Small Towns: Transport Links

Good morning, ladies and gentlemen. As you can see, a significant number of Members wish to participate. After the opening speech there will be an immediate time limit of three minutes per person. To discourage added minutes through interventions, I am not going to allow an added minute for any intervention. That does not mean you cannot intervene—you can—but the person speaking needs to know that they are not getting extra time as a result. I hope that is clear. I call Andy MacNae to move the motion.

I beg to move, That this House has considered transport links for small towns. It is a pleasure, Sir Roger, to serve under your firm chairship. I thank the Minister for attending today. He has been a keen advocate for small towns, and I am sure a lot of the issues we will talk about today will be familiar to him. Connectivity is not a luxury; it is a necessity. It underpins economic growth, but it also shapes something far more immediate and personal: our health, our independence and a sense of belonging. For our small towns, the quality of connection sends a powerful message about whether we are seen, valued and included in our national story. It would be a mistake to think of this as a question simply of how towns connect to cities. It is about the everyday journeys that define people’s lives: how they get from their front door to work, to school, to the shop or to the doctor.

To end the exemption for old buses that are not fully accessible under the Public Service Vehicles Accessibility Regulations 2000 will mean that kids from rural constituencies will not be able to get a place on a bus to sixth form anymore, due to the limited bus stock and funding. Will the hon. Member join me in urging the Government—

Order. The next ground rule is that we do not read interventions. I hope that is clear. An intervention is an intervention. It is not a pre-prepared speech to read into the record for the benefit of the local press. I call Andy MacNae.

Thank you, Sir Roger. There will be an extensive section on buses—pages 75 to 300—so I am sure we will cover a lot of that sort of ground. Connectivity really matters for connecting communities. Ultimately, it is about how easily and affordably we can move through the place that we call home.

The biggest single issue holding back economic growth in my constituency is the poor transport connections. In a non-mayoral area, we have found it difficult to access development funding to solve that problem. Does my hon. Friend agree that the Government need to find a way of getting money into non-mayoral areas so that we can punch above our weight and be on a level playing field?

That is a real inequity within regions now, and I will cover that in my conclusion. It is a fundamental that we have to address. We must begin with empowering people to actively travel by walking, wheeling or cycling to work or school or to see friends. True connectivity is not just about how we get from one place to another; it is about having real choice in how we do so. At present, too many people in our small towns feel that they have to rely on a car even for the shortest journeys. For many, it is not that they are unwilling to walk or ride; it is just that they do not feel they have the option. What they need is not persuasion but safe, accessible, well-designed environments to make active travel the obvious and practical choice. That means getting the basics right, from ensuring our pavements are usable for everyone—including those with disabilities or parents with prams—to safer crossings, better lighting and dedicated routes that give people the confidence to walk, wheel or cycle as part of their daily routine. Within this context I would like to focus on travel to school. We can all recognise the benefits of more children walking or riding to school on health and on reducing congestion. It is generally a more relaxed start to the day. Parents know that, but far too many concerns over safety are a key barrier: speeding heavy goods vehicles, narrow and blocked pavements and a lack of safe crossings present challenges. It is no surprise that in small towns and villages, only 30% of children walk or ride to school. For cities the figures are much higher at around 60%, showing how much room there is for improvement, and that inequity can be addressed. Living Streets, working with forward-thinking councils like Blackburn with Darwen, has shown a way forward: local authorities working proactively with schools to deliver evidence-based travel initiatives and infrastructure. But this sort of best practice is still far too patchy. Last year in Lancashire, my 11-year-old constituent William Cartwright collected 1,400 signatures for a petition asking the county council to simply install a safe crossing, to allow him and his fellow pupils to walk safely to school. Despite this clear public support, Lancashire county council said no, citing the tired old excuse that not enough people have been killed or injured—yet—on the road in question. The idea of working with the school proactively to enable safe travel seemed entirely alien to it. We need to do better. I call on the county council to think again and work with me on this, and I call on the Government to clearly lay down best practice in their road safety and active travel guidance. More broadly, active travel must be seen as integral to the wider transport system, not separate from it. Walking and cycling are what connect people to buses, trains and trams. When these modes work together, we create a system that is not only more efficient but healthier, more affordable and more sustainable for the communities it serves. I turn to buses, which are a crucial part of the transport mix that we have to get right. They are vital for the more vulnerable in our society—the elderly, the young and the disabled—yet 56% of county and unitary council areas still lack adequate provision. For small towns, a lack of buses limits access to essential services.

