achieving an 8% decrease compared to the 2019 baseline • Further interventions, beyond the remit of regional transport partners, would be necessary to meet the 20% reduction target Those wider options to reduce car use include distance-based road pricing; the rationing of car use; increases to fuel duty; and increases to Vehicle
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13 Excise Duty. Of these four, only distance-based road pricing might have the potential to deliver sufficient level of reduction in car-km, in addition to being the only option that appears implementable. Local The Perth and Kinross Council's Mobility Strategy, approved in 2024, sets out Perth & Kinross Council's vision for managing and developing the transport network. The Mobility Strategy includes all modes of transport, for the movement of goods and people, across Perth & Kinross's rural and urban settings, to help achieve national targets and local objectives. It responds to the climate change agenda and changes in how people travel. The strategic objectives of the Mobility Strategy align with key objectives set out in the National Transport Strategy (NTS2): to take climate action; to improve health and wellbeing; to reduce inequalities; and to help deliver inclusive and sustainable growth. These priorities are further developed and adapted to Perth and Kinross as the following 11 Transport Planning Objectives (TPOs). TPO1 To improve the affordability of transport options across Perth and Kinross for all TPO2 To improve the ability of rural communities and communities with protected characteristics to access jobs, education and services TPO3 To reduce CO2 emissions produced by transport across Perth and Kinross, by reducing car kilometres, decarbonising motorised transport and increasing the share of everyday journeys of people and goods by sustainable and active travel modes TPO4 To improve climate resilience across Perth and Kinross’s transport network by reducing the impacts caused by extreme weather events TPO5 To support economic growth by improving the reliability and efficiency of Perth and Kinross’s transport network TPO6 To support local development that encourages and facilitates local living and sustainable access, across Perth and Kinross, by achieving an increased active travel and public transport mode split to and from new developments TPO7 To improve the capacity and reliability of alternative sustainable freight and logistic modes across Perth and Kinross TPO8 To improve labour market access through sustainable transport, active travel, and digital opportunities, to and from Perth and Kinross TPO9 To improve road safety and perceived safety for all transport users across Perth and Kinross
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14 TPO10 To improve physical; and mental health within Perth and Kinross through walking, wheeling and cycling TPO11 To improve air quality across Perth and Kinross’s road network by achieving revocation of both Air Quality Management Areas and reducing preventable pollutants The Mobility Strategy Action Plan has been developed to support the objectives outlined on the main strategy report which considers actions relating to the transport system (physical mobility) as well as the land-use system (spatial proximity) and the telecommunications system (digital connectivity) which together constitutes a ‘Triple Access System’. The Action Plan includes the assessment of a long list of actions, with 234 options that were appraised against: PKC’s Transport Planning Objectives; STAG Criteria; National, regional and local policy objectives; and Feasibility, affordability and public acceptability considerations. After this appraisal, the final list of actions was defined, including 167 actions grouped into eight ‘themes’. Illustration below shows how the final list of actions is distributed by theme and feasible delivery timeline. The confirmation of these actions, and the potential timeline for their delivery, create a useful framework for the next stages of the Local Development Plan. Understanding where PKC is likely to introduce improvements to infrastructure and services will support decision making in the definition of land use allocations that do not create excessive pressure on the local and strategic transport network. The adopted LDP and transport infrastructure The current version of the LDP for Perth and Kinross is LDP2. Adopted in 2019, it included several items connected to the delivery or use of transport infrastructure. Policies within the Plan were designed to account for the need of new development to contribute to the necessary improvements to existing infrastructure. Policy 60A Existing Infrastructure was defined according to the content of Strategy Map 5, where LDP2 introduced important existing
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15 infrastructure and planned infrastructure investment. These projects included some nationally significant improvements such as the dualling of the A9 to the north of Perth City, as well as some local and regional needs such as junction improvements and Park & Ride sites. This objective of supporting existing infrastructure is considered to have been partially met. There has been significant progress with some of the improvements identified, such as rail station improvements and Park & Ride sites. However, there has been less progress with junction improvements and dualling of the A9. The impact of LDP2 can also be analysed from the perspective of defining the need for those key infrastructure projects. The latest version of the LDP Delivery Programme, published in 2024, illustrates how major development sites outlined in LDP2 have influenced the design and construction of key transport links. The Perth Transport Futures Project is the most important transport infrastructure project in the region. Its design corresponds with the main developments taking place in and around Perth City, including Bertha Park, Huntingtower, Almond Valley, Scone North and Perth West. These developments are at different stages, with some already approaching completion and others under construction. Phase 1 of the project was coordinated by Perth and Kinross Council and completed in 2019. It delivered junction improvements between the A9 and A85 Crieff Road to relieve traffic congestion and facilitate development to the west and north-west of Perth. Being now operational, it provides a necessary increase in capacity for developments that are under development or with an allocated site, such as Bertha Park, Almond Valley, Huntingtower and Perth West. Phases 2 and 3 are currently under construction, with the Cross Tay Link Road (phase 2) approaching its opening date. Both phases will build on those capacity and safety improvements, completing the link between the A9 and M90 at Broxden and Inveralmond roundabouts with Scone. This link will support not only congestion issues identified in the city centre, but also accommodate predicted growth related to the major housing development taking place at Scone North. It is important to highlight that some of those sites are still to reach the construction stages. LDP3 will aim to identify the likely phasing of development for all major sites to understand, via transport appraisal, how these rates of delivery are likely to impact the strategic road network. Special attention will be given to sensitive points of the network, such as Broxden and Inveralmond roundabouts, the A9 in its approaches to larger settlements and the A85 to Crieff. Modal assessment Road transport Road infrastructure and car usage The territory of Perth and Kinross count with a total of 2,785km of roads. This network is formed by the following road categories:
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16 - 270km trunk roads o 53km trunk motorway (inc. slips) (1.9%) o 217km trunk A roads (7.8%) - 2,515km local authority roads o 436km A roads (15.7%) o 369km B roads (13.2%) o 639km C roads (22.9%) o 1,071km unclassified (38.5%) The majority of main settlements within Perth and Kinross are served by the Trunk Road Network. The A9 connects Perth to Glasgow to the South West, passing through Auchterarder, and Inverness to the North, skirting a series of small settlements such as Luncarty, Bankfoot, Dunkeld and Pitlochry. The A85 is the main link between Perth and Crieff to the West, and serves other settlements including Methven and Comrie. The M90 travels North to South between Perth and Edinburgh, and it serves the town of Kinross as well as the settlements of Bridge of Earn, Glenfarg and Milnathort. The A90 connects Perth to the Carse of Gowrie and Dundee to the East, passing near the settlements of St. Madoes, Inchture and Invergowrie. Some areas within Perth and Kinross are served by routes of strategic importance that are not part of the Trunk Road Network. This is the case of the A93 and A94, connecting Perth to settlements to the North-East including Blairgowrie and Rattray, Scone, Coupar Angus and Alyth. Further West, the A827 connects the A9 with Aberfeldy and other settlements near Loch Tay. Being primarily rural in nature, Perth and Kinross registers relatively high levels of reliance on the private vehicle. The following chart shows the evolution in the number of vehicles registered in Perth and Kinross, using data from the UK Government Vehicle Licensing Statistics (table veh0105). Chart below uses data from Scotland’s Census 2022 (table UV405) to show an 18.9% of households in Perth and Kinross do not have access to a car or van. This figure is lower than the national average at 26.4% and can be expected in a council with predominantly rural areas. The graphic also includes a comparison between urban areas, represented by the city of Perth, and rural settlements across the local authority, illustrating the differences in car or van availability to households. 75,000 80,000 85,000 90,000 95,000 100,000 2012 Q2 2013 Q2 2014 Q2 2015 Q2 2016 Q2 2017 Q2 2018 Q2 2019 Q2 2020 Q2 2021 Q2 2022 Q2 2023 Q2 2024 Q2
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17 Condition of the road network Chapter 4 of the Scottish Transport Statistics dataset provides a summary of road condition for local authority networks. It uses data from the Scottish Road Maintenance Condition Survey. The methodology shows the percentage of different road types that are marked as red or amber condition. Red means the road has deteriorated to the point at which it is likely repairs to prolong its future life should be undertaken; while orange signifies further investigation should be undertaken to establish if treatment is required. Table below shows the latest figures (2022-23) for Perth and Kinross, compared to some neighbouring local authorities and the national average. Perth and Kinross Angus Stirling Fife Scotland A Roads Red 7 3 4 5 4 Amber 28 23 26 25 23 B Roads Red 3 5 6 5 5 Amber 27 30 32 28 27 C roads Red 3 4 8 3 6 Amber 26 24 32 25 27 Unclassified Red 4 5 12 5 7 Amber 26 27 33 28 29 All roads Red 4 5 9 5 6 Amber 27 26 31 27 27 The data in table above shows that, while there is a significant number of road sections in Perth and Kinross that require monitoring and maintenance, these are consistent with the overall condition of the road network across other parts of Scotland. When assessing specific road types and their condition, data shows that B, C and unclassified roads are in relatively good estate of repair. However, the percentage of A roads 18.9 26.4 30.9 20.4 21.8 16.5 43.2 43.1 44.8 50.4 50.0 44.4 37.9 30.5 24.3 29.2 28.2 39.1 0 20 40 60 80 100 Perth and Kinross Scotland Perth Aberfeldy Pitlochry Comrie No car / van available 1 car / van available Multiple cars / vans available
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18 marked as red is considerably higher than that seen in other local authorities, and in Scotland as a whole. At present, Perth and Kinross has not collated internal data on the condition of the local road network. This could provide more granular information to inform future development and understand infrastructure upgrades that might be necessary. Performance of the road network In order to understand how traffic levels have evolved in recent years, we have analysed Annual Average Daily Traffic Flow (AADF) figures captured by permanent counts. These are available at the Department for Transport (DfT) road traffic statistics. A total of 136 counts installed in Perth and Kinross have been assessed, included 35 on trunk roads and 101 on the rest of the local road network. Maps below describe changes in AADF on the trunk road network in Perth and Kinross between 2018 and 2023. This 5-year period has been chosen to minimise the abnormalities that road traffic volumes experienced during the COVID19 pandemic. The traffic data captured by permanent counts on the trunk road across Perth and Kinross shows that, for the majority of locations (21 out of 35), flows have registered variations of under 10%. This is the case in counters along the M90 and A90 running south and east from Perth, and the A9 towards Stirling to the west. 6 locations show traffic reductions of more than 10%. Most of these are located in the outskirts of Perth, and sections of the A9 travelling north towards the Highlands. Lastly, 8 locations registered increases in traffic flows of more than 10%. The majority of these counters are located in the A9 near Perth, and in the vicinity of Dunkeld and Pitlochry to the north.
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19 Maps below present a similar description of traffic behaviour between 2018 and 2023 for counters installed on roads outwith the trunk network. Of the 101 permanent counters included in the analysis of the local road network, 72 registered variations (increase or decrease) in flow of under 10%. 19 locations show reductions in traffic volumes above 10%, with the remainder 10 experiencing increases of over 10% in AADF between 2018 and 2023.
