The Downing Street Years (20 page)

This had been a battle fought and won not simply for the Government and for our policies, but for the economic well-being of the country as a whole. It was necessary to stand up to unions which thought that because they were in the public sector they should be allowed to ignore commercial reality and the need for higher productivity. In future, pay had to depend on the state of the employing industry, and not on some notion of ‘comparability’ with what other people received. But it was always going to be more difficult to induce such realism where the state was owner, banker, and at times tempted to be manager as well.

In many ways British Leyland presented a similar challenge to the Government as BSC, though in a still more acute and politically difficult form. Like BSC, BL was effectively state-owned and controlled, though technically it was not a nationalized industry. The company had become a symbol of Britain’s industrial decline and of trade union bloody-mindedness. However, by the time I entered No. 10 it had also begun to symbolize the fightback by management. Michael Edwardes, BL’s Chairman, had already demonstrated his grit in taking on the trade union militants who had brought the British car industry to its knees. I knew that whatever we decided to do about BL would have an impact on the psychology and morale of British managers as a whole, and I was determined to send the right signals. Unfortunately, unlike the case of BSC, it became increasingly clear that the action required to support BL’s stand against trade union obstruction
diverged form what was required on purely commercoal grounds. This was a problem: but we had to back Michael Edwardes.

We had indicated in Opposition our hostility to the Ryder Plan for BL with its enormous cost, unmatched by sufficiently rigorous measures to increase productivity and earn profits.
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My first direct experience as Prime Minister of BL’s difficulties came in September 1979 when Keith Joseph informed me of BL’s dreadful half-yearly results and of the measures the Chairman and Board intended to take. The new plan involved the closure of BL’s Coventry plant. At least 25,000 jobs would be lost. Productivity would be increased. The development of BL’s medium car range of models would be accelerated. The BL Board said that the Company would require additional funds beyond the £225 million remaining of the £1 billion which Labour, under the Ryder Plan, had in principle committed. In response, Keith made no financial promises. He told BL to look at the scope for raising money from its own resources — that is sales of profitable parts of the company. There was no immediate need to take decisions about funding until the Government received the new BL Corporate Plan from the National Enterprise Board (NEB) in November.

BL’s workers were to be balloted on the Corporate Plan. If it received substantial majority support the Government would find it very difficult to turn down and, as quickly became apparent, the company would want a further £200 million above and beyond the final tranche of Ryder money. The ballot, of which the result would be announced on 1 November, seemed likely to go the company’s way. But it might not; and that would present its own immediate problems. For if the ballot showed anything other than overwhelming support for the company’s proposals there would be speculation about its future, with the prospect of BL’s many small and medium-sized creditors demanding immediate payment and the large holders of loan stock adding to the pressure. BL might be forced precipitately into liquidation in circumstances which would make it impossible for us to formulate a sensible response and for an orderly disposal of its assets to take place. The economic implications of such a collapse were appalling. One hundred and fifty thousand people were employed by the company in the UK; there were perhaps an equal number of jobs in the component and other supplying industries dependent on BL. It was suggested that complete closure would mean a net loss to the
balance of trade of around £2,200 million a year and according to the NEB it might cost the Government as much as £1 billion.

There was no mistaking the political and economic gravity of the decisions required. Closure would have some awful consequences, but we must never give the impression that it was unthinkable. If ever the company and workforce came to believe that, there would be no limit to their demands on the public purse. For this reason Keith and I decided not to agree to BL’s request for the Government to issue an undertaking to honour the company’s debt. They had wanted us to publish a letter to this effect even before the ballot result. In fact, 87.2 per cent of those voting supported BL’s plan and BL immediately sought approval from the NEB to go ahead with it. A firm request for money was made to the Government.

Our consideration of the BL Corporate Plan was delayed by two other events. First, as a result of our (unconnected) decision to remove Rolls-Royce from the purview of the NEB, Sir Leslie Murphy and his colleagues resigned and a new Board had to be appointed under Sir Arthur Knight. Second, the Amalgamated Union of Engineering Workers (AUEW) now threatened the very survival of BL by calling a strike following the dismissal on 19 November of Derek Robinson, a notorious agitator, convenor of the shop stewards at Longbridge and chairman of the so-called ‘Leyland Combine Trade Union Committee’. Robinson and others had continued to campaign against the BL plan even after its approval. The management had been right to sack him, pending the outcome of an inquiry by the AUEW.

On Monday 10 December ministers, under my chairmanship, considered the Corporate Plan. The first thing I noticed was that BL’s performance had deteriorated even since it had been drawn up. So I asked for up-to-date forecasts of profits and cash flow. I wanted from Michael Edwardes a proper definition of the circumstances under which the BL Board would abandon the plan. There had to be clear bench marks against which to measure future performance. I also wanted to know whether Michael Edwardes himself intended to remain as Chairman: officially, his contract had only another year to run.

We were now, though, put under pressure to approve the plan before the Christmas recess — without waiting for completion of BL’s wage negotiations — in order to enable the company to sign a collaborative deal with Honda for a new middle-range car. I was not prepared to be bounced into a commitment. In any case, past experience suggested to me that the plan would not in fact be fulfilled. BL’s annual plans always forecast major improvements: but every year things
seemed to get worse. Its share of the UK market for cars had slumped from 33 per cent in 1974 to 20 per cent in 1979, and had fallen further, down to only 16 per cent, over the last two months. BL’s productivity was only two-thirds that of its European competitors, and lower still compared with the Japanese: for the company to become competitive again productivity needed to improve by something like 50 per cent. It remained to be seen whether the Plan could transform that. The proposed new models could help. But the first of these was not due until the end of the following year, and by then all its competitors would have new models too. Meanwhile, BL was already running out of cash and would need an advance on money allocated for the next financial year.

