PARLIAMENTARY DEBATE
Rail Connections to London: Rural Towns - 23 March 2026 (Commons/Commons Chamber)

I am delighted to lead this debate to enable the House to discuss the need for rail connections between London and rural towns.

As the Minister well knows, I represent the beautiful constituency of Shrewsbury, the county town of Shropshire and home to some 70,000 residents. We already have the nation’s favourite market, winning the national award no fewer than three times, but this weekend we were once again named one of Britain’s best places to live, according to The Sunday Times in its annual guide. Judges praised our “period-drama backdrop”, our fabulous range of eateries and our cool suburbs. The Sunday Times went on to say:

“The award-winning indoor market is surely one of the most inspiring places to shop in the whole country… the town centre has enough quirky delis, bakeries, bars and cafés to keep you in top-notch flat whites…and espresso martinis every day of the week. Culture comes courtesy of the cinema in the Old Market Hall and the boldly brutalist Theatre Severn”.

It added that Shrewsbury

“even has its own cool suburbs in Belle Vue, where volunteers run an annual arts festival”.

That is before we mention the 600 listed buildings, the Tudor castle and the riverboat cruises along the loop of the River Severn.

Shrewsbury certainly does sound like a wonderful place to visit. I am working hard on the visitor economy for Amber Valley, and an integrated transport system and good transport links are a vital part of that. There was a daily railway service running from London to Alfreton in my constituency until 2021, when it was unfortunately discontinued. Does my hon. Friend agree that it is important for us to encourage people to come out of the big smoke and into our rural areas to see what we have to offer in, for instance, her constituency and mine, and that it is important that they have the transport links to facilitate their visits?

My hon. Friend has made a powerful point about the need to visit these beautiful spots around the country.

A loop of the River Severn encircles our medieval town with a beating modern heart on the border with Wales. However, before all Members in the Chamber rush to book their weekend break to Shrewsbury, I must tell them that there is a slight problem: how can anyone get there from here? Shropshire is the only county in the UK without a direct train service to London.

The hon. Member is making an excellent speech, and I empathise with her, because communities in Biggin Hill in my constituency are also completely without a railway station. Although the distance to Biggin Hill is 12 miles as the crow flies, it takes an absolute age to get there. Does she agree that such communities need to be served by efficient bus services, which are just as important?

The hon. Gentleman makes a powerful point. Public transport must combine both trains and buses to make sure that all communities are well served.

As I was saying, Shropshire is the only county in the UK without a direct train to London. We can change at Birmingham, Stafford or Crewe, but that doubles our chances of a delay or a cancellation, creates extra barriers for those with mobility issues, and reduces work productivity for commuters. Not having a direct service is such a missed opportunity, because our town is the economic powerhouse of the region.

I thank the hon. Lady for making that point about the inter-regional connectivity between our market towns. We need to get to London, but also to travel to each other. In Shropshire, we have three hospitals dotted throughout the county. Because of the lack of buses between those hospitals, we are reliant on trains. She makes a valuable point.

I was saying that Shrewsbury is the economic powerhouse of the region. Indeed, a recent report on our visitor economy shows that Shropshire’s tourism sector is worth a staggering £1 billion to the economy, supporting nearly 10,000 jobs across the county. Transport for Wales recognises Shropshire as a net contributor to the Welsh network, because we offer such fantastic employment, training and leisure opportunities to travellers. The Shropshire chamber of commerce’s quarterly business survey consistently reports the need for additional rail services, and states how much economic growth this would unlock, because additional contracts would be secured, increasing employment. Students no longer have the option of studying at a university in Shrewsbury, so travelling to London or stations along the way is hugely important for skills growth.

To fill the gap in services, Alstom UK has a bid for an open-access operation on the proposed Wrexham, Shropshire and midlands railway. It is offering up to four trains daily, based on its economic modelling of the latent demand at Shrewsbury. The railway would provide a total of six underserved rural towns with new connections to London.

Nuneaton serves as a valuable interchange for services to the economic centres of Coventry, Birmingham and Leicester, as well as for connections to Peterborough, Cambridge and Stansted airport. Strengthening those regional links is estimated to be worth about £500 million across the region. Does my hon. Friend agree that routes such as the WSMR will deliver greater growth across our region, because by making more connections—not just to London, but to those centres—we will enhance the travel and services that we can offer?

My hon. Friend makes a powerful point. Connections between towns give rise to employment opportunities and create connectivity, which adds to our local economy, as well as having wider benefits.

