The Parliamentary Under-Secretary of State for Transport (Andrew Jones)
Thank you, Mr Speaker. It is not very often that my middle name gets a mention—good research.
I congratulate the hon. Member for Livingston (Hannah Bardell) on securing this debate on an independent aviation noise body, and on the work that has clearly been going on locally by so many different people and bodies involved in the process. She will have noticed that I am not the Minister with responsibility for aviation—the Minister of State, Department for Transport, the hon. Member for Scarborough and Whitby (Mr Goodwill), is away representing the Government at an international aviation conference—but she has asked to meet him and, on his behalf, I am quite sure I can guarantee to put that in his diary. While he is away representing our country in a noble fashion, I am happy to fill his diary.
The hon. Lady has asked many detailed questions, and the answers to some of them will be clear from my speech this evening. If there are other questions, I will ensure they are picked up from Hansard, and the Department will write to her so that she can have detailed answers.
The Government are acutely aware that noise is a major environmental concern around airports. We also understand that aviation noise is an issue of trust between communities and the aviation industry. As a result, we are considering policies very carefully. We acknowledge that there is growing evidence that exposure to aircraft noise can adversely affect people’s health. We closely monitor research in this field and relevant robust evidence is incorporated into the policy appraisal process. As set out in the aviation policy framework published in 2013, our overall policy is:
“to limit and, where possible, reduce the number of people in the UK significantly affected by aircraft noise.”
The creation of an independent aviation noise body was recommended by the Airports Commission in its report on new airport capacity in the south-east of England. The commission made this recommendation in its interim report and then reaffirmed it in its final report published in July last year. It recommended that the noise body should provide statutory advice to the Secretary of State regarding: proposed changes to noise preferential routes, the proper structure for noise compensation schemes, and that it should work with communities affected by development to create a balance between aviation growth and noise control.
I will make this point regarding balance now and then come back to it later. The Government are committed to ensuring that a proper balance is struck between the development of the aviation industry, the legitimate and valid concerns of the communities that are affected, and the environmental concerns that arise from a growing and strengthening industry. I understand, and the Government recognise, that the levels of trust from communities in industry bodies such as airports and NATS differs considerably across the country. It is important that any proposed noise body focuses on enhancing and bolstering those relationships, but does not introduce any unnecessary bureaucracy. It is clear to me that a noise body, as proposed by the Airports Commission, could indeed help to facilitate the strengthening of relationships between communities and industry. However, a noise body should not attempt to interfere where strong and trusting relationships between communities and industry already exist. It would need to make sure that it struck the right balance between community concerns and the legitimate needs of industry.
As hon. Members will be aware, my right hon. Friend the Secretary of State for Transport made a statement to the House on 14 December last year on airport policy and the Government’s response to the commission’s report. In the statement, he set out the Government’s acceptance of the need for additional runway capacity in the south-east. However, before making a decision on the preferred option at either Heathrow or Gatwick, he made it clear that a package of further work is required. In addition, as I mentioned earlier, we have been considering our policies in the area of noise and airspace more generally. My Department plans to publish a consultation on national airspace and noise policy, which will include the potential role of a noise body. Department for Transport officials have engaged with stakeholders and are working through the details of the functions envisaged for a noise body. It is expected that this will be consulted on by the end of this year. The creation of a noise body is among one of the most important things that needs to be considered. The Government are fully aware of calls from MPs, the public and aviation stakeholders on the establishment of such a noise body. We will consider carefully the arguments put forward before making a final decision.
The use of UK airspace is not a devolved matter and the Civil Aviation Authority is the UK’s aviation independent regulator. However, we will continue to engage fully with the Scottish Government in developing proposals on national noise and airspace matters, and a possible noise body. The use of airspace is a UK matter, but environmental issues, including noise, are devolved matters. Edinburgh airport’s noise plan, required under European Commission legislation that sets how the airport will minimise the impact of noise, is required to be adopted by Scottish Ministers. The hon. Lady’s constituency, Livingston, lies approximately seven miles west of Edinburgh airport and will be impacted mainly by departure noise. As she is well aware and made clear in her speech, the airport, in conjunction with NATS, carried out a departure trial last year at Edinburgh airport. The trial was one of a series that airports, with the support of the CAA, have been undertaking to assess the practicable implications of the use of the primarily satellite-based navigation, known as performance based navigation. PBN has been mandated for use across the EU by 2024 because it offers significant benefits, including reduced emissions and delays compared to conventional ground-based navigation.
The trials were important to understanding the typical level of track-keeping accuracy and how different aircraft types and operators react to the use of new procedures. I understand that the trial involved a new standard instrument departure route to allow the airport to encourage and maintain safe and sustainable growth, while ensuring that punctuality was unaffected. I also understand that it ended early, on 29 October last year, as the hon. Lady detailed, following complaints from the public and local representatives.
The routes used by aircraft and the heights at which they fly are two significant factors that affect noise experienced by people on the ground. The departure trials in 2014 at Heathrow, Gatwick and Edinburgh airports and the public response, indicated by the number of complaints received, showed that very clearly. Trials are important, however, because the information gained from them is vital to gaining the knowledge necessary for future airspace change, as driven by the CAA’s future airspace strategy.
Change is required. The basic structure of UK airspace was developed more than 40 years ago, and since then there has been a dramatic increase in demand for flights. The future airspace strategy is the plan to modernise UK airspace to take account of the European Commission’s single European sky strategy and modern technology with more precision based navigation, as well as the increase in the number of flights. The environmental aims will be savings in fuel, which will cut carbon emissions, and a reduction in noise impacts, with considerations to share the benefits of noise reductions more widely.
Edinburgh airport is now considering the data from the trial, with a view to updating its plans, and I understand that the results of the trial are to be published later this year. Once the airport has revised its plans, we expect it to present the CAA with an airspace change application. The airport, now the fifth-busiest in the UK, proposes to update its airspace to cater for the increasing demand and to enable aircraft operators to benefit from PBN. It is important that all trials be publicised and communicated beforehand and that local politicians and local authorities in the vicinity of the airport be alerted so that the public are aware of them. I reassure the House that any permanent change to airspace in the vicinity of an airport will require public and transparent consultation. That was an important point the hon. Lady made, and I am happy to provide that reassurance.
Put simply, the Government want to see growth in aviation. It is good for the economy, bringing investment and employment to the UK and wider benefits to society and individuals, including around travel for leisure and visiting friends and family. It is imperative, however, that this be balanced against the costs to the local environment that more flights bring, noise being the prime example. It is vital that those affected by the changes can trust the information provided by those wanting the changes and making the decisions. The Airports Commission’s proposal for a new noise body might well help with that.
In concluding, I reiterate to the hon. Lady and the House that the Government will carefully consider the need for setting up an independent aviation noise body and its proposed role and functions. The message that has come across loudly from local campaigners, not just in her constituency but around the country, indicates how important the matter is and how seriously the Government will therefore take it.
Question put and agreed to.