Ukraine: Small Boats
Lord Berkeley Excerpts(1 week, 3 days ago)
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Lord Sharpe of Epsom (Con)
Some are kept for evidential and investigation reasons, but they are destroyed as quickly as possible. They are actually recycled; they are not put into landfill.
Lord Berkeley (Lab)
My Lords, a year ago I asked this same Question and I got the same Answer from the Minister. Does saying that the boats are not safe indicate that the Maritime and Coastguard Agency has a role to play, in making sure that we can give boats to the poor people of Ukraine only if the MCA has approved it? It is nothing like crossing the channel to cross the river; it is a big river, but it is nothing like the channel. I know that the Swindon Humanitarian Aid Partnership is sending aid out all the time; it is taking buses and could take boats. It has said it can do it with no problem with security, but still the Minister rejects it. Could he think again?
Lord Sharpe of Epsom (Con)
No. I am rejecting it because these boats are unsafe. What I will do, however, is share a good news story from last week. The seventh convoy run by the National Fire Chiefs Council delivered to the border of Ukraine a large amount of the sort of aid that the noble Lord is describing, including 33 fire and rescue vehicles, two mechanics’ vehicles, an HGV carrying more than 2,800 items of surplus equipment, and 30 fire and rescue vehicles, including 20 fire engines, eight command units, an aerial ladder platform and a 4x4 LPP vehicle. That is practical help. I commend the 100 volunteers from all over the country who drove the fire services aid to the Ukrainian border. That is worth having. These boats are not.
EU Borders: Hand and Face Scanning
Lord Berkeley Excerpts(3 weeks, 3 days ago)
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Lord Berkeley
To ask His Majesty’s Government what steps they are taking to minimise delays at borders with the European Union caused by the proposed introduction of hand and face scanning.
The Parliamentary Under-Secretary of State, Home Office (Lord Sharpe of Epsom) (Con)
My Lords, the European entry/exit system—EES—is ultimately for EU member states to implement, but, to minimise delays for British citizens, the Government have engaged on it regularly with the European Commission and the French Government. We are supporting ports and carriers to ensure that they are prepared for implementation and planning communications for passengers travelling to and from the UK so that they will know what to do and can plan accordingly.
Lord Berkeley (Lab)
My Lords, I am grateful to the Minister for that Answer, and I am pleased that the Government are in discussion with the European Union. Can he confirm that all passengers travelling between the EU and the UK, by air, sea, rail or road, will have to submit to scans of both hands and a retina scan before they cross into or out of the EU? I am told that they will have to do this in little booths which have to be erected at every terminal. Can he confirm that and perhaps advise the House how long the queues will be while this is implemented?
Lord Sharpe of Epsom (Con)
The EES replaces passport stamping: it registers the time and place of entry and exit of third-country nationals to the Schengen area and digitally records biodata—as the noble Lord has observed—and the travel document, fingerprints and photo. It tracks compliance with the 90-in-180 day maximum stay duration. It will take place in booths— I apologise, as I should have said that—although there are works on various technical solutions to mitigate that going forward. I am told that the amount of time it will take is not particularly onerous.
Rwanda Treaty
Lord Berkeley Excerpts(5 months ago)
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Lord Sharpe of Epsom (Con)
That is an interesting conclusion to draw. The simple fact is that we are also clearing the backlog; as noble Lords know, the commitment is to clear it by the end of this year. If we stopped spending the £8 million a day on hotel costs, what would the noble Lord suggest we do with those who are seeking asylum?
Lord Berkeley (Lab)
My Lords, how many British Government officials will be sent to Rwanda to process these people, and what is the cost of that? And if the asylum seekers are granted asylum, are they paid a fare to come back or are they told to get back on their own?
Lord Sharpe of Epsom (Con)
My Lords, the point of the scheme is that if they are granted asylum then they stay in Rwanda. As for the precise costs of the officials who will be based in Rwanda, I do not have those figures yet, but as soon as I do I will make sure the House is aware of them.
Electronic Passport Control Systems
Lord Berkeley Excerpts(11 months, 1 week ago)
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Lord Berkeley
To ask His Majesty’s Government what action they are taking to improve the reliability of their electronic passport control systems.