The WSMR bid will not take profit from other operators, because they choose not to serve our town. Instead, open access could save Government funds by adding value and thousands of passengers to the existing mainline routes. Some 2.3 million passengers already use the Georgian station at Shrewsbury to access the gateway between the midlands and Wales. Adding a direct train service to London is projected to generate £9 million in gross value added every year for the regional economy. That would surely magnify Government investment in housing growth and employment.

On the latent demand, it is so encouraging to see that, in just the last month, a petition from passengers in favour of the service has accrued over 6,200 signatures. Our local transport partners, Transport for Wales and Network Rail, have both committed resources to a fresh masterplan for Shrewsbury station that can explore the investment needed to unlock our infrastructure and generate additional capacity.

To conclude, could the Minister outline how the Department for Transport seeks to work with other rail partners to maximise investment in underserved towns such as mine, and what economic assessment has been made of the cost-benefit and the social and economic benefit of a direct train from Shrewsbury to London in the near future?

My hon. Friend, who is making a fine speech, is a passionate champion for her constituency. Does she agree that there are many new opportunities for rural communities in a post-covid world because they are really attractive places to live and work, and that the Government have a huge opportunity to harness their potential for economic growth but that we need better rail connectivity to help achieve that?

My hon. Friend makes a really important point, because most modelling shows that passenger numbers have not just recovered post covid, but have grown significantly. To achieve modal shift, we need to lean into that latent demand and make sure we provide opportunities for people to travel by train.

I would also like to ask the Minister: how can we unlock the economic potential that comes from increased rail connectivity for high-growth county towns such as Shrewsbury? As part of the 48% that are not yet in a combined mayoral authority, what strategic framework is available to support rural towns such as mine with direct transport investment? To wrap up, when will the Minister book his train trip to Shrewsbury to see for himself what a beauty spot we have to offer, and to find out just how much easier the journey would be with a direct service?

I will keep this short, as I am conscious of time. I am grateful to the hon. Member for Shrewsbury (Julia Buckley) for allowing me to speak in her Adjournment debate on rail connectivity between London and what she refers to as rural towns. My constituency is not exactly rural—we are on the edge of the west midlands—but the rail line she talked about runs right through Aldridge-Brownhills, hence I am speaking in this debate. I was very fortunate to travel on a recent charter service that took in the whole of the line—a number of Members were able to travel on that train—but I had to hop on in Walsall. I will come shortly to the reason for that, because the service passed right through Aldridge in my constituency.

The proposed Wrexham, Shropshire and midlands railway line—the WSMR line, as we refer to it—should and could be a huge opportunity for communities such as mine in Aldridge-Brownhills. Finally reconnecting us to the rail network, it would unlock jobs, growth, investment, access to education and social links, some 60-odd years after the last passenger services left Aldridge. Sadly, however, we in Aldridge have no railway station at all, and we are at risk of missing such opportunity because of the Labour mayor.

We saw new stations open at Willenhall and Darlaston just last week—projects delivered thanks to the leadership and funding of the former mayor, Andy Street—but Aldridge, by contrast, is very much in the sidings at the moment, because the Labour mayor has stripped away the funding for our station. The project had been promised to my constituents and funding had been set aside by the previous mayor, Andy Street. I want to be clear about what that means: if WSMR goes ahead—and Members should be in no doubt that I sincerely hope it does so—we could soon see trains running from Wrexham to London, which would be great, and they would be going straight through Aldridge, but they would not be able to stop, all because of the decision not to build the railway station. The reality we face is passenger trains running through our village and our communities, but my constituents being left standing on the trackside watching them pass by, which would be a complete failure of priorities.

I cannot let this opportunity go without saying to the Minister that an open-access bid from WSMR is a great idea—this evening, we can show our support for it—so please will he back this line and the connectivity that our region needs? However, I challenge the decisions that risk leaving communities such as mine behind, because Aldridge does not need or want passenger services that simply run through the constituency; it needs a station where the train can actually stop.

I wish to place on record my sincere thanks to my hon. Friend the Member for Shrewsbury (Julia Buckley) for her work in championing the Wrexham, Shropshire and midlands railway proposal, a new service that will link north Wales, Shropshire and the midlands, and on to London.

For many families in Wolverhampton and Willenhall, north Wales plays a very special part in our stories. We have all enjoyed day trips and summer holidays with the warmth of our Welsh neighbours. Stronger rail links will bring not just better transport connections, but social and economic connections and more choices for families.

