My Lords, in moving Amendment 1, I shall speak also to Amendments 4, 7 and 9.
Aviation and the environment have been raised throughout the Bill’s proceedings both here and in another place, and rightly so. It is impossible to separate these important matters. Noble Lords who were present at the relevant Committee sitting may recall that I had some sympathy with several of the amendments regarding environmental matters and undertook to give detailed consideration to the points raised with a view to returning to them. That is why I am pleased to move these amendments today which, if accepted, will introduce an environmental supplementary duty to the CAA’s airport economic regulation functions in Chapter 1 of the Bill.
I am also aware that noble Lords opposite have tabled some amendments that look to address environmental issues. These include two amendments that seek to amend the amendments that I am going to speak to right now. I would like to take the opportunity to respond to those once I have heard noble Lords’ arguments rather than pre-empt them.
I now turn to the government amendments. Amendment 1 would add to the list of matters to which the CAA must have regard when performing its duties in Clause 1(1) and 1(2). However, I wish to make it clear that this supplementary duty does not override the CAA’s primary duty at Clauses 1(1) and 1(2). The primary duty for the CAA to carry out its functions in Chapter 1 in a manner that it considers will further the interests of passengers and cargo owners in the provision of airport operation services is central to the reforms set out in this Bill, and the Government have always wished to preserve this. It was also the policy intent of the previous Administration. This means that the CAA should carry out its functions in a manner that furthers those interests. In doing so,
it must have regard to the desirability of licence holders being able to take steps to mitigate relevant adverse environmental effects.
Amendment 4 sets out a non-exhaustive list of environmental effects as referred to in Amendment 1, including, among other listed matters, substances, noise, vibration, emissions and the effects of works carried out at the airport. Amendment 7 would add an equivalent environmental supplementary duty to the list of matters to which the Secretary of State must have regard when discharging functions under Chapter 1 and under some provisions in Chapter 3. Amendment 9 ensures that the same non-exhaustive definition of “environmental effects” is applied under the Secretary of State’s duties as for under the CAA’s duties.
The intention of these amendments is to provide clarity that in exercising its functions under Chapter 1 of the Bill, in accordance with its Clause 1 duties, the CAA must have regard to the desirability of a regulated airport operator being able to take reasonable measures to reduce, control or mitigate adverse environmental effects that are generated by the activity of the airport and aircraft using the airport to which the licence relates. They also provide clarity that the reasonable costs of environmental measures taken by licence holders may continue to be taken into account in the regulatory settlement where the measures are in the interests of passengers and owners of cargo in the provision of airport operation services.
We have always been clear that airport operators, whether or not they are subject to economic regulation, should be able to invest in the appropriate environmental measures. For example, if a non-regulated airport undertook investment in environmental measures that benefit passengers, the CAA will be able to look to this and approve the reasonable similar investment in the regulatory settlement at a regulated airport.
The Government do not believe that the absence of an environmental supplementary duty would prevent the CAA from approving environmental investment where this is in the passengers’ and cargo owners’ interests. However, following detailed consideration of the matter, I believe that there is benefit in making this clear in the Bill. Certainly, the Bill should not be seen as placing a restriction on investment in environmental measures at licensed airports where these benefit passengers and freight owners in the provision of airport operation services.
I can also assure your Lordships that time has been taken to ensure that the drafting does not have the capacity to create distorting effects by putting greater obligations on regulated airports relative to non-regulated airports. For example, a regulated airport should not be required to spend on environmental measures where a competitive airport would not do so, because this could create market distortions by placing greater burdens on regulated airports than non-regulated airports.
I remind your Lordships that this environmental supplementary duty is not the only environmental provision within the Bill. Clause 84 provides that the CAA must publish or arrange for the publication of such environmental information as the CAA considers appropriate. Nor is the Bill the only vehicle through
which the environmental effects of aviation are considered and addressed. The draft aviation policy framework, which the Government intend to finalise by March 2013, lays out the objective of ensuring that the aviation sector makes a significant and cost-effective contribution towards reducing global emissions. It describes the strategy for tackling aviation’s climate change impacts at an international, EU and national level.
Following extensive debate on environmental matters throughout the progress of the Bill, I hope that these amendments offer your Lordships the comfort desired. The Government take environmental matters seriously and wish to ensure that investment by airport operators at regulated airports to reduce, control or mitigate environmental effects where to do so is in the interests of passengers and cargo owners may continue to be included in the regulatory settlement.
I look forward to hearing the arguments put forward by noble Lords opposite regarding their own amendments. I beg to move.
3.45 pm
Amendment 2 (to Amendment 1)