Written questions by Chadwick.

What assessment she has made of the potential impact of the planned £4.9 billion in efficiencies and savings in 2030–31 on devolved governments’ budgets.

As a result of decisions at Budget 2025, the Welsh Government will receive an additional £320 million RDEL and £185m CDEL through the operation of the Barnett formula on top of the record settlement provided at Spending Review 2025. This means that the Welsh Government’s settlement continues to grow in real terms between 2024-25 and 2028-29.The Welsh Government are free to allocate Barnett consequentials as they see fit across their devolved prioritiesWhere policy changes will take effect in years beyond the existing Spending Review 2025 period, the Barnett formula will apply when departmental budgets change at the next Spending Review.

To publish a breakdown of the spending decisions in England that generated the £508 million of Barnett consequentials for Wales at the 2025 Autumn Budget.

As a result of decisions at Budget 2025, the Welsh Government will receive an additional £320 million RDEL and £185m CDEL through the operation of the Barnett formula on top of the record settlement provided at Spending Review 2025. This means that the Welsh Government’s settlement continues to grow in real terms between 2024-25 and 2028-29.The Welsh Government are free to allocate Barnett consequentials as they see fit across their devolved prioritiesWhere policy changes will take effect in years beyond the existing Spending Review 2025 period, the Barnett formula will apply when departmental budgets change at the next Spending Review.

What is her department's current estimated cost of completing the Northern Powerhouse rail project.

We are fully committed to delivering Northern Powerhouse Rail and know the importance of getting this right. We want to learn the lessons from HS2 and so are taking the time to consider the details, which will include costs. We will set out our ambitions in the near future.

Whether Northern Powerhouse Rail remains designated as an 'England and Wales' project.

The Northern Powerhouse Rail project is classified as an England and Wales project. This approach applies to investment in heavy rail by the Department for Transport, including HS2 and East-West Rail, and is consistent with the funding arrangements for all other policy areas reserved in Wales as set out in the Statement of Funding Policy.

If he will take steps to ensure that there is a single, simple and comprehensive scheme providing up-front support with the running costs of medical devices provided by the NHS.

Within NHS England, financial support is already provided for certain specialist National Health Services to offset increased energy costs faced by patients using medical equipment at home. This includes patients using home haemodialysis or home oxygen concentration. In line with the commitments in the 10-Year Health Plan, the Department of Health and Social Care is working with the Department for Energy Security and Net Zero to help ensure more health vulnerable households also receive assistance with costs associated with their care.The Department for Energy Security and Net Zero is leading the development of an ambitious new Warm Homes plan and Fuel Poverty Strategy to help make homes warmer, more comfortable, and more energy efficient. The Department of Health and Social Care is working hard to ensure that expanding support for patients who use NHS-provided electrical medical devices in their own home is included in the Fuel Poverty Strategy.

If he will make it his policy to guarantee working-age people with a terminal illness a State Pension-level of income.

We have no such policy. Supporting people nearing the end of their life is important to the Government. The main way the Department does this is through the Special Rules for End of Life (SREL) which enable people who are nearing the end of their lives to get faster, easier access to Personal Independence Payment, Employment and Support Allowance, Universal Credit and Attendance Allowance. The Department is committed to ensure that eligible claimants at the end of life have their claims processed as quickly as possible. Latest figures show that in Great Britain, new claims to PIP under the Special Rules are being cleared in 3 working days on average.

Innovation and Technology, if she will take steps to ensure that rural communities are not disadvantaged by the PIA pricing model moving forward.

As the independent regulator for telecommunications, Ofcom is responsible for making regulatory decisions in the fixed telecoms sector, including on the Physical Infrastructure Access (PIA) product.In July, we published our draft Statement of Strategic Priorities for telecommunications, the management of radio spectrum, and postal services that sets out the Government’s view on infrastructure sharing in the fixed telecoms sector, including asking Ofcom to demonstrate greater transparency in how they calculate and set PIA prices.My officials regularly engage with Ofcom to ensure we have the right regulatory environment in place to promote competition and investment in fibre roll-out across the UK, including in rural areas.

If she will make an estimate of the number of people in Wales that would be moved into higher rates of tax as a result of freezing of tax thresholds by 2030.

The previous Government made the decision to maintain income tax thresholds at their current levels from April 2021 until April 2028. The number of people forecast to pay tax by marginal rate can be found in Table 3.19 in the OBR’s November 2025 Economic and fiscal outlook – detailed forecast tables: receipts, linked below: https://obr.uk/download/november-2025-economic-and-fiscal-outlook-detailed-forecast-tables-receipts/?tmstv=1764165511

If he will introduce a social tariff for energy to help lift people at the end of life out of fuel poverty.

We recognise that for many households energy bills remain too high. That's why on 19 June we announced that we are expanding the Warm Home Discount to around an additional 2.7 million households. This means that from this winter, around 6 million low-income households will receive the £150 support to help with their energy bill costs.