Just as importantly, the service will strengthen local journeys, linking Walsall and Wolverhampton through the long-awaited new stations that opened last week at Willenhall and Darlaston. WSMR will support economic investment, regeneration and growth. It will improve access to jobs, apprenticeships and education, and better connect local businesses to wider markets, from north Wales all the way through to our capital.

I thank my hon. Friend for giving way when she is making such an excellent and passionate speech. I hope the WSMR bid will succeed, as it would benefit my constituents in Powys and in Wrexham. Does she agree with me that the proposal would be improved by an extra stop at one of the two Glyndŵr stations, Chirk or Ruabon, as Wrexham’s second-busiest of five stations?

Yes, I have had the pleasure of visiting my hon. Friend’s beautiful constituency, and I am sure that cross-connections will be incredibly important to his constituents. He is a champion for that.

The proposal will make the current capacity work better and maximise the investment that has already been made. I urge the Minister to back this proposal. It has cross-party support to deliver the connections that my constituents are ready to use and from which they will certainly benefit.

I am grateful to the hon. Member for Shrewsbury (Julia Buckley) for securing the debate and for enabling me to speak in it.

I would like to welcome once again the news announced at the spending review last June that funding has been allocated to reinstate the railway station at Cullompton. I was pleased to hear that reaffirmed recently in the Railways Public Bill Committee by the Under-Secretary of State for Transport, the hon. Member for Selby (Keir Mather), who is in his place ready to wind up this debate.

Cullompton and Wellington are the two largest settlements on the line between Exeter and Taunton, so it is right that those towns should be afforded the means to enable the people who live there to walk or cycle to stations, giving them access to London via Paddington. A station at Cullompton will be key to its economic growth, enabling connections for work and education. I am glad the Government recognised that case.

Today, I want to bring to the Minister’s attention the needs of the people of east Devon on the west of England line, which connects Honiton, Feniton and Axminster. Across south-west railways, 82% of trains arrived at their destinations within three minutes of their advertised time, but on the west of England line it was just 61%. Instead of the usual “leaves on the line” explanation, last autumn the culprit was “soil moisture deficit”.

Robert Glen is a professor at Imperial College London who commutes from Honiton. He compares his experience of the west of England line with his experience in Hokkaido in Japan, where he sometimes works. Like Honiton, Hokkaido is also not very populated and far from the capital, but there he travels at 190 mph. We are not asking for the Devon Shinkansen—bullet train—even at HS2 speeds; we just want a route that connects Devon to London Waterloo at the same standard enjoyed by the rest of the country.

I wonder whether the hon. Gentleman would spare a thought for those even further south-west—nearly 1 million people in Plymouth and Cornwall struggle when there is a storm that affects their one line in and out of Cornwall. Would the Minister consider Great British Railways, when it is set up, having recourse to look at transport strategies for local authorities in places like Cornwall, which have such good transport plans, to make that a thing of the past?

The hon. Lady makes an excellent point. I recognise wholly the vulnerability of the line at Dawlish, which my hon. Friend the Member for Newton Abbot (Martin Wrigley) has also been campaigning on. I am sure that together, Devon and Cornwall MPs can keep up the fight.

To conclude, reliable rail links are essential in keeping Devon connected and competitive with a convenient and clean form of transport that is fit for passengers.

I thank my hon. Friend the Member for Shrewsbury (Julia Buckley) for securing this incredibly important debate. I will never miss an opportunity to talk about how isolated my community is in terms of public transport.

The ability to get to London by train would be transformational for North West Leicestershire, but as my two main towns of Coalville and Ashby-de-la-Zouch, based in a semirural constituency, have not had passenger rail since the Beeching cuts closed the Ivanhoe line, getting a train anywhere would be a massive step forward. I would welcome the Minister setting out what assessment the Department for Transport has made of the economic benefits of connecting rural towns like mine to the rail network and on to London.

In my constituency, four rural stations are served by just one train that comes every two hours. I have been fighting to get a train every hour for those stations and their communities. That train goes to Doncaster, which is a great gateway to London. Does my hon. Friend agree that while it is great having that hub in Doncaster, if we cannot get people to it, we cannot get them out to the rest of the country? We need to think about that in all our procedures and processes going forward.

My hon. Friend is absolutely right. It is really problematic if nobody is able to get to these hubs.

