Vol. 538 No. 4
28 Mr. Higgins (Mayo) asked the Minister for Public Enterprise if she is satisfied that the answer to parliamentary Question No. 43 of 13 February 2001 was accurate in relation to the role of the Irish Aviation Authority and red zones at airports; and if she will make a statement on the matter. [18110/01]
The response to the Dáil Question on 13 February had two basic objectives. First, it conveyed the information received from Aer Rianta in response to the question itself, that is, Aer Rianta does not have car parks located in the red zones at Dublin airport. Secondly, it was to convey the distinction between aviation safety per se and the concept of public safety in the vicinity of airports and to inform the House of the work in hands between this Department and other agencies to develop public safety zones around our airports.
The red zones at the airports were developed in the 1960s to indicate to the local authorities the areas in which development should be restricted in the interests of aviation safety specifically and public safety generally. The red zones have traditionally had two basic functions, namely, the aviation safety function of avoiding developments which because of their height may interfere with the safe take-off and landing of aircraft, but also avoiding developments which because of their location would add to public safety risks, the risk to people on the ground.
On the establishment of the Irish Aviation Authority in 1994, responsibility for the implementation of aviation safety standards was transferred to that authority. When consulted about proposed developments in the red zones, the IAA advises the planning authorities of any conflict with international aviation safety requirements and draws its attention to the increased public safety risks in those areas.
The work in hand to develop public safety zones around our airports, when completed, will clarify that the primary agency in relation to aviation safety assessments will continue to be the Irish Aviation Authority whereas the primary agency in assessing public safety risks will thereafter be the relevant planning authority. In any event, the planning authorities in accordance with their own statutory obligations and ultimately An Bord Pleanála will continue to decide whether specific development proposals in the vicinity of airports receive planning permission.
(Mayo): Why is the Minister of State rather than the Minister taking the question?
The Minister of State is taking it because the Irish Aviation Authority comes under his area of responsibility.
(Mayo): Is the Minister of State aware that the reply given to me on 13 February stated: “The red zones are delineated by the Irish Aviation Authority on the basis of standards set by the International Civil Aviation Organisation, ICAO”? I have a letter from the Irish Aviation Authority, dated 15 March, which states that the red zones—
The Deputy may not quote.
(Mayo): —were not delineated by the Irish Aviation Authority but by the Department of Transport in 1960. The red zones at Dublin Airport were delineated not by the Irish Aviation Authority – it did not have hand, act or part in it – but by the Department of Transport.
It was probably—
(Mayo): Will the Minister of State correct the record and state that the Irish Aviation Authority was not involved in the delineation of those zones? I have a letter to this effect. It did not have hand, act or part in their delineation. They were delineated by the Minister of State's Department, albeit in 1960. Is that the position?
If we are talking about 1960, the Irish Aviation Authority was not in existence. It was established in 1994. I am not surprised at the confusion voiced by the Deputy because there has been increasing confusion and concern about the role of the red zones. To endeavour to deal with that concern and confusion, this Department, in conjunction with the Department of the Environment and Local Government, has commissioned ERM consultants to make recommendations for public safety zones in the vicinity of Dublin Airport. The recommendations of the consultants will specifically deal with the risk to people on the ground. When this work is completed the Minister for the Environment and Local Government will issue planning guidelines for the local authorities who will then be responsible for considering the public safety aspects of planning applications in the vicinity of airports. I understand that ERM will shortly begin seeking public comments on its conclusions in draft form.
(Mayo): Will the Minister of State acknowledge that wrong information was given? Aer Rianta sold to the Minister and the Department yet another pup in this case because the red zones at Dublin Airport were delineated not by the Irish Aviation Authority, but by the officials in the Minister of State's Department, albeit in 1960? His Department carried out the work at Dublin Airport. I welcome the consultancy process which is being undertaken. On 6 February an information session was held at the Skylon Hotel, Dublin. How many people participated at that information session? What is happening in relation to the dissemination of the views expressed by the various bodies—
Perhaps the Deputy will allow the Minister of State to reply?
(Mayo): I am getting only 15 seconds whereas the Minister of State is getting two, three and four minutes. What happened on 6 February?
The Deputy's first supplementary was as long as the Minister of State's reply.
I am sorry about the Deputy's time. Given that the Irish Aviation Authority was established in 1994 it could not have done anything prior to 1994. With regard to the information session at the Skylon Hotel, that is extraneous to the question. Nevertheless, I will endeavour to get the information requested and ensure he receives it.
