Written questions by Hinchliff.

Regarding aviation decarbonisation, if she will set out the differences in targets, technological approach, and decarbonisation pathways between the JZS and the CBGDP.

This Government is progressing a range of measures to support the decarbonisation of the aviation sector, including supporting sustainable aviation fuels, airspace modernisation and the development of low and zero emission aerospace technologies. The Carbon Budget and Growth Delivery Plan (CBGDP), published in October, sets out the Government’s plan for delivering Carbon Budgets 4 – 6 across the whole economy. The CBGDP complements the 2022 Jet Zero Strategy (JZS), the policy document which sets the approach for the aviation sector to achieve net zero by 2050. We regularly update our aviation modelling and assumptions used in our analysis when new evidence becomes available, including the pathways to reach net zero emissions by 2050. The modelling used in the CBGDP is taken from the latest wider modelling of aviation, including emissions, out to 2050. Further versions of updated modelling will be used to inform future publications, including analysis for Carbon Budget 7.

Regarding aviation decarbonisation, what discussions have been had within the Department about the updating or replacing of the Jet Zero Strategy with other policy documents or approaches.

This Government is progressing a range of measures to support the decarbonisation of the aviation sector, including supporting sustainable aviation fuels, airspace modernisation and the development of low and zero emission aerospace technologies. The Carbon Budget and Growth Delivery Plan (CBGDP), published in October, sets out the Government’s plan for delivering Carbon Budgets 4 – 6 across the whole economy. The CBGDP complements the 2022 Jet Zero Strategy (JZS), the policy document which sets the approach for the aviation sector to achieve net zero by 2050. We regularly update our aviation modelling and assumptions used in our analysis when new evidence becomes available, including the pathways to reach net zero emissions by 2050. The modelling used in the CBGDP is taken from the latest wider modelling of aviation, including emissions, out to 2050. Further versions of updated modelling will be used to inform future publications, including analysis for Carbon Budget 7.

Whether the Jet Zero Strategy (JZS) is still used for policy-making on aviation decarbonisation, or whether it has been replaced or superseded by the Carbon Budget and Growth Delivery Plan (CBGDP).

This Government is progressing a range of measures to support the decarbonisation of the aviation sector, including supporting sustainable aviation fuels, airspace modernisation and the development of low and zero emission aerospace technologies. The Carbon Budget and Growth Delivery Plan (CBGDP), published in October, sets out the Government’s plan for delivering Carbon Budgets 4 – 6 across the whole economy. The CBGDP complements the 2022 Jet Zero Strategy (JZS), the policy document which sets the approach for the aviation sector to achieve net zero by 2050. We regularly update our aviation modelling and assumptions used in our analysis when new evidence becomes available, including the pathways to reach net zero emissions by 2050. The modelling used in the CBGDP is taken from the latest wider modelling of aviation, including emissions, out to 2050. Further versions of updated modelling will be used to inform future publications, including analysis for Carbon Budget 7.

Regarding aviation decarbonisation, whether the Department plans further modelling beyond that contained within the CBGDP for beyond 2037.

This Government is progressing a range of measures to support the decarbonisation of the aviation sector, including supporting sustainable aviation fuels, airspace modernisation and the development of low and zero emission aerospace technologies. The Carbon Budget and Growth Delivery Plan (CBGDP), published in October, sets out the Government’s plan for delivering Carbon Budgets 4 – 6 across the whole economy. The CBGDP complements the 2022 Jet Zero Strategy (JZS), the policy document which sets the approach for the aviation sector to achieve net zero by 2050. We regularly update our aviation modelling and assumptions used in our analysis when new evidence becomes available, including the pathways to reach net zero emissions by 2050. The modelling used in the CBGDP is taken from the latest wider modelling of aviation, including emissions, out to 2050. Further versions of updated modelling will be used to inform future publications, including analysis for Carbon Budget 7.

Regarding aviation decarbonisation, whether the CBGDP represents the latest modelling of how the Government will achieve a Net Zero pathway for the aviation sector, and supersedes the modelling underpinning the JZS.

This Government is progressing a range of measures to support the decarbonisation of the aviation sector, including supporting sustainable aviation fuels, airspace modernisation and the development of low and zero emission aerospace technologies. The Carbon Budget and Growth Delivery Plan (CBGDP), published in October, sets out the Government’s plan for delivering Carbon Budgets 4 – 6 across the whole economy. The CBGDP complements the 2022 Jet Zero Strategy (JZS), the policy document which sets the approach for the aviation sector to achieve net zero by 2050. We regularly update our aviation modelling and assumptions used in our analysis when new evidence becomes available, including the pathways to reach net zero emissions by 2050. The modelling used in the CBGDP is taken from the latest wider modelling of aviation, including emissions, out to 2050. Further versions of updated modelling will be used to inform future publications, including analysis for Carbon Budget 7.

Whether the provisions of the forthcoming Railways Bill will permit cross-subsidisation between publicly owned and delivered rail services.

The Public Service Obligations in Transport Regulations 2023 allow public authorities to take into account the possibility of grouping cost-covering services with non-cost-covering services when determining what rail services should be provided by a public service operator (and what subsidy (if any) that should be provided to that operator). The forthcoming Railways Bill, due to be introduced into Parliament this session, aims to ensure continuity of this principle and will provide further clarity on the approach to subsidy control once Great British Railways is established and is responsible for all previously-franchised passenger services.