Towns across Derbyshire Dales such as Bakewell lack any connection to the rail network, leaving the 13 million people who travel to the Peak district mainly reliant on cars. Reinstating the peaks and dales line would be more environmentally friendly, help young people to get to work and education, and make it easier for millions of tourists to travel to the national park by creating a direct link to Manchester, Derby and then onward to London. Given those major benefits, will my hon. Friend join me in urging the Minister to look closely at the forthcoming feasibility study on the reinstatement of the peaks and dales line?

I thank my hon. Friend for his intervention. I think the Minister will be incredibly busy after this debate. The tourism connection my hon. Friend identifies is so important. My constituency is home to the heart of the national forest—I think it is an absolute travesty that people have to travel by car to get there. That is something we have to look at.

Coalville is the largest town in the country not connected to the rail network. For someone in Coalville wanting to catch a train to London using public transport, the most suitable route is via Leicester. The longest part of their journey would be from their home in Coalville to the station in Leicester—it is quicker to get from Leicester to London. It takes three hours to get from Ashby-de-la-Zouch to London by public transport; more than half of that time would be spent getting from Ashby to Loughborough to catch the train.

Since the Ivanhoe line closed in the ’60s, it is fair to say that my constituents have been left at a clear disadvantage by the ridiculous and inefficient journeys they now have to make.

My constituency contains the longest stretch of rail without a station anywhere in the country. In fact, there are only eight stations in Somerset. Langport and Somerton fall right in the middle of that isolated area, despite the Paddington to Taunton line running straight through the towns. A new station could boost access to London and drive economic growth. Does the hon. Member agree that there is a huge opportunity to drive growth in rural areas by boosting access to the railway in underserved rural communities?

I absolutely agree. Economic growth and getting people to where they need to go are the most important parts of this debate.

My hon. Friend will be aware that I used to own a retail shop in the town of Ashby-de-la-Zouch in her constituency. Quite often, constituents of mine in Atherstone ask if they can have a direct bus service to get to Ashby-de-la-Zouch. Will she join me in campaigning for that direct bus service, which would enable her constituents to catch the train at Atherstone station, where they could get to London in an hour and 20 minutes?

I thank my hon. Friend, whose constituency almost neighbours mine, for her intervention. I absolutely agree; buses and trains make up the bulk of my constituency casework, as people are struggling to get to where they need to go. I would happily campaign alongside my hon. Friend on that issue.

My hon. Friend is being really generous in taking interventions. Every time I have seen an opportunity to make my point, someone else has jumped in. I thank her for giving me the opportunity to talk about Roydon in my constituency, which does have a train line. One of my concerns with Roydon is that the train is often cancelled at peak times, sometimes at short notice. That means that people have to wait around on platforms for long periods of time, which is particularly concerning if they are on their own—a young lady waiting alone, for example. I recognise the points that have been made about the importance of having a connected system and about some of the big towns that need a station. Does she agree that we need a reliable train network where cancellations do not happen, particularly at short notice?

I have every sympathy with the point that my hon. Friend is making. My train has been cancelled for six decades, which shows the impact in my constituency.

There is a real issue with connectivity. I would welcome the Minister setting out what assessment has been made of the economic benefits of previous lines in the restoring your railway project since the updates to the Green Book, particularly in the light of the recently opened Northumberland line service, which has smashed its projections on putting more passengers on to the network by 40%.

I am sorry for intervening on my hon. Friend, but as my constituency neighbour, I am sure she will understand why I do so. Many of her constituents use East Midlands Parkway station in my constituency to get down to London, and we are fortunate to have that direct line, but it is not electrified, which means that it is not the quickest line and it creates pollution. The procurement of the next phase of the midland main line electrification was delayed by the 2024 general election and then the spending review, despite it being worth £400 million in socioeconomic benefits. Will she support me and other colleagues here this evening—I know that another Member will be raising this point later—in urging that that decision be looked at?

Electrification of that line is long overdue, and it is something that I worked on as a county councillor before I came to this place. It really will be important to the east midlands.

My constituents tell me that if they are getting into their car to drive to the nearest station, they may as well just keep driving, and that is what happens. It is therefore unsurprising that roughly 80% of east midlands commuters drive and that the average number of rail journeys per resident is just seven per year, which is half the rate of the west midlands and a third of that of the east of England. I would welcome the Minister’s views not only on the economic impacts of connecting rural towns to London but on the added advantage of connecting rural towns to each other, which was a point made by my hon. Friend the Member for Shrewsbury.