The Parliamentary Under-Secretary of State for Migration and Borders (Lord Murray of Blidworth) (Con)
The UK border has a highly resilient e-gate infrastructure, with over 50% of all arrivals successfully using automation in the year ending March 2023. On Friday 26 May we had a nationwide border system issue, the unintended consequence of a change, which meant that we had to take our e-gates offline. We are undertaking a full review of the incident and are fully committed to ensuring that resilience is at the heart of our transformation of the border.
Lord Berkeley (Lab)
I am grateful to the Minister for that explanation. When you are standing for many hours at an e-gate, resilient is not the adjective I would use, but at least the Home Office issued a press release the next day, saying that it had put in place “robust plans” to deploy officers. That is useful. Is it not time that we had a contingency plan for e-gates, three years after the Government vowed to take back control of our Brexit borders, rather than relying on the odd person to check your passport manually? Is it not more important to do that than to see the Prime Minister flying off to Dover, putting on a life jacket, standing in a dinghy and pretending he is King Canute to keep a few illegal immigrants out?
Lord Murray of Blidworth (Con)
As the noble Lord well knows, 95.9% of recorded wait times in the first three months of 2023 were within published service standard. The UK border system has, as I have already said, a highly resilient e-gate infrastructure, with circa 65 million passengers being processed in the year to May 2023. There are currently 288 e-gates operational, comprising 22 at air and rail terminals, including in Paris, at Gare du Nord, and Brussels, at Gare du Midi. From April 2011 to June 2021, e-gates processed 258 million passengers through the UK border. As the noble Lord will see, it is a highly effective addition to our UK border infrastructure.
Nitrous Oxide
Lord Berkeley Excerpts(1 year, 1 month ago)
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Lord Sharpe of Epsom (Con)
I do not have any personal knowledge of whether it is a gateway drug, but the evidence that I have seen certainly suggests that to be the case; I believe it is the third most common drug in England and Wales after cannabis and cocaine, so I suspect that the noble Lord is right. As regards vigilance, I agree; obviously we have a long-term drugs strategy to take the challenge of drug misuse very seriously. It is a 10-year strategy, significant funds have been dedicated towards it, and it includes investing significant amounts of money in an ambitious programme of drug treatment and recovery.
Lord Berkeley (Lab)
My Lords, can the Minister explain the legality of selling nitrous oxide in these large canisters? Are they illegal and, if so, has anybody been convicted of selling them? If they are not, is the Minister saying, “It is all right. We will welcome it for the moment and have a policy later”?
Lord Sharpe of Epsom (Con)
I certainly do not think I have said that, my Lords. There are legitimate uses for nitrous oxide, and we should bear that in mind. It is used in medicine, dentistry and—this may surprise noble Lords—as a propellant for whipped cream canisters. Those who supply nitrous oxide, knowingly or recklessly, where it will be used for its psychoactive effect commit an offence under the Psychoactive Substances Act 2016, regardless of the age of the buyer. That can include a maximum sentence of seven years’ imprisonment, and people are convicted under the Psychoactive Substances Act. There is no complacency here.
Carriers’ Liability (Amendment) Regulations 2023
Lord Berkeley Excerpts(1 year, 2 months ago)
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Lord Berkeley
That this House regrets that the Carriers’ Liability (Amendment) Regulations 2023 (SI 2023/29) and Carriers’ Liability (Clandestine Entrants) (Level of Penalty: Code of Practice) Order 2023 (SI 2023/30) impose a series of unfair penalties on road carriers for the carriage of clandestine illegal immigrants or asylum seekers; and calls on His Majesty’s Government to introduce a coherent and holistic policy for dealing with migrants and asylum seekers regardless of how they seek to enter the United Kingdom.
Relevant document: 27th Report from the Secondary Legislation Scrutiny Committee
Lord Berkeley (Lab)
My Lords, I am grateful for the opportunity to have a short debate on these carriers’ liability amendment instruments, SI 2023/29 and SI 2023/30, which the 27th report of the Secondary Legislation Scrutiny Committee has drawn to your Lordships’ attention.