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20 The Scottish Transport Statistics (chapter 5, table 5.5) database provides another source of information to understand how traffic has evolved in recent years. Their data computes vehicle kilometres across Perth and Kinross, with information presented for trunk and local roads. Their data illustrates how, prior to the COVID19 pandemic, overall volume of vehicles on the road network was increasing. This was mostly associated with consistent growth on the trunk road network, with local roads showing slight decrease since 2017. Since the COVID19 pandemic, traffic flows have gradually recovered, approaching the levels seen in 2018 and 2019. Table below shows a summary of traffic levels, in million vehicle kilometres, between 2014 and 2022. 2014 2015 2016 2017 2018 2019 2020 2021 2022 Trunk roads 1,363 1,381 1,467 1,608 1,679 1,667 1,214 1,351 1,608 Local roads 974 999 1,035 1,040 943 923 738 812 869 Total 2,337 2,380 2,502 2,648 2,622 2,590 1,952 2,163 2,477 The Scottish Transport Statistics also include datasets summarising delays in road journeys. However, these do not produce information for Perth and Kinross or the Tayside area. Instead, they provide overall figures for the national road network, which can misrepresent the performance of the road network in a territory dominated by rural areas such as Perth and Kinross. The Scottish Household Survey does include information on journey time delays by local authority. The figures for Perth and Kinross, other local authorities within the Tactran region and the national average between 2013 and 2022 (exc. 2020) are shown in chart below.
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21 The information shown in the graph above point at a more reliable journey time performance in Perth and Kinross when compared to the average for Scotland and Dundee, but less so compared to Angus. These performance figures are likely to be related to the nature of the road networks for each local authority, with urban areas more likely to suffer from congestion issues. The predominance of journeys on rural roads in Angus and in Perth and Kinross contribute to more reliable journey time figures. Cross Tay Link Road – Network Monitoring In 2024, Perth and Kinross commissioned a Perth Traffic Appraisal Network Monitoring study to compare traffic data in and around Perth City with historic counts to provide a timeline of general traffic changes in Perth leading up to the opening of the CTLR. Specifically, the report compares the latest data output with the 2022 baseline that is currently applied to the traffic model for the area. It also provides observations of how the registered network performance compares to the 2023 future year model used in the initial model appraisal for CTLR. A total of 14 locations were surveyed, with overall results for total vehicles showing a small reduction in total flow (0.6%) between 2022 and 2024. When compared to 2015 (using data for 12 survey sites), traffic flows decreased by 2.8%. The analysis of traffic travelling into and out of Perth City reveals some changes to commuting patterns. While the overall trends remain similar to those seen in 2015, 2019 and 2022, AM and PM peaks associated with commuter traffic are generally less prominent. The data also shows a significant increase in traffic leaving the City Centre during the morning peak. The study points at potential abnormal route design to avoid major roadworks in key points of the network, but this point is not confirmed as the cause for change. The study concludes that, due to the small variation in flows compared to 2022 levels, there is no significant benefit to changing the model trip totals for the 2022 baseline to create a 2024 scenario. The changes in hourly distribution were also considered not to be significant enough to grant a change in the model baseline. At present, Perth and Kinross Council does not have other recent traffic survey data beyond that included in the Perth City network study. It is understood that road network capacity and flow studies this will be 0% 2% 4% 6% 8% 10% 12% 14% 16% 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Perth and Kinross Dundee Angus Scotland
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22 considered as part of the transport appraisal, and should help identify sensitive locations across the local network. Modelling for local and regional development The previous version of the LDP for Perth and Kinross (LDP2) was informed by a paramics traffic model with a range of scenarios developed to support the LDP. The output of this micro-simulation traffic model was updated to 2022 base for Perth City, but no future year scenarios have been developed. Since then, Perth and Kinross has been involved in the development of a more comprehensive model, acting as a local authority partner in the commission of the Tay Cities Regional Transport Model (TCRTM). This multi-modal strategic model was procured to support the development of transport interventions and to inform land use planning and STPR2. It is built on a 2017 base, with scenarios modelled until 2037. It interfaces with the TELMoS14 / TMfs14 national modelling hierarchy to forecast changes in population, jobs, and subsequent changes in levels of traffic over time. TCRTM explores six forecast scenarios, with 3 employment variants and high and low travel demand levels. In addition to this, the model includes two ‘without Policy’ forecasts for between 2025 and 2045. With regards to land use developments, the model used those included in the Assembly of Planning Policy 2018 (APPI2018) as collected by Transport Scotland. Data for employment and residential development was fed into TELMoS18, with output feeding into TCRTM and the resulting forecasts. The model incorporated a series of committed interventions, including some within Perth and Kinross. The list below shows a breakdown of those schemes, with the year scenario that first considers them in parenthesis: • Park & Ride sites (no new facilities in Perth and Kinross) • Road schemes o Included in TMfS18 A9 dualling • Luncarty to pass of Birnam (2022) • Killiecrankie to Glen Garry (2027) • Pitlochry to Killiecrankie (2027) If Cross Tay Link Road is completed in 2024 • Tay Crossing to Ballinluig (2027) • Pass of Birnam to Tay Crossing (2027) o Not included in TMfS18 A9 / A85 Junction Improvements (2022) Bertha Park Link Road through the A9 / CTLR (2027) Cross Tay Link Road (2027) • Rail Public Transport interventions (all included in TMfS18) o Dunblane / Perth – Glasgow (2022) o Aberdeen / Glasgow (2022) o Edinburgh – Aberdeen (2022) o Inverness – Glasgow (2022) o Inverness – Edinburgh (2022) o Edinburgh (replaced with Glasgow) – Arbroath (2022) With regards to land use developments, the model used those included in the Assembly of Planning Policy 2018 (APPI2018) as collected by Transport
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23 Scotland. Employment and residential data was fed into TELMoS18, with output feeding into TCRTM and the resulting forecasts. The outputs of TCRTM are now part of the LATIS models retained by Transport Scotland. For LDP3, Perth and Kinross will engage with Transport Scotland and Tactran to identify opportunities to deliver a cohesive suite of resources that can interact with national traffic models and provide a robust foundation for the transport appraisal. Parking At the moment of writing this chapter, there are two Controlled Parking Zones (CPZs) in Perth and Kinross. The one in Perth covers the majority of the city centre. On and off-street parking is divided in three zones with different maximum stays. Zone 1 is limited to 1 hour to encourage turnaround for people accessing businesses in the city centre. On the other hand, zone 3 offers longer stays and more competitive rates, encouraging drivers to park before entering the city centre. There are a total of 17 council-controlled car parks in Perth city, with a capacity of over 1,600 spaces. Rates and maximum stays for these car parks depend on the zone they are located within. Map below shows the boundaries of the three different parking zones within Perth, and the location of council-controlled car parks. Residents of the city centre can apply to the yearly permit scheme. It is divided in two zones with different yearly rates (£254 per year for the inner zone and £145 for the outer zone). There is a second CPZ in Crieff, covering the A85 High Street and a section of Comrie Street, as well as some of the adjacent streets. In January 2025, PKC began enforcing the national pavement parking ban.
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24 In order to mitigate the impact that road vehicle traffic has in urban areas, PKC also supports Park & Ride sites at Broxden and Scone near Perth, and at Kinross. These offer 400 and 126 spaces respectively, with bike lockers and connections to public transport networks and active travel routes. Perth City parking study In 2024, PKC commissioned a series of occupancy and duration of stay parking surveys in and around Perth City. The data extracted from these surveys was then to be compared with similar surveys undertaken in previous years. The study, which is currently being reviewed and will be published in Q1 2025, found that the weekday maximum occupancy level in a typical week is 56%, with similar levels for Saturday figures. These are noticeably lower than the occupancy rates seen in 2017, with 66% and 67% for weekday and Saturdays, respectively. With regards to duration of stay, this new round of surveys show that 73% of vehicles remain parked for less than 1 hour, increasing from 70% in 2017. The percentage of vehicles parked for over 4 hours remained unchanged at 4%. The average duration of stay for the study area has slightly increased, from 65 minutes in 2017 to 67 minutes in 2024. The survey includes the analysis of specific locations that might be impacted by significant developments within the city centre. Thimblerow car park shows a peak weekday occupancy of 37%, with an 87% on Saturdays. The weekday figures are significantly lower than those in previous surveys. The car park at Perth Leisure Pool registered a 36% of peak weekday occupancy, with a 46% on Saturday. The study provides an assumed scenario where those two car parks are no longer available due to redevelopment. In that case, and with unchanged number of vehicles, maximum occupancy levels for weekdays and Saturday rises to 61%. Parking at railway stations Additional parking capacity is available at railway stations throughout the territory of the Council. These are operated by ScotRail, and offer an opportunity for rail passengers to design multimodal journeys to reduce car mileage. A summary of parking capacity for each of the rail stations in Perth and Kinross, as well as a summary of charges when applicable, is provided below. Station Number of spaces (accessible) Parking charges Perth 160 (7) £3.00 per day Pitlochry 12 (2) £1.50 per day Gleneagles 40 (2) N/A
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25 Dunkeld and Birnam 30 (-) N/A Blair Atholl 6 (-) N/A Invergowrie N/A N/A Rannoch 6 (-) N/A At the time of writing, Perth and Kinross Council did not have access to occupancy or length of stay data for these station car parks. Network Rail provided a high-level assessment of the occupancy levels during the direct engagement with Perth and Kinross, as follows: • Perth: moderate / busy • Pitlochry: Busy • Gleneagles: Busy • Dunkeld and Birnam: Moderate • Blair Atholl: Quiet • Rannoch: N/A An accurate summary of car parking occupancy and length of stay data for railway stations would help the Council’s efforts to identify interventions that optimise network performance and sustainable travel behaviour. In the case of Perth station, a more detailed study could highlight whether the provision of affordable long stay parking has an impact on driver’s behaviour. Perth Transport Futures project PKC is undertaking an ambitious infrastructure upgrade programme, aiming to enhance the performance of the local road network, improve journey times and strengthen reliability. The rationale behind this programme of major infrastructure work is that, by having a stronger transport provision around Perth, the city can unlock opportunities for economic growth while addressing congestion and pollution issues in urban areas. The project is divided in four stages: • Phase 1: improvements to the A9 / A85 junction, with the provision of a link to the Bertha Park development. Completed in 2019 • Phase 2: construction of the Cross Tay Link Road (CTLR). It includes a bridge over the River Tay to connect the A9 north of Perth to the A93 and A94 north of Scone. This phase is currently under development, and expected to open in Spring 2025. • Phase 3: construction of the Bertha Park Link Road, connecting the sections delivered within phases 1 (A9/A85 junction) and 2 (CTLR). This project travels through the Bertha Park development and enhances connectivity to the north of the city. It is also under construction at the time of writing this chapter, with a completion date to be confirmed. • Phase 4: delivery of a series of improvements under the Perth Circulation Plan (PCP). These measures aim to capitalise on the