At my Ivanhoe line debate in Westminster Hall at the start of the year, the Minister told me to keep holding the Department’s feet to the fire, and I will continue to do that.

I will make a very brief intervention, as I want to make sure that the Minister has ample time to respond to the many points that have been raised. I must congratulate the hon. Member for Shrewsbury (Julia Buckley) on securing this debate, and I thank her for telling us about her wonderful constituency. It is indeed a very attractive constituency, but I am afraid it is second best to mine in west Cornwall and the Isles of Scilly—we will no doubt have further debates about that. Nevertheless, I did not stand purely to make that competitive point.

It is to an extent justified for west Cornwall and the Isles of Scilly to be engaged in all rail debates as the very first steam locomotive ran in Cornwall and the first steam rail service ran as a goods service from Angarrack to Hayle in west Cornwall, so we were there at the beginning of the story of rail and of rail services across the country. I am proud of the heritage that Cornwall has contributed to the United Kingdom in that respect.

My constituency is at the end of the Paddington to Penzance line, and the primary point that I wish to get across to the Minister is that we should not be mesmerised by speed. The whole High Speed 2 debate has been about cutting a certain amount of time off rail journeys to certain destinations. However, in the case of services from Penzance to Paddington and back, journeys generally take five or five and a half hours, and we have a sleeper service that takes eight hours. The issue in our part of the country is not speed, but reliability, comfort and competitive pricing.

Yesterday I, alongside many constituents, was trapped on the main line—the one line we have between Cornwall and London—as a fire on the line caused havoc for businesses and constituents. I pay tribute to the emergency services, who responded so well to that incident. However, I want to highlight how a journey that should take a couple of hours became much longer—people were trapped, faced disruption and had to take taxis—which is a real indicator of how vulnerable we are in Cornwall. We need resilience built into that line. I look forward to hearing more about that in the debate.

I am enormously grateful to the hon. Member for making that point about vulnerability. At a number of points where the line is singled out—not just at Dawlish—a fire can have catastrophic consequences for the thousands of people seeking to travel on that day. One of my members of staff attempted to travel from Bristol down to the Lizard yesterday afternoon, and instead of that journey taking three hours it took over 11 hours. So often we hear those stories, especially about travelling to the far west of Cornwall—the further west we go, the more affected we are by those vulnerabilities.

My message to the Minister is that if we are to invest in the future of rail, what we really want is reliability, comfort, low pricing and space for people’s luggage. I know that the business community in Plymouth has previously lobbied to say, “If only we could take half an hour off the journey, it would change the economic perception of the city,” but taking half an hour off a five-hour journey means nothing to people in the far west of Cornwall. We also want reliability on the services so that the toilets do not constantly break down and people do not have to sit in the vestibule.

Of course, superfast satellite wi-fi has been tested on our part of the line. Although we have slow trains, we have the opportunity for fast wi-fi to be rolled out, so that while people will be sat on their trains for five and a half hours, they can at least work or watch a film.

Indeed, I was going to come to that point. Busy Members of Parliament, or other people engaged in busy lives, sat on that train do not want those five hours to be dead time in the working day. Reliable wi-fi services can allow people to continue their working days with online meetings and communication as they travel. However, at present, on the vast majority of services the wi-fi is often interrupted and is very unreliable. In contrast to the many billions of pounds required to achieve the HS2 standards set by successive Governments for north-south connectivity, in many parts of the country it would cost significantly less—many millions of pounds—to achieve the kind of comfort, resilience, reliability, superfast wi-fi and competitive pricing that I have described to the Minister this evening.

I thank my hon. Friend the Member for Shrewsbury (Julia Buckley) for securing this important debate. She has spoken passionately, as she always does, about the benefits of a new route to link towns and cities from Wrexham through the west midlands to London. The proposed route would make a real difference to my constituents, particularly those living in Coleshill and the surrounding villages, who currently do not have a direct link to London. For them, that lack of connectivity represents not just an inconvenience, but a barrier to opportunity.

For too long, parts of the west midlands have been left disconnected from each other because of poor planning and under-investment. We are rightly encouraging more sustainable travel and balanced regional development, and the importance of strong local rail connections cannot be overstated. Constituents in Coleshill and the surrounding villages, such as Curdworth, Lea Marston, Nether Whitacre and Shustoke, deserve rail routes that take them directly to London and to other west midlands towns and cities, opening up opportunities for work and leisure, particularly in the motor manufacturing supply chain across the Black Country.

