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Civil Aviation Bill

My hon. Friend is right: if we are to have stringent noise control, we have to define ““stringent””. However, the definition will be different at different airports. Some airports are closer to areas of residential use than others. Such matters need to be tailored according to local circumstances, and that is where the master-plans will come in, because they will have to take account of local needs. The Bill provides, therefore, explicit statutory powers for airports to make noise control schemes. These powers essentially replicate for non-designated airports the powers of direction over aircraft operators that the Secretary of State will, if this Bill is passed, exercise in respect of Heathrow, Gatwick and Stansted. The Bill defines the maximum area within which the airport’s powers to control aircraft noise apply, although there is provision for the Secretary of State to alter this in individual cases by consultation. For example, the standard definition is designed to encompass noise preferential routeing for aircraft taking off that goes significantly beyond the boundaries of the airport itself. The Bill also puts on a statutory footing the ability of airports to impose penalties on aircraft operators that have not complied with the terms of a noise control scheme. We are already aware of one major airport, for example, which is awaiting statutory powers before imposing discretionary financial penalties for aircraft deviating from preferred noise routes. The power for airports to impose penalties is balanced, however, with a requirement that noise control schemes should provide for an opportunity for aircraft operators to make representations to the airport operator regarding the imposition of penalties.