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26 opportunities created by phases 1 to 3, by improving traffic management throughout the city centre to encourage the uptake of sustainable travel options. This work will start with an updated traffic model to understand the immediate impact of the different construction schemes, with work expected to begin in Spring 2025. While the infrastructure and list of interventions have not yet been confirmed, improvements within the PCP may include: o Parking and road space reallocation o Traffic management arrangements o Placemaking to optimise traffic flows and the space available o Improvements to sustainable and active travel choices to reduce congestion and local emissions As part of the development of phase 4, PKC commissioned two studies: the first will develop a short-term concept for Perth City’s street use, aiming to capture the benefits of the CTLR opening in 2025. The second stage of the study develops a long-term concept to reimagine the future use of each street in Perth City Centre, in alignment with the 11 transport planning objectives within the Mobility Strategy. Mobility Hubs In line with STPR2 recommendation 22, Perth and Kinross Council recognises the potential of Mobility Hubs to optimise the use of transport infrastructure and enable the growth of multimodal journeys. The Council’s Mobility Strategy Action Plan includes a series of actions that are to be developed through different timelines. These are listed below: Action Description Timescale Indicative cost 3 Design and deliver a ‘City Centre Mobility Hub’ to provide an integrated transport hub in Perth City Medium High 4 Develop and deliver a ‘Strategic Mobility Hub’ at Walnut Grove, to provide local and strategic transport links with integrated transport choices Short High 5 Develop and deliver a ‘Strategic Mobility Hub’ at Bertha Park, to provide local and strategic transport links with integrated transport choices Short High 8 Explore options for local Mobility Hubs within rural communities to integrate modes across rural neighbourhoods Medium Low
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27 Road safety Transport Scotland’s Reported Road Casualties 2022 analyses road safety statistics across Scotland. For Perth and Kinross, the dataset shows that a total of 157 collisions were reported, including 7 fatal accidents, with 70 and 80 causing serious and slight injuries, respectively. These figures are part of a recent increase in collisions reported in the region. The following chart shows the significant decrease in total collisions across Tayside, and the recent spike in the number of occurrences in Perth and Kinross. The document also shows that a total of 229 road casualties were reported within the territory of Perth and Kinross. These include figures for local and trunk roads, and are composed of 8 fatalities, 85 seriously injured and 136 slightly injured. 19 of those total casualties were children, including all severities. As seen with the collisions data, casualties show moderate growth since 2020, after a long decreasing trend. Chart below shows the overall trend in recent years in Tayside, and the recent increase in casualties registered in Perth and Kinross. In order to enable further reductions in collisions and casualties, Transport Scotland published in February 2021 a Road Safety Framework to 2030. This document recognises a variety of benefits associated with improved levels of road safety, and a wide range of factors that can help achieve these improvements. While the framework does not point directly at the role of land use and infrastructure delivery as a direct influence on road safety, it does recognise the role that local authorities have in influencing vehicle speeds and enabling environments that are conducive of - 100 200 300 400 500 600 700 800 900 1979 1984 1989 1994 1999 2004 2009 2014 2019 Angus Dundee City Perth & Kinross - 100 200 300 400 500 600 2009 2014 2019 Angus Dundee City Perth & Kinross
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28 sustainable and safe travel practices. These objectives are aligned with some of the TPOs outlined in the Mobility Strategy, which will in turn influence the next stages of LDP3. Active travel Perth and Kinross counts with a robust network of dedicated active travel infrastructure. PKC is actively involved in the development of routes and the support to initiatives that encourage the uptake of active travel modes. A total of 2,042 km of core paths are currently adopted by PKC. These are supported, promoted and maintained in collaboration with the Perth and Kinross Countryside Trust and other local groups. The National Cycle Network offers long distance routes that connect Perth and Kinross with other parts of Scotland and beyond. These routes account for over 200 km across the territory of the Council and include on- carriageway and off-road sections. Routes 775 and 1 connect Perth with Kinross and Edinburgh to the south; route 77 forms a corridor between Dundee to the east and Dunkeld to the north; and route 7 runs past Loch Tay and Aberfeldy before turning north towards Pitlochry, the Cairngorms National Park and Inverness. Map below shows the adopted core paths and routes included in the National Cycle Network that run through the territory of Perth and Kinross. In recent years, PKC has undertaken a series of projects to enhance the network of active travel infrastructure. The Traffic and Network Team are developing Green Routes, where reduced speed limits on narrow country roads aim to create a safer environment for people to cycle and walk in rural areas. The territory of the council also presents a regional network of cycle routes or paths where cycling is encouraged across the local authority. These include several well known locations for locals, including the Heritage Trail
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29 around Loch Leven, Provost Walk in Auchterarder, the River Tay Way and the Perth Lade. At the moment of writing this chapter, Perth and Kinross Council is also carrying out consultation for the creation of Urban Trails in different areas of the city of Perth. This is part of a wider regional project, delivered in collaboration with Tactran under the People and Place Programme. These trails aim to create an attractive option for residents and visitors to explore the area by walking or cycling. With the support of Sustrans, PKC have continued the development of School Exclusion Zones, where vehicle access is restricted at peak times, and pavements and paths are enhanced. These interventions have targeted several schools across the local authority since the creation of the scheme in 2016, with the following locations included: - Burrelton Primary School - Coupar Angus Primary School - Arngask Primary School (Glenfarg) - Luncarty Primary School - Guildtown Primary School - Inchview Primary School (Perth) - Kinloch Rannoch Primary School - Newhill Primary School (Blairgowrie) - St Stephen Primary School (Blairgowrie) - Viewlands Primary School (Perth) - Fairview School (Perth) - Perth Academy Secondary School - Tulloch Primary School (Perth) including Perth Academy, Perth High School, Tulloch Primary School and Oakbank Primary School in Perth; and Robert Douglas Memorial School in Scone; In addition to the development and management of active travel infrastructure, PKC supports a series of initiatives to encourage higher levels of uptake for active travel in the area. These interventions are presented in the Perth and Kinross on the Go site, and include information and guidance for individuals and businesses to embrace sustainable ways to travel. Sustrans has compiled the most recent assessment of the uptake of active travel in Perth. The Walking and Cycling Index 2023 provides a comprehensive picture of how the public at large and specific groups of interest perceive active travel modes, and their decision making when travelling in the city. Data from this report highlights a slight decrease in the mode share for frequent walking, wheeling and cycling in Perth in recent years. While the reduction in cycling is small (from 5% in 2021 to 4% in 2023 for people cycling five or more days a week), walking and wheeling see significantly lower percentages than before (from 57% to 52% of respondents walk or wheel at least five days a week).
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30 Amongst a wide range of findings, the dataset points at a few reasons for concern when it comes to the design and maintenance of active travel opportunities. 23% of men cycle at least once a week, compared to only 9% of women. Also, while 80% of people aged 66 or over feel comfortable walking, wheeling or spending time on the streets of their neighbourhood, only 58% of people aged 16 to 25 feel the same way. The report shows the high level of support that active travel receives from the local population in Perth. Respondents consistently state a desire to drive less and increase the amount of journeys by public transport, walking, wheeling and cycling. 25% of residents want to drive less, yet 37% often use a car because no other transport options are available. A follow up question confirms this support, with a majority of residents considering public transport, walking and wheeling should receive more government funding. Cycling was perceived slightly differently and is trending downwards, with a reduction of 5 percentage points in the public support for additional funding. Other concepts such as pavement parking ban and creation of 20-minute neighbourhoods or low-traffic neighbourhoods also received high levels of support during the project. While the information included in the Walking and Cycling Index study offers a comprehensive view of user behaviour regarding active travel, this research is limited to Perth City. The Council does not hold that type of information for other settlements, which would be beneficial to identify deterrents and understand the impact of future interventions. Tactran Regional Active Travel Network Published in 2023, the Tactran Regional Active Travel Network assesses the active travel network to identify opportunities to transform the facilities in the region. The vision is to enable walking and cycling as a choice for everyday journeys, while enhancing the quality of long-distance routes. In order to achieve this, Tactran identifies the need for cross-boundary coordination that delivers robust itineraries and consistent infrastructure. The document aims to facilitate the delivery of high quality facilities that connect to key locations and to public transport hubs, in order to reduce the reliance on the private car. Following an exhaustive series of infrastructure audits and extensive stakeholder engagement with communities and interest groups, the project identified a long list of routes considered of regional significance. Once gaps are outlined, a prioritisation process pointed at those interventions that could deliver positive change at a regional level, enabling cross-boundary travel as well as supporting short journeys for local communities. These options were then scored and divided into four phases. While the study recommends for delivery to follow those phases, it is also highlighted that l with a recommendation for the region to deliver enhancements following that order. The study assesses a total of 39 routes, with 21 located within the territory of Perth and Kinross. These are listed below, including the phase they were allocated to after the assessment:
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31 Phase 1 • P20 – Bridge of Earn – Abernethy • P13 – Bankfoot – Dunkeld • P4 – Coupar Angus – Blairgowrie • P3 – Alyth – Blairgowrie • P11 – Killiecrankie – Pitagowan Phase 2 • P10 – Pitlochry – Killiecrankie • P2 – St Madoes – Inchture • P18 – Forteviot – Auchterarder • P21 – Abernethy – Newburgh • P15 – Crieff – Comrie Phase 3 • P14 – Stanley – Luncarty • P9 – Logierait – Pitlochry • P8 – Logierait – Dunkeld • P7 – Aberfeldy – Logierait • P19 – Auchterarder – Braco • P17 – Broxden – Forteviot • P5 – Blairgowrie – Craigie Phase 4 • P16 – Methven – Almondbank • P12 – Stanley – Bankfoot • P1 – Walnut Grove – St Madoes • P6 – Craigie – Dunkeld Of the routes within the territory of the Council, P11 (Killiecrankie – Pitagowan) runs across boundary and into the Cairngorms National Park. Additionally, routes D3 (Inchture - Ninewells) and S1 (Braco – Dunblane) are presented under Dundee and Stirling councils in the project, but run partially through the territory of PKC. While the project does not specify the likelihood of specific interventions being funded or supported at a regional level, some of those routes are already being explored by PKC or other bodies. Specifically, routes P20 (Bridge of Earn – Abernethy) and P21 (Abernethy – Newburgh) are currently being delivered as the Bridge of Earn to Newburgh Active Travel Route by the Perth and Kinross Countryside Trust. Map below, taken from the Tactran Regional Active Travel Network storymap, shows the routes included in the assessment, colour coded by phase (Phase 1: purple; Phase 2: orange; Phase 3: green; Phase 4: blue).
