Section 1. History of the emergence and development of the automotive industry.
Subsection 1. History of appearance auto industry.
Subsection 2. Development Automotive industry in the 90s.
Subsection 3. Development and shifts in the location of the automobile industry in the 20th century.
Section 2. Modern geography of the automotive industry.
Subsection 1. Factors that influence the location of mechanical engineering.
Subsection 2. Main areas and centers of specialization of the automotive industry.
Subsection 3. The place of the automobile industry in the economies of industrialized countries.
Section 3. Automotive industry Russian Federation - present and future.
Section 4. Problems and tasks of the automotive industry.
Section 5. Development prospects industry.
Automotive industry - This industry medium-sized industry producing trackless vehicles, mainly with internal combustion engines.
Our Automotive industry is under pressure from a huge burden of problems inherited from the socialist mode of production. This is, first of all:
low production culture and labor discipline (personnel recruited mainly according to a limit, working in factories, as a rule, for apartments and Moscow registration, excluded from sharing the results of their labor, not burdened with the desire to connect their lives with the plant for a long time, as is customary, for example , V Japan, did not really care about the quality of technological operations; were not very worried about the reputation of the factory brand; they easily violated labor discipline and stole spare parts on a grand scale);
lack of interest from management in pursuing optimal marketing and financial policies. His goal was to knock out funds, and then ensure the implementation of the plan at any cost. They were, as it were, representatives of the Politburo;
Release automotive products, focused mainly on consumption in the Domestic market, did not stimulate the creation of competitive cars;
lack of interest in introducing Innovations (implementation, as a rule, was associated with enormous difficulties and lack of motivation).
It will apparently not be possible to get rid of this burden of problems in a fairly short period of time, even despite some well-known measures taken by such a powerful figure as Moscow Mayor Yu.M. Luzhkov. To bring the Automotive industry to a decent level, ensuring the production of globally competitive Market Cars, it is necessary to develop a state strategy for the development of the automotive industry and unite the efforts of enterprises throughout the Country.
Now there are a number of trends in the automotive industry that indicate the importance and significance of it, as well as related industries in the economies of industrialized countries. There is a completely new approach to the technical development of the car, the Company and its production technology.
Scientific and technological trends are to reduce fuel consumption and reduce harmful emissions, develop an ultra-light car, improve safety, quality, reliability and durability, as well as the development of intelligent highway systems.
Economic trends:
Reducing production costs and, accordingly, car prices and at the same time growing due to tightening legislation and consumer demands, the cost of new design developments and implementation New technologies (developments);
Intensifying competition to create the car of the future with the goal of Dominion over Market, as well as the integration of auto manufacturers and component suppliers. Engineering and computerization Process developments make it possible to create new models in a short time;
specialization of research, development and production based on the international division of labor (at the parent enterprise today only 35-50% of parts, components and assemblies are produced, the rest goes to the assembly plant through cooperation).
success Business combinations efforts are facilitated by the use of ISO 9000 series standards when concluding contracts between firms, which generates mutual trust and determines high quality final Goods. The role of Suppliers in the early stages of vehicle development, starting with research and design, is also increasing. The supplier becomes a full partner of the manufacturer of auto suppliers in ensuring its quality and in distributing profits.
The variety of operating conditions has led to wide specialization vehicles, which are distinguished by specific properties that ensure their use in specific conditions with the greatest efficiency.
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Automotive industry of the Russian Federation - present and future.
Automotive industry, as a branch of mechanical engineering, originated in the 80-90s of the 19th century in France and the Federal Republic of Germany (FRG), and at the end of the 19th - beginning of the 20th centuries in Great Britain, Austria-Hungary (Bohemia), Italy, USA, Belgium, Canada, Switzerland and Sweden in connection with the objective social need for the mechanization of overland railless transportation (primarily military) and the displacement of human activity from this area muscular strength animals (and people). Since the mid-20th century, the automotive industry has been a mature industry with a high (and increasing) degree of monopolization. In the 1930s, the industrial-type automobile industry was created in the USSR, and in the 1950s-60s in Japan, Brazil, Argentina, Spain, India, China and a number of other countries. In the 1980s, intensive development of the automotive industry began in the Republic of Korea, and since the 1990s in other countries of the Asian region, primarily in China. In the first decade of the 21st century, the automotive industry of the continental People's Republic of China is developing at the most rapid pace due to its leading position in the volume of attracting foreign capital and active anti-crisis tax and credit support from the state. In 2009, production in China increased by 49.2% compared to 2008 and reached 13.83 million vehicles, including 10.42 million passenger cars, which allowed it to take first place in the world, ahead of Japan, which had been the leader in this indicator for 33 years. where production decreased by 31.5% to 7.93 million. In 2010, it is assumed that the auto industry People's Republic of China (PRC) will grow by no less than 10% and reach a production volume of 15.2 million cars, so in January 2010 the volume sales grew by 84%, reaching 1.22 million vehicles.
