Michael Fallon
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The Minister of State, Department for Business, Innovation and Skills (Michael Fallon)
I congratulate my hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) on securing this important debate. I thank all of those who have contributed for doing so in a relatively non-partisan way. Hon. Members have spoken frankly and asked some tough questions, but, until the previous contribution, we have approached the issue in a non-party political way.
I will focus on some of the broad areas that I have been asked about, but I am happy to address specific questions, be interrupted or to reply by letter if I have missed anything out. I shall address: what we were told in the Department; the circumstances surrounding the European Investment Bank loan; the support that we are able to offer Southampton and Dagenham now; and Ford’s future in the UK. I hope to wrap up in that most of the points made in the debate.
First, what were we told when? As recently as 7 September, when my officials specifically asked Ford about Southampton, Ford assured us that it would continue to produce the new chassis cab variant in 2013. Ford has invested regularly in Southampton, including significant sums this year. We therefore had no reason to question what we were told. Amid a sharp deterioration in the mainland European vehicle market, Ford’s board decided on Friday 19 October to close the site. Ford contacted my Department the next working day, Monday 22 October, to arrange a discussion between the Secretary of State and the Chairman/CEO of Ford Europe. That phone call took place on the evening of Wednesday 24 October. We did not know of Ford’s plans in advance of that conversation.
We are obviously disappointed that, on this occasion, Ford chose not to engage with us until the day before the announcement. It gave us no opportunity to discuss the decision, which we would have expected and preferred. It made the decision based on a thorough analysis of its commercial operations in Europe.
Last Tuesday, 30 October, Ford published its latest financial results, which revealed a $1.02 billion pre-tax loss for the first nine months of 2012 for its operations in Europe, reinforcing why it has had to take difficult commercial decisions to restructure its European business and place it on a more sustainable footing.
Demand for light commercial vehicles has fallen dramatically in Europe over recent years, with the Transit seeing a sharp fall in sales. The company is clear that it can no longer support two van production facilities in Europe and must seek to consolidate production at one. Unfortunately, the Southampton plant is unable to compete with Ford’s newer factory in Turkey where labour and production costs are significantly cheaper than those in the United Kingdom. The Secretary of State and our officials probed that differential with the company, but we are clear that those differences are too high to bridge.
Let me turn now to the circumstances surrounding the European Investment Bank loan. The loan to Ford for its Turkish Transit van operation was approved as part of the EIB’s support for Turkey’s integration into the European Union economy. The Turkish operation has been in existence since 2001, and since 2009, it has made all versions of the Transit apart from the chassis cab variant, which is made at Southampton. The EIB loan for the Turkish operation was for retooling the Turkish plant for the production of the next model in 2013 and was not based on the cessation of production at Southampton. It is therefore incorrect to imply that the EIB loan is itself responsible for exporting jobs from the UK. Indeed, Ford tells us that it will not be increasing capacity at the Turkish site.
The EIB makes investments in key markets outside and inside the European Union. For instance, Ford UK benefited from up to £400 million of EIB funding back in 2010.
Mr Denham
For the record, I do not think that any Member has suggested that the loan to Turkey was responsible for the closure of the Southampton plant, but rather that it undoubtedly helped Ford to develop Turkey, which therefore helped it to close the plant. The key question is, would British officials involved in that decision have given the go-ahead to that loan—it was a loan rather than a grant—had they been aware of Ford’s plans for Southampton and Dagenham?
Michael Fallon
I do not wholly accept that. Ford was already planning to develop the new model at its Turkish plant. That plant has the capacity to produce more than 100,000 units per year of all types of van. Southampton, as we know, only made 28,000 units of one van variant each year. Even if the Turkish factory had not got the loan from the EIB, it is unrealistic to suggest that the entire new model production would have moved to the smaller Southampton factory, and that is the issue.
On the assistance that we need to make available to those affected by the move, I fully appreciate the concerns that have been expressed for the workers at Southampton and those at the associated stamping plant at Dagenham, along with their families and the wider communities in each area. I accept that it should be the Government’s priority and responsibility to do their very best to help those affected.
In Southampton, both the Secretary of State for Business and I have been in discussion with the chairman of the Solent local enterprise partnership, Doug Morrison, to ask directly what we can do to help. As Members here will know, the local enterprise partnership held an emergency board meeting on Thursday. I discussed the matter with the chairman on Friday, and he told me that a multi-agency taskforce is now being established, including representatives from the local enterprise partnership, Southampton city council, Eastleigh borough council as well as officials from my Department and other agencies, including Jobcentre Plus and the Skills Funding Agency. The taskforce will work in partnership with Ford until the plant closes next summer to ensure support is in place for affected employees and small and medium-sized enterprises in the supply chain.