We have already seen the benefits of improved rail connectivity for constituents in Atherstone, who can now travel directly to London from the town’s station every hour, although it would be good to have a later service back home, so that we could enjoy the theatre and still get back. It has removed the need to drive to neighbouring stations such as Nuneaton or endure long indirect journeys with multiple changes and cold waits in platform shelters. It has made travel simpler, quicker and more accessible. I intend to work with constituents to ensure that everyone can benefit from that route by improving bus routes from Polesworth and villages in the north of the constituency.

My constituents who use Coleshill Parkway deserve the same quality of rail service—a direct, reliable connection to London. They should be able to travel easily to nearby towns and cities across the west midlands, such as Walsall and Telford, as well as Shrewsbury, without the need to travel into Birmingham only to come back out again. That kind of inefficiency discourages rail use and, as other Members have said, once people are in their cars, they will stay in them to make relatively local journeys.

Absolutely. I have disabled constituents and disabled friends who want to use the railway, but sometimes just getting on to the platform is too difficult unless they have pre-booked assistance, and sometimes that assistance is not there when they need it, so I absolutely agree with the hon. Member.

At a time when town centres across the country face unprecedented challenges, strong transport links are more important than ever. For people looking to move into the west midlands, this route will make Coleshill an attractive prospect for anyone who needs to regularly commute to London. It will also provide opportunities for away football fans from Wrexham, which is in the same league as Coventry City, who are also hoping to be promoted—perhaps, unlike Coventry, it will not be an automatic promotion.

Coleshill’s businesses stand to benefit enormously from improved rail connectivity as well. A direct link to London would support growth, attract investment and encourage tourism to this lovely historic town.

Connections to market towns in my constituency are vital for our tourism and hospitality industry. We have a great branch line service, but patrons of the much-lauded Gunton Arms and Suffield Arms will know that Gunton station quite often suffers from having trains only every two hours. Does the hon. Member agree that the frequency of train services is just as important to supporting our rural hospitality and leisure industries?

I absolutely agree with the hon. Gentleman. I have used that very service myself on many trips to Cromer and Sheringham. I used the service from West Runton either to get into Cromer or to go all the way to Norwich, and also the other way to Sheringham, so I absolutely know what he means. I think I might have had to get a taxi from the Gunton Arms one night because of the lack of trains back from the station there.

This Government have already done so much for rail users, including freezing rail fares for commuters, lowering the cost of getting to work and nationalising West Midlands Trains so that we can put passengers above profit. I hope that this proposal is considered carefully. I wish my hon. Friend the Member for Shrewsbury all the best with the campaign, and I will continue to support her and my constituents to get the rail routes they deserve.

I am pleased that my hon. Friend the Member for Shrewsbury (Julia Buckley) has secured this debate about connections between London and rural towns by rail because many of the issues on which she touched apply to my own constituency in Derbyshire.

This morning I was at Broomfield Hall college, an agricultural college with a fantastic equestrian centre, to launch the findings of my survey of young people. Over 500 young people in Derbyshire contributed to the survey. It has given me some rich insights into issues that I must take forward in this place on their behalf. One of the issues that came through in that survey was a lack of good transport links for rural and semi-rural towns in Derbyshire. When I come to London every week, it never ceases to amaze me how extensive, resilient and cheap the transport is and how late it runs. That is not the experience of many people around this country, and we must address that so that opportunity is in the hands of people wherever they live and whatever their background, not concentrated in London and the south-east.

I know how serious this Government are about the railways. Great British Railways is a significant intervention, and we are pleased that it will be hosted in Derby, because although there is some contention about this, I contend that Derby is the home of the railways. We have the largest rail manufacturing cluster in Europe, and George Stephenson’s final resting place is in Derbyshire too. Despite its railway pedigree, there is no electrified line through Derbyshire—it stops in Leicestershire, and then that section of the Midland main line, all the way through Derbyshire up to Sheffield, remains unelectrified.

The benefits of introducing electrification are significant. We can reduce air pollution and journey times, and improve reliability. Studies indicate that there is potential to add £500 million to the regional economy by pursuing electrification. It is a project that has been kicked into the long grass too many times. I know that money is tight, and we do not have a golden inheritance as a Government, but I urge the Minister to consider the benefits of Midland main line electrification, because we could actually improve the connections to some of our smaller and more rural stations. There are three in my constituency: Belper, Duffield and Spondon.