My purpose in raising this was to be able to reflect with the Government and other colleagues on the balance between the very strict and tight regulations which will be applied to the road freight and bus industries, in respect of clandestine or illegal immigrants, and the risk and demand and, as we have seen more recently, the very large number of people who have come across the Channel in small boats. It seems that we have a situation where the penalty very much depends on the mode of entry.
For trucks and buses, whether they are going on ferries or through the Channel Tunnel, the penalty is about £10,000 per entry for the so-called responsible person. It is not quite clear what penalty is payable if people smuggle themselves on freight trains—there are regulations going back many years on that—or whether that applies to trucks on trains. With people in small boats, as we have seen in the press quite a lot recently, it does not seem that anybody gets penalised, because the perpetrators cannot be found. You can see on that basis why the organisers, if there are some, have chosen the small boat route. But if we go back quite a few years, before the small boat revolution—if we can call it that—on the Calais to Dover route, a lot of people were being smuggled on trains and in lorries. One can conclude from this that most of the problems are solved, to the benefit of the people who want to manage these things and take people across, by removing the risk of being caught.
It would be useful therefore if the Minister could start by helping me and maybe other noble Lords with definitions. What does “clandestine” mean? What does “illegal” mean in the case of immigrants? Some of them may be asylum seekers. Does it actually mean everyone apart from visitors? Some people seek asylum and I believe that you have to set foot in the UK before you can. Some people obviously melt away.
However, there are other ways in, for example small boats and other places. The documentation mentions big boats and ships; we have talked about buses and trucks and other vehicles through the Channel Tunnel. But where do they have to come from? In other words, are the same regulations going to apply if you are coming from the Republic of Ireland, either by sea or by air, or going across the frontier into Northern Ireland?
It is not my intention to debate the rights and wrongs of who comes from where, but to try to point out the difference in the way the people organising it and some of those who are suffering are being treated by different modes. The report says that 3,838 people came smuggled in lorries last year, whereas the government website says the total was about 45,000. I would be interested to know how many people were smuggled on rail freight through the tunnel and how many came in, as I mentioned earlier, from the Republic of Ireland. Do these instruments apply there? How many people come across the land frontiers? Equally important for these other modes is how many people are caught and fined in the trucks and buses—maybe we do not know. It would be very good to know why the road freight and bus industries are being singled out for some pretty tight regulations in these SIs.
The Explanatory Memorandum says, in paragraph 10.2 on the consultation:
“Most respondents said the levels of penalty for the existing offence should either be unchanged or should be reduced. Stakeholders also emphasised possible adverse impacts on trade if penalty levels were too high”.
However, the Government are doing the opposite. There was certainly a report which I read, I think last week, about the rather short supply of vegetables from Morocco. The customers were diverting the freight to Belgium and Holland to avoid getting caught in the problems coming into the UK.
I would be interested to know why the Government think that the small number—about 4,000—of people allegedly coming in by truck or bus, compared with the 45,000 who are coming in small boats, justify the present pretty draconian penalties, which will only increase the costs of cross-channel freight. I look forward to the Minister’s comments.
Baroness Ludford (LD)
My Lords, the usual channels on the Opposition Benches have just had a quick word with me, saying that the noble Lord, Lord Ponsonby, will be able to contribute to the debate.
On these Benches, we welcome the opportunity that the noble Lord, Lord Berkeley, has given us to debate the regulations and the code of practice. He has comprehensively and usefully set out his concerns. We are concerned that—first, through these sanctions on drivers, and, secondly, in the new Illegal Migration Bill, which is still being debated in the other place—the Government are failing to target the criminal gangs exploiting vulnerable people. Their actions never seem to go upstream to get at the smugglers and traffickers. Does the Minister agree that the Government should be focusing on stopping dangerous crossings by whichever means, whether in the back of lorries or on small boats in the channel, by exercising criminal investigations and prosecutions in co-operation with our European partners? Does the Minister agree that providing safe and legal routes to sanctuary is one way of undermining the criminal gangs involved in people smuggling and trafficking?
The noble Lord, Lord Berkeley, talked about the need for a “coherent and holistic policy”. That theme is shared by many critics of the Government’s many actions on what they call “illegal” asylum seekers, but what my Benches and I would call “irregular” asylum seekers. The Government are flailing around all the time; they never address the need for safe routes and the need to work in partnership to target the criminal gangs. In addition, can the Minister provide an update on what investment the Government are making in officers, training and technology to prevent irregular entry at Britain’s borders?