Does my hon. Friend agree that small towns and large villages share similar challenges? I think of Winterbourne in my community, where people are still unsure whether they will have a regular, reliable bus service once the M4 overbridge reopens soon.

Absolutely—there is rural isolation, and I will be talking about a large village in my constituency in a moment. When it comes to small towns and villages, it is a spectrum. These are communities that have been left behind for far too long, and they are the ones we now need to prioritise. The lack of buses limits access to essential services such as healthcare, education and employment, exacerbates social isolation and forces people into higher-cost alternatives.

One of my constituents had a stroke last year. While he jumped through all the hoops required by the Driver and Vehicle Licensing Agency to get his driving licence restored, he was stranded in a rural village with no bus service, struggling to get to shops, medical appointments and so on. Does the hon. Gentleman agree that both DVLA delays and the lack of rural bus services need to be addressed by the Government?

Order. It is quite clear that a number of Members who are not on the speakers’ list are seeking to intervene. That is fine, but please understand that you are expected to remain in the Chamber to hear the winding-up speeches.

Thank you, Sir Roger. The lack of buses disproportionately impacts people in small towns and villages, so it is crucial that we get this right. Fundamentally, we need to recognise that buses are a public service, not a commercial enterprise. I am pleased and proud that this Government have fully recognised that right from the start. The retention of the £3 bus fare cap and investment of £1 billion a year to support bus routes will benefit thousands of my constituents. Looking forward, the Government’s commitment to empower local communities to take control of bus services, along with the requirement on local government to identify “socially necessary” routes, has the potential to deliver the joined-up services we need. But our reforms will only succeed if we address the practical barriers to delivering the day-to-day changes that our communities require. To give one example, in Edgworth near Darwen in my constituency, residents rely on healthcare, shops and schools in Bolton, yet over the years, bus services have been occasional and short-lived. This transport isolation is the single biggest issue raised with me by the community. When I spoke to a group of teenagers, they were clear that the best thing we could do to improve things for them would be simply to offer a bus into Bolton. Older residents say the same, so why have we not got one? While there is a need for a subsidy, the fundamental issue seems to be that Bolton is in Greater Manchester, so the route would cross local authority boundaries. For years, no one seemed to want to take responsibility. Greater Manchester said it could not fund the route because residents of Blackburn with Darwen would be the beneficiaries, and Blackburn was unwilling to fund it because residents were going to spend their money in Greater Manchester—not exactly a joined-up system. Things are changing, and I am pleased to say that a study commissioned by Blackburn with Darwen has finally recommended that the council get behind a new bus route. That is exactly the sort of thing that Government bus funding is supposed to enable; we just need to make it actually happen. This cross-border issue is one that we face across Rossendale and Darwen. Its impact is compounded by the fact that so many of our crucial services are in other local authority areas, and that is true of so many other small towns. Solving this is a crucial test for the implementation of bus improvement policy, and I argue that it should be incumbent on existing mayoral authorities to work proactively with neighbouring councils to eliminate cross-border transport inequity. Thirdly, I want to touch briefly on roads. Roads are an obvious and crucial connector. Many small towns are built around one or two key roads. Unlike in a city, where there are lots of options, when these roads are closed or disrupted by street works, the entire community feels it. For instance, in both Rossendale and Darwen, we have one main road that runs through the whole valley. When it is blocked or the traffic is severe, it is not just an inconvenience; it has serious impacts on local businesses and residents. Indeed, several well-established local businesses have told me they are considering leaving the area unless action is taken on congestion. Unco-ordinated, overrunning roadworks are a constraint on small towns and must be treated as such. Councils need the powers to properly police contractors and incentivise quick completion. I welcome the Government’s support for continuing the roll-out of lane rental schemes, which are proven to reduce congestion on the busiest roads. I will call on all local authorities, including Lancashire county council, to work with the Government and act with urgency to tackle this blight on our towns. Finally, we come to rail. For so many small towns this is a crucial connection, yet services are often patchy and unreliable—if they exist at all. There are still far too many towns without an accessible rail link, leaving them on the edges of opportunity, not through a lack of ambition but through a lack of connection.

I thank my hon. Friend for the excellent speech that he is making on a really important debate. My constituency, similar to his, has a range of small towns with different access to modes of transport. One of them is Swanscombe, home to the collapsed Galley Hill Road, which I have mentioned several times. Its train station is in a deep chalk cutting, and there is no accessibility. Does he agree that it is about not just having modes of transport, but making them accessible to all?

