As ever, my hon. Friend is a doughty champion for his constituents. The stacking issue is very important. I raised it in the Chamber on 2 February and, as he will know, the Transport Secretary gave me a clear set of assurances; I will ask a few questions about the detail of that later. As ever, my hon. Friend is absolutely bang on point. For me, the important thing is that those affected know what they can reasonably expect once a third runway is open for business. That will not only provide residents with a reasonable level of expectation, but mean that they know how to hold Heathrow and the Government to account for the assurances that are being offered, particularly on noise and air quality.

When the draft policy statement was published on 2 February, the Transport Secretary reassured me in the Chamber that there would be binding limits on noise and air quality, independent verification of both, a change of policy away from concentrated flightpaths and changes to the current stacking of flights, which my hon. Friend James Berry mentioned. Those high-level assurances were warmly received by my constituents and by the communities as a whole, so I thank the Minister and the Secretary of State for those. My critical task now, as the constituency MP, is to follow up those high-level assurances and nail down what the specifics will mean in practice and what the tangible impact will be for people living in Elmbridge. That is why I secured this debate. Although we might not get all the answers today, I hope that the Minister will consider this to be the start of a fruitful dialogue over the months ahead.

As a condition for expansion, we have the Government’s commitment to enforce new and legally binding noise targets on Heathrow. The Government also propose the creation of an independent body to monitor noise levels. I sought that in previous correspondence with the Ministers, so it is very welcome. It helps to build confidence that those high-level assurances will materialise at a more tangible level.

The independent commission on civil aviation noise—ICCAN—will be set up within the Civil Aviation Authority. That should allow it to become operational quickly and enable it to benefit from the expertise of its parent institution. The creation of the body can help reassure my residents, who have had their trust in the airport rather dented by the 2014 flightpath trials and Heathrow’s inability to monitor accurately the volume or trajectory of local flights. I say that notwithstanding my intense engagement with Heathrow at a very high level and its desire to get this right for the local community. However, I suspect that this has clearly not worked to the satisfaction of Heathrow, and certainly not to that of my constituents, so we need to take that forward.

ICCAN’s credibility will be critical to achieving its objective of holding the airport to account on aircraft noise. I am also reassured that one of its key principles is to help to build up community engagement and understanding. However, it would be useful to get greater clarity and detail on the legally binding noise performance targets. A legally binding noise envelope would be better still, so I urge Transport Ministers to consider that approach, which could allow a reduction in stipulated noise levels over time. What statutory role will ICCAN have in monitoring noise levels, and what penalties will it able to impose on the airport if noise targets are not met? My constituents will expect an effective verification mechanism in which ICCAN is more than just an advisory body and in which it has teeth to ensure compliance.

I must also raise the plans for future flightpaths around the expanded airport. There is a clear opportunity to shift away from the rather arbitrary and unfair current policy of concentrated flightpaths and towards a policy of dispersal over a wider geographical area. I have looked at this issue, thought about it and talked to my community about it, and I always come back to the conclusion that it is wrong for a small but significant minority of residents to bear so disproportionately the brunt of flights overhead. The case for a more equitable dispersal is overwhelming.

The Government are committed to lowering the overall noise impact, so we should see a reduction of it in Elmbridge. In fact, the Airports Commission concluded that by 2030 fewer people would be affected by noise than at present, because the greater flexibility that additional airport capacity will permit in aircraft operations should allow better management of overall noise impacts. I ask the Minister when he will commit to a policy of dispersal and what that will mean for Elmbridge residents in practical terms.

When I raised noise levels with the Transport Secretary in the Chamber on 2 February, he indicated that the forthcoming changes to the stacking arrangements south-west of London for Heathrow would improve the experience for my local residents. That was a hugely welcome and important positive assurance to take back to my constituents. I would be grateful if the Minister gave us further details on what those changes will be—or, at least, when we will know what they will be—and how they will reduce noise levels for my constituents.

I would like to move beyond noise levels to the important issue of air quality. I am assured by the Civil Aviation Authority that an increase in flights would have no direct impact on air quality in Elmbridge. That is welcome news, but how will that assurance be achieved? What limits on air quality will be put in place to deliver it and how will they be independently verified?

There are also concerns about the indirect effects of the expansion and the third runway on air quality. In particular, the increase in road traffic caused by a growth in the number of passengers travelling to and from the airport risks a negative impact on local air pollution. I note that Heathrow has committed to ensuring that there is no increase in road usage related to the airport and the expansion, and to expanding public transport to mitigate the extra road use. That will be important for reducing the airport’s carbon footprint and ensuring that our existing road network is not put under undue strain from an even greater volume of traffic, as I mentioned earlier.

However, it is vital that there is proper independent verification of that rather high-level and, if I may say so, abstract commitment. Unless the Government have a better means of achieving that—I am open-minded about the means—I suggest, as one possibility, that the Environment Agency be mandated and resourced to monitor the full environmental impact of the expanded airport, including from the additional volume of traffic in surrounding areas such as mine.