Thus, by the 2010s, a change of leaders is planned in the global automotive industry, since the previously dominant American auto industry, represented by the Big Three, has been somewhat displaced since the 1980s by the Japanese auto industry, represented by Toyota, Nissan, Honda, Mitsubishi, etc. , and in the 2000s also by the European auto industry, including VAG concerns, Daimler, BMW, Renault, PSA, FIAT, etc., as a result of the global financial crisis, significantly reduced production volumes and sales. The total volume of car production in the world in 2007 amounted to 73.1 million (+5.4% compared to 2006). Due to global financial crisis car sales in 2008 fell to 63 million compared to 69 million in 2007.
In 2008, with the beginning of the global financial crisis The automotive industry is among the most depressed sectors of the global economy. Concerns GM and Chrysler were forced in the fall of 2008 to turn to the US government for multi-billion dollar loans, without which their survival became almost impossible. Automakers have made similar loan requests to their national governments. Europe and the Russian Federation. According to PricewaterhouseCoopers, in 2009 the decline in global auto production could reach 14% (55 million)
The automotive industry is one of the leading industries in the Russian Federation. This is confirmed by statistical data. Thus, the number of workers in it is 4.6% of all employed in industry as a whole and 13% of mechanical engineering workers. The automobile industry accounts for 3.8% of the total volume of the industrial production index and 23% of the volume of mechanical engineering. These indicators correspond to a similar ratio in the European Union. in the main capital Automotive manufacturing enterprises have also been growing steadily since 2000. It is predicted that this year their share will be over 35% of all investments in mechanical engineering.
The production volumes of automotive equipment in 1998-2006 also increased progressively: the production of passenger cars - from 838.8 thousand to 1 million 150 thousand, trucks - from 145.8 thousand to 210 thousand, buses - from 45.7 thousand to 82 thousand units.
Changes in production volumes for the period 1998-2006 reflect trends that took place in the economy of the Russian Federation. Over the past 3 years, automotive production has been steadily increasing, which also corresponds to positive changes in the industry. This is a consequence of measures taken by the Russian Government aimed at developing the automobile industry, which were developed jointly with the automobile business.
Capacity of the Russian automotive market for last years has grown significantly. Further expansion of the market is predicted. Satisfying the needs of the automotive market mainly through production on the territory of the Russian Federation - both in existing factories and in newly created assembly plants - can only be achieved with targeted industrial politics state, which is expressed in the Concept for the Development of the Automotive Industry of the Russian Federation until 2010. The main task of NP "OAR" for this period is to turn the Concept into an effective mechanism for increasing the competitiveness of the industry.
Government decisions have already been made in a number of areas. The range of automotive components used for industrial assembly of automotive equipment, their components and assemblies, which are imported duty-free, has been expanded. The age of imported trucks, for which increased rates apply, has been reduced to 5 years. customs duties. Since 2007 for physical persons, the preferential treatment for the import of trucks is terminated. Zero import rates have been established for certain types of technological equipment for the automotive industry. customs taxes.
Another task to be solved in the very near future. The first special technical regulation adopted in the country “On the requirements for emissions of harmful (pollutant) substances released into circulation on the territory of Russia”, which was developed with the direct participation of the UAR, unfortunately, is currently implemented only by Russian automobile factories. Cars with environmental characteristics below the Euro-2 level continue to be imported into the Russian Federation. Together with federal executive bodies authorities A regulatory act has been prepared for adoption on the prohibition of such equipment from entering Russia.
A draft technical regulation on the quality of automobile fuel has been prepared and submitted to the Government of the Russian Federation. A package of bills has also been prepared aimed at protecting the automotive market of the Russian Federation, increasing the safety of vehicle operation, and economically stimulating industrial development.
It should be noted that all adopted technical regulations are harmonized with the UNECE Rules; they also correspond to the trends in the development of technical legislation in the European Union.
The strategic objective of our Partnership is to “ merger of enterprises automakers of the Russian Federation" according to the importance of the adopted power solutions were as effective as Vt;leyfhjlysq dfk.nysq ajyl in the Republic of Germany, JAMA in Japan and SMMT in Britain.
For NP "OAR" one of the main events of the current year can be considered the holding of the Moscow International car showroom, included in the official calendar of exhibition events OICA, of which our association of enterprises is a member. About 350 Russian and foreign companies took part in the Motor Show and was visited by more than 600 thousand people. Participants, visitors and media information noted the high level of this exhibition event.