On the specifics of the code of practice and the regulations, does the Minister recognise the validity of some of the concerns expressed by the Road Haulage Association on the clandestine vehicle checklist? I take the point raised by the noble Lord, Lord Berkeley, that “clandestine” is not defined. The RHA says that the clandestine vehicle checklist is too vague and requires clarity to be of use to operators. That is in the light of the comment in the Explanatory Memorandum to the regulations, that, in response to the consultation:
“Stakeholders welcomed the review of the current vehicle security Code of Practice and supported looking to articulate the required standards more clearly.”
Certainly, in the view of one of the main trade associations, the Road Haulage Association, that aim has not been fulfilled, and I will quote some of the specific points it raises. The first is that
“checking beneath HGVs is not always easy or safe especially if a vehicle has low axles”—
I presume that means, in layman’s terms, that you are expected to crawl underneath an enormous lorry, which sounds not only difficult but potentially unsafe. Then it points out:
“The section that calls for ‘checks inside vehicle for signs of unauthorised access’ is too vague, as it does not list whether trailers should be empty before loading.”
The RHA also says:
“Some checks would also be difficult to carry out with temperature-controlled vehicles as opening them requires a refrigerated environment.”
That seems a fair point. Are drivers expected to carry out checks on a refrigerated vehicle in the middle of a July or August day in France? The fourth point the RHA makes is that
“trailers filled with boxes make it impossible to check the roof for signs of forced entry, due to the impossibility of opening the … doors while on the road.”
Those objections all seem reasonable, understandable and eminently sensible, and I look forward to the Minister addressing them.
Finally, I ask the Minister about the fact that, apparently, the only statutory defence would be duress, as
“it will no longer be a statutory defence to say that an effective system for preventing the carriage of clandestine entrants was in operation”.
In quite a lot of scenarios for regulated activities, the emphasis is often on whether you have an adequate policy and a system, so that, if something happens that should not have happened, you can show that you had all the preparation, systems and safeguards necessary. But apparently that would not apply in this situation; the only defence would be if the driver could show that they were put under duress, even if they had done everything reasonable in the circumstances. It is a very narrow basis for a defence.
I look forward to the Minister responding to as many of my points as possible.
The Parliamentary Under-Secretary of State, Home Office (Lord Murray of Blidworth) (Con)
My Lords, I thank all noble Lords who have spoken in this short debate and acknowledge the particular concerns of the noble Lord, Lord Berkeley. The measures in these two instruments form part of the Government’s overall efforts to crack down on illegal migration. I look forward in time to debating the latest part of the work, the new Illegal Migration Bill, which noble Lords have referred to and which, of course, is presently being debated in the other place.
The regulations that are the basis of today’s discussions reform the clandestine entrant civil penalties scheme, which has existed since 1999 under the previous Labour Administration. The scheme has not been reformed, as the noble Lord, Lord Ponsonby, rightly observed, and the maximum penalty levels have not changed, in over 20 years. The scheme is designed to complement law enforcement activity against criminals. It does this through tackling negligence by people who are not criminals but whose carelessness none the less means that they are responsible for a clandestine entrant gaining access to a vehicle.
Illegal migration is facilitated by serious organised criminals exploiting people and profiting from human misery. A significant number of people who arrive in the UK by tourist and freight transport routes through concealment in vehicles have had their entry illegally facilitated by organised criminal gangs. This method of entry continues and endangers the lives of those involved. In many cases, this is a result of criminal gangs and opportunistic migrants taking advantage of unsecured, or poorly secured, vehicles to smuggle people into the UK clandestinely. To respond to the point that the noble Lord, Lord Berkeley, raised, “clandestine” and other terms are defined in statute in Sections 31A and 32 of the Immigration and Asylum Act 1999. To answer the noble Lord’s second question: yes, this applies to those travelling from the Republic of Ireland.
