I propose to take Questions Nos. 635, 636, 638 and 639 together.
With regard to the sequencing of the east-west runways, the long-term development plan for Dublin Airport, as envisaged in the late 1960s, included the construction of two such runways, one to the north of the terminal and a second to the south of this area as and when traffic growth required it. In 1980, a committee comprising representatives of Aer Rianta, Aer Lingus and the Department of Transport was tasked with recommending a plan for runways at Dublin Airport to meet its long-term needs. The committee recommended the construction of the south runway first, on the basis of better visibility of eastern approaches of the runways, reduced taxiing distances to and from the central terminal area and the facility to handle general aviation on the existing runway 12/30. I understand that considerable weight was also attached to the views of the planning officials in the then local planning authority, Dublin County Council, in favour of the construction of the south runway first. The runway was subsequently opened for traffic in June 1989.
In the context of preparing the Air Navigation and Transport (Amendment) Bill 1997, consideration was given to providing Aer Rianta with the power to make orders declaring particular areas of land in the vicinity of airports to be protected areas, where unrestricted use of such lands could interfere with the safety of aircraft. The power to make such orders rested with the Minister under section 14 of the Air Navigation and Transport Act 1950. In the course of consultations on the drafting of the Bill, however, it was decided that the status quo operated satisfactorily and the ministerial power under the 1950 Act to make protected area orders was retained and remains in force.
I understand from Aer Rianta that its consultation brochure of October 2002 was produced as part of the public information process associated with the preparation of an environmental impact statement to accompany a future runway planning application to the local planning authority. The other documents referred to by the Deputy were produced for different purposes. Regarding the portrayal of the length and respective end points of the proposed second parallel runway, I am not aware of any significant differences between Aer Rianta's consultation brochure and the final ERM report, which was formally submitted to the Minister for the Environment, Heritage and Local Government and me last September. The Llewelyn-Davis report, which I understand was an interim report, was commissioned by Fingal County Council and it is a matter for that authority to satisfy itself as to an acceptable level of accuracy of technical data given the main purpose of the report.
The issue which the Deputy has raised relating to a planning proposal at Cloghran, County Dublin, falls within the remit of Aer Rianta and the planning authorities.