This is the first experience of NP "OAR" in holding such an exhibition. Based on its results, certain conclusions have already been drawn. One of them is that the joint holding of an exhibition of passenger cars and commercial vehicles does not allow creating a single target orientation of the Auto Show. Demonstration of automotive technology, which is positioned in different market segments, involves visitors and participants with different interests. In this regard, NP "OAR" takes the initiative to hold automobile exhibitions separately in the Russian Federation under the auspices of OICA. Exhibitions of passenger cars are proposed in even years, and exhibitions of trucks and buses in odd years. This will make it possible to most rationally compile calendars of commercial vehicle exhibitions, taking into account their holding in Hannover.
Currently, NP "OAR" works closely with Russian associations of automotive engineers, manufacturers of automotive components, transport workers, and automobile dealers. Relations with international organizations are expanding automotive profile. We would like to achieve closer cooperation with the Automobile Manufacturers Committee of the Association of European Businesses in the Russian Federation.
We can say with confidence that the automotive industry in the Russian Federation is the most important factor in the development of the country’s economy, and in the future our activities will be aimed at its integration into the global economic space.
The automotive industry is one of the most depressed sectors of Russian industry. The decline in production here began earlier, the slowdown in the rate of decline came later, and the decline in the industry was noticeably deeper than the industry average. Out of several dozen items, it was possible to detect only two types of industry products, the production of which in 1999 was higher than in 1994 - passenger cars and personal computers. For the vast majority of other types of products, production decreased by two or more times. For grain harvesters, for example, 25 times, for household tape recorders - 100.
Throughout the period under review, production declined annually in approximately 80% of mechanical engineering and metalworking products. The exceptions were 1996, a year in which a drop in production was observed for almost all types, and 1999, when production decreased “only” for 63% of types of products (see Table 2).
It is almost impossible to identify any groups in mechanical engineering products for which production fell above or below average: the production of both means of production and consumer goods fell rapidly. Nevertheless, enterprises producing equipment for depressed industries: coal and light industry, equipment for rural areas, and the needs of mechanical engineering itself (primarily manufacturers of metalworking equipment) found themselves in a relatively worse position.
The situation is somewhat better with the production of products aimed either at satisfying social needs, which are the last to be cut (thus, it was possible to avoid a landslide reduction in production in the power engineering industry, the level of bus production is stable), or at a solvent demand population. Thus, in 1999, there was a tendency to increase the production of refrigerators and freezers, and color televisions. However, a deeper acquaintance with statistics, in particular money emission household appliances, shows that there is a sharp difference between producers of the same types of products in their ability to adapt to new conditions. For example, the production of color televisions in 1999 in the Novosibirsk region decreased by 7.7 times, while in the Russian Federation as a whole it increased by 2.4 times.
In 2000, industry production growth occurred in all regions with mechanical engineering specialization. Machine-building enterprises located in the regions of the European part of the country are developing more dynamically, while the eastern regions are noticeably lagging behind in increasing production.
In 2001, the growth in production volume in the Central region was 41% higher than in 1998, this is due to the emission of complete electric trains in the Moscow region and the implementation of a project in Moscow for the production of Renault Megane cars.
The growth of mechanical engineering production in Western Siberia is based on measures to implement a large federal program for the production of equipment for the oil and gas industry, as well as the possible inclusion of defense enterprises in this region in programs and projects for the development of high-tech industries.
There were no noticeable dynamic shifts in the mechanical engineering of Eastern Siberia, however, some growth was provided by heavy, agricultural and transport engineering enterprises.
The diagram “Territorial structure of mechanical engineering production in 2001” presents the growth volumes of the mechanical engineering industry by region (see Appendix).
As a result of the implementation of measures to reform and restructure enterprises, the industrial structure of mechanical engineering has changed somewhat.
In total industrial production index The share of products from the automotive industry, heavy, energy, transport, tractor, agricultural and road construction machinery increased and the share of instrument making, electrical engineering, machine tool and tool industries decreased.
I would like to dwell in more detail on the aviation industry, since this sub-sector is closer to me (I work at the Kumertau aviation industrial enterprise).
The achievements of the Russian Federation as one of the leading aviation powers in the world are well known. The types of the first Russian aircraft created at the dawn of aircraft construction were distinguished by the originality of their technical solutions and the fruitfulness of the design search for answers to the challenges of the early twentieth century. In the middle of the century, Soviet aviation certainly met the requirements of the time of severe military trials; a powerful industrial base was created, based on the unity of fundamental aviation science, a network of design bureaus, serial factories - manufacturers of first-class combat aircraft. Modern domestic aviation research and design schools have a high rating in international business circles and organizations, which creates favorable preconditions for the integration of the aviation industry into the global aerospace community. At the same time, significant efforts will be required from the aviation industry to maintain its status as one of the main manufacturers of aviation equipment and overcome the difficulties associated with the unprecedented scale of order reductions by traditional customers of the main serial products and the deep crisis of effective demand for civil aircraft and helicopters of the new generation.