Caroline Nokes
On that point, the Minister will no doubt be aware that between 2003 and 2008 there was, within the automotive and aerospace sectors, the supply chain group programme, which was funded by the regional development agencies. Has the Minister given any thought to the introduction of a similar scheme, which might be of specific assistance to those companies in the supply chain?
Michael Fallon
I will certainly look at that point. The local enterprise partnership has said that it will try to identify the specific impact on the supply chain. If it has requests to make as a result of that work, we certainly stand ready to assist it. It also asked us for specific assistance in two other respects. First, it asked whether it was possible to accelerate the roll-out of phase 2 of the Bridging the Gap project, which, rather confusingly, was announced under round 3 of the regional growth fund in the middle of October. The project will provide grant support to individuals and small businesses in the Southampton and Isle of Wight area. Secondly, the LEP asked whether it was possible to broaden the remit of the scheme so that Ford employees living outside the specific boundaries of the local enterprise partnership could also benefit from the proposal.
On the first point, I have asked officials to see what can be done to accelerate the due diligence required of the bid. I am confident that we can shorten that process and ensure that money is made available more quickly. Bidding under round 3—the arrangements for the finalisation of the selected bids—is already subject to faster time limits, which were put in place after the experience of rounds 1 and 2. As for the boundaries, I think—I hope that hon. Members will agree—that it would be wrong to discriminate against someone who has worked at the plant simply because they live outside the geographical boundary of the local enterprise partnership area. I have asked officials to look specifically at what we can do to ensure that there is no such discrimination.
The future of the site itself has also been raised today. I can understand that the community and the local enterprise partnership are keen to retain such a prominent and iconic site for manufacturing use, but that will depend on the site’s ownership and planning status, which is, in the first instance, a matter for the planning authority. Let me say though that we, too, are keen to see it remain in industrial use. We have already notified its availability to UK Trade and Investment to ensure that inward investors are aware of the opportunity there, and we are happy to work with the local planning authority to do everything that we can to ensure that the site remains in manufacturing or industrial use.
My hon. Friend the Member for Romsey and Southampton North suggested extending the enterprise zone. There is already an enterprise zone in the area on the Daedalus site, some 15 miles away. I understand her request that we should create another one. Of course we will await advice on that from the Solent local enterprise partnership. The LEP covers Southampton and Portsmouth, and it really is for it to advise us on whether it sees the need to create a specific zone around the site, or whether it wants to enlarge the other zone and so on. We await advice from the local enterprise partnership.
It would be wrong not to touch on the Dagenham area. The hon. Member for Dagenham and Rainham (Jon Cruddas) has spoken eloquently for his constituents, and I know that he is in regular touch with the plant there. Following the Mayor of London’s standing commitment to lead a response to any large-scale redundancies in London, he hosted a constructive meeting of partners, including Jobcentre Plus, the Skills Funding Agency, the London borough of Barking and Dagenham and my officials, last Friday. The Mayor will work with all those partners and with Ford to develop support arrangements for the affected Ford workers and their families.
In partnership with the London enterprise panel, the Greater London assembly and the borough are already considering the long-term impact on the Dagenham area, including how new opportunities to retain a high value-added and high-skills local economy can be realised on the back of the continuing and substantial commitment of Ford to Dagenham, about which the hon. Member for Dagenham and Rainham has spoken and which we should not forget in the circumstances surrounding the regrettable decision to close the Southampton plant.
Ford has indicated that it hopes that the inevitable redundancies will be voluntary. It expects that around 300 people may want to relocate within Ford’s remaining UK operations, rather than take the voluntary redundancy package, and it has hired Lee Hecht Harrison, a global outplacement provider, to work with it at both the affected sites to help individuals. Whatever criticisms we may have about the circumstances in which the decision to close the Southampton plant was made, we should welcome Ford’s commitment to do everything that it can to help its employees after that decision was made.
Chris Huhne
Has the Minister had any contact with Ford executives about extending that package to the subcontractors on site and, indeed, to people in the supply chain, particularly given the availability of an outplacement agency, which can have an important effect on job opportunities in the future?
Michael Fallon
I am very happy to undertake to look at that point. The right hon. Gentleman raised the supply chain in his meeting with the Secretary of State. As I say, we will certainly look at that point. We are waiting for more evidence from the local enterprise partnership about the scale and degree of the supply chain, and exactly where the jobs affected might lie, but I am happy to consider that point and I will get back to him.
As I was saying, we have ensured that the local Jobcentre Plus teams and the Skills Funding Agency are involved in both Southampton and Dagenham. The SFA will work with colleges and training providers in the local areas to ensure that support is available to any employees who are at risk of redundancy, and the national careers service can offer free careers advice on upskilling or retraining for alternative employment.