Absolutely, and I know that several colleagues here have been great champions of accessibility to rail links. It is absolutely fundamental. On the lack of connection, Rossendale remains the only local authority in the north without a direct rail link, despite thousands of residents commuting into Manchester every week—it is only 15 miles away. The old railway line still exists; all we need to do is reinstate it as a commuter line. Rossendale borough council has fully explored the costs and benefits in its City Valley link proposal. It is not a speculative idea, but a credible, carefully developed proposal with a strong business case behind it.

Does my hon. Friend agree that, when we think about growth, we need to think about being strategic in how we connect all our railways, buses and so on? A new airport is going to be opening in Doncaster. We need to be thinking about the future and how we connect that to the rail network as we go forward.

My hon. Friend makes a crucial point, and I will touch on this issue. Thinking of things as a whole, not as individual, isolated projects, is crucial for the transport systems that we actually need. Rossendale has put forward its plan. Surveys show that the public overwhelming support it, because communities in Rossendale understand exactly what a rail link would mean. By opening up the valley, we could become a much more attractive destination for businesses looking to relocate to lower-cost areas. Existing businesses would have access to bigger skills pools and reduced supply costs. Jobs in central Manchester would become more viable, and footfall in our town centres would significantly grow. This is pretty much the definition of a growth no-brainer, yet like so many small-town infrastructure projects, the proposal has got nowhere. It has been consistently overlooked or rejected through a narrow use of old Green Book guidance, whereas just down the road we see multibillion-pound projects, which we cannot even connect to, being given the green light. To add insult to injury, Lancashire combined county authority did not even include the City Valley link in its recent transport infrastructure plan, despite Rossendale being clearly identified as suffering from transport isolation. I hope that is just a simple mistake, and I call on the combined authority to ensure that this vital link is included in the final version of the plan. I hope the Minister will support me in this endeavour. Similarly, I have been calling for the restoration of Lower Darwen station, which I am pleased to say is now in the implementation plan. This represents an opportunity to finally reconnect a community that has been cut off for too long. By providing easy access to the Manchester-Clitheroe line, the station would unlock new jobs and opportunities in the whole community. In both Rossendale and Lower Darwen, it is not just about a railway line; it is about finally giving our towns the infrastructure they need to thrive. Outside the south-east, our small towns have felt left behind for far too long, and persistent poor connectivity is a stark indicator of this. We need to be honest: this has not just been an accident of fate; historical Government policy and practice have been key factors. The Green Book has been consistently misused, with assessors simply relying on benefit-cost ratios, which inevitably favour better-off urban areas. Alongside that, our economic policy has defaulted to the city-focused, trickle-down approach. Although the 2024 Green Book review and Government initiatives have put us in a potentially better place, issues do remain. We need a clear focus from Ministers to ensure that civil servants are genuinely implementing the Green Book recommendations and that local authorities—particularly non-mayoral areas—have the capacity and capability to develop robust business cases. We also need to move beyond the city-centric economic model and towards one that values all places. In that regard, we have a long way to go. If we look at the list of investment programmes, infrastructure projects and policy pathfinders—

I take the hon. Gentleman’s point about the recent changes to the funding formulas for public transport. Does he agree that the recent review is very much weighted towards population and is therefore further detrimental to rural communities like mine? In Chippenham, it is not a case of when the bus comes; it is a case of if the bus comes. Does he agree that the Minister needs to relook at some of the funding formulas?

The hon. Lady raises a range of complex points, which the Minister will probably deal with in detail. I do not agree with her about buses, because there is plenty of local flexibility to allow that. When it comes to the Green Book, it is the misuse of the financial case—its prioritisation over the strategic case—that is the fundamental issue. The strategic case should always take priority. The investment projects that the Government have brought forward—infrastructure projects and policy pathfinders—overwhelmingly focus on mayoral strategic authorities, which are big-city-focused. That needs to change. We need to recognise the moral, economic, social and political imperative of joined-up policy that enables all our towns to reach their potential, with connectivity at the heart of that ambition. That means not just one solution but a joined-up approach, with better rail links, bus services, roads that can be relied upon and safe, reliable access routes for cycling and walking. It is not an either/or. As my hon. Friend the Member for Doncaster East and the Isle of Axholme (Lee Pitcher) said, we should not see the big transport infrastructure projects in the pipeline in isolation or just as city connectors; rather, they are enablers of connectivity and growth along the whole route. In the north, we have Northern Powerhouse Rail, which is a huge opportunity for our region, but if small town connectivity is not addressed, places such as Rossendale and Darwen will feel little benefit and the opportunity will be missed. With that in mind, I ask the Minister to meet me and colleagues to discuss how to make big infrastructure projects such as Northern Powerhouse Rail a catalyst in delivering connectivity and opportunity to the small towns and communities that need it most.

