Mullion is well connected by car and by fibre, and by almost nothing else. There is no railway station. The bus stops exist and the buses even run at weekends, but hardly anyone uses them to get to work. Nearly half of households run two cars or more. The village solved its transport problem decades ago by buying a second vehicle and never revisiting the decision.
Start with what is not here. The area has no railway station, and the share of working residents commuting by train rounds to zero. Buses do better than the reputation of rural Cornwall suggests, with 19 stops across the area, though only about 1% of commuters use one to get to work.
What people actually do is drive. About 57% of working residents commute by car, 23% work from home, 14% walk and 1% cycles. Car ownership matches that: roughly 11% of households have no car at all, while about 46% have two or more. The working-from-home share is the quietly important one, because it is the mechanism by which a village at the end of a peninsula became liveable for people with mainland jobs.
For everyday journeys, the Department for Transport's modelled journey-time statistics describe the area rather than any particular front door, and the 2019 vintage means the public transport figures should be treated with more caution than the car and walking ones, since services have been withdrawn across rural Cornwall since then. The nearest town centre is about 24 minutes by car, 38 by public transport, 49 by bicycle and two hours on foot. That last figure is not a quirk of the modelling. Walking to town is not a thing anyone does here.
Closer to home the numbers get much friendlier. A doctor's surgery is about a nine-minute walk, seven minutes by car. A food store is about seven minutes on foot and six by car. Those are the journeys that decide whether daily life feels remote, and in the village itself it does not. The exceptions are the big ones: the nearest hospital is about 50 minutes by car and 91 by public transport, and the nearest significant employment centre is about nine minutes by car against 54 by public transport. A hospital appointment here is a morning, not an errand.
On the buses themselves, the scheduled service works out at about 28 departures per stop on a weekday, and every one of the 18 stops with published service data has some weekend service, which is better than most villages this size manage. The awkward number is peak hour, where scheduled departures average zero. A bus network that runs steadily through the day and nothing when people need to travel to work is a shopping service with a timetable, and it explains the commuting figures entirely.
Broadband is the strongest thing about this place's connectivity by a distance. Superfast service reaches every premises in the area, gigabit-capable service reaches about 87%, and nothing at all sits below the universal service minimum. Mobile coverage is similarly solid, with essentially every premises reached by at least one operator and about 95% reached by all of them.
Electric vehicle charging has not caught up. The area has one public charge point with two connectors, and none of them are rapid. Charging here is something you plan around overnight rather than something you do while buying milk.
Connectivity comes out middling, and only because the broadband rescues it. Judged on transport alone this is a place that requires a car and then requires a second one, which is fine right up until somebody in the household stops being able to drive.