I just need to reinforce the point that my hon. Friend makes, because the east midlands already receives the lowest level of transport spending per head of any UK region or nation—just 56% of the UK average. Although I do not want to undermine the campaign of my hon. Friend the Member for Shrewsbury (Julia Buckley), which is extremely important and which I support, would my hon. Friend agree that the east midlands in particular has to be looked at, because places such as his constituency and mine have not had the money they deserve?

My hon. Friend makes an important point. I am glad that the Government have begun to address this shortfall. The investment of £2 billion into the East Midlands combined authority under Mayor Claire Ward specifically to be used for transport will go some way towards addressing that, but there is a lot more to do because the east midlands has historically been left behind.

The merits of electrification of the east midlands railway will benefit our rural and semi-rural towns. Belper is a town of nearly 25,000 people. It is in the heart of the east midlands and has the region’s only UNESCO world heritage site: the Derwent Valley mills. I very much hope that it will be England’s, or the UK’s, next town of culture —it makes a good case for that. But to help people get to Belper when it is the town of culture, as I am sure it will be, we need to ensure that the rail connections are there. At the moment, there is only one train in each direction on the Midland main line that stops. People have to go to Derby or change, or they drive to Derby and get on the express train from there. I plead with the Minister to please take forward the benefits of Midland main line electrification, because it would benefit rural and semi-rural stations too.

It is a pleasure to respond to this debate. I congratulate my hon. Friend the Member for Shrewsbury (Julia Buckley) on securing it and for speaking so ardently about the critical importance of rail connections in rural areas. She also set out a strong case for the historic yet modern and classic yet avant-garde town of Shrewsbury, and all that it has to offer people across the United Kingdom.

It would be remiss of me not to reflect on the fact that a debate that began with Shrewsbury grew into a fascinating tour of the rail challenges and opportunities in rural towns the length and breadth of our beautiful country.

My rural constituency is lucky enough to be only 21 miles from London, but the train from Dorking travels at 21 mph, which, according to my arithmetic, means that it takes one hour to get there. Some 1,900 people have signed a petition calling for a faster train, and the director of South Western Railway is interested. Will the Minister meet me to discuss faster trains to Dorking?

I am very glad that the hon. Member managed to sneak in before the end of the debate. I cannot fault his maths on the challenge that he describes. I will ensure that his request for a meeting is passed on to the Rail Minister, who, I am sure, will be very glad to meet him.

Colleagues must forgive me, because although I have reflected closely on their points during the debate, and shall feed them into Department for Transport processes on improving rail connectivity between rural towns and London, the substance of my remarks will focus on rail connections to Shrewsbury. My hon. Friend the Member for Shrewsbury worked so hard to secure the debate and deserves a full response to the issues that she raised.

Members from across the House, including my hon. Friends the Members for Wolverhampton North East (Sureena Brackenridge), for Truro and Falmouth (Jayne Kirkham), for North West Leicestershire (Amanda Hack) and for Doncaster East and the Isle of Axholme (Lee Pitcher), and the right hon. Member for Aldridge-Brownhills (Wendy Morton)—I could go on, Madam Deputy Speaker, but you will be pleased to know that I will not—made the crucial point that good rail connections are vital for connecting people to job, service and leisure destinations. They are catalysts for economic growth. People deserve access, irrespective of where they live, to all the benefits that the railway has to offer. That is why it is so important that we deliver on our promise to bring the railway back into public ownership under Great British Railways.

GBR will bring 14 separate train-operating companies and Network Rail into a single organisation that will be able to plan a fully integrated train service on which passengers can rely. GBR will be better able to offer the fast and frequent connections to, from and between major economic centres. When people need to change trains—for example, when they change from a rural connection to an inter-city service—GBR will be far better able to make connections dependable, as they are for passengers on the world’s best-performing railways. Of course, in a system that needs to cater for many needs, and to connect many towns and cities across the country, while improving performance and reducing costs for taxpayers, some compromise is necessary. Although it may not be possible in every instance to provide direct services to all places, we are determined to ensure that GBR offers people excellent access to their nearest major economic centre, for jobs and services, and to major rail hubs for onward connections.

I thank the Minister for giving way right at the end of the debate. My constituency does not contain a single mainline station. The six Cornish MPs would also love to meet the Rail Minister. We have a plan called “Kernow Connect”, and we have huge economic potential, with critical minerals and one of the world’s deepest ports in Falmouth, but we do not have the capacity for freight on our railway. I would appreciate the Minister’s help in setting up that meeting and moving this forward.