The aviation industrial complex is experiencing problems common to the entire industrial complex:
An acute shortage of financial resources, non-reimbursement of costs for unfinished production, adjustments to the state defense order that have acquired a chronological nature,
Exceeding the accumulated debt of ordering ministries in the annual amount of financing of enterprises,
weakening of human resources, etc.
At the same time, objective analysis and forecasts for the development of the global military aviation market, carried out by reputable international analytical centers, indicate an intensification of competition between the leading countries producing military aircraft - the USA, the Russian Federation, England and France, and in terms of production and sales in the world In the market for fighters, attack and jet training aircraft until 2007, Russian companies Sukhoi, Mikoyan and Yakovlev effectively competed with Boeing and Dassault.
According to data defense departments of the United States and Western European countries, Russia has maintained a high level of critical technologies in the military aircraft industry, which is a basic prerequisite for maintaining the competitiveness of the domestic industry in the aircraft industry in general.
The domestic aviation industry, despite the difficult financial situation in the economy of the entire national economic complex, has managed to maintain its leading positions and high scientific and technological potential with a minimum level of government support. It is the largest among the defense industries in terms of such indicators as the number of highly qualified personnel, the cost of fixed assets of enterprises, the volume of production and sales of products (about 40% of the total output of the military-industrial complex).
In 2000, with a decline in production of 5.2% in the industry as a whole, the volume of goods and services in the aviation industry increased by 8.1% compared to 1999. Positive trends in the aviation industry continued in the first half of 2001: the largest increase in the issue of securities of goods and services among the defense industries was achieved in the aviation industry by 40%, while the average growth for all industries was about 10%.
These data indicate the viability of the aircraft industry, the possibility of economic recovery and, ultimately, the preservation of the Russian Federation's status as the world's leading aviation power.
In the aviation industry, which traditionally included the sub-sectors of light aircraft, heavy aircraft and helicopters, special equipment (aircraft weapons systems), aggregate, engine and instrument engineering, the most realistic organizational, financial and economic ruptures arose with the liquidation of sectoral ministries and have not yet been completely overcome between the three main sectors - research, design and production. At the same time, the world practice of creating technically complex and highly capital-intensive aviation complexes has led to the need to use the so-called commercial approach not only in relation to the tasks of creating civil aircraft, but also when creating combat aircraft systems. The main requirement of this approach is the existence of a single legal entity. persons with full responsibility for design, development, certification, production and after-sales service.
In order to overcome the disunity between design organizations and serial factories, the Ministry of Economy developed, and the Government of Russia in 1998 approved by its special resolution, the “Concept for the restructuring of the domestic aircraft industrial complex,” the main idea of which was that, on the basis of coordinated actions of federal and regional government bodies, , aircraft manufacturing enterprises themselves to create the necessary conditions for the merger of existing enterprises into large corporate structures. Currently, the joint venture programs of four main independent corporations are under implementation - Ilyushin, Tupolev, Sukhoi and Mikoyan.
Among the holding companies and corporations the second level should be noted JSC Aviapribor, corporation Aerospace Equipment, Technocomplex Corporation, financial and industrial group NK Engines.
The formation of the Ilyushin Interstate Aircraft Corporation, which includes JSC AK im. S.V.Ilyushin", VASO, "Tashkent Aviation Production Association".
A decree of the Government of the Russian Federation dated June 30, 1999 N720 was issued on the integration, under the patronage of the state, into the Tupolev organization of two main enterprises that create the intellectual and material property of this brand of ANTK aircraft. A. N. Tupolev and JSC Aviastar. When implementing the resolution, not only are the contradictions and disunity between the developer and the manufacturer overcome, but the state is restoring the activities of the largest in the Russian Federation Ulyanovsk aviation-industrial complex (currently the state share in Aviastar OJSC is only 6.69%), as well as intensifies control states for the development of strategic aviation systems carried out by the ASTC team. A.N. Tupolev.
In the aircraft industry, the most advanced work is on the implementation of integrated structures in the defense industry, provided for by the Federal Target Program (“Restructuring and conversion of the defense industry for 2001-2005” (for example, in aircraft and helicopter manufacturing, the integration of six companies created at the first stage into two or three) ; transformation of the created structures into intersectoral ones, transformation of sectoral management bodies into forms adequate to the new structure of the industry.
Problems and challenges of the automotive industry.
The main problem, without solving which there can be neither stabilization of the economy nor anything else, is an increase in the production of goods needed by society. Another one is now intertwined with it in the automotive industry: to preserve (or rather, save from destruction) production, both of the industry itself and that available from suppliers of components and materials, including bearings. In other words, the problem of preserving the not yet disintegrated, but already weakened teams, scientific and engