Rural Cycling Infrastructure

Ben Maguire Excerpts

Tuesday 10th December 2024 Westminster Hall

[Ben Maguire (North Cornwall) (LD)]

It is a pleasure to serve under your chairmanship, Ms Vaz. I thank my hon. Friend the Member for Henley and Thame (Freddie van Mierlo) for securing what is an important debate for rural constituencies such as his and mine. Too often, only urban areas attract the focus for funding and infrastructure when it comes to active travel, yet the benefits to physical and mental health and wellbeing and in reducing carbon dioxide emissions and improving air quality are just as applicable, if not more so, in rural areas such as my North Cornwall constituency.

Cornwall is a region with very poor transport infrastructure and high car dependence. The Cornwall local transport plan sets out an ambition for at least 50% of journeys under 5 miles to be completed via active travel by 2030, which is only five years from now. A road network sufficiently free from harm and fear of harm supports wider environmental and public health ambitions and encourages and sustains the adoption of healthier, active modes of travel.

We have in my constituency one of the most popular off-road multi-use trails in the country—the Camel trail. Recent data shows that each year the existing trail attracts more than 400,000 users, of whom more than 50% are residents of Cornwall, and two thirds of these users are cyclists. Currently, only 1% of these trips are used to commute to work. However, with the growing popularity of e-bikes, this use has huge potential to grow.

Early feasibility work by Sustrans shows that there are two ways that the current trail could be significantly expanded to deliver cycling networks that are sufficiently free from risk or fear of harm to make the option of active travel, and especially cycling, an attractive alternative to using the car. I discussed the first expansion option with the Minister recently, so I hope he will bear with me as I set it out once again. The trail, which utilises a redundant railway line that follows the River Camel, could be extended inland to make its final destination the old market town of Camelford—providing much-needed regeneration and giving the residents who live there greater access to the countryside and a viable non-car commuter route to the larger towns of Bodmin and Wadebridge and elsewhere. That not only would help to meet Cornwall’s active travel ambitions, but could provide the Government with an opportunity to meet one of their manifesto promises—to improve responsible access to nature and create nine new national river walks.

The second option would be to introduce a network of quiet lanes across the wider rural area, which would provide connectivity between outlying villages and the Camel trail, offering local people viable options for active travel for their day-to-day living needs. A feasibility study for that has already been conducted by local councillor Dominic Fairman.

The key design principles for rural quiet lanes are as follows. There is the introduction of 30-mph speed limits on roads that already have low motor vehicle flows. People walking, running, cycling and, where appropriate, horse riding should feel safe and comfortable to use the routes, and all users should be aware of those with whom they are sharing the surface of the lane or road, with signage and markings where appropriate. Quiet lanes are a key solution to connect people in rural areas. On many routes, there is insufficient space to build cycle tracks and other infrastructure next to roads. Quiet lanes can also help facilitate a rural modal shift by making people feel safer when using what are already light-traffic lanes for walking and cycling.

We need greater investment to start addressing rural transport poverty. We should make schemes such as those I have outlined a reality and deliver transport infrastructure fit for the carbon-neutral world to which we are aspiring. If the Government really are serious about their claim that they will cut GP appointments by millions by delivering unprecedented investment in our cycling and walking infrastructure, they must consider schemes such as the Camel trail connect project. We do not have a single main line train station in my North Cornwall constituency, but we already have a world-class cycle trail. Now is the time to expand it and fund that shovel-ready plan.

Oral Answers to Questions

Ben Maguire Excerpts

Thursday 21st November 2024 Commons Chamber

[Louise Haigh]

My hon. Friend is right that Northern rail services on that line are very poor. That is exactly what we are addressing through continued negotiation on rest-day working agreements. My noble Friend the Rail Minister will be happy to meet him.

[Ben Maguire (North Cornwall) (LD)]

We have just seen the third fatality in six months at the Plusha junction in my constituency. How many more lives will be lost before her Department, National Highways and Cornwall Council finally plan to implement a flyover at this accident blackspot?

[Louise Haigh]

The hon. Gentleman is right to raise that. We are developing the first road safety strategy in over 10 years, and improvements in infrastructure like that are exactly what will be considered under that plan.

Rural Bus Services

Ben Maguire Excerpts

Wednesday 11th September 2024 Westminster Hall

[Simon Lightwood]

I thank my hon. Friend for her intervention. Our announcement on Monday that all local transport authorities—not just those in mayoral combined authorities—will be able to explore franchising will enable just that. It will enable local leaders to take back control of their buses and set fares and routes, taking careful consideration of their local communities, including the rural aspects of some of them.

[Ben Maguire (North Cornwall) (LD)]

Will the Minister and his Department commit to working with me to bring back the 503 National Express service, which served my town of Launceston in North Cornwall and ran through to Exeter and London? The community in Launceston and other towns in North Cornwall have been left without any connection to Exeter and London.

[Simon Lightwood]

I will certainly explore that with the hon. Member. Obviously it is a decision for the commercial operator whether to continue that service, but I am happy to explore that with him outside today’s debate. I will crack on now, because I have limited time.

For too long bus users have been subjected to a postcode lottery when it comes to the quality of their services. That is not just an inconvenience but a barrier to opportunity and growth. Our plan aims to end that disparity and ensure that everyone, regardless of where they live, has access to dependable public transport.

Passenger Railway Services (Public Ownership) Bill

Ben Maguire Excerpts

2nd reading
Monday 29th July 2024 Commons Chamber

[Louise Haigh]

Network Rail has done a considerable amount of work on insourcing over the last few years, and I will ask it to do a more comprehensive review to see whether there is further it can do. As private operators are brought in, their contracts and supply chains will be considered, to ensure that they are delivering the best possible service for passengers. My hon. Friend raises a very important point.

The case for public ownership should not be controversial. After all, rail infrastructure was brought into public ownership by the last Labour Government following private sector failure. Germany, France and Spain, our European neighbours, all have models of public ownership. Indeed, the architect of the previous Government’s rail reform plan endorsed Labour’s plans ahead of the general election.

As has been said, four franchises—Northern, TransPennine, Southeastern and London and North Eastern Railway—are already in public hands and have seen some improvements. As someone who relies on TransPennine, I accept that it is still far from perfect, but cancellations have fallen from 20% in January 2023 to around 5% since it was taken into public ownership. LNER recently achieved a financial surplus, which was returned to the taxpayer.

Bringing the remaining 10 operators under public control will take time but, as passenger-in-chief, I am putting them on notice. I will not tolerate the status quo, I will not hesitate to demand improvements, and I will not be afraid to rip up contracts early if operators default on their obligations to the public.

The Bill means that the railways will finally be run for the public by the public, but owning the house is just the first step. Next, we must fix the crumbling foundations. That means fundamental reform, no ifs and no buts. We will set up Great British Railways as a new directing mind. Running the network, both track and train, as one integrated system will finally put an end to the fragmentation and waste that make our railways among the least efficient because of their spiralling costs and falling revenues, competing interests and industry inertia.

We will build a growing, innovative railway that is relentlessly and single-mindedly focused on passengers. There is no questioning the benefits at stake. Because GBR will take a whole-system view, we will be able to simplify the overly complex fare system so passengers can be confident that they are getting the best value. We will take aim at overcrowding by moving rolling stock to where it is needed in the network. We will end the piecemeal approach to innovation and roll out benefits such as digital pay-as-you-go and digital season tickets, and we will put accessibility at the core of our rail offer so that passengers with disabilities can expect a consistent level of service.

Of course, such change does not happen overnight. That is why setting up GBR and delivering our plans in full will be the focus of separate legislation later in the Session. But we will not sit back and wait for that legislation to be on the statute book; we plan to use every lever available to us urgently to improve services for passengers. That includes creating shadow Great British Railways, which will focus squarely on driving improvements in the short term, from ticketing to better services. This is a crucial next step, putting passengers back at the heart of the railways and firing the starting gun for reform.

[Ben Maguire (North Cornwall) (LD)]

What benefit will this Bill bring to my North Cornwall constituents who currently do not have a single railway station? Will the Secretary of State please explain to them what mainline train services will be coming to towns in North Cornwall such as Bude, Bodmin, Wadebridge and Launceston?

[Louise Haigh]

As the Chancellor has set out today, we will not only be reviewing the previous Government’s unfunded, underfunded and, in some places, cancelled capital projects, but we will be taking forward an integrated long-term infrastructure strategy. I would be delighted to meet the hon. Gentleman to talk about his constituents’ needs.

When I became Transport Secretary, I told the Department that we had a new motto: “Move fast and fix things.” The Passenger Railway Services (Public Ownership) Bill, the first major piece of legislation under this Labour Government, shows we are doing exactly that. The 30-year privatisation experiment has failed. Passenger satisfaction remains too low, while costs soar. Even before the pandemic, half of all trains in the north of England were late. All of this failure has consequences—communities cut off, talent stifled and ambition limited. It leaves Britain stuck in the sidings, unable to realise this Government’s mission of economic growth.

Today we start the work of repair, bringing our railways back into public service, restoring pride to an industry we should be proud of, and taking back control so that our railways finally work for everyone, wherever they live. In this mission, I am absolutely determined. I commend the Bill to the House.