Nationality, Immigration and Asylum Act 2002 (Juxtaposed Controls) (Amendment) Order 2024

Considered in Grand Committee

Moved by

That the Grand Committee do consider the Nationality, Immigration and Asylum Act 2002 (Juxtaposed Controls) (Amendment) Order 2024.

It is me and my colleagues again, but perhaps the noble Lord, Lord German, is in a tag team and working to have an input on this order. This order amends the Nationality, Immigration and Asylum Act 2002 (Juxtaposed Controls) Order 2003—or, as I will now call it for short, the 2003 order—to support the Government’s preferred model for the French delivery of the EU entry/exit system, or EES, in Dover.

As noble Lords will know, EES is the EU’s new border entry system, which is driven primarily by the desire for greater border security and a more secure Europe. The UK Government are supporting the aims of EES, which complement our shared objectives on migration and secure borders. We have been working at pace and closely with our French and EU partners, as well as with industry and across UK government, to ensure readiness for the changes that will potentially be made shortly. I am grateful to all parties for their constructive approach to this.

For the benefit of noble Lords who wish to have greater clarity, the EES requires that non-EU citizens—excluding EU residents, visa holders and those protected by the withdrawal agreement—who wish to enter the Schengen area provide fingerprints and facial scans at EU borders to EU border officials and answer questions about their stay. This will increase the time taken to complete the Schengen entry process.

As immigration controls in Dover are juxtaposed, non-EU citizens, which includes most British nationals, will provide these details to officers of the French Police aux Frontières—PAF for short. PAF officers conduct Schengen entry checks in the control area at the eastern docks in Dover, which, as noble Lords will know, is a confined space with large volumes of freight and passenger traffic going through Dover, particularly at peak times. If this continues in the current format once EES is implemented, there is likely to be severe congestion or disruption at the Port of Dover; the very nature of fingerprinting and facial recognition take longer than the current system.

Finally, any claim for compensation alleged against or by PAF officers for loss or injury when they exercise their powers in the circulation area will be subject to the law of the French Republic and not the United Kingdom. This matches the provisions that currently operate in the control zones.

Government officials will separately delimit an additional control zone at the western docks by way of an administrative arrangement. In that control zone, French officers can exercise their full range of immigration frontier powers in the same way as they do in the control zone at the eastern docks. They can also carry and store their service weapons, subject to strict safeguards as they do in the existing control zone. The circulation area in which PAF officers can travel between control zones will also be delimited by way of a clear map of the relevant area to assist everybody who is examining this issue. Additionally, the conditions under which PAF officers may carry their service weapons on any journey through the circulation zone will be set out in a service weapons agreement between authorities.

The purpose of this order is simply to be a key enabler of the western docks operation. It facilitates a minor change to long-established practice at the juxtaposed controls in Dover so that PAF officers can operate in an additional control zone. This will make a material difference once the EU entry/exit system is implemented.

I suggest to the Committee, and I hope noble Lords will agree, that it is in both the UK’s and France’s interests that any disruption in Dover caused by potential implementation downstream of the EES is minimised, and the Government consider this order to be a reasonable and proportionate way in which to achieve that aim. I commend it to the Committee.

On first sight, this would appear to be straightforward legislation and would obviously merit support. But, on closer reading and on listening to the Minister, there are three areas of interest that I would like to question him about. One of them has come about as a result of his introduction, so we can clarify that in a moment.

My first set of questions surround the issue of juxtaposition in Calais. We as a country are going to introduce our own entry system. I hesitate to ask when it is likely to be brought in but, in a similar manner that the one for the Schengen area has been slightly delayed, I suspect that we may not be very far apart in what the two countries are doing. The first question is: is an equal juxtaposition going to occur in Calais and will that be only at the ferry terminal? The other question is: is there anywhere else in the United Kingdom where there is a juxtaposition? There are clear examples of working at both ends of a ferry terminal. I can tell noble Lords of my personal experience of Ouistreham. The French inspected all the vehicles, including my own, and then, when we got to Portsmouth, the British inspected the same vehicles for the same purpose. There was obviously wasted energy there because one inspection would have done on behalf of both within the secure zones. Is the ferry terminal the only place where there is juxtaposition? If there are others, will there be an equivalent need for this legislation? Perhaps in answering that query, the noble Lord may say when the British are going to have their own scheme and whether they are likely to happen fairly close together in time for their introduction? We will need a similar facility at Calais.

My second concern relates to the circulation area. Having read the legislation and the Explanatory Memorandum closely, it would appear to me that the circulation area is a link between the facilities at both ends, the western docks and the eastern docks. Anybody who has been to Dover will know that the connection between those docks is either a road, an esplanade with beautiful gardens and a walking facility and bicycle path alongside, or a beach.

