Bus Passes: 1950s-born Women

Hugh Gaffney Excerpts

Wednesday 30th October 2019 Westminster Hall

[Mr Cunningham]

I agree with my hon. Friend on those credits, but I think that what he refers to can only be an interim measure. We have to look at the longer term and putting the injustice right. Interim measures are all right, provided that they are not permanent. When they become permanent, we perpetuate the injustice, frankly.

That is why today I call on the Government to give these women the small compensation of free bus travel from the age at which they were meant to retire before the 2011 changes. Right now, bus passes are given to those in receipt of their state pension at the discretion of their local authority. I have just said that there should be adequate funding, and I once again draw hon. Members’ attention to that point.

The Government must provide the necessary funds to ensure that all 1950s women can enjoy a free bus pass. This concession is small, and by no means replaces the tens of thousands of pounds that 1950s women have lost. However, constituents have written to me to describe the benefits that it would bring them. Many of these women are now unemployed, living off savings or supported by their spouse—and that is not to mention the women who are widows and do not have a spouse to support them.

[Hugh Gaffney (Coatbridge, Chryston and Bellshill) (Lab)]

This is a really important issue for WASPI women. All we are asking for on their behalf is a bus pass. It seems to me that there are comments attacking the older generation now. People want to take their free TV licence off them, for example. The WASPI women are suffering financial hardship. These people have worked and paid taxes all their life. They do not ask for a lot, and I fully support the provision of free bus passes to the WASPI women.

[Mr Cunningham]

I do not disagree with my hon. Friend.

Regional Transport Infrastructure

Hugh Gaffney Excerpts

Tuesday 5th March 2019 Westminster Hall

[Hugh Gaffney (Coatbridge, Chryston and Bellshill) (Lab)]

It is a pleasure to serve under your chairmanship, Ms Ryan, and I congratulate my hon. Friend the Member for Barnsley Central (Dan Jarvis) on securing the debate.

Given that the debate is about investment in regional transport infrastructure, I note that large aspects of transport policy are now within the remit of the Scottish Government. However, the funding issues that are causing serious under-investment in transport infrastructure in other areas of the UK are just as present in Scotland. The Treasury’s country and regional analysis document highlights the fact that London had the largest amount of capital expenditure spent on transport in the UK— £6.5 billion in 2017-18. In contrast, Scotland spent £2 billion in 2017-18, placing it behind London, the north-west and the south-east. It is worth reflecting on the fact that the difference in spending between Scotland and London was a staggering £4.5 billion.

I accept that Scotland is not alone in lagging behind in investment in transport infrastructure, which is a problem that other regions and nations of the UK face. Just look at the level of integration and improvement in London’s transport system compared with the often disjointed and under-invested transport systems in other areas of the country. That is what a lack of investment means in reality: transport systems in some parts of the country that cannot modernise their infrastructure, integrate their services or meet the needs of communities.

I look at the state of infrastructure in my constituency. We have ongoing problems with the Shawhead flyover, and a lack of proper road markings and filter lights is causing real safety concerns. There is a continued lack of reliable services for passengers on the Stepps to Gartcosh railway line. Other areas in my constituency, such as Chryston and Moodiesburn, are suffering from a reduction in bus services as a result of under-investment, and some areas such as Cardowan have virtually no bus services at all.

In Thorniewood, the ward where I am a councillor, the local bus service linking Viewpark, Tannochside and Birkenshaw with Uddingston town had been running since the days of tram cars, but now it has no service. That has cut off many schools, local factories such as Tunnock’s and the local doctors, leaving many people having to walk miles or take taxis, which are unaffordable. I am holding a public meeting on this issue. It does not just affect Scotland; it is present across the country, and we need further investment.

[Several hon. Members rose—]

Offshore Helicopter Safety

Hugh Gaffney Excerpts

Wednesday 6th February 2019 Westminster Hall

[Hugh Gaffney (Coatbridge, Chryston and Bellshill) (Lab)]

It is a pleasure to serve under your chairmanship, Sir Henry. I thank my hon. Friend the Member for Stockton North (Alex Cunningham) for securing this debate and bringing this important issue to the attention of the House.

I am speaking in the debate because not only is the issue important for the safety of offshore workers, but it has affected my family. My brother-in-law Peter Ross was killed in the Cormorant Alpha helicopter crash on 14 March 1992. Since then, this is a subject I have been watching. I am of the view that the flight—the pilot took the blame—should never have been attempted. The weather conditions were appalling and dangerous; yet the flight was attempted and 11 men including Peter lost their lives, and families were broken. My sister was left without her husband and my nieces lost their father. They were robbed of years together with a loving husband and father. Peter was 34, with so much of his life left ahead of him, but it was a life he was never able to experience. The tragedy continues to hurt my family to this day, and it hurts me every day. Whenever I look at the sea, I think of Peter and all those who have lost their lives in similar offshore helicopter tragedies, and I ask why they had to lose their lives and why more action is not being taken to ensure the safety of workers currently offshore.