I call the Father of the House, who has three minutes.

I congratulate the hon. Member for Rossendale and Darwen (Andy MacNae) on stressing the importance of small towns and transport links. We have debated a lot the scandal of High Speed 2—£100 billion down the drain. I want to talk about a small town that for 15 years has been asking for a direct train to London, the cost of which would be less than £1 million: 0.001% of the cost of HS2. We have been promised a through train from Cleethorpes and Grimsby, down through Market Rasen and Lincoln, to London, and we have been fobbed off with excuses again and again. Market Rasen may be a small town, but it connects up to Grimsby, which has been represented for virtually the whole of the last half-century by Labour MPs. I do not complain about that. It is a levelling-up town. It is one of the largest towns in England not to have a through train to London. We are spending £100 billion on HS2, but we are not prepared to spend less than £1 million on getting a train from Grimsby to London. That is an absurd way of running the country. Every time we try to talk about this issue, we are fobbed off with excuses. We are told that the platform at Market Rasen is too short. Well, we have all been on trains when we are told to go to the front three or four carriages, and we can get off perfectly safely. We are told that the platform is not high enough. Well, there is matting that can be put down. We are told that there is no bridge. There has not been a bridge at Market Rasen for 100 years. The point I am making is that, instead of having a can-do attitude in this country, we are ruled by faceless bureaucrats in train companies, nationalised industries, agencies and Ministries. The Minister is sitting there; why does he not intervene? My hon. Friend the Member for Brigg and Immingham (Martin Vickers) and I have been to see him and the Rail Minister, who promised help—but still no train. At the other end of my constituency, we have Gainsborough Central station, which connects up to Cleethorpes. People might think that it would be lovely to take the train on a beautiful summer’s day instead of driving all that way. It takes two hours to get there, and there is one train a day, so when the person gets to Cleethorpes after a two-hour journey, they have only an hour and a half there before they have to come back. There is barely time to dip their toes at the beautiful beaches of Cleethorpes—one of the finest resorts in England, which people want to go to. If people want to go in the other direction, to Sheffield or Meadowhall, they can get there from Gainsborough Central station, but there is no train back, unless they want to take a donkey. Why is there so little concern for small towns? Why are we wasting so many resources on these prestige projects dreamed up by the likes of Ceaușescu? It is a waste of money. Let us put the money and resources where it matters, in rural communities and small towns. That is why this debate, for which I congratulate the hon. Member for Rossendale and Darwen, is so important.

As always, Sir Roger, it is a pleasure to serve under your chairship. I congratulate my hon. Friend the Member for Rossendale and Darwen (Andy MacNae) on securing such an important and timely debate. As the MP for the largest constituency in England, I spend a lot of time speaking about local transport, whether that is rail, road, walking or cycling. Over the recess, I was lucky to cycle a part of the proposed Haydon Bridge to Hexham cycle way. I look forward to working with the community group that is trying to get funding for that. I will spend a lot of my time focusing on a particular case: the ongoing campaign to bring rail back to the village of Gilsland, which sits half in my constituency and half in that of my hon. Friend the Member for Carlisle (Ms Minns). Gilsland sits on the Northumberland-Cumbria border, at the heart of the Hadrian’s wall world heritage site. The village is a central point for visitors to the incredible features of historical interest in the border country. There was a train station at Gilsland from 1836 to 1967, when it closed because of the Beeching report, along with thousands of other stations across the country. There has been passionate community campaigning, spanning decades, by the Campaign to Open Gilsland Station and the Tyne Valley Community Rail Partnership, which are dedicated to the cause of reconnecting local people to their rail network. They have been challenging outdated assumptions, securing reports showing clear evidence of the credible economic and social case for reopening the station, and submitting multiple bids to multiple Government pots of money. Almost 60 years after closure, there is still no operating station, despite the fact that locals have to see trains passing the station on the Newcastle-Carlisle line every day. That is a living example of a rural community being left behind. I am passionate about getting the station reopened. It would be fantastic not just for the economy of Gilsland, but for the economy of the whole of Northumberland. It would add to the county’s already magnificent tourism offer and would make it easier for people to come into my region and spend their money. Visit Northumberland, the tourism body, spends most of its time—as does the Conservative-run county council—promoting the coastal regions of the county, rather than promoting west Northumberland. I want to comment briefly on a subject that my hon. Friend the Member for Rossendale and Darwen touched on: road safety. There can be no good connectivity without road safety. On a summer tour last year, I held 80 surgeries in four weeks across my constituency; I will do it again this year. The No. 1 concern that comes up in almost every village is “Can we get a speed limit? Can we get a speed camera? Can we do something about road crossings?” It particularly affects those small villages where people have to cross the road to get the village hall or the shop. These are often communities where there is no available road crossing. I would like to see the Government doing far more to push local authorities to address what are often ticking time bombs. Those cases are often acted on only after there has been a tragedy. We need far more proactive action from local authorities.

