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Civil Aviation Bill

moved Amendment No. 4:"Page 2, line 29, at end insert—" ““(   )   The Secretary of State shall review the maximum noise limits on aircraft taking off from designated airports and shall take account of the target of reducing the perceived external noise of new aircraft by 50 per cent by 2020 compared to 2000, and shall report to Parliament in such manner as he thinks fit at regular intervals.”” The noble Baroness said: My Lords, this amendment is designed to give statutory force to the voluntary targets set by the United Kingdom aviation industry published in its commendable sustainable aviation policy. It would ensure that the aviation industry was held to its self-professed targets. If it is not held to them, the sustainable policy will be perceived as nothing more than a public relations stunt. The amendment is also designed to ensure that those companies that have pledged to take these important steps to achieving a substantial reduction of external aircraft noise are not disadvantaged by competition from those foreign-owned airline operators that have not made such commitments. When we tabled these amendments in Grand Committee, the burden of the Minister’s reply was that the character of air travel meant that the Government’s hands were effectively tied by international laws and conventions. Until recently, all civil aviation operating in the EU had to meet Chapter 3 standards, which were agreed as far back as 1977. From this year all new aircraft must comply with Chapter 4 standards, representing a reduction of 10 decibels on Chapter 3 aircraft. Crucially, however, there is no agreed date for phasing out Chapter 3 aircraft. The benefits that can be enjoyed with the introduction of newer, significantly quieter technologies are therefore being lost because of a lack of legislative compulsion to phase out the ageing fleet. Since aircraft are replaced on average every 20 to 35 years, we risk squandering the benefits new technology can offer to those communities adversely affected by aircraft noise because of our reluctance to insist that aircraft are subject to truly progressive targets. It is important to note that in Europe the aircraft are replaced on average only every eight years, allowing greater uptake of improved technology. That is a big difference. The timescales provided by the International Civil Aviation Organisation do not reflect the current advance of technology. To have nearly 30 years between the start of Chapter 3 and the introduction of its successor is, frankly, ridiculous. It suggests that international standards for aircraft noise follow technological developments rather than drive them, a situation reflected in the fact that the new chapter targets are already outstripped by current improvements in aircraft technology, which are already achieving a reduction in external noise of 20 decibels. In fact, Rolls-Royce reports that modern aircraft can achieve a reduction of 18 to 24 decibels below the Chapter 3 standard. Chapter 4 requires only a 10-decibel reduction. These technological improvements demonstrate that there is a capacity to reduce noise further. Targets should be driving the industry forward, not chasing to catch it up. Imagine what the aviation industry could achieve with real legislative compulsion. The introduction of long-term target-setting will complement what the Government are trying to achieve by sanctioning the use of noise- and emissions-related landing charges, and will drive forward technological advance in the industry. The sustainable aviation document produced by the UK aviation industry demonstrates a willingness to take on such technology, and the Government need to hold it to those standards. To date, the industry has focused on the reduction of engine noise. That is sufficiently low that attacking noise from the airframe, which may be more challenging to reduce, is becoming as important. Current technology suggests that that target is achievable, but there is agreement that it will not be possible without radical changes to aircraft design. Further improvements in technology will therefore be harder to achieve, and will require a much stronger lead. Without putting words into his mouth, I realise the Minister will be reluctant to accept this amendment, but I urge him to recognise its purpose. The ICAO is unlikely to introduce standards that are not already achievable, yet, without the imposition of searching targets at some level, we will not provide sufficient drive for the type of technological innovation the industry requires. I beg to move.