UKBA can't do the most basic aspects of its job

The borders agency fails immigrants in ways that defy understanding.

The unknown whereabouts of 150,000 people refused residency in Britain made headlines this week. The UK Border Agency took the usual flack for failing to exercise a "clear strategy" to deal with these cases. A Labour MP playing two populist cards with one hand – immigration and bonuses – demanded the removal of bonuses from senior UKBA officials. The pattern is a familiar one.

Yet there are far worse practices for which the border agency ought to be held to account. It is troubling barometer of public opinion that this is the issue that we choose to get up in arms about when far greater injustices occur within the immigration system on a daily basis.

Gladys, a young dental nurse from Zimbabwe, is just one typical victim out of thousands, whose liberty depends on the caprice of border agency decision making. She spent six months imprisoned at Yarl's Wood immigration removal centre. Not because she posed a security threat or was a danger to the British public, but because of a series of arbitrary decisions. I interviewed Gladys last December while she was still detained at Yarl's Wood.

Before being detained, Gladys reported to the border agency’s Solihull centre every three months while her asylum application was being processed. As an asylum seeker Gladys was ineligible for benefits and, like all asylum seekers with cases pending, was barred from working, making the £7 train fare from Wolverhampton to Solihull an impossible expense.

She explained the difficulty of her situation to the border agency. They reacted, perversely, by making her appointments fortnightly. Of course, Gladys could no better cough up £7 every two weeks, than every three months, and once again she appealed to their common sense. The response was an unannounced visit from the six immigration officers, who searched her, and carried her off to Yarl’s Wood. "Strangely I was just at peace. I didn’t think I would be detained for this long," she told me.

Inside Yarl’s Wood, things quickly got worse. When Gladys made an application for bail from Yarl’s Wood, the agency claimed to have no record of her initial asylum claim. This meant she had start her entire asylum application from scratch; further prolonging the already slow and cumbersome process. The cloud of uncertainty which Gladys hoped might end with a decision on her future looked set to continue. Why?

It turned out the agency had misspelt her name on the first application, and so when she made a bail application with her name spelt correctly, they failed to match up the two files. This revelation did not nudge the conscience or common sense of any official; the process had to begin again. "The whole system can be so frustrating," Gladys said. "It’s like they play mind games with you."

Gladys’ punishment continued when she refused to board a flight to Zimbabwe while her asylum claim was still in progress. Yarl’s Wood staff, (the centre is run by Serco, who took over from G4S in 2007) suddenly stopped her working the weekly nine-hour shifts available to all the women detained. The pay is one pound an hour and helps pay for toiletries and phone credit.

Gladys spent much of her time at Yarl’s Wood in fear; fear that she would get ill and the staff would not believe her; fear of what would happen if she was deported and left at Harare Airport; fear of being forgotten. "I am just a number. CID number 404. You go crazy. A lot of people are suicidal. If you don’t believe in something you will lose your mind."

The psychological effects of indefinite detention for immigration purposes have been well documented in Lancet and the Medical Journal of Australia (MJA). The MJA has reported of detainees "dominated by hopelessness" engaging in "repeated acts of self-harm or self-mutilation leading to acute hospital admissions."

It is not difficult to see how this might come about; the centres are effectively prisons. I remember my initial shock at the level of security on my first visit to a removal centre. I signed a form agreeing to be searched, provided two forms of identification, and had my fingerprints taken. I was not allowed to take anything up to the visitors’ room and had to leave all my belongings in a locker. I asked the guard if I could take my dictaphone or notebook; no. I was escorted to a small room and searched; I took off my shoes and emptied my pockets. A tiny hair pin fell from a pocket and was confiscated. Each visit I scan my now officially-remembered fingerprint three times before I am can enter the visitors’ room.

Sarah (not her real name), a sensitive and reserved 24-year-old detained at Yarl’s Wood is feeling the impact of being detained eight months in these conditions, while she appeals against the refusal of her asylum claim. She hates to complain, but yearns for a little kindness. "I don’t want to go mad," she says. "I try not to hold it in my heart...it’s not easy." She cannot sleep, suffers constant headaches, but refuses to visit the centre’s nurse because for fear of being called a liar.

Sarah and Gladys contrast starkly. Gladys was happy to be interviewed, to be asked questions, and to challenge her treatment. Since being released, she has continued to campaign vocally against immigration detention. But Gladys is the exception among the 3,000 odd detention estate (the highest since 2001). Sarah is more typical; languishing alone, voiceless and forgotten. She will never make the headlines.

The gates of the Yarl's wood detention centre. Photograph: Getty Images

Rebecca Omonira-Oyekanmi reports and writes on immigration, women and economics, housing, legal aid, and mental health. Read her latest work here. Her blog rebeccaomonira.com was shortlisted for the 2012 Orwell Prize. She tweets @Rebecca_Omonira.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.