It is a pleasure to serve under your chairmanship, Sir Roger. I thank the hon. Member for Rossendale and Darwen (Andy MacNae) for securing the debate. I agree with many of his comments. Transport options for people across Brecon, Radnor and Cwm Tawe are dreadful. Whether for getting to work, accessing healthcare, visiting family, attending college or simply participating in community life, transport options are often the difference between a thriving town and one that has been left behind. In one of the largest and most rural constituencies in Wales and the whole UK, too many residents feel that transport decisions are being made “to” them rather than with them. One of the biggest concerns recently raised with me is the changes made to the T4 bus service. What was once the only direct connection between mid-Wales and our capital, Cardiff, now requires passengers to change in Merthyr Tydfil. For many residents, particularly older or disabled passengers and those carrying heavy luggage, that additional change is not a minor inconvenience. It makes journeys longer, more complicated and less attractive. That is made worse by the fact that the T4 and X4 timetables are poorly integrated, leaving passengers facing lengthy waits and unreliable connections from Merthyr. Cardiff is the major destination on the route. It is where people travel for specialist NHS appointments, university and college education, employment opportunities, access to national institutions or simply a day shopping. For many residents across Brecon, Radnor and Cwm Tawe, a reliable public transport connection to the Welsh capital is essential. Those changes to the T4 service may look minor on a map but, for those who rely on public transport, it has made travelling to Cardiff significantly more difficult. Rural communities should not be expected to accept a worse service while being told by their Government that it represents progress. The direct service to Cardiff must be restored, because it is leaving many elderly pensioners in my constituency stuck at home. The Swansea valley has similar challenges with bus services. People in Ystradgynlais, Ystalyfera and Pontardawe have repeatedly reported buses on the T6 and X6 routes running late, being cancelled at short notice or not turning up at all in recent months. That is why rural bus connections are so important. Again, I thank the hon. Member for Rossendale and Darwen for giving us the opportunity to put these points on the record.

I thank my hon. Friend the Member for Rossendale and Darwen (Andy MacNae) for securing this important debate. I have spoken previously about train services in my community; I will not spend a huge amount of my limited time on them, but I want to flag that we have been in government for two years, and train strikes in my constituency have written off our Sunday services for the entirety of that time. We talk a lot about bringing train services into public ownership, but those train services in my area were in public ownership. My residents are furious that they have no Sunday service from Congleton station and have not had one for a long time now. I would be very grateful if the Minister took that back to the Rail Minister with the utmost urgency, because this really needs to move forward. We also have a long-standing problem with accessibility at Sandbach station, which is frankly disastrous. It is a huge problem for anyone who cannot manage the extremely steep stairs. The service runs to a major city and an airport, so by definition people have luggage, buggies and so forth. What I really want to talk about is buses. There are so many problems with buses in my area. The Government’s transport improvement funds for buses have helped, and so have section 106 contributions from developers. I would like to praise my local council, which has been able to put on some additional services with those two sources of funds. None the less, there are so many problems. When I spoke to young people at Shipton Explorer Scouts, they spoke at length about the difficulty of buses that are just too full: there are too many students trying to get on them, so the buses stop letting them on. I have GCSE students who are terrified. One called my office recently because his bus simply had not shown up. We eventually got to the bottom of it: the app was not working, the bus had been diverted because of roadworks, and no one had informed the school or the pupils. These buses only run once an hour. When children and young people need to get to life-changing exams, the consequences of unreliability—buses that do not show up or that do not stop because they are too full—are potentially devastating. Local employers I speak to in places like care homes and nurseries, some of which are not in the centre of town, have huge problems recruiting because people simply cannot get to them without car access. In rural and semi-rural areas, this is a huge, long-standing economic problem. It makes it difficult for parents to work, because they cannot reliably get their children to school on public transport. The economic and other impacts for people are absolutely massive. My constituents also talk to me about a sense of rural isolation—which I would go into further, but I have run out of time.