I agree with the noble Baroness, Lady Ludford, that we need to stop the dangerous crossings. That is the purpose of the proposed legislation. Sadly, safe and legal routes themselves are no answer as a deterrent. The Government were concerned that the existing clandestine entrant civil penalty scheme was not having the required effect. The data showed that drivers and other responsible persons frequently neglected to take the steps required to secure vehicles and that clandestine entrants continued to use these routes to come to the UK. Action was needed to remedy this.
These measures will disrupt the attempts by organised criminal gangs and opportunistic clandestine migrants to take advantage of unsecured or poorly secured vehicles to enter the United Kingdom illegally. Instead, this may prompt potential clandestine migrants to claim asylum in a safe country and to get quicker access to any help and support that they may require.
On the point raised by the noble Baroness, Lady Ludford, we continue to have productive dialogue with the Road Haulage Association, and I can confirm that our officials are speaking at one of its conferences on 22 March.
We have made it clear that, where checks cannot be carried out, they do not have to be carried out. The checklist that we have created covers all eventualities; some of them will not be relevant in particular circumstances.
As the noble Earl rightly observed, duress remains a statutory defence. That was reflected in the original scheme in 1999. We will consider whether drivers and companies carried out adequate checks as part of mitigation, which could see the level of fine reduced. This would cover the circumstances such as those described by the noble Earl.
I am of course grateful for the support of the noble Lord, Lord Ponsonby, for these regulations. It is for the reasons that I have already described that the United Kingdom operates a scheme to tackle illegal migration. The scheme means that, when clandestine entrants are found in a vehicle, a penalty can be imposed on any responsible person connected to the vehicle in question. In response to the point raised by the noble Lord, Lord Berkeley: yes, these measures match the risk and demand.
The reforms set out in the regulations are born out of the Government’s concern that the scheme is not having enough of an effect. I say that because, during the financial year 2020-21, there were 3,145 incidents where clandestine entrants were detected concealed in vehicles, despite the Covid-19 pandemic causing a lower volume of traffic. This rose to 3,838 incidents during the financial year 2021-22.
Drivers are not taking all the steps required to secure vehicles, and clandestine entrants are continuing to use these routes to enter the UK. It is for this reason that the Government committed to reviewing and overhauling the scheme as part of their New Plan for Immigration. A public consultation on that plan was held from 24 March to 6 May 2021. The Government, as noble Lords will recall, then introduced changes to the scheme through primary legislation in the Nationality and Borders Act 2022. The changes in that primary legislation narrowed the statutory defences available to those who had carried a clandestine entrant. In Committee on that Bill, those measures were the subject of an amendment proposed by the noble Baroness, Lady Hamwee, who is not in her place today. That matter was canvassed during the passage of the Bill.
The 2022 Act introduced a new civil penalty for failing adequately to secure a goods vehicle, regardless of whether a clandestine entrant has been found. The final changes brought into effect by these regulations were made following a further public consultation held between 18 July and 12 September 2022. The Government carefully considered representations made by respondents about the possible impact of our proposed reforms, including on trade, supply routes and recruitment. The Government are committed to working with individuals and companies to support growth while delivering a strong and effective border. In short, we think it is appropriate to increase the maximum penalty levels for the existing offence of carrying clandestine entrants, as they have not changed, as the noble Lord, Lord Ponsonby, rightly observed, since 2002. It is also appropriate to set meaningful levels of penalty for the new offence of failing to secure a goods vehicle, to incentivise compliance with our security standards.
Both reforms have been designed with a view to cracking down on repeated instances of negligence, as opposed to unfairly penalising those who have striven to comply with the regulations. For this reason, the reformed scheme has introduced a strikes system for both offences, geared at targeting repeat offenders, with the highest penalty levels being applied only in cases where repeated instances of negligence are evident. Where a person or company is being fined, we have set out in a new statutory code of practice the mitigating circumstances in which they could be eligible for a reduction in the level of their penalty.
The maximum penalty for an individual responsible person for a first incident of carrying a clandestine entrant will be £6,000 per clandestine entrant. This rises to a maximum of £10,000 for a second and any subsequent incidents in the past five years. The maximum penalties in aggregate will be £12,000 and £20,000 for each offence respectively. The maximum penalty for an individual responsible person for a first incident of failing to adequately secure a goods vehicle will be £1,500. This will rise to a maximum of £3,000 for a second incident in the past five years, and to a maximum of £6,000 for a third and any subsequent incidents in the past five years. The maximum penalties in aggregate will be £3,000, £6,000 and £12,000.