I will turn shortly to the future of Ford in the UK, but before I do so I will attempt to answer some of the questions that the hon. Member for Hartlepool (Mr Wright) put to me. He asked me to assess the European market. I am not sure whether it is for me to do that, but the manufacturers certainly tell us that there remains significant and structural overcapacity throughout the European marketplace. We have seen that in the closures proposed at Peugeot and in the recent profit warning from Renault. I do not think that there can be any doubt that some quite significant restructuring lies ahead for the European market. Of course, that is a market that the Turkish Ford plant supplies.
The hon. Gentleman asked me more specifically if I had discussed these matters in my discussions with Ford. I met Ford on 5 September—my second day in office—and again on 25 and 26 September, in the meetings that I had with most of the major automotive companies in the margins of the Paris motor show. Yes, we certainly discussed overcapacity, but we were given absolutely no hint that that overcapacity had any implications for Ford’s operations in the UK.
The hon. Gentleman also asked whether we talk to other Departments. Yes, we talk to other Departments, and issues are raised with us by the major investors, not least about the taxation of low-carbon vehicles, and so on. So, as I say, we do talk to other Departments.
The hon. Gentleman finally asked about the strategic approach, and discussing that approach is the point at which I should turn to the future of Ford’s long-term commitment to the UK and to the efforts that we and previous Governments have made to secure that commitment to research and development and, in particular, to engine design and manufacturing operations in the UK.
It is important to remind ourselves that Ford is a very important part of the UK automotive sector and has been for more than a century. Ford employs more than 12,000 people in the UK and invests more than £400 million each year here on high-quality R and D—about a quarter of the total UK automotive R and D spend.
Even more significantly, the UK supplies more than a third of Ford’s total global demand for petrol and diesel engines. As part of that, the UK supplies more than half Ford’s total global diesel engine requirement. These are astonishing statistics, all the more so because the engines are not only built here but designed here. That is why, despite the circumstances that have brought us together this morning, I am delighted that Ford has subsequently confirmed that it will design, engineer and build its brand new low-carbon diesel engine in the UK.
Of course, Ford applied for help from round 3 of the regional growth fund to enable that project to go ahead. On 19 October, we announced our conditional offer of £9.3 million to support Ford’s investment of £156 million into Dagenham to build an all-new engine series at the plant. It may be of no comfort to those in the Southampton area, but that investment will safeguard some 450 jobs and create 50 new jobs, while supporting many more in the supply chain and wider economy. Ford expects to follow that project with a new petrol engine at Bridgend, and together these projects will ensure that the UK retains its crown as Ford’s global centre of powertrain excellence.
I was specifically asked about the circumstances of the regional growth fund bid. Of course, the bid is appraised by an independent panel, chaired by Lord Heseltine, and it is separately appraised by our secretariat, assessing it on its own merits against the fund’s objectives, which include the employment that the bid would create or safeguard, as well as the investment and the benefits to the wider community that it would bring to the UK.
I need to be absolutely straight with colleagues here and say that we look at such bids independently; we do not have discussions with the company about the rest of its strategic plans right across the UK; and we look at each bid on its merits and measure its compliance with our criteria. Of course, all the allocations are then subject to due diligence—an important process that is built in to protect the public purse.
Mr Denham
I am grateful to the Minister for giving way, but perhaps I can just put it on the record that this is where we disagree and that, in the view of many of us, the regional growth fund should engage with a company’s wider strategy and not simply assess the merits of an individual decision.
Michael Fallon
I note that point and I heard the right hon. Gentleman make it in his earlier contribution. I am not sure whether, under the old system, the four regional development agencies that would have been involved—I think that is the number—would have been part of that process, but I will certainly reflect on what he has said.
What is important is that we are capturing this new work in the UK and we are playing to our world-class strengths of design, engineering and advanced manufacturing. That is the direction that we should be moving in, as we seek to rebalance our economy, drive forward growth and secure greater export revenues. That is the front and centre of our industrial strategy. Without our support, the Ford projects that I have mentioned would have gone elsewhere, which would have undermined the UK’s position as the centre of choice for Ford’s engine programme and our ability to bid for and win new work.
In conclusion, a number of points have been made today. Let me re-emphasise that I share the disappointment of every Member who has spoken in the debate at Ford’s decision to close the Swaythling plant. I regret the circumstances in which that decision was made and communicated to the Department and, indeed, to colleagues here in Parliament. Nevertheless, we will commit to work with local partners; we will do all that we can to help those affected by the closures; and we will continue to work with Ford to build on its major and ongoing commitment to the automotive sector in the UK.
Sir Roger Gale (in the Chair)
May I take this opportunity to thank all right hon. and hon. Members who are in Westminster Hall, both for the largely non-partisan manner in which the debate has been conducted and for seeking to accommodate both Front Benchers in the manner that they have been accommodated? As I said earlier, this is an important subject, and I hope and believe that those watching in a wider audience may just have seen a little of the House of Commons at its very best this morning. Thank you all very much indeed.
If the right hon. and hon. Members who are leaving Westminster Hall could do so quietly, in a moment we will proceed to the next debate.