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32 Kinross-shire Active Travel Masterplan In 2023, PKC commissioned an active travel study for Kinross, Milnathort and other nearby settlements. The objective of the Kinross-shire Active Travel Masterplan was to assess the existing infrastructure network, and identify interventions that can enhance the walking and cycling environment in the region. The measures included in the assessment fall under six key categories. These are shown below together with some example of interventions. Kinross-shire wide interventions • Delivery of active travel mapping tool • Safe routes to schools • Speed limit reductions • Improved wayfinding • Cycle storage facilities • Active travel promotion campaigns • Improved maintenance • Integrations of bikes and buses Active travel routes • High quality active travel routes • Quiet streets • Minor active travel improvements such as signage, road markings or overall maintenance Active travel junction / crossing improvements • Improvements to existing junction and crossing facilities • Identification of new crossing facilities Placemaking / community active travel facilities • Mobility hubs in locations such as Kinross, Glenfarg and Portmoak • Placemaking improvements in Milnathort Town Centre • Cycle storage facilities in Kinross High Street • Footwalk repair along the Loch Leven Heritage Trail
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33 Travel behaviour change Increase of user confidence through the provision of traffic-free environments, specifically around the Loch Leven Heritage Trail Parking and road network improvements • Parking formalisation in key locations such as Milnathort and Glenfarg • Traffic calming measures through Cleish and Scotlandwell • Road network improvements between Gairneybank and Crook of Devon Inverventions are assessed based on the following factors: • Alignment with project objectives • Connectivity to key facilities • Community engagement / level of support • Land ownership • Cost • Funding • Timescales Based on those scores, interventions are prioritised and distributed in phases. From that list of measures, the report outlines a series of quick wins that can have a high impact across Kinross-shire and can be delivered at a relatively low cost within a short timeframe. These interventions can generate initial momentum to increase active travel trips across Kinross- shire, and are listed below. Existing crossing improvements on Stirling Road, New Road and South Street in Milnathort Existing crossing improvements at Station Road/ Junction Road junction and Ochil View in Kinross Existing crossing improvements in Glenfarg Active travel minor improvements along Gallowhill Road in Kinross Active travel junction / crossing improvements Active travel minor improvements along Burns-Begg Street, Kirkgate and Pier Road in Kinross Footway widening through Cleish New crossing facility along Springfield Road in Kinross Relocate and improve existing crossing point on Springfield Road in Kinross Active travel minor improvements between Kinross junction and Kinross Park and Ride
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34 New crossing facility between Milnathort and Mawcarse Loch Leven Heritage Trail footwalk repair New crossing facility in Gairneybank New crossing facility to Carnbo community hall Public transport Bus Bus services in Perth and Kinross are currently provided by private enterprises. While Stagecoach provides the largest number of local and regional services, there are several smaller companies that operate specific routes and locations. In addition to local bus routes, intercity services also operate within Perth and Kinross. Companies including Scottish Citylink, Megabus, FlixBus and Ember connect Perth to other Scottish cities such as Dundee, Edinburgh, Glasgow, Stirling or Aberdeen. Ember operates a fully electric fleet and offers an on-demand service to settlements along the route. Map below shows local, regional and long distance bus routes operating in the territory of the council. As illustrated above, Perth and Kinross counts with robust geographic coverage from bus services. A majority of settlements have some form of public transport available. However, it is unclear whether local communities enjoy easy access to these services, with conveniently located stops, and whether the frequency of bus routes is sufficient to offer a suitable alternative to the private car. At the time of writing this chapter, the Public Transport team is collating route and passenger data for subsidised services, and is expected to provide a more accurate understanding of the quality of the provision. However, operators appear not to be sharing patronage or service data for commercial services. This gap restricts the quality of the information collated, and hinders the ability
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35 of the Council to understand the effectiveness of the public transport network. There are several Community Transport initiatives across the territory of Perth and Kinross. They operate independently and, while they count with the assistance of the Council, the financial viability often depends on patronage and other sources of funding. In order to reinforce public transport accessibility, Perth and Kinross Council operate one Demand Responsive Transport (DRT) service between Kinloch Rannoch and Pitlochry. In January 2025, the expansion of the service to include a link to Aberfeldy was confirmed. Table below summarises data from the Scottish Household Survey on the frequency of use for local bus services. These compare results for Perth and Kinross with national averages for Scotland, and average mode share figures for different categories of the rural-urban classification. Every day / almost every day 2 / 3 times per week Once a week Once a fortnight / once a month Not used in the past month Perth and Kinross 1% 6% 7% 19% 67% Scotland 5.3% 9.5% 7.2% 14.8% 63.2% Large urban areas 9% 16% 11% 18% 46% Other urban 4% 8% 6% 13% 68% Small accessible towns 3% 7% 6% 15% 68% Small remote towns 1% 3% 3% 7% 86% Accessible rural 3% 5% 3% 15% 74% Remote rural 2% 2% 4% 9% 83% Tayside Bus Alliance As a member of Tactran, PKC is also part of the Tayside Bus Alliance. This was established with the support of Transport Scotland and the Scottish Government Bus Partnership Fund, and it aims to improve access and deliver a safe and efficient bus network that: • reduces environmental impacts; • contributes to addressing the climate emergency; and • positively supports access to opportunities. The Alliance is formed by bus operators that serve the regional network; the local authorities for Dundee, Perth and Kinross, Angus and Fife; and passenger and public groups from two RTPs, Tactran and SEStran. The group has undertaken an initial assessment of bus improvement measures for the Tayside area. After a Case for Change and Preliminary Options Appraisal, a Detailed Options Appraisal summary was produced. This shows the assessment of 12 bus corridors across Tayside (4 in Perth City, 6 in and around Dundee, and 2 in north Fife) against two packages of measures:
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36 • package 1: bus priority measures (focused on improving journey times) o bus lanes o review of location of bus stops o priority for buses at signalled junctions o bus-only streets • package 2: supporting measures (wider improvements to enhance attractiveness of bus travel) o park & ride sites o review of parking provision and pricing o creation or improvement of transport hubs o enhanced integration of public transport and active travel o marketing campaigns o improvements to ticketing options o low or zero-emission buses o improvements to routing, frequency and timetabling Within each package, specific interventions were selected depending on the location, according to the result of the preliminary appraisal. The results of the assessment for package 1 measures in Perth are as follows: Corridor Itinerary Summary of results A Crieff Rd • Bus journeys are 2 minutes faster in peak period • Journey time variability is reduced by 35% • 21,700 more bus passenger boardings B A912 – Dunkeld Rd • Bus journeys are 1.3 minutes faster in peak period • Journey time variability is reduced by 46% • 53,800 more bus passenger boardings C A85 Dundee Rd • Bus journeys are 2 minutes faster in peak period • Journey time variability is reduced by 32% • 8,500 more bus passenger boardings D Perth City Centre • Journey time variability is reduced by 3% • 90,800 more bus passenger boardings At the time of writing this chapter, results for package 2 options had not been made available. The project is now progressing into the Strategic Business Case stage, and will include engagement and consultation exercises.
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37 Rail Perth and Kinross counts with a total of seven railway stations currently in use. The route between Glasgow and Aberdeen serves Gleneagles, Perth and Invergowrie, while the route to Inverness and the Highlands includes stops at Perth, Dunkeld and Birnam, Pitlochry and Blair Atholl. Map below illustrates the location of stations and the railway lines in operation, as well as lines that are no longer in service. In addition to this infrastructure for passenger services, there is a dedicated rail freight terminal at Blackford, near Auchterarder. This facility was inaugurated in 2022 to support the activity of Highland Spring water company. 6 weekly trains move 40% of the finished goods between the factory and external warehouses, removing 8,000 heavy good vehicle journeys and 3,000 tonnes of CO2 per year. Representatives of Network Rail provided a breakdown of key infrastructure improvements planned for stations within Perth and Kinross: • Pitlochry o Platform heights to be brought to standard. Delivery 25/26 o Ramps to both platforms from Birnam Glen Rd. Designs delivery 25/26 o Path upgrade from Birnam to station. Designs delivery 25/26 • Perth o Master planning for station upgrade, including improvements to active travel accessibility, to continue during 25/26 With regards to freight facilities, Network Rail highlighted that they are expecting an increase in rail freight traffic via Perth in the future. Aberdeen and Inverness are seen as growth areas, and due to the restrictions that the Forth and Tay Bridges suffer in gauge and weight, some of that freight traffic is likely to run via Perth. In order to accommodate this, Network Rail commented on the possibility of developing a freight loop in a portion of land currently retained in Muirton Yard, to the north of Perth City. This would allow the local network to absorb that increase in freight traffic while mitigating the impact on passenger services. This project is just a possibility at this stage, and there are no formal steps being taken to progress it.
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38 In addition to these targeted improvements, STPR2 includes recommendations with the potential to bring enhancements to the rail network in Perth and Kinross. These recommendations are introduced in pg. 8 and 9 of this paper, and are as follows: • Recommendation 15: Highline mainline rail corridor enhancements • Recommendation 16: Perth / Dundee / Aberdeen rail corridor enhancements • Recommendation 17: Edinburgh / Glasgow / Perth / Dundee rail corridor enhancements • Recommendation 43: Rail station masterplans Table below shows volumes of passengers (entries and exits to stations) between in the 2023/2024 year for locations within Perth and Kinross. This data has been provided by Network Rail during direct engagement. Station Entries and Exits 2023/2024 Pandemic recovery (23/24 vs 18/19) Perth 812,220 65% Pitlochry 125,486 100% Gleneagles 95,588 123% Dunkeld and Birnam 51,290 139% Invergowrie 20,866 365% Blair Atholl 15,126 72% Rannoch 7,304 83% Unsurprisingly, Perth station sees the largest number of yearly passengers. In addition to having larger population figures, Perth is the station served by the largest number of lines. These include services travelling north to Inverness; east to Dundee on the way to Aberdeen; west to Stirling and then Glasgow; and south through Fife and towards Edinburgh. However, Perth is the station within Perth and Kinross that shows the lowest percentage of patronage when compared to pre-pandemic levels. Table below summarises data from the Scottish Household Survey on the frequency of use for train services. These compare results for Perth and Kinross with national averages for Scotland, and average mode share figures for different categories of the rural-urban classification. Every day / almost every day 2 / 3 times per week Once a week Once a fortnight / once a month Not used in the past month Perth and Kinross 0% 1% 3% 17% 79% Scotland 0.9% 3.0% 3.8% 16.3% 76.0% Large urban areas 1% 4% 5% 18% 73% Other urban 1% 3% 4% 19% 73% Small accessible towns 0% 4% 4% 13% 78% Small remote towns 0% 0% 0% 5% 95% Accessible rural 1% 1% 3% 19% 76% Remote rural 0% 1% 3% 4% 91%
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39 Travel time comparison The table below utilises geographic access data from the Scottish Index of Multiple Deprivation (SIMD) to illustrate differences in travel time for people travelling by car and public transport (PT). It shows the average figures for Perth and Kinross and data for individual localities. The data highlights the differences in general access to services for areas across the territory of the council, as well as the significant variation in the provision of public transport services in relation to private vehicle. The colour scale ranges from green for most desirable scenarios (short journey times and lowest drive to public transport ratio) to red for the least desirable cases (long journey times and high drive to public transport ratio).
