Automotive reshoring really is happening. Contracts worth more than 拢1bn that were outsourced to overseas based automotive suppliers back in 2012 are now being delivered by 海角视频-based suppliers, Council (a body which brings together the industry and the British government).
Back in 2012, the Automotive Council identified a big opportunity in terms of 3bn pounds鈥 worth of components that the 海角视频 supply chain could deliver. Since then, 海角视频 auto manufacturers have re-shored over 拢1 billion-worth of purchasing.
And as the assembly industry grows, so does the opportunity for the supply chain. The Automotive Council now estimates that over the coming years, the potential to re-shore purchases by 海角视频 vehicle assemblers stacks up to 拢4 billion per annum of added first tier supplier business.
The Council anticipates the 海角视频 will be producing two million new cars a year in the future (in line with SMMT forecasts) and that the growth in manufacturing, and the shift towards higher value vehicles, will require "ever more complex and technically advanced components" and provide opportunities for 海角视频 suppliers.
"Sales from 海角视频 suppliers to 海角视频 vehicle makers have grown by 19% through 2014, whilst sales growth at the 海角视频 vehicle makers was a more modest 5%, as the European market remains subdued," the report said.
Currently around one third of the components in a 海角视频-built car are domestically sourced, compared to over 90% back in the mid-1970s. Hence the opportunity to raise local content 鈥 maybe as high as 40%.
The new generation Luton-built Vauxhall Vivaro van is a great example. The latest model, which started production last year, has 40% British content as against its predecessor's 16%. That translates into an extra 拢600 million spending with British suppliers, thus allowing local companies to expand.
Much of the recent supply chain success comes from the government and industry working together via an intelligent industrial policy in the form of the Automotive Council so as to strengthen the supply chain, along with 海角视频TI鈥檚 Automotive Investment Organisation (AIO).
The latter was set up in 2013 to bring more foreign investment into the 海角视频 automotive sector. Since its birth, the AIO has secured or created more than 10,000 jobs, and has into the 海角视频 supply chain.
But the Automotive Council鈥檚 report notes that more needs to be done. It recognises that the opportunity for domestic firms to supply components to 海角视频 vehicle manufacturers is being held back by an 鈥渋nformation failure鈥.
British buyers and sellers were often unaware of each others鈥 requirements, inhibiting domestic purchasing, and the report suggests that 鈥渁n automated signposting system would help promote the capabilities of 海角视频 suppliers to 海角视频 buyers and help fulfil reshoring objectives, while consideration should be given to an event showcasing the 海角视频 components industry.鈥
Other proposals in the report include broadening the scope of 鈥榤eet the buyer events鈥 to lower-tier buyers, and also holding forums for specific commodities or in particular regions. The report also suggests that more research be carried out into the total landed cost of goods produced in the 海角视频, to highlight the country as a manufacturing location (something that the US has done well).
But I鈥檇 go much further. An even more active industrial policy is needed to overcome some of the major barriers to further reshoring in the automotive supply chain. Once again, it's the skills issue, along with access to finance (especially for smaller firms down the supply chain) and high energy costs which provide some of the biggest barriers. Tackling these would also help local firms export more.
In many ways the West Midlands 鈥 and especially its auto sector - is well placed to make the most of reshoring. Major firms like JLR, JCB and BMW (via its Hams Hall engine plant) have all located here to access the region鈥檚 rich assets.
These include excellent skills, a flexible workforce, a strong innovation environment linked to local universities and consultancy firms, a superb design base and low costs. Only a handful of regions in Europe actually have the genuine capability to completely design, develop and build a whole car, including its powertrain. The West Midlands is one of them.
Moreover, the region can compete with anywhere in Europe on the basis of high productivity, high quality and low labour costs. The region is well placed to develop this further through investment in skills and technology.
But local actors still have to work hard to drive reshoring. The government鈥檚 拢245 million Advanced Manufacturing Supply Chain Initiative (AMSCI), for example, grew out an earlier auto-focused Regional Growth Fund bid by several Local Enterprise Partnerships (LEPs).
While a welcome move, the overall amount of funding on offer (拢245 million in total) across manufacturing nationally is very limited. Extending the scheme so that smaller firms can directly access the support available is critical, especially when the lack of access to finance is a major issue for such firms.
On the latter, 鈥榯ooling up鈥 in the automotive supply chain is still a big challenge given uncertainty over future vehicle volumes, the asset specificity of the tool (which means that lenders are reluctant to accept it as collateral), and a lack of specialist knowledge in the baking system over how to evaluate proposals.
In tackling such issues, we need to see a 鈥榮tep change鈥 in the engagement of the . At some point a dedicated automotive loan fund 鈥 backed by the state through a British business bank 鈥 may be required to overcome failures in the financial system.
On this, last year the government launched a welcome 拢24m National Tooling Fund to assist toolmakers and component manufacturers to fund the design, development and manufacturing of tools following a firm order from a major assembler. It鈥檚 a good first step.
We have seen a great effort locally by local LEPs, suppliers, unions, assemblers and support agencies such as the MAS to work together to support the local automotive renaissance. The cooperation between some of the local LEPs over inward investment, for example, has been genuinely first rate.
But that needs to go further and it links back to the devolution argument. Local authorities need to seize the devolution opportunity 鈥 via a combined authority - so that the region can develop the wider array of policies so needed to boost the local availability of skills, foster the region鈥檚 innovation capacity, support the supply chain base, and provide effective support services.
There is a huge opportunity here. The 海角视频 economy hasn鈥檛 actually rebalanced in the way that the government hoped for. But manufacturing and business services in this region 鈥 and especially the automotive supply chain 鈥 really are doing the 鈥榟eavy lifting鈥 of reshoring, exporting the economy out of recession, and driving growth.
Let鈥檚 make the most of it.
* Professor David Bailey works at the Aston Business School