I, therefore, asked John Nott, who brought to the problem the expertise and scepticism of a banker, to go over BL’s accounts with the company’s Finance Director. Keith Joseph, John Biffen and others also went over the plan in detail with Michael Edwardes. Their conclusion was that there was only a small chance of BL surviving and that it was probable that the plan would fail, followed by a run-down or liquidation of the company. About a third of BL was thought to be saleable. But the final judgement had to be based on wider considerations. We reluctantly decided that people would simply not understand liquidation of the company at the very moment when its management was standing up to the unions and talking the language of hard commercial common sense. And so, after much discussion, we agreed to endorse the Plan and to provide the necessary financial support. Keith announced our decision to the House of Commons on 20 December.

Agreeing to provide more public money was not, though, the end of the problem: it rarely is. BL’s ballot on their pay offer went badly wrong, partly because the question put to the workforce — ‘do you support your Negotiating Committee’s rejection of the Company’s wage and conditions offer?’ — was confusing. Fifty-nine per cent of those taking part voted against the offer. Moreover, the AUEW enquiry found that Robinson had been unfairly dismissed by the company and an official strike was announced, to begin on 11 February. Michael Edwardes rightly refused to reinstate him or to improve on the pay offer. Contingency plans were made by the BL Board, assisted by Department of Industry and Treasury officials, to cope with the situation if the Plan had to be withdrawn and the company put into liquidation. Michael Edwardes was unwilling, even at this stage, to approach possible foreign buyers for a sell-off of BL, although he agreed to respond positively to any approaches potential buyers might
make to him. Certainly, the workforce at BL could be in little doubt as to the seriousness of their position. BL’s share of the market had fallen so low that in January Ford sold more of one model (the Cortina) than BL’s total sales.

Michael Edwardes and the BL Board held their nerve and faced down the union threat. The strikers were told that unless they returned to work by Wednesday 23 April they would be dismissed. But much as I admired BL’s tenacity, I was becoming increasingly unhappy about the Board’s commercial approach. In particular, there was strong resistance from the Board to selling all or part of the company, though this took the form of obstruction rather than declared hostility.

For example, there was fierce initial resistance to my suggestion of engaging an independent financial adviser to advise on the disposal of the company’s assets. It was argued that such an appointment would undermine confidence in the company’s future. It was even suggested that these were matters for management, not government. I could not accept this. Government was the major shareholder in BL and it was right that the shareholder should have a say as to when and how the company’s assets should be sold. In fact, such an adviser was in due course appointed, with Michael Edwardes’s acquiescence.

On Wednesday 21 May Michael Edwardes and two of his colleagues came to a working dinner at No. 10. On the Government side, Geoffrey Howe and Keith Joseph, Robin Ibbs the head of the CPRS, and my private secretary were also present. Michael Edwardes said that BL faced a worse trading environment than when the 1980 Plan was prepared. It would be able to live within its agreed cash limit for 1980 but the £130 million limit provisionally decided for 1981 and the assumption that no government funding would be necessary thereafter were, he said, unrealistic. He claimed to have high hopes of collaboration with a German manufacturer, but that the prospects for selling most parts of the business in the near future were not encouraging. Only Land Rover would fetch a good price at that time, but to sell it separately would leave the rest of the business seriously weakened. Other parts of BL might be sold in a year or two as the recovery programme proceeded. It was obvious where all this was leading: BL was about to present us with yet another demand for taxpayers’ money, and probably for a huge amount.

In reply, I acknowledged that BL had achieved a great deal. But I stressed my anxiety about the endless demands for extra money. I said that BL had failed to meet the targets set out in its Plan. There could be no presumption that any additional money would be provided.

As the summer wore on it became clear that the company’s financial position was deteriorating even further. Michael Edwardes bombarded us with complaints. He was upset about Japanese imports. He drew attention to the (undoubtedly real) difficulties of exporting to Spain because of that country’s high tariffs, while they nevertheless exported their cars freely to us. He worried about the level of sterling. But none of this could disguise the fact that things were going badly wrong at BL and that the Board seemed unable to turn things round. The company lost £93.4 million before interest and tax in the first half-year compared with a profit of £47.7 million for the same period the previous year. Michael Edwardes tried to get the Government to agree to fund the new BL medium-range car — known as the LM10 — separately and in advance of the 1981 Corporate Plan. Indeed, he wanted me to announce the Government’s commitment to this at a dinner given by the Society of Motor Manufacturers and Traders (SMMT) on 6 October. I had no intention of agreeing; once again, I would not be bounced.

Instead, I delivered a rather different and possibly less welcome message to the motor industry. I acknowledged that some of the problems they faced were caused by the world recession. But that was not the real reason for the industry’s difficulties. I said:

The last part of that message seemed to fall on deaf ears. On 27 October BL’s trade unions decided overwhelmingly to reject the company’s offer of a pay increase of 6.8 per cent and recommended a strike. Michael Edwardes wrote to Keith Joseph to say that a strike would make it impossible to achieve the 1981 Corporate Plan submitted just a week before. To win support for the pay offer, he wanted to write to inform union officials of the key aspects of the 1981 Plan,
including the funds required for 1981 and 1982 — a figure which he would put at £800 million. I reluctantly accepted Michael Edwardes’s approach but only on the clear understanding that the Department of Industry would make it known that the Government was not committed in any way to finding these funds and that the matter had yet to be considered. In fact, on 18 November BL’s union representatives backed down and finally decided to accept the company’s offer. History repeated itself: almost the same thing had happened the previous year. The need to deal with an industrial relations crisis made it extremely difficult to avoid the impression that we were prepared to provide large amounts of extra public funding for the company. No matter how clear our disclaimers, inevitably people drew that conclusion.