A responsible person being fined for carrying a clandestine entrant could be eligible for a reduction of 50% in the level of their penalty if they have complied with the security regulations. A further reduction of 50% could be applied if they are a member of the civil penalty accreditation scheme. In respect of failing adequately to secure a goods vehicle, a responsible person who is not the driver and who was not present during the journey of the vehicle or the detached trailer to the UK could be eligible for a 50% reduction in their penalty if they acted to ensure compliance with the security regulations. I hope these measures go some way to assuage the concerns that the noble Lord, Lord Berkeley, elucidated. A further reduction of 50% could be applied if the responsible person is a member of the civil penalty accreditation scheme.
For both offences, individuals and companies will be able to apply for means testing to be applied when their level of penalty is being determined. The Secretary of State will be able to take into account those and any other factors they think appropriate in finalising the level of penalty to be levied. Indeed, they will retain a discretion not to impose a penalty at all in appropriate cases. The Government want people and companies to avoid being fined, and they can do so by complying with the security standards. We have set these in the new statutory regulations presently before the House. We have promoted adherence to the standards through further engagement with drivers and industry. This includes relaunching the civil penalty accreditation scheme I just mentioned, through which members are eligible for a potential 50% reduction in any fine.
The Government believe that this package of measures strikes the right balance between recognising the impact of penalties on individuals, companies and industry and incentivising compliance with our security standards and protecting border security. We are focused on delivering a fair and effective immigration system and, as I have said, these measures will allow us to strike the right balance in pursuit of that aim. With all that, I ask the noble Lord to withdraw his Motion.
Lord Berkeley (Lab)
I am grateful to the Minister for his fairly comprehensive response and to colleagues who have contributed to this short debate. I am certainly not against updating the penalties, because penalties are necessary, but there are one or two things about this that still concern me. The Minister summarised all the different people who could be involved in receiving penalties, if offences can be proved, and that reflects the different organisations that the logistics industry has these days, which I think we all accept.
Eurostar St Pancras: Border Control
Lord Berkeley Excerpts(1 year, 2 months ago)
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Lord Berkeley
To ask His Majesty’s Government what steps they will take to increase the flow of passengers through the border control at the Eurostar terminal at St Pancras station.
The Parliamentary Under-Secretary of State, Home Office (Lord Murray of Blidworth) (Con)
The United Kingdom operates juxtaposed immigration controls on the Eurostar routes. Therefore, our immigration checks are carried out prior to departure from the stations in France, Belgium and the Netherlands. Passengers disembarking on arrival at St Pancras are not routinely subject to any further checks. French border checks take place outbound at St Pancras as part of the juxtaposed controls agreement.
Lord Berkeley (Lab)
I am grateful to the Minister for that Answer—as usual, blaming the French for everything. Eurostar says that, whoever’s fault it is and at whichever end, it is losing 30% of its traffic because the frontier controls are not working properly, four years after Brexit started. Is it not about time that the British and French Governments got their act together to allow people more free movement without being held up for hours and hours at St Pancras, Paris, Lille and Brussels?
Lord Murray of Blidworth (Con)
I simply do not recognise the noble Lord’s characterisation. Border Force has deployed in Paris e-gates which, in the last 12 months, have processed more than 1.2 million passengers. The service standard of a wait of no longer than 25 minutes for Border Force officers has been maintained throughout that period. There are no delays which are the fault of Border Force.
Civil Servants: Reduction in Numbers
Lord Berkeley Excerpts(1 year, 11 months ago)
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Lord Berkeley
To ask Her Majesty’s Government what assessment they have made of the impact of reducing the number of civil servants by 10 per cent on the processing of applications by (1) the Passport Office, (2) the Driver and Vehicle Licensing Agency, and (3) UK Visas and Immigration.
The Minister of State, Home Office (Baroness Williams of Trafford) (Con)
My Lords, all departments have been asked to develop options for how we can return the number of civil servants to 2016 levels. As part of this work, departments have been asked to assess the impact of different options on the delivery of public services so that we can make informed decisions and focus resources on the right priorities. The work is ongoing in the Home Office and the Department for Transport.