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40 Average drive time to key services (minutes) Average public transport time to key services (minutes) Drive to public transport ratio Perth and Kinross 5.087 12.530 2.463 Powmill, Cleish and Scotlandwell 6.588 17.902 2.718 Kinross 2.633 7.249 2.753 Milnathort and Crook of Devon 4.842 12.249 2.530 Muthill, Greenloaning and Gleneagles 6.225 15.780 2.535 Auchterarder 2.545 6.229 2.448 Comrie, Gilmerton and St Fillans* 6.348 13.718 2.161 Crieff North 3.029 8.098 2.673 Crieff South 2.542 7.244 2.850 Aberuthven and Almondbank 6.740 17.130 2.542 Glenfarg, Dunning and Rhynd 7.882 20.650 2.620 Bridge of Earn and Abernethy 6.908 15.535 2.249 Moncrieffe and Friarton 4.217 11.368 2.696 Viewlands, Craigie and Welshill 2.788 7.436 2.667 Burghmuir and Oakbank 3.332 11.109 3.334 Western Edge 4.039 12.250 3.033 Letham 3.474 10.147 2.921 Hillyland, Tulloch and Inveralmond 4.602 12.755 2.772 North Muirton and Old Scone 3.842 10.854 2.825 Muirton 2.900 7.185 2.478 North Inch 2.761 6.289 2.278 Central and South Inch 3.581 5.464 1.526 Gannochy and Walnut Grove 5.803 11.304 1.948 Scone 4.787 6.995 1.461 Guildtown, Balbeggie and St Madoes 8.894 20.408 2.295 Errol and Inchture 8.204 20.003 2.438 Invergowrie, Longforgan and Abernyte 5.675 16.910 2.980 Coupar Angus and Meigle 5.490 11.910 2.169 Alyth 4.605 8.479 1.841 Blair Atholl, Strathardle and Glenshee* 8.748 22.524 2.575 Blairgowrie East (Rattray) 3.395 9.406 2.771 Blairgowrie West 2.811 7.153 2.545 Stanley and Murthly 7.042 16.506 2.344 Luncarty and Dunkeld 6.068 12.446 2.051 Pitlochry 4.553 12.053 2.647 Rannoch and Aberfeldy 10.167 25.799 2.538
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41 (NB: The settlements of St. Fillans, Blair Atholl and Glenshee are within the territory of Perth and Kinross, but will be covered by the LDPs prepared by Loch Lomond and the Trossach National Park (St Fillans) and the Cairngorms National Park (Blair Atholl and Glenshee) This comparison in the journey times between driving and public transport illustrates a variety of challenges for specific areas. While some zones show long journey times for both modes, indicating significant distances to key services, the most immediate finding points at noticeable shortcomings in the provision of public transport. While journey times are often longer in rural areas, some neighbourhoods within the city of Perth, such as Burghmuir and Oakbank or Letham, present lengthy journey times for public transport. These make buses less attractive, and contribute to higher levels of private car use within urban areas. Travel behaviour After describing the infrastructure present for individual modes, and how this is generally used, we can briefly introduce an analysis of observed travel behaviour for the people of Perth and Kinross. Main mode of travel Chart below uses data from the Scottish Household Survey to describe percentages for each travel mode in Perth and Kinross, and a comparison to national averages. The chart illustrates how Perth and Kinross experiences higher than average levels of reliance on the private car. The mode share for sustainable options (walking, cycling and public transport) is consistently lower when compared to the national average. This can be considered consistent with previous sections of this chapter, with travel behaviour likely caused by the rural nature of the council territory, the longer travel distances to key trip attractors and the lower standard of infrastructure and services for sustainable options. Mode of travel to work The Scottish Household Survey also includes data analysing how people travel to work. Chart below shows percentages for individual travel modes by users in Perth and Kinross and compared to the national average. 22 64 10 1 2 0 0 1 23 55 11 2 6 1 2 1 0 10 20 30 40 50 60 70 Walking Driver Car/Van Passenger Car/Van Bicycle Bus Taxi or minicab Rail Other Perth and Kinross Scotland
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42 These results also show a higher level of usage of cars and vans to travel to work, consistent with the main mode of travel section. However, results for travel to work indicate high mode share for walking, significantly above the national average. As seen in the main mode of travel results, public transport in general, and specially bus, present mode shares that are considerably lower than average. Travel to school Sustrans publishes regular updates to their Hands Up Scotland Survey. This exercise looks at how pupils across Scotland travel to school at different ages. The dataset offers a comparison in travel choices since 2008, as shown in chart below for primary and secondary schools in Perth and Kinross. The information in chart above shows walking is consistently amongst the most popular modes of travel to school for primary and secondary pupils. The more granular data confirms this is the case for both age groups. However, there are significant differences in travel choices for pupils of each school type. For example, primary school pupils are much more likely to be driven to school (24.2% on average for the 2008-2023 period) compared to pupils attending secondary schools (11.8%). In line with this evolution in travel patterns by age group, the use of Park & Stride facilities is significantly more common in primary school pupils (10.8%) than in secondary schools (2.9%). 18 69 7 1 1 2 2 13 64 4 3 9 4 2 0 10 20 30 40 50 60 70 80 Walking Driver Car/Van Passenger Car/Van Bicycle Bus Rail Other Perth and Kinross Scotland 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Walk Cycle Scooter / Skate Park & Stride Driven Bus Taxi Other
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43 The most significant change in travel choices for pupils relates to the use of buses. This is a relatively unlikely option for primary school pupils (7.7% on average between 2008 and 2023), but becomes the most popular travel mode for pupils travelling to secondary schools (44.4%). Conversely, cycling goes from being the mode of choice for 5.8% of primary school pupils to being preferred by only 1.2% of pupils attending secondary schools. Other considerations When assessing the projected demand levels of transport infrastructure, it is important to understand how commuting patterns have changed in recent years. Since the COVID19 pandemic, a mixture of people that travel to work, those working from home, and hybrid arrangements have triggered changes to the way transport infrastructure and services are used. These trends are still evolving, and may continue to change, creating a challenging environment when trying to predict travel behaviour. Statista published data tracking the distribution of different work arrangements in the UK, illustrating the potential for further change in the future. Transport emissions The environmental impact associated with our transport system is one of the most important aspects shaping the priorities for national, regional and local policies. NTS2 reports that the transport sector is responsible for 37% of the total of Scotland’s greenhouse gas emissions, with a total of around 14.9 million tonnes of carbon dioxide equivalent (CO2e). These emissions are broken down by subsectors, with cars, accounting for 40 of transport emissions. Vans and heavy goods vehicles are responsible for 12.5% each, bringing the total for road-based transport to around 65%. The Department for Business, Energy & Industrial Strategy (BEIS) has published local authority and regional estimates of carbon dioxide emissions, with data covering from 2005 to 2022. Table below shows the evolution of carbon emissions in Perth and Kinross for that same period, including total for the transport sector as well as relevant individual modes. The evolution of these emissions point at road transport as the key contributor, with cumulative emissions that remain consistently above 95% of the total for the transport sector. This is despite vehicles becoming more efficient in their emission levels. The reason for this consistent 548.8551.6 561.5 542.1 530.9 526.7 521.9 509.4 511.0 519.9 532.0 547.4 562.9 548.8 539.0 422.6 458.7 498.3 0 100 200 300 400 500 600 Road Transport (A Roads) Road Transport (Motorways) Road Transport (Minor roads) Diesel railways Transport 'other' Transport total
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44 emission volumes is that car kilometres registered in the local authority have steadily increased prior to the COVID19 pandemic, and appear likely to revert to those levels after the disruption in recent years. The Scottish Government has shown their intention to tackle road transport emissions through a variety of interventions. These include measures shown in the commitment to a reduction of vehicle kilometres by 20% by 2030, encompassing local living principles, behavioural change campaigns and infrastructure improvements to digital connectivity, active travel and public transport. This national policy, and a regional study looking at options for the Tactran region, have been introduced in the policy section of this chapter. The rail system is also a contributor to transport emissions in the council area. While the volume of emissions of the railway is significantly smaller than that of road-based transport, there are initiatives to try and reduce these. As shown in the Rail Decarbonisation Action Plan, the majority of the lines in PKC are expected to be electrified by 2035, delivering a significant reduction to their emission levels. Low carbon road travel Aside from the interventions aiming to reduce the reliance on the private car, PKC is committed to support a transition to electric vehicles (EVs) to further accelerate the decarbonisation of the transport system. At the time of writing this chapter, a total of 79 charging opportunities were publicly available and under PKC inventory, with 23 installed within council premises to support service vehicles. As illustrated in the Electric Vehicle Infrastructure Fund Strategy and Expansion Plan, it is estimated that the total network of chargers within the council territory includes 49 rapid units, 117 fast chargers and 901 home chargers. Map below shows the coverage of EV charging points across PKC, with car and van ownership rates also displayed. The Scottish Government is supporting local authorities in their efforts to grow their EV charging networks. The Electric Vehicle Infrastructure Fund (EVIF) was established to distribute financial support for councils to deliver chargepoints that enable a just, fair and inclusive transition to electric mobility. The fund, managed by Scottish Futures Trust, is collaborating
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45 with local authorities to channel funds for the delivery of infrastructure outlined in the Strategy and Expansion Plan. PKC is currently trying to gain access to this EVIF funding in partnership with Angus Council, hoping to deliver an additional 91 chargers. These would include: • Mini hubs, with a small cluster of chargers to support strategic locations • Fast chargers to support rural communities, and urban areas where off-street parking is limited • Rapid chargers to reinforce existing locations at the South Inch in Perth and in Kinross These plans to expand the network of EV chargers corresponds with the growing share of EVs within the local authority. Chart below uses data from the UK Government Vehicle Licensing Statistics (tables veh0105 and veh0132) to show the number of Ultra Low Emission Vehicles (ULEV), including Battery Electric Vehicles (BEV) and Plug-in Hybrid Electric Vehicles (PHEV), as well as their market share compared to the total number of vehicles registered in Perth and Kinross. Low Carbon Transport Hub In order to enable reductions in transport emissions, PKC has developed the Broxden Low Carbon Transport Hub. This location offers a combination of infrastructure to support low carbon road travel and active travel modes, while enabling renewable energy generation. Thanks to its location at the Park & Ride immediately adjacent to the A9, it offers a sustainable option for people travelling by Perth. The project was funded through the European Regional Development Fund and the Tay Cities Deal, and includes the following infrastructure: • 15 EV charge points o 6 x rapid (43kW – 50kW) 329 568 1001 1406 1955 223 348 537 711 926 0.3% 0.4% 0.6% 1.0% 1.7% 2.3% 3.0% 0.0% 0.5% 1.0% 1.5% 2.0% 2.5% 3.0% 3.5% 0 500 1000 1500 2000 2500 3000 3500 BEV PHEV ULEV market share
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46 o 8 x 7kW o 1 x Disabled / mobility impaired charging space (43kW – 50kW) • Solar carport canopies in support of EV charging stations • New electric substation • Battery storage system • Smart Energy Management Platform • Public Transport Information Display (inc. real time bus information) • 2 x e-bike charging stations • Secure storage for private bicycles In addition to the infrastructure listed above, the project incorporated the installation of IT solutions to support user experience. This includes a booking system for EV charge points, and a virtual online hub associated with the facility. The EV charging infrastructure delivered within the Low Carbon Transport Hub has allowed for an increase in the capacity of the charging network. Between December 2023 and September 2024, a total of 12,817 charging sessions were supported. These are estimated to represent carbon savings of over 529 tCO2e compared to internal combustion engines. Summary of Implications for the Proposed Plan: Perth and Kinross Council will commission an adequate and proportionate Transport Appraisal to inform the policy content of the new LDP. It is understood that Transport Scotland will publish an updated Development Planning Transport Appraisal Guidance during 2025. We will aim to integrate this new guidance into our appraisal. The Council will work in the commission of a suitable traffic model that can support the assessment of the LDP and inform land use allocations. The Local Development Plan is required to prioritise future development sites that can be accessed by sustainable transport modes. The Plan’s spatial strategy will also reflect the objectives of the sustainable investment hierarchy. Accessibility by a range of transport modes is required and to reduce car-dominance where possible, with particular cognisance of the rural highland areas within Perth and Kinross. The local and regional transport strategies, as well as an appropriate and effective transport appraisal, will inform the Local Development Plan, including evidence of transport capacities, and an appraisal of the spatial strategy on the transport network. It is understood that Transport Scotland will publish an updated Development Planning Transport Appraisal Guidance during 2025. We will aim to integrate this new guidance into our appraisal. Through the next stages of LDP3, we will ensure there is consistent collaboration with a range of internal and external partners. As described in our Mobility Strategy, successful transport networks rely on the cooperation between mobility, planning and digital services, and with the support of other actors both within and outside the council. This will aim to deliver decisions that enable optimal performance across the three domains within the Triple Access Planning (physical mobility, spatial proximity and digital connectivity). Diagram below is taken from the new