Innovation and Technology, whether his Department is still considering reforms to PIA.

As the independent regulator for telecommunications, Ofcom is responsible for making regulatory decisions in the fixed telecoms sector, including on the Physical Infrastructure Access (PIA) product.In July, we published our draft Statement of Strategic Priorities for telecommunications, the management of radio spectrum, and postal services that sets out the Government’s view on infrastructure sharing in the fixed telecoms sector, including asking Ofcom to demonstrate greater transparency in how they calculate and set PIA prices.My officials regularly engage with Ofcom to ensure we have the right regulatory environment in place to promote competition and investment in fibre roll-out across the UK, including in rural areas.

Innovation and Technology, whether Ofcom still plans to consult on PIA pricing reform.

As the independent regulator for telecommunications, Ofcom is responsible for making regulatory decisions in the fixed telecoms sector, including on the Physical Infrastructure Access (PIA) product.Ofcom is finalising its Telecoms Access Review that will set PIA rental charges from 1 April 2026. It is for them to decide whether they need to consult further following their March 2025 consultation on their proposed TAR decisions.

What assessment she has made of the potential impact of the difference between regulated commuter fares and unregulated intercity fares on passengers; and whether she plans to review that distinction.

In general, commuter fares such as season tickets and shorter-distance peak returns are regulated, alongside intercity off-peak returns. These are the fares that DfT currently controls, as part of an overly complex system that was designed 30 years ago and which currently does not make sense. We are already taking important steps to address some of these challenges. Through the LNER trial on some of the long-distance network, we are moving away from the inefficient and unacceptable situation where some “peak” trains run nearly empty whilst some “off-peak” trains are crowded. We aim to make more flexible products available to passengers, and making it easier to choose cheaper, less busy trains, putting passenger choice first and tackling overcrowding. LNER regularly report on the trial to demonstrate they are meeting their commitment to ensure more affordable tickets are available to passengers.

Whether her Department has made an assessment of the potential impact of dynamic pricing on intercity rail routes on fare predictability and passenger affordability; and if she will consider introducing statutory limits on such pricing.

We are taking important steps to reform long distance fares, as demonstrated through the LNER trial on some of their long-distance network. This includes moving away from the inefficient and unacceptable situation where some “peak” trains run nearly empty whilst some “off-peak” trains are crowded. At the heart of this trial is making more flexible products available to passengers, and making it easier to choose cheaper, less busy trains, putting passenger choice first and tackling overcrowding LNER regularly report on the trial to demonstrate they are meeting their commitment to ensure more affordable tickets are available to passengers.

Whether her Department plans to extend fare regulation to intercity tickets, including peak-time and last-minute fares.

In general, commuter fares such as season tickets and shorter-distance peak returns are regulated, alongside intercity off-peak returns. Those are the fares that DfT currently controls, as part of an overly complex system that was designed 30 years ago. As we set up GBR, we’re untangling this complex system of fares and ticketing, and bringing it into the 21st century. We know, for example, that the way in which people travel, including the types of routes on which they commute, has changed over time. We are already taking important steps to address some of these challenges. This includes reforming long distance fares, as demonstrated through the LNER trial on some of their long-distance network, to move away from the inefficient and unacceptable situation where some “peak” trains run nearly empty whilst some “off-peak” trains are crowded. At the heart of this is making more flexible products available to passengers, and making it easier to choose cheaper, less busy trains, putting passenger choice first and tackling overcrowding. LNER regularly report on the trial to demonstrate they are meeting their commitment to ensure a greater number of affordable tickets are available to passengers.

Whether she has made an assessment of the potential impact of unregulated peak-time fares on intercity rail services on modal shift and environmental goals.

Over the past 30 years, privatisation has complicated fares leading to pricing cliff edges and to the inefficient and unacceptable situation where some ‘peak’ trains run nearly empty while some ‘off-peak’ trains are overcrowded. This is why we are overhauling it and are already making positive progress. We are supporting London North Eastern Railway (LNER) with trialling a new fares structure which introduces more flexible products for passengers, making it easier to choose cheaper, less busy trains, putting passenger choice first and tackling overcrowding. LNER regularly report on the trial to demonstrate it is meeting its commitment to ensure more affordable tickets are available to passengers.

If she will make an assessment of the potential merits of introducing a regulatory cap on intercity rail fares equivalent to that applied to regulated commuter fares.

