Aircraft Noise

Lord Haselhurst Excerpts

Wednesday 20th April 2016 Westminster Hall

[Tom Tugendhat]

My right hon. Friend is absolutely right. The improvement in the quality of aircraft is noticeable, but that is not enough on its own. The change from a rural idyll to an aerial motorway in a few moments can be particularly stark, and never more so than at night. Perhaps the Minister would like to explain why night flights are banned from some airports but not from others, such as Gatwick.

This debate is not just about enjoying lazy summer afternoons in the garden of England, although that is a treasured blessing, and I intend to do as much of it as I can, parliamentary duties permitting; it is about the health of our nation. That does not tell the whole story. Noise, as measured today, does not take into account the full impact. The Civil Aviation Authority’s aircraft noise contour model—a model with which you are no doubt incredibly familiar, Mr Howarth—measures only average noise for the 10 noisiest seconds. This is perhaps not always recognised, but it is a secret that I am willing to share with the House: aircraft move. That means that the average is significantly below the peak level, which is counted only 2.5 km from the rolling point of the aircraft. Many people in Kent, particularly in my communities and in the communities of my right hon. Friend the Member for Tunbridge Wells, are badly affected and are simply not counted. That is not sensible. When a road is planned or a railway is considered, all those affected have a voice. It seems that communities are only ignored when it comes to overhead infrastructure.

The lack of guidance has allowed the Civil Aviation Authority and National Air Traffic Services to narrow the flightpaths, as they have done in the past few years over Gatwick, and increase the intensity of aircraft movements for those beneath. Some would say that they were using modern technology to demonstrate that they could increase capacity and perhaps even expand their operations; far be it from me to predict such things.

This is an area where we could and indeed should change things. That is why I ask for clarity from the Government on what reducing the numbers who are “significantly affected” means. Does it mean sharing the burden so that many are affected but not significantly, or does it mean placing the burden on the narrowest shoulders so that the fewest people are affected, but those who are affected will be severely impacted and their lives transformed? That guidance should be given to our planners. It would be given if they were planners on the ground, and it should be given to planners in the air.

[Sir Alan Haselhurst (Saffron Walden) (Con)]

I congratulate my hon. Friend on raising this important matter. All of us who have close interest in inland airports know the huge difficulties that exist; we are only in the mitigation game and it is very important that these matters are illuminated. However, is not the tragedy relating to the point he just made about planning that we forwent the opportunity in the mid-1970s to proceed with an estuarial airport, which would have brought great relief? It is where airports are put that creates the problems with which he is grappling.

[Tom Tugendhat]

I thank my right hon. Friend very much for his intervention. As a Member of this House, I have become used to taking responsibility for many things that are not directly my fault, but I hope he will forgive me for not taking responsibility for decisions taken in this House before I was born. I recognise that the need for long-term planning is one of the issues that, sadly, we have often got wrong in this country, and it is one reason why we now find ourselves causing damage to certain communities and asking certain small communities to bear the burden of economic expansion and its benefits for the whole nation. I thank my right hon. Friend very much for making that point.

Given that we are asking regulators to look around our communities, it would be good if the Civil Aviation Authority not only took account of areas that are 10 nautical miles away from airports but, as I have said, those that are 18 nautical miles away. Mr Chairman, you may ask, “Why double, or almost double, that distance?” It is because that is the point at which most airports begin to take control of aircraft, at the limit of the radar manoeuvring area, as it is known. That would mean the CAA and NATS would be regulated not only to make

“the most efficient use of airspace”

by maximising flights and fuel efficiency but to control noise and to recognise the impact on communities on the ground.

No agency is responsible for long-term reduction in noise, and I hope the Government now recognise the need to task the CAA and NATS to take on that role, because although aircraft have become quieter and airports are beginning to behave themselves a little, it seems to me that this is an opportunity for the Government to step in and take the lead.