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47 Mobility Strategy Action Plan, and illustrates the range of actors that will be engaged. Gaps, Uncertainties or Key Issues Raised: Data gaps While the combination of council-sourced, regional and national data provides information on most issues, there are a series of shortcomings in the availability and quality of the data. These are summarised as follows: • Some of the datasets used are aged, and would benefit from more up to date information. This is the case of Scottish Transport Statistics, Scottish Household Survey and Reported Road Casualties. The last update dates from 2022 – while this is not normally considered an aged dataset, 2022 was still heavily influenced by the abnormalities that were caused during the COVID-19 pandemic. The Council will engage with Transport Scotland or any other relevant data owners to obtain the most accurate and relevant information available. • The study uses data from the Scottish Household Survey for several sections of the document. This source builds its findings on a reduced number of responses, which can fail to provide an accurate representation of the population of Perth and Kinross. In order to better illustrate the differences across settlements and in rural areas, larger response bases would be necessary. At the time of writing this paper, no alternative source had been identified. In addition to these issues with the data sources, the paper presents a series of gaps in the data, as listed below:
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48 • Road condition data (specific to Perth and Kinross local network). The Council does not currently have records showing this information, which can be helpful to identify locations that are likely to require upgrades should new development takes place • Road network capacity and flow data (specific to Perth and Kinross local network). This is not currently available within the Council, but will be considered for the transport appraisal. It would support the evaluation of sites and settlements, helping understand how the local road network is likely to perform in the event of new sources of travel demand. • Car park occupancy and length of stay data at railway stations. Specifically for Perth City, this would help understand whether the aggressive pricing created unintended consequences by attracting other drivers that are not users of the station. • Bus service data. In addition to the data collation exercise that the Public Transport team is undertaking, having access to data for commercial services would significantly improve the quality of the insights regarding current provision and performance. These appear to be commercially sensitive for operators, and no reliable proxy has been identified. With regards to the modelling information retained by Transport Scotland, we understand this might be made available in the future. The Council will work to identify, update and address those gaps during the preparation of the Transport Appraisal, engaging with Transport Scotland to outline opportunities to streamline collaboration. We will ensure we gain relevant insight on journey times and delay times specific for the Perth and Kinross road network, with attention to cross boundary factors that can influence this performance and reliability metrics. The Transport Appraisal work will include the necessary measures to address gaps related to the quality, frequency and accessibility of public transport services. We expect our Public Transport team to have fully developed the route and patronage database, and will use this to support the definition of suitable areas for development that reduce the reliance on the private car and enable sustainable travel choices. Uncertainties The development of transport infrastructure is often dependent on a combination of funding sources. PKC’s commitment and financial contribution generally requires the use of external funding. As a consequence, there is a degree of uncertainty regarding the availability of sufficient financial support at national and regional levels. This may impact the delivery of projects that, under the Infrastructure First principle, could threaten the viability of development. As illustrated in the analysis of specific modes, the key transport routes serving settlements within Perth and Kinross are also linked to areas in the neighbouring local authorities. The performance of the network, and the ability to deliver improvements to the regional infrastructure, will often depend on the ability for PKC to work in coordination with other organisations. Lastly, there is significant uncertainty surrounding the wider transport industry with regards to the evolution of working and commuting patterns. While these travel behaviours appear more stable when compared to recent years, it is unclear whether the existing trends of hybrid working
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49 will remain unchanged. Variations to these arrangements can create significant changes to travel behaviour, shaping demand on specific modes. These uncertainties should be considered when appraising development opportunities at later stages of the LDP process. Summary of Stakeholder Engagement The Big Place Conversation (BPC) is the main consultation exercise undertaken by PKC in support of their LDP process. It took place in 2023 and created opportunities to engage with communities across the local authority, as well as a variety of minorities and interest groups. Input received through the consultation has been collated in the BPC results page. This section includes summaries for individual community councils and wards, as well as overall reporting with council-wide findings. The BPC follows the Place Standard methodology. Transport and movement are key components of this type of questionnaire, and generated large volumes of responses. In addition to the LDP process, the information gathered through the BPC also informed the Council’s Mobility Strategy. This input is summarised in the Main Issues Report - Let’s Talk Transport section of the strategy. In conjunction with the summaries available in the results page, a few broad ideas can be drawn to summarise how local communities feel about transport infrastructure and the impact on their experience of place: • Need for improvements to local walking and cycling infrastructure, including the creation of better dedicated facilities as well as the enhancement of local environments for everyday journeys • Consistent concerns regarding vehicle speeds through built-up areas. This is seen as a significant safety issue, and a deterrent for people to walk and cycle • Traffic volumes, often associated with settlement growth, are highlighted as a negative element for local living. Respondents consider the high volume of road vehicles, and the associated pressure on parking capacity, damage the quality of their towns and villages • Public transport provision is consistently raised as a concern. Issues of reduced frequency, low reliability levels and inefficient route designs appear to deter potential users, perpetuating the private car as the default choice for some locations. This is the case in a number of rural communities with limited choice of bus routes. • The combination of issues impacting different modes, and the growing reliance on the private car, was seen as a risk for specific age groups. Young people and the elderly are considered more likely to be impacted by these shortcomings, with significant impacts on social and personal health aspects. In addition to the input collated through the BPC exercise, PKC has established stakeholder engagement activities to consult on the content of this Transportation (including sustainable transport) section. After the topic paper was prepared, members of the public and recognised stakeholders were invited to provide their views on the data sources suggested and the implications for later stages of the plan. A total of 10
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50 comments were received. A summary of these views is provided in the ‘Statement of agreement / dispute’ section of this paper. As a key stakeholder in the topic of transportation, PKC has taken part in a more detailed discussion with Transport Scotland on the content of this issue paper and a statement of agreement has been received. In addition to the input received through the BPC exercise, the Council carried out a consultation of the Topic Papers for individual subject matters of NPF4’s national planning policies suite. The comments received the transport section of the Topic Paper 014: Infrastructure, and how the Council has taken those responses into account through the production of this Evidence Report are set out in the ‘Statements of Agreement/Dispute’ section to follow
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51
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52 Statements of Agreement/ Dispute: 10 responses were received on the Transportation (Including Sustainable Transport) section of our Infrastructure Topic Paper. 6 responses neither agreed nor disagreed with the list of evidence evaluated or summary of implications for the Proposed Plan provided. 3 agreed, and 1 disagreed but did not wish for their comments to be registered as a formal dispute to the Evidence Report. A summary of these comments, their status, and the Council’s response in the following table. Respondent Agree or Dispute Summary of Comments PKC’s Response Ristol Consulting Agree List of Evidence/Datasets and summary of Implications for Proposed Plan (PP): Consistent with our submissions on climate adaptation, green belt, infrastructure, business and housing, we welcome the scope of the topic papers and, in the preparation of the new LDP, encourage the development of integrated energy, mobility and digital infrastructure to deliver a just transition approach to climate adaptation. Policy drives change and as such, a spatial framework which actively focuses on decarbonising heat and transport through smart local energy neighbourhoods for existing and planned developments, a network of mobility hubs and collocating uses (i.e. renewable energy generation and storge with green hydrogen production and HGV refuelling and logistics), would enable scalable change to materialise within the 10 year plan period. This may give rise to policy tensions such as green belt of flood risk that would merit evaluation in order to deliver sustainable infrastructure to support climate adaptation. Further Comments: No further comments made. Formal Dispute: No Noted The policy content of the LDP will include consideration to low carbon energy systems and sustainable transport solutions. These will be delivered in observance of wider PKC policy including the new Mobility Strategy published in 2024. NatureScot Agree List of Evidence/Datasets and summary of Implications for Proposed Plan (PP):Green infrastructure is referenced once but we think the value of blue-green infrastructure could be Noted.
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53 Respondent Agree or Dispute Summary of Comments PKC’s Response emphasised more strongly in this paper. This could include further emphasis on the connection between this policy topic paper and the blue-green policy topic paper. It would also be useful to know the reasoning for integrating Transport into this paper rather than having a separate paper as with the other NPF4 policies. Further Comments: No further comments made. Formal Dispute: No Blue-green infrastructure information is included within its own section. The infrastructure paper has now been divided into specific topics, with ‘Transport’ being introduced in its own separate document. Tactran Neither List of Evidence/Datasets and summary of Implications for Proposed Plan (PP):While setting out a comprehensive suite of datasets established how, where and why people and goods travel and the subsequent travel demands, supply and consequences, the focus in relation to deliverability (para 3.24 to 3.32 refer) maintains an urban focus, solely focusses on the City of Perth. As such, it omits key questions which the evidence base should seek to answer to inform a comprehensive policy approach towards the location of development and addressing the travel demands of development through a: i) Thorough understanding of both rural and urban problems, opportunities, issues and constraints ii) Thorough understanding of the existing and potential capacity of the transport networks A comprehensive review of relevant data sources will provide the required intelligence that will help identify both the transport and travel implications of new development both in rural and urban Perth and Kinross. Otherwise, Perth and Kinross Council’s LDP3 risks not fully understanding the transport and accessibility impacts of its proposals. Paragraph 3.32: The paragraph refers to the vision of the Tayside and Central Scotland Regional Transport Strategy Noted The document acknowledges the role of the RTS for the Tractan region after its approval in 2024. The next stages of the LDP will include the development of a transport appraisal, which will be informed by updated Development Planning Transport Appraisal Guidance (DPTAG) when issued by Transport Scotland. We understand this updated guidance will be available in summer 2025, and should provide a consistent framework to assess the impact of development of the transport network. The latest version of this document includes a breakdown of infrastructure and performance of the network in urban and rural settings. Additionally, the transport appraisal will aim to identify issues
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54 Respondent Agree or Dispute Summary of Comments PKC’s Response 2024 – 2034 (RTS). It is a requirement for Councils to perform their functions as they relate to transport consistently with the respective Regional Transport Strategy (RTS). The Tayside and Central Scotland RTS has now been approved by the Cabinet Secretary for Transport and has been adopted at the Tactran Board Meeting on 11 June 2024. In terms of being realistically able to work towards the vision of the RTS, the document recognises, and continually emphasises, that the scale of the challenge means that there is need to focus activity and to prioritise those locations and populations where the most support is required to achieve the adopted outcomes. The ability of sustainable travel to meet the travel demands of development will be informed by distance travelled by mode share (and the average journey times to work); proportion of people who walk, cycle or use public transport regularly; location of services (employment, education, healthcare, retail etc) and the ability to access these services by public transport (i.e. frequency and timing of public transport); the origins of the workforce and the destination of the working age population. In addition, the ability to meet the travel demands of development by sustainable modes will be informed by the barriers that people face to using sustainable travel such as awareness of options and ability to plan multi-modal journeys, cost, physical ability (e.g. disabilities), safety and security. The Tayside and Central Scotland RTS further establishes the need to provide integrated solutions to provide a realistic alternative to the car and encourage the required mode shift. Another principle established within the RTS is the need to recognise the different circumstances and opportunities as with the provision and capacity of transport infrastructure throughout the council’s territory, covering urban and rural areas. The latest version of this transport chapter includes an analysis of travel behaviour, showing mode share figures and accessibility of key services. The next stages of the LDP will give careful consideration to the interrelation between land uses and mobility, including the delivery of 20 Minute Neighbourhood chapters to inform future development.