What assessment she has made of the potential impact of permitting cross-subsidisation between publicly owned and delivered rail services on the sustainability of rural rail services.

Train operating companies are currently preparing business plans. They will give consideration to rail service patterns, including for rural rail services, with the objective of improving performance of the railway for passengers, reducing the net cost of the railway and retaining access to services for those communities this Government is trying to help most.

Whether she will make an assessment of the potential merits of introducing minimum bus service levels for communities of 300 people or more.

The Government recognises the importance of reliable bus services in keeping communities connected. On 17 December, the government introduced the Bus Services (No. 2) Bill as part of its ambitious plan for bus reform. The aim of the Bill is to give power back to local communities to ensure that bus services reflect the needs of those who rely on these services. We believe that mandating an arbitrary level of service takes power away from communities, and that local leaders are best placed to make decisions about how to improve services. That is why we are providing £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London, including £712 million allocated to local authorities across the country. Hertfordshire County Council has been allocated £12.2 million. Local authorities can use this funding to introduce new bus routes, make services more frequent and protect crucial bus routes for local communities. The Bill also includes a socially necessary local services measure. Under the new measure, local transport authorities will need to identify bus services which they consider socially necessary and put in place requirements that must be followed before they can be substantially changed or cancelled. This includes a review to consider the needs of the local community, as well as taking on board the views of bus passengers who use the service. They will also need to consider any alternative options that are available to preserve vital connectivity.

If she will make an assessment of the potential merits of introducing a minimum standard of bus service for communities of 300 people or more.

The Government recognises the importance of reliable bus services in keeping communities connected. On 17 December, the government introduced the Bus Services (No. 2) Bill as part of its ambitious plan for bus reform. The aim of the Bill is to give power back to local communities to ensure that bus services reflect the needs of those who rely on these services. We believe that mandating an arbitrary level of service takes power away from communities, and that local leaders are best placed to make decisions about how to improve services. That is why we are providing £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London, including £712 million allocated to local authorities across the country. Hertfordshire County Council has been allocated £12.2 million. Local authorities can use this funding to introduce new bus routes, make services more frequent and protect crucial bus routes for local communities. The Bill also includes a socially necessary local services measure. Under the new measure, local transport authorities will need to identify bus services which they consider socially necessary and put in place requirements that must be followed before they can be substantially changed or cancelled. This includes a review to consider the needs of the local community, as well as taking on board the views of bus passengers who use the service. They will also need to consider any alternative options that are available to preserve vital connectivity.

Whether she has issued an expiry notice to Govia Thameslink Railway; and what her planned timetable is for the nationalisation of Govia Thameslink Railway.

The date on which Govia Thameslink Railway’s franchise will end, and its services transfer to public ownership, has not yet been decided. Accordingly, no expiry notice has been issued to Govia Thameslink Railway. The Rail Minister and Secretary of State meet with all the Train Operating Companies and their Network Rail counterparts regularly to discuss performance and staffing amongst other topical issues.

What assessment her Department has made of the potential merits of extending regulations on blue badges to include a provision for people who run (a) taxis and (b) other transport vehicles that are designed to provide facilities for people with disabilities.

The Blue Badge scheme provides a range of parking concessions for people with a long-term disability, who travel either as passengers or drivers, that affects their capacity to access the goods and services they need to use. The regulations governing the Blue Badge scheme define a disabled person's badge as: “a badge issued by a local authority for display on any motor vehicle driven by a disabled person or used for the carriage of a disabled person or of several disabled persons.” The concessions can be used by taxis and any other vehicles with the badge on display, to drop off and collect a Blue Badge holder. The Department has no plans to amend the current eligibility criteria.

Whether her Department has prepared improvement action plans for rail franchises due to be brought back into public ownership.

There will be no immediate changes to the specifications of services at the point of transfer. All operators will continue to go through an annual planning process with the Department to agree plans for changes to service specifications, performance improvements and other deliverables. Once transferred, publicly owned operators will be managed by DfT Operator. DfT Operator works closely with its train companies to drive forward improvements for passengers and rail employees through its reform initiatives and it will ensure that its operators continually find better ways to make rail accessible for all. The Government will not tolerate poor performance and will continue to hold all operators to account, regardless of ownership.

Whether she has made an assessment of the potential merits of disabled access at Baldock station; and whether her Department plans to upgrade access to that station.

This government is committed to improving the accessibility of Britain’s railway and recognise the social and economic benefits this brings to communities.Ministers are carefully considering the best approach to the Access for All programme. We are unable to comment on next steps regarding specific stations, including at Baldock station. Once we can confirm our approach to Access for All programme, we will ensure MPs and stakeholders are informed.

What assessment her Department has made of the potential economic impact of differences in the cost per mile of domestic (a) plane and (b) train travel; and if her Department will make an assessment of the potential merits of taking steps to equalise costs to ensure it is never cheaper to travel by plane than train for domestic purposes.

The UK aviation market operates predominantly in the private sector. Airlines’ business models can at times accommodate more flexible pricing than the railway. The Government sets the percentage that regulated rail fares can be increased each year. Regulated fares make up around 45 per cent of rail fares and include commuter fares, such as season ticket and shorter-distance peak return, alongside longer-distance off-peak returns. The increase in regulated fares for 2025 will be the lowest absolute increase in three years and delivers a fair balance between passengers and taxpayers.