I thank the hon. Gentleman for his intervention. I will ensure that his request is put through to the Rail Minister.

Let me turn to the matter of direct services between Shrewsbury and London. I fully understand the desire of my hon. Friend the Member for Shrewsbury for a direct connection to London. I reassure her and the community she represents that the Government are determined to improve rail services across her constituency and elsewhere. We will set out some of our ambitions in more detail in our forthcoming integrated national transport and long-term rail strategies later this year.

We have been clear that GBR must be a railway for everyone, and it will be required to engage widely with local leaders on delivering the best service for their area, supporting local growth in a way that is affordable, and supporting a high-performing railway for everyone. I welcome the advocacy of my hon. Friend the Member for Shrewsbury, and that of other Members, and I look forward to GBR working in partnership with them to reshape services so that they meet the needs of the communities they serve.

Is there definitely space for open access in GBR? The Wrexham, Shropshire and midlands railway, which the hon. Member for Shrewsbury (Julia Buckley) talked about, is an open-access bid.

I thank the right hon. Lady for her contribution. She has made similar ones about open access, and I fully agree about how important it is. We believe that when GBR manages capacity across the rail network, it might create more opportunity for open-access services when the railway is run in a more cohesive way. Open access can absolutely be part of the picture in a dynamic railway system.

The majority of passengers from Shrewsbury choose to go to Birmingham, or to other stations along the same route, and very few passengers used the Avanti service that was referenced. When Avanti withdrew its service, West Midlands Trains significantly improved its service by adding a new, limited-stop service to Birmingham, between WMT and Transport for Wales areas. Shrewsbury residents currently have three direct trains per hour to Birmingham. This is an improvement to the most popular services, and it also insulates local train service performance from issues that may occur further down the line. Since the direct service was withdrawn, Avanti has increased the number of fast services between London and Birmingham, improving interchange options for those travelling between London and Shrewsbury. I appreciate that that might not go far enough for my hon. Friend, and I am happy to take the conversation forward.

Such steps represent meaningful progress, and it is not just rail services that are being improved for local communities. We are consolidating and simplifying local transport funding for all local transport authorities. Shropshire county council will receive £8.7 million from the bus services fund, which the council can use however it wishes to deliver better bus services for local people. Shropshire county council will also receive £219 million in integrated transport fund allocations between 2026-27 and 2029-30.

I recognise my hon. Friend’s determination to pursue the open-access application from the Wrexham, Shropshire and midlands railway. The Department for Transport agrees that it would provide important connectivity for communities along the proposed route, including Shrewsbury. That is why we have provided conditional support for WSMR’s application, subject to the Office of Rail and Road and Network Rail being satisfied that services can be accommodated without compromising network performance, and without adversely affecting the rights of other operators. I hope my hon. Friend will appreciate that under the current system, access to the rail network is a matter for the ORR, as the independent regulator for the rail industry. The Department for Transport is unable to direct the ORR’s decision making directly. However, capacity remains constrained on the west coast main line, and that was a major factor in the ORR’s rejection of WSMR’s original application. Improving capacity across our rail network is a long-term priority for this Government. We are establishing GBR precisely to put in place the strategic planning and sustained investment that is needed to secure better connectivity and opportunity for communities in every part of the country.

Once it receives Royal Assent, the Railways Bill will establish a new access framework. GBR will in future be responsible for decisions about access to its network, as the single directing mind for the railway. GBR will be required to determine the best use of the network in line with its statutory duties, which include promoting the interests of railway passengers, and delivering the social and economic benefits derived from railway services. Open access will continue to play a role in offering innovative solutions and improving connectivity where it represents best use of the network. The new capacity allocation framework will embed strategic planning, and under the infrastructure capacity plan, GBR will be able to provide greater clarity and long-term certainty for open-access operators in a way that the current system does not. The Government have committed to honouring all existing access rights under GBR, including for open-access operators, for the duration of those access agreements.

In conclusion, I thank my hon. Friend the Member for Shrewsbury for her thoughtful and constructive contributions on behalf of her constituents, and all other Members across the House who have raised the transport challenges in their constituency, have sought to hold the Department for Transport to account, and have asked how the Department can go further, faster, in delivering on its aspirations. I have listened to the points raised this evening, and I reassure my hon. Friend and other Members that the Government will reflect carefully on all of them.

Question put and agreed to.