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55 Respondent Agree or Dispute Summary of Comments PKC’s Response they relate to the rural and urban populations across the region. Tactran asks that Figure 5 (p.18 refers) is amended accordingly to better reflect the four RTS strategic objectives along with the established principles. Further Comments: No further comments made. Formal Dispute: No Kenmore and District Community Council Neither List of Evidence/Datasets and summary of Implications for Proposed Plan (PP):Generic and place-based comments are included in the relevant section of the Evidence Report. Further Comments: No further comments made. Formal Dispute: No No response required PKC Transport Planning Agree List of Evidence/Datasets and summary of Implications for Proposed Plan (PP):The PKC Transport Planning team highlighted linkages between key objectives of the Mobility Strategy (Local Transport Strategy), including the ASI approach (Avoiding / Shifting/ Improving) and key actions such as: Action 173: Explore potential for parking areas outwith town centres across Perth and Kinross, including Park-and-Ride / Park-and-Choose. Action 86: Ensure that land identified as having potential for Park & Ride development is safeguarded within the appropriate Development Plan(s). Action 185: Improve access to park and ride services for non- car owners and car owners. Action 88: Support the provision of new, relocated and enhanced train stations where this will improve access to the rail network and improve integration within the area being served. Noted The LDP team agrees on the need to continue working in close cooperation with Transport Planning.
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56 Respondent Agree or Dispute Summary of Comments PKC’s Response Action 38: Support partners to assess options on last mile freight delivery and the sustainable movement of goods. It is evident that continued collaboration is required between the LDP team and the Transport Planning team to identify development sites that can be accessed by sustainable transport modes. Where design insight and developer contributions can be leveraged, we commit to supporting the LDP process. Further Comments: No further comments made. Formal Dispute: No Homes for Scotland Disagree, but does not wish to register as a formal dispute List of Evidence/Datasets and summary of Implications for Proposed Plan (PP): To assist in delivering the priorities set out in 3.18 of the topic paper the Transport section of the report should acknowledge the publication of the Scottish Governments Local living and 20 minute neighbourhoods: planning guidance. This publication should form part of the evidence gathering alongside a map of local amenities (retail, education, health care etc.) for each settlement detailing the maximum distance to walk or cycle to the amenity. These should be overlaid on plans of the transport network to assist in identifying sustainable locations for new homes. It should also be noted that where there are gaps in the provision of local services, such as retail, it may be possible for large scale residential allocations of circa 500 homes to deliver a new facility. It is suggested that the following additional evidence is considered by the Council: Local living and 20 minute neighbourhoods: planning guidance (2024), Scottish Government Supports the application of NPF4 Policy 15, Local living and 20 minute neighbourhoods Noted The latest version of the transport chapter of the Evidence Report analyses accessibility of facilities and services, and the next stages of the LDP process will ensure transport policies and site assessments are delivered according to the content of NPF4 Policy 15. Additionally, these principles will be discussed in further detail during the development of 20 Minute Neighbourhood policies within LDP3. These will form a separate item, and will inform other activities within the development of the plan.
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57 Respondent Agree or Dispute Summary of Comments PKC’s Response https://www.gov.scot/publications/scottish-government- planning-guidance-local-living-20-minute-neighbourhoods/ Further Comments: No further comments made. Formal Dispute: No Montagu Evans LLP on behalf of Loch Developments Ltd Neither List of Evidence/Datasets and summary of Implications for Proposed Plan (PP): No comments made. Further Comments: Loch Developments Ltd support the aspiration for LDP3 to prioritise location for future development that can be accessed by sustainable modes of transport. The former BCA site in Kinross is located on brownfield land within the settlement of Kinross. The redevelopment of the site would allow for improved active travel links to the site and to Loch Leven Nature Reserve, along with being well located on a main arterial route into Kinross which is well served by public transport. Formal Dispute: No Noted No response required Anonymous Agree List of Evidence/Datasets and summary of Implications for Proposed Plan (PP): No comments made. Further Comments: Feel it is a pity that no reference has been made to the increasing traffic congestion at Broxden. This has resulted in significant volumes of traffic leaving/joining the A9 at the Forteviot junction to avoid this. As a result, increased traffic including HGVs using the B934 & B935 for onward travel to Bridge of Earn & M90. In addition, the junction is used for traffic to travel on B934 & B9112 for Perth & Craigend. The A9 junction is also not suitable, particularly for traffic joining it from the B934. Formal Dispute: No Noted The latest version of this document includes a high level summary of traffic flows, based on permanent counts as managed by the Department for Transport. This includes count points in the approaches to Broxden roundabout, but should not be read as a comprehensive study of traffic performance in the area. While the Development Plan team is cognisant of the issues regarding traffic volumes at Broxden, there
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58 Respondent Agree or Dispute Summary of Comments PKC’s Response are a variety of factors that need to be considered: - That the Evidence Report is not designed to focus on a specific location, but to provide an overall picture of the transport infrastructure that is available, and how it is used - That the next stages of the LDP will include the development of a transport appraisal, and a site assessment phase to understand how development will impact the strategic road network - That Broxden and the wider A9 are part of the trunk network, and improvements to the capacity and traffic management will need to be considered by Transport Scotland The LDP and Transport Planning teams will continue to collaborate, building on more detailed information on the performance of the road network to shape the next stages of the LDP
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59 Respondent Agree or Dispute Summary of Comments PKC’s Response Anonymous Agree List of Evidence/Datasets and summary of Implications for Proposed Plan (PP): No comments made. Further Comments: No reference made to frequent traffic congestion at Broxden. As a result, increasing volumes of traffic including HGVs leaving the A9 at the Forteviot junction for onward travel to Bridge of Earn to use the M90. Also, increased traffic on B934 & B9112 for onward travel to Perth & Craigend. Similar situation in reverse. In addition, junction at Forteviot not suitable for traffic joining A9. Formal Dispute: No Noted See response to previous comment Savills on behalf of Scone Estate Neither List of Evidence/Datasets and summary of Implications for Proposed Plan (PP): All stages of LDP3 preparation, including the final adopted Plan, should recognise the sustainable and active travel benefits, of the Cross Tay Link Road- this is Perth and Kinross' most expensive piece of infrastructure and is a game-changer for Perth and Kinross that has to be harnessed. Connected to this is the potential that large-scale renewables projects to provide private wire electricity to help decarbonise transport for those operating in Perth and Kinross or travelling through. EV charging and HGV charging are fast growing markets and there are commercial opportunities to investigate to help reduce car mileage and lower overall transport emissions. Further Comments: No further comments made. Formal Dispute: No Noted The next stages of the LDP include a transport appraisal that will inform the Proposed Plan. This will assess potential cumulative impact of new development and will help understand development opportunities. While the CTLR and the wider Perth Transport Futures project are expected to enable development, it would be premature to discuss specific options at Evidence Report stage.
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Issue: Infrastructure – Waste Water Treatment and Water Supply Corresponding NPF4 policies: • Policy 18 Infrastructure First • Policy 22 Flood Risk and Water Management Corresponding Perth and Kinross LDP3 Topic Paper: Topic Paper 014: Infrastructure Information required by the Act and NPF4 regarding the topic: The National Planning Framework 4 (NPF4) includes several policy items applicable to water supply and waste water infrastructure. These include: • Policy 18 Infrastructure First sets out that the LDP and Delivery Programme should be based on an integrated infrastructure first approach. This means that infrastructure needs are understood early in the development planning process as part of an evidence- based approach, and that infrastructure considerations are integral to development planning and decision making. The LDP and Delivery Programme are to set out the infrastructure requirements to deliver the spatial strategy, informed by the evidence base. This is to include information on the location, type, delivery timescales and body, and the level of contributions. The LDP and Delivery Programme are to align with relevant national, regional and local infrastructure plans and policies and the Scottish Government’s infrastructure investment hierarchy and sustainable travel and investment hierarchies; and • Policy 22 Flood Risk and Water Management aims to support LDPs that strengthen resilience by promoting avoidance as a first principle, contributing to water resources being used efficiently and sustainably. Policy 22 (d) offers its support to development proposals that can be connected to the public water mains. If this is not feasible, it is expected that the applicant will demonstrate that water for drinking water purposes will be sourced from a source that is sustainable and resilient to scarcity. The Scottish Government’s Infrastructure Investment Hierarchy is promoted in National Planning Framework 4 (NPF4), it prioritises enhancing and maintaining existing assets, then repurposing and co- location of assets, then new-build assets. The Town and Country Planning (Scotland) (Act) 1997, as amended: • section 15(5) requires local authorities to take into account the following matters in their local development plan spatial strategy: (d) “the infrastructure of the district (including communications, transport and drainage systems for the supply of water and energy, and health care and education facilities)”, and (e) “how that infrastructure is used. Perth and Kinross’ LDP3 will employ an evidence-based approach to understand the infrastructure requirements necessary to support future development. These needs will observe strategies and plans drawn at local, regional and national levels.