I raised the issue of offshore helicopter safety recently as part of the inquiry by the Select Committee on Scottish Affairs into the oil and gas sector. I asked the Minister what action was being taken to improve safety, and the answer could not have been more disappointing. The written response stated that the Government work with the Civil Aviation Authority and the oil and gas sector to consider any issues regarding health and safety when they arise. That is not good enough. The Government are passing the buck on their responsibility to protect offshore workers and ensure they return home safely, despite the fact that 33 offshore workers and crew have lost their lives through Super Puma helicopter accidents in the North sea in the past decade alone. There have been many others, and some have been saved when mistakes have been learned from. Sixty-five workers and crew were rescued in the North sea in the period in question. I am glad for every one of them and their families, and the people they know and love.

Those events have been happening despite a continuing decline in the confidence that offshore workers have in the safety of offshore helicopter transport. An Airbus survey of more than 5,000 offshore staff in 2017 found that 62% of those who had flown in helicopters were unlikely to fly in a Super Puma again if given a choice. That figure itself tells a story, and it is in spite of the recommendation by the Transport Committee in 2014 that there should be an independent inquiry into commercial pressures on offshore helicopter operations. Commercial pressure on offshore workers has increased following the fall in the international oil price in 2014, and we need to establish whether there is now commercial pressure of that kind on offshore helicopter operations, and whether it could affect safety.

I join the RMT and Unite the union in calling for an independent public inquiry into offshore helicopter safety. Not only is such an inquiry vital to restore confidence among offshore workers; it is long overdue, given the record of accidents in the North sea. I commend Unite for its Back Home Safe campaign, which I have joined in at many conferences. The campaign has been running over the past few years to highlight the need to improve offshore helicopter safety. I call on the Government to engage with the RMT and Unite and the offshore workers they represent. It is about time that concerns about safety were listened to and acted on, with a full independent inquiry. Let us not wait until more lives and more families are destroyed.

[Sir Henry Bellingham (in the Chair)]

I am grateful to the hon. Gentleman for a moving speech.

St Rollox Railway Works: Closure

Hugh Gaffney Excerpts

Monday 14th January 2019 Commons Chamber

[Mr Sweeney]

rose—

[Hugh Gaffney (Coatbridge, Chryston and Bellshill) (Lab)]

I know how much fighting for good jobs in his constituency means to my hon. Friend, but I also know the history of St Rollox. My grandfather, Walter Freer, worked there in the 1920s, at the time of the Railways Act 1921. St Rollox was purpose-built for both locomotive and carriageway, and with wagon works. When I was a child, my grandad was Casey Jones, so I am proud to be here in his memory. That pride will also be shared by the community of Springburn. St Rollox railway is part of that community and has been since 1856, but now some want to close it down. There are similarities with my own community of Birkenshaw, Tannochside and Viewpark, where once the Caterpillar factory stood, the biggest European indoor factory at the time. It was 32 years today—

[Mr Speaker]

Order. An intervention should be very brief in the form of an observation or question. This is not a speech.

[Hugh Gaffney]

I am getting there.

[Mr Speaker]

No, I am sorry. If the hon. Gentleman has secured the agreement of the sponsoring Member and the Minister and the Chair, he can make a speech, but he has not secured that agreement. This is an intervention, and I think it is reaching its conclusion. [Interruption.] It is not a speech; sorry.

[Hugh Gaffney]

Thank you, Mr Speaker.

Some 32 years ago the factory was taken over by the workers. They looked for a way out and I am going to offer the same thing to the workers in St Rollox.

[Mr Sweeney]

I thank both my hon. Friends for making those contributions, and my hon. Friend the Member for Coatbridge, Chryston and Bellshill (Hugh Gaffney) was typically passionate about this issue. I agree with the points both of them are making about workers’ control and workers having their livelihoods and value misrepresented by remote management. One of the big problems the St Rollox site has faced over the recent period under private ownership has been the increasing branch-plant relationship developed between the Wolverton site in Milton Keynes and the Springburn plant in Glasgow. All the white-collar operations have been moved to Milton Keynes and the entire operation is controlled at, and its centre of gravity has increasingly moved towards, Milton Keynes. There is not the same vigorous entrepreneurial spirit that once existed, fighting to bring in contracts, to expand the site and to invest in the site. It has increasingly been allowed to wither on the vine, and work has deliberately been turned away from St Rollox and Springburn, allowing it to almost become a self-fulfilling prophecy that it is destined for closure. That is not fair on the workforce. If they are given proper control of the site and an opportunity to flourish, I have every confidence that they could grow in the future.

The St Rollox site has a turnover of £20.4 million this year. The management accept that is enough to allow the company to wash its own face at St Rollox. It is believed that closing the site will leave Scotland’s railway at a huge strategic disadvantage in maintaining its own rolling stock, depending on railway maintenance facilities in other parts of the UK.

Unite the union, which is represented in the Gallery, and others are seeking a postponement of the serving of the statutory 45 days’ notice to allow more time for a rescue plan to be developed. It is understood that there is a series of contracts that could be bid for which would more than ensure the short to medium-term future of the works, although the company maintains that it would do little to address the fundamental issue of overhead costs to operate the site.

It has come to light that the compulsory consultation notice is likely to be served on the workforce this month. Apparently, this is due to the cost of overheads that Gemini, the new owners, is experiencing in running such a large and underutilised site. However, a solution is in the offing: transfer of the overall site operation and custody to ScotRail and/or Network Rail could see Gemini retain its operations as a tenant or ScotRail operate it entirely in-house as a standalone operation.