Lord Berkeley (Lab)
I am grateful to the Minister for that Answer, but is she aware that at the DVLA delays have risen by 65% in the last year and that the waiting time for a new driving licence is now six months? It takes three hours for British passport holders to get through some of the passport checks at airports to get home and 10 weeks to get a new passport from HM Passport Office. It has taken three months and rising for a friend of mine trying to get a sponsorship scheme from the department of the noble Baroness for someone from Ukraine. Is there not one common thread here—bad management by a monopoly supplier of essential services? Does the Minister agree that, if a private company were providing these services, it would take on more staff to deal with the backlogs? Here we are reducing by 10%. Can she explain why?
Baroness Williams of Trafford (Con)
My Lords, there were quite a lot of questions there. I will try and deal with some of them, maybe starting from the noble Lord’s first question about driving licences. There are no delays to the online application process for driving licences. The only delay in the driving licence system is for those with additional medical needs, and I understand that was because the PCS union went on strike and that caused a delay. Almost 99% of passports are being delivered in the timeframe of 10 weeks. I cannot remember the noble Lord’s final question, but I think I have answered most of it.
Homes for Ukraine Scheme
Lord Berkeley Excerpts(2 years, 1 month ago)
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Lord Harrington of Watford (Con)
My noble friend is right, and I will look at the number that he said. As I say, 44 was mentioned at the Home Affairs Select Committee. The family scheme does not stipulate, or attempt to stipulate, that the accommodation being offered is suitable. It is a family reunion scheme which, although it has greatly expanded, is based on one that tens of thousands of people from all over the world come in on every year. We have accelerated it for this and we have broadened the definition of “family” as much as we possibly can because of the desperate situation, but of course I will look into it.
Lord Berkeley (Lab)
My Lords, the Minister has said several times how helpful the Polish Government have been. That is really good, because the Polish Government have been infamous for bureaucracy in the past. I hope that they are not learning bureaucracy of biometrics from us, because they have more important things to do. Can the Minister explain how those few people who are getting here so far are being transported and who is paying for it, be it by rail, by road or by air? Are they getting free transport or are we making them pay?
Lord Harrington of Watford (Con)
I hope that I can answer the noble Lord’s question straightaway. On who pays for them, people are responsible for their own flights, but the operators, Wizz Air and others, are giving either free or very cheap flights. People whom I spoke to last week had paid £10 each. Once they get here, they receive free road, rail or other transport to get to their destination. That was announced last week by the Transport Secretary.
Passenger, Crew and Service Information (Civil Penalties) (Amendment) Regulations 2022
Lord Berkeley Excerpts(2 years, 2 months ago)
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Lord Berkeley
At the end insert “but that this House regrets that they remove the sunset clause from the 2015 Regulations, and therefore make permanent the civil penalties of £10,000 per offence for rail, air and ferry companies that fail to send accurate and timely information on passengers, crew and services to the Home Office before their arrival or departure from the United Kingdom; and believes that compliance can be achieved without the need for this penalty”.
Lord Berkeley (Lab)
My Lords, I am very grateful to the Minister for her comprehensive introduction to the regulation. My amendment would disapply the sunset clause, and I shall briefly explain why. If the provision has been successful—and I accept that it has—why do we need to keep it anymore?
I spent a lot of time building the Channel Tunnel, 30 or 40 years ago. We have had problems on trucks, trains, coaches, ferries and air—and with people getting into small boats, as we all know—and there has been a trend. As soon as life gets too hard for people smuggling in one mode, they go to another. If it has settled down now, it is time to consider whether it is appropriate for the long-term future for these operators to continue to act basically as immigration officers on behalf of the Government. They are commercial operators—ferries, airlines and train operators, passenger and freight—and it costs them money. I am pleased that nobody has faced serious fines yet, but it could happen. I have no objection at all to including the Channel Tunnel services; that is a good idea, but it needs to be fair and proportionate.