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Links to Evidence: Planning Advice Note 79: water and drainage Scottish Water, The Development Plan Process: A Guide to Considering Water and Waste Water Services SEPA, Policy and Supporting Guidance on Provision of Waste Water Drainage in Settlements (2006) Scottish Water Waste Water and Water Supply Strategic Asset Capacities (add Core doc ref) Scottish Water Current Investment Programmes Scottish Water Drainage and Water Supply Network Spatial Data (will inform the Proposed Plan, and SEA site assessment) Climate Change Adaptation Plan (Scottish Water) Scottish Water: Our Sustainable Future Draft long term strategy (being consulted on till 23rd of March 2025) Summary of Evidence: The Water Supply and Waste Water System in Scotland Planning Advice Note 79: water and drainage outlines ways for local authorities to plan for development to inform the delivery of water infrastructure. The document includes a brief description of how water supply and wastewater systems are configured. Water Supply Water is taken from lochs, rivers, aquifers and reservoirs and piped to water treatment works. Harmful bacteria, plant material, minerals, natural or synthetic chemicals, and dirt are removed by screening (removal of debris), clarification (removal of mud and silt), filtration (removal of small grit and colour), disinfection (removal of bacteria) and pH correction (reduction of acidity). The treated water is stored in large tanks and service reservoirs. The clean water is then taken by trunk water mains and distributed to properties via local water mains and service pipes. Waste Water Waste water (sewage) from properties passes through the drains into the local waste water sewers and from there into the trunk waste water sewers to be directed to waste water treatment works. In the past the waste water network was used to capture both surface water runoff and foul water in one pipe. Since the 1950s the conventional approach to drainage has been to take the rainfall runoff from buildings, roads and pavements and directly discharge to a watercourse. For all new developments sustainable drainage schemes (SuDS) are now required for surface water systems which provides attenuation and treatment prior to return, by natural dissipation where possible, to the water environment. Having separate systems frees capacity for waste water and reduces emergency overflows. Waste water is transported to treatment works where gross solids and grit are removed and the remaining water is treated. The organic solids which are removed from the water in the form of sludge are utilised in recycling outlets. Once the water is treated to an acceptable standard it can be discharged back to the river or the sea. The water and drainage infrastructure described above can be split into four parts: • Part 1 assets: connections from individual properties to a main or sewer;
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• Part 2 assets: water mains and sewers that connect developments to trunk mains and trunk sewers, and some sustainable drainage systems ( SuDS); • Part 3 assets: local bulk infrastructure, such as trunk mains and trunk sewers, water service reservoirs, waste water pumping stations and some SuDS; and • Part 4 assets: strategic assets such as raw water intakes, raw water impounding reservoirs and aqueducts, water treatment works and waste water treatment works. The great majority of assets under Parts 2, 3 and 4 are owned and maintained by Scottish Water. There are also private systems, the maintenance of which is the responsibility of an owner or group of owners. Most small-scale private systems are septic tanks discharging to land soakaways or surface water, but they can also include systems providing a greater degree of treatment, such as SuDS, proprietary treatment systems or reedbeds. Private schemes can later be adopted by Scottish Water as part of their network, but only if built to an adoptable standard. Under Part 2, Section 16B(3) and Section 15(5)(d)-(e) of the Planning Act 2019, in the preparation of their Evidence Report, planning authorities are required to provide their views on the infrastructure of the plan area, and how that infrastructure is used. The provision of water supply and wastewater management services relies on the roles of three organisations: • Local Authorities: for water supplies not provided by Scottish Water (around a 3% of the Scottish population, more common in remote areas of the country), local authorities are responsible for its regulation in conjunction with the Drinking Water Quality Regulator. Any matters related to the creation or modification of private water supplies are supervised by the environmental health team for the local authority. Under the Water Intended for Human Consumption (Private Supplies) (Scotland) Regulations 2017, Perth and Kinross Council carries out risk assessments for private water supplies every five years, with yearly sampling. Small domestic water supplies are exempt. Local authorities are also in charge of the drainage of local roads and public highways. Drainage of trunk roads falls within the remit of the Scottish Government. • Scottish Water: a public body acting under the direction of Scottish Ministers and the Scottish Parliament, Scottish Water provides and manages the water supply to most of the population in Perth and Kinross. With regards to wastewater, Scottish Water manages the flow from the point that it leaves private property and joins the public sewer. • The Scottish Environment Protection Agency (SEPA) oversees the environmental quality of the water supply systems, reporting to ministers on investments to deliver improvements. In addition to the responsibilities described above, local authorities, Scottish Water and SEPA play an active role in flood prevention, management and warning duties. PAN79 discusses the need for planning departments to establish communication with Scottish Water and SEPA to:
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- Discuss specific issues such as the reduction and mitigation of the environmental impacts of discharges from the waste water network - Understand how Scottish Water and developers are overcoming existing constraints affected consented applications - Inform Scottish Water of the projected/ predicted development, both in location and scale Additionally, the note encourages local authorities to collaborate with developers to review water supply and drainage issues. This is suggested to take place during the annual housing land audit process. SEPA’s policy and supporting guidance on provision of waste water drainage in settlements mentions that SEPA ‘will engage with the land use planning process to ensure that proposed developments do not compromise environmental quality or fragment the public sewerage system’ and ‘will engage with Scottish Water and the planning authorities, on a regular basis, to review development constraints and available environmental capacity’. Scottish Water’s guidance for the Development Plan Process (The Development Plan Process (Scottish Water) outlines opportunities to establish robust communication between policy makers and Scottish Water, promote best practice and enable planning authorities to provide optimal responses to the local environment. While the document was drawn prior to the publication of NPF4 and refers to the plan making process, it insists on the value for local authorities to engage with the Asset Strategy Development Planning team at an early stage. These conversations can minimise barriers and ensure the adequate provision is in place ahead of development. The guidance also expects Scottish Water to be involved in discussions throughout the drafting process for Local Development Plans. There is a preference for development that takes place where water infrastructure is already in place, but investment will be considered to accommodate growth in other locations. Scottish Water’s Our Sustainable Future Together Draft Long Term Strategy acknowledges joint working with Local Authorities on waste water infrastructure, and highlights Perth, as a case study, and example of where they are making significant investment to make the city climate ready, and support major housing and business growth over the next 20 years, phasing work to align with housing building that is planned. This includes a new ‘super sewer’, improvements to Scottish Water’s water supply network to improve capacity and resilience, and changes to existing wastewater treatment works. Water Supply and Waste Water Infrastructure in the Area The provision of water supply and waste water services for Perth and Kinross needs to be understood within a wider context. The network managed by Scottish Water relies on a series of water and waste water treatment works that draw service areas beyond the territory of the Council. Consequently, water services should be considered a cross- boundary matter that requires continuous coordination with Scottish Water, SEPA and neighbouring local authorities. This is particularly relevant in the case of water supply, with treatment works often covering large areas across different local authorities. With regards to the level of capacity available in Perth and Kinross, the local network is served by a total of 13 water treatment works. Following
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Scottish Water calculations, nine of these locations are considered to offer sufficient capacity for the projected levels of development, with the following four outlined for potential future investment: • Kirkmichael • Killicrankie • Lintrathen • Lomond Hills 68 of the 85 waste water treatment works serving the territory of Perth and Kinross are considered for future investment. The growth project for Perth City have already started, and the improvements to Burrelton works are approaching sign off at the time of writing. Three further growth projects are planned for Blairgowrie, Stanley and Meigle, with delivery estimated for 2026, 2027 and 2029, respectively. A table summarising the status of capacity for water and waste water works, and maps showing service areas associated with them, are shown in the Perth and Kinross Water and Waste Water Infrastructure document. Climate Change and Resilience In addition to local growth projects to accommodate development, Scottish Water is investing in strengthening the water and waste water services. The Climate Change Adaptation Plan (Climate Change Adaptation Plan (Scottish Water) identifies the challenges that drought, flooding and weather changes present for the water networks in Scotland. These can impact the availability and quality of water and the performance and reliability of assets. As a response to these risks, Scottish Water has prepared a series of interventions to enhance service resilience. These infrastructure improvements are designed to mitigate the impact of Climate Change, and to ensure existing and future development is served without disruption. Summary of Implications for the Proposed Plan: The Council will use the 20-minute neighbourhood and local living analysis and settlement audit work to assess capacity of the waste water and water networks. This work will support the preparation of the Proposed Plan and will inform the spatial strategy. Within the Settlement Audit work for the Proposed Plan, we will develop a template including factors for officers to consider when assessing each place and its needs to meet the requirements of the Planning Act, Regulations, LDP Guidance and NPF4 policies. Settlement audits will consider if the relevant Scottish water/wastewater asset is near capacity, and if it is in a current investment programme. Information on Scottish Water assets will allow the Council to consider if development should be planned in locations where there is existing or programmed capacity in the water and waste water systems. However, the Proposed Plan spatial strategy will also be fully informed by the Strategic Environmental Assessment work, and the 20-minute neighbourhood and local living analysis and the settlement audit work, to ensure development is focussed on the most sustainable locations. When considering potential allocations for the Proposed Plan, the key agency template for Strategic Environmental Assessment site assessment with some additions will be used at Proposed Plan stage. This requires the Council to consider whether potential allocations could connect to the
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public foul sewer, and the public water mains, and if not if there is a sustainable water source that is resilient to the periods of water scarcity. Scottish Water are funded to provide increased capacity at Part 4 assets, such as water and wastewater treatment works, to meet the growth needs for domestic development, and domestic elements of non-domestic developments. Non-domestic users may be asked for financial contribution for their growth needs. Significant factors in meeting the 5 growth criteria are its allocation in Local Development Plan, and securing planning permission. There may be a timing consideration, and there will be consideration about overall sustainability, and trying to direct to where there is capacity where appropriate, however, sites will not ultimately be constrained by current capacity at the waste water or water asset. Where the developer has clearly demonstrated the 5 growth criteria Scottish Water will provide the quantum to deliver available capacity to enable development. Private water supplies are presumed against in National Planning Framework 4 unless they will be sourced from a sustainable water source that is resilient to periods of water scarcity. This is considered further in the Flood Risk and Water management Issue in Appendix B5. Gaps, Uncertainties or Key Issues Raised: During the LDP preparation process, we will continue to engage with Scottish Water to inform them of likely areas of development. Scottish Water has reiterated their commitment to not restrict development. With due communication and agreement on delivery timeline and phasing, future residential developments can be presumed to receive access to public water and waste water services. For industrial uses, Perth and Kinross Council will engage with Scottish Water directly to identify potential stress points in the available capacity, and the need to deliver suitable infrastructure. Summary of Stakeholder Engagement: The Council produced and consulted on a series of Topic Papers which covered the individual subject matters of NPF4’s national planning policies suite. These papers set out in detail the evidence the Council has gathered to help produce our Evidence Report, and which we hope to use to prepare our LDP3 Proposed Plan. The papers were published on the Council’s Consultation Hub for a 6 week period during July and August 2024. As part of our consultation process for LDP3 Topic Papers we welcomed the views of our key stakeholders (who were contacted specifically via email regarding the consultation exercise) and the public at large, on the sufficiency of the evidence gathered, our interpretation of the implications of that evidence to the Proposed Plan, and on how we intend to use that evidence to develop our LDP3. We also asked respondents to provide links to other sources of available information or data which they felt we had not included, alongside an explanation of why they considered any additional sources of information to be relevant to the preparation of the Local Development Plan. After consulting on the topic paper, there was further discussion, and information sharing with Scottish Water, which resulted in the inclusion of the Scottish Water Waste Water and Water Supply Strategic Asset Capacities information.
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Statements of Agreement/ Dispute 1 response was received from Scottish Water on our Infrastructure Waste Water Treatment and Water Supply Topic Paper. Scottish Water disagreed with the evidence and suggested some alternative wording however they did not raise a formal dispute so it has been highlighted in amber. A summary of this comments, its status, and the Council’s response is provided in the table below.
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Respondent Agree or Dispute Summary of Comments PKC’s Response Scottish Water Disagree List of Evidence/Datasets and Summary of Implications for Proposed Plan (PP): Scottish Water does not disagree with the overall topic paper contents and evidence sources but have one request for changing of text relating to water and wastewater. Text to be changed: Deliverability - Section 7.7 "Scottish Water are required to provide capacity for sites which demonstrate the 5 growth criteria. Significant factors in meeting the 5 growth criteria are its allocation in Local Development Plan, and securing planning permission." REQUEST THIS IS CHANGED TO: "Scottish Water are funded to provide increased capacity at Part 4 assets, such as water and wastewater treatment works, to meet the growth needs for domestic development, and domestic elements of non- domestic developments. Non-domestic users may be asked for financial contribution for their growth needs. Significant factors in meeting the growth criteria..." Further Comments: Scottish Water can provide spatial layers via GIS of our capacities at water and waste water treatment works across Perth and Kinross. This will highlight areas of cross boundary services into Fife, Angus and Cairngorms NP. These layers also highlight the extents of the water and wastewater public networks served by Scottish Water. Infrastructure first is a key concept through NPF4, and Scottish Water supports the consideration early through planning of infrastructure needs regarding water and wastewater. Scottish Water is funded to provide growth for domestic and domestic elements of non-domestic developments and our policy is to provide growth just ahead of need. The requested change has been made to reflect the Scottish Water wording with regard to the funding of part 4 assets. The Council also welcomes the information provided on capacity of water and waste water treatment works which has also been added to this Issue. Further amendments have also been made to reflect within the gaps, uncertainties and key issues raised the future joint working with Scottish Water which will be required when we move forward to preparation of the Proposed Plan.
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This approach represents good value for investment of public monies, and substantially reduces the risk of stranded assets where growth ambitions are not realised. Scottish Water agree that water and wastewater capacities is not considered a show stopper to new development, however, early engagement and open discussions to realistic timescales and phasing of new sites can prevent any delays at site. In addition, it is worth noting that Scottish Water will still require a full Technical Audit submission for water and wastewater connections applying to join the existing public network. Within this area, Scottish Water may request from applicants the need for further network studies to ascertain impact of new flow/demand on the existing infrastructure and customers. These could be standalone drainage and/or water impact assessments, flow and pressure tests or odour impact assessment for development near large sewage assets. Early engagement directly with Scottish Water's Development Services department is always strongly encouraged and can be carried out through our Pre-Development Enquiry application process. Formal Dispute: No