In general, commuter fares such as season tickets and shorter-distance peak returns are regulated, alongside intercity off-peak returns. Those are the fares that DfT currently controls, as part of an overly complex system that was designed 30 years ago. As we set up GBR, we’re untangling this complex system of fares and ticketing, and bringing it into the 21st century. We know, for example, that the way in which people travel, including the types of routes on which they commute, has changed over time. We are already taking important steps to address some of these challenges. This includes reforming long distance fares, as demonstrated through the LNER trial on some of their long-distance network, to move away from the inefficient and unacceptable situation where some “peak” trains run nearly empty whilst some “off-peak” trains are crowded. At the heart of this is making more flexible products available to passengers, and making it easier to choose cheaper, less busy trains, putting passenger choice first and tackling overcrowding. LNER regularly report on the trial to demonstrate they are meeting their commitment to ensure a greater number of affordable tickets are available to passengers.

What steps she is taking to ensure that intercity rail fares remain affordable for passengers in the context of unregulated peak-time pricing on long-distance services.

We are taking important steps to reform long distance fares, as demonstrated through the LNER trial on some of their long-distance network. This includes moving away from the inefficient and unacceptable situation where some “peak” trains run nearly empty whilst some “off-peak” trains are crowded. At the heart of this trial is making more flexible products available to passengers, and making it easier to choose cheaper, less busy trains, putting passenger choice first and tackling overcrowding LNER regularly report on the trial to demonstrate they are meeting their commitment to ensure more affordable tickets are available to passengers.

What proportion of intercity fares are in the unregulated category; and what the average percentage increase was in those fares over the last five years.

The ORR publish annual statistics measuring the change in prices charged by train operating companies to rail passengers, normally introduced in March of each year. According to ORR data regulated fares make up around 30 per cent of rail expenditure. On intercity routes this includes season tickets, where they are offered, and off-peak returns. Where there are no return fares, the off-peak single fare is regulated. Between 2019/20 and 2024/25, nominal regional unregulated standard fares have risen by 24 per cent with regional unregulated first-class fares rising by 26 per cent. Over the same period nominal regional regulated standard fares have risen by 21 per cent. Over the same period, nominal Long Distance unregulated standard fares have risen by 24 per cent with long distance unregulated first-class fares rising by 33 per cent. Over the same period nominal Long Distance regulated standard fares have risen by 24 per cent.

When will the Health & Safety Executive publish next steps and its formal response to the consultation it conducted on proposals for changing GB CLP and GB BPR; and whether it plans to publish draft legislative proposals to enact some of the proposals using powers under the Retained EU Law Act.

The Health and Safety Executive’s (HSE’s) response to the Chemicals Legislative Reform Proposals consultation, which took place from 23 June 2025 to 18 August 2025, is expected to be published in early 2026 subject to Ministerial approval. The consultation set out HSE’s proposals to reform three pieces of chemicals legislation: Great Britain Biocidal Products Regulation (GB BPR); Great Britain Classification, Labelling and Packaging (GB CLP); and Great Britain Prior Informed Consent for the export and import of hazardous chemicals (GB PIC). The approach to chemicals reforms and policy will be set out in full in the consultation response alongside how HSE plans to legislate to implement any changes. This will include consideration of using the powers in the Retained EU Law (Revocation and Reform) Act 2023.

Whether she has made an assessment of lessons learned from previous short-term capital schemes, including Levelling Up Fund projects, when designing the Local Growth Fund.

As announced at the Spending Review, from 2026-27 the UK government will provide targeted, long-term local growth funding to support regional growth across the UK, completing the transition from the UK Shared Prosperity Fund (UKSPF). For the next three years, this funding will be at the same overall level in cash terms as under UKSPF in the current year in Wales.My Department has been provided with the financial breakdown for the new Local Growth Fund, including the capital and revenue split. I have regular discussions with both UK and Welsh Government ministerial colleagues on how this funding will benefit communities the length and breadth of Wales.Over the course of the Spending Review period, the Local Growth Fund will invest in a range of projects that drive growth through both capital and revenue funding – from infrastructure to supporting businesses and helping people find jobs and acquire new skills.The Welsh Government is developing an Investment Plan for the Local Growth Fund in Wales, and there is currently a live consultation to inform priorities. Insights from the consultation exercise alongside learning from evaluations of previous programmes will help ensure that the Local Growth Fund delivers long-term, sustainable benefits for communities and complements other major programmes such as Pride in Place, City and Regional Growth Deals, Freeports and Investment Zones.This new fund reinforces the strong collaborative relationship between the UK Government and Welsh Government. It will help create jobs and grow productivity, bringing benefit to every part of Wales. I am fully committed to ensuring that the transition to the new Local Growth Fund is as smooth as possible with sufficient flexibilities for local authorities to manage the change in capital and revenue funding. To this end, I have written a joint letter with Rebecca Evans MS, Welsh Government Cabinet Secretary for Economy and Planning to local authority leaders in Wales reassuring them that both governments are open to exploring opportunities for additional flexibilities within the parameters of the budget settlement and our shared responsibilities for managing public money. This will help local authorities manage the change while continuing to support local businesses and workers.