I have a couple of questions for the Minister. The word “scheduled” services is used several times in the Explanatory Memorandum and was used in her speech. To me, trucks going across the channel are not scheduled: they go when they feel like going. If a truck is caught smuggling people, and it just happens to be on the next ferry that goes, that is hardly a scheduled service, and ditto with rail freight, which does not go on a particular schedule. I just wonder why the word “scheduled” is used and why this does not cover non-scheduled services. My second question is on transport to and from the Republic of Ireland, which is of course in the European Union. Do the regulations apply there by road, rail and, presumably, sea? Perhaps she could respond on that one.
My main reason for raising the issue today is that I have come across a European Commission draft regulation, COM (2021) 753 final, which is trying to impose similar controls on the borders of the European Union and, equally, within its internal frontiers. I do not know whether the Minister and her colleagues have talked to anyone in the Commission about this. It is still in draft form—it is open for consultation—but it applies to all transport operators, so it covers much the same ground as this regulation.
It basically means that if these transport operators are carrying somebody defined as having entered the European Union illegally, and if the transport operator facilitates this movement across anywhere within Europe, the Commission can take action against the transport operator. This can include—this is key—removal of the right to provide transport services anywhere in the EU. That could cause British Airways, if it happened to be accused and found guilty of carrying one illegal immigrant from Berlin to London, to lose its licence to operate anywhere in the EU. It could apply to trains, coach services or anyone operating services not just on external frontiers such as Spain, Italy or Greece, but between France and Belgium, for example, if it is a British carrier. I do not know whether the European Commission has tried to learn from the British regulations over the years and tried to make them a bit more stringent, but this could mean that if an operator—for example, P&O Ferries or Ryanair—transported an illegal immigrant, as they might be called, from the European Union to the UK, it would suffer twice. It could be fined £10,000 per offence and lose its licence to operate.
Is the Minister aware of this? Whether she is or not, I hope the British Government will have discussions with the European Union to come up with some common policy on dealing with people who are either being smuggled or want to move between the UK and the European Union for whatever reason—that includes Ireland. I hope they could persuade the European Commission that this is not a particularly good idea. I do not think it has got to the European Parliament yet, which is probably a good thing; I do not know what it will say.
This indicates that there are two different means of dealing with the problem of people wishing to come into or leave this country when the Government do not want them for whatever reason. It is really important that there is some commonality of policy, otherwise we are all going to look pretty stupid. I hope I have got it wrong and this does not happen, but this is an opportunity to debate the whole thing and it would be much better if the immigration department looked after immigration and the transport operators were allowed to get on with their jobs, which they are very good at. I beg to move.
Baroness Randerson (LD)
My Lords, I thank the Minister for her explanation. As she said, this SI does two main things. First, it removes the sunset clause in the original 2015 regulations and, secondly, it extends the provisions to the Channel Tunnel. The 2015 regulations were welcome because they introduced civil penalties that effectively encouraged transport operators to take regular and systematic steps to keep accurate records to check passengers against names and so on.
Lord Berkeley (Lab)
I am grateful to the Minister for her comprehensive response, but I did not quite understand what she said about the European Union and not applying to people. From my reading of the regulation—it is definitely a draft regulation— it does apply when carriers take people across frontiers. My worry is that, rather than carriers being subjected to the civil penalty regime as we have been discussing to and from the UK, they could have something that is more draconian, such as the removal of their licence to operate at all. If the Minister has not had discussions with the European Commission already, could she and her officials do so and try to make sure that we will not suffer unduly from what it might propose?
Baroness Williams of Trafford (Con)
I was under the impression that the noble Lord was talking about clandestine arrivals. They would not be classified as passengers. That is why I said that, if they are clandestine, the carrier would not know about them. I am thinking of the people who have clandestinely arrived through the Channel Tunnel and by other methods.
Lord Berkeley (Lab)
The definition that the Commission puts in its regulation will need studying. Those arrivals may be clandestine, or they may be something else. It may be just its attempt to deal with what it sees as a clandestine invasion from outside Europe —I do not know—but I am worried that if there are people who are seen to be illegally in one country for whatever reason and trying to get into another, the carriers will get caught by it.
Baroness Williams of Trafford (Con)
I do not think they will be, because these are not passengers; they are people who have clandestinely arrived and therefore are under the radar. However, I will study carefully what the noble Lord has said, particularly in regard to the regulation.