My Lords, we welcome this order. I will be brief. I thank the Minister for his detailed explanation of the regulations, which was helpful. Perhaps I can help him by reassuring the noble Lord, Lord German, that, when I was in the Home Office, the rollout of the ETAs to which he referred was very much on track and was highly efficient—I am sure it still is.

My party does not have quite the same forensic interest in the geography of Dover as the noble Lord, Lord German, and it is content that the regulations will deliver what is expected of them. But I do have a couple of brief questions. According to the Explanatory Notes to the regulations, no impact assessment has been undertaken. Is there a particular reason for that, or a perfectly innocent explanation? As the noble Lord, Lord Coaker, is in the Room, I should say that I am asking this mostly because he used to ask me for impact assessments regularly when I was standing in his place.

I appreciate the detailed description of the powers of the PAF officers, but I did not hear the circumstances in which the use of firearms would be permitted. What are the restrictions, if any, on those officers? It may be that I just did not hear that.

Are arrangements in place to allow the employees of other foreign agencies to carry firearms when working in the United Kingdom? More generally, is this a reserved or a devolved matter?

I am grateful for noble Lords’ questions, which I will try to answer to help them understand the legislation and its impact—and hopefully to support it.

I say to the noble Lord, Lord German, that this is being undertaken and framed in this way because Dover carried 68,000 coaches in 2023, and 4,000 in the peak month of July. The noble Lord will know that the Schengen changes have been delayed to a date yet to be determined, and we do not yet know what their impact will be when they come in, but, undoubtedly, unless these measures are put in place, there will be longer delays for coach travel.

The noble Lord asked whether that is an issue for vehicles. He asked about cars. I hope I can reassure him by saying that the Port of Dover is looking at significant work, including reclaiming land in the port specifically for EES registration. Therefore, conversations are ongoing on the potential new area being used for car registrations as well as for coaches. The order does not preclude any particular type of vehicle, but the primary purpose at the moment, to ease any pressure in the event of the regulations being introduced by the EU, would be for the 68,000 coaches travelling through the Port of Dover each year.

The noble Lord mentioned the circulation area, which, as I indicated, is a 1.5 mile-long stretch of the A20 linking the French control zone at the western docks with the existing control zone in Dover. I reassure him—I hope this will help—that it will be for use just by vehicles by the French authorities and it is not envisaged or agreed that it will be undertaken by any means other than vehicles.

The noble Lord asked about juxtaposed controls generally. Dover/Calais is a classic example of where we need those controls in place. I hope I can reassure him by saying that we have juxtaposed controls in France, not just at Calais but at Dunkirk for ferry crossings, at Coquelles for the Eurotunnel, and at Paris Gare du Nord and Lille-Europe for the Eurostar. We also have them in Belgium at Brussels-Midi, and in the Netherlands at Amsterdam and Rotterdam, for train services. That is part of the general relationship that we have to have with the European Union in the post-Brexit era. We were never part of Schengen in the first place, so even under a pre-Brexit solution, that would still be a challenge that the Government would have needed to examine. I hope that reassures the noble Lord on those points.

Does the Minister have a date for the introduction of the UK ETA scheme? The noble Lord, Lord Sharpe, told us that it was going along admirably.

The noble Lord, Lord German, asks an interesting and pertinent question. The noble Lord, Lord Sharpe, indicated that, under his administration, it was moving along swimmingly. Let me tell the noble Lord, Lord German, that it still is. I will leave it at that.

I shall answer a couple of the points mentioned by the noble Lord, Lord Sharpe. First, he rightly asked—again, my noble friend Lord Coaker has asked this question many times—what the economic impact will be. I can tell the noble Lord—I hope that this also reassures my noble friend—that the estimated cost of this is minimal: around £3,052 over a 10-year appraisal period. It was therefore well short of any threshold that required a full impact assessment; in fact, any impact assessment would have cost more than its results. So that impact assessment has not happened, but I hope the noble Lord understands why that was the case.

The noble Lord, Lord Sharpe, also asked why and how PAF officers would potentially need to use their service weapons in the UK if they were carrying out immigration checks only. I need not remind the Committee, I hope, that any individual at any time can be a danger to those checking border paperwork and looking at issues to do with the regulation of this area. We do not know at any particular time who is going to be there and what threat they may pose. It is a requirement for the French authorities that they carry weapons accordingly, but I assure the noble Lord that that will be regulated by French national legislation in accordance with their normal working practices. PAF officers are required to carry service weapons; they do so while carrying out their work at the juxtaposed controls in the UK, but they do so under the same strict regulation that we discussed earlier in the Chamber in relation to firearm control. I hope that that reassures the noble Lord.

With those comments, I again commend this order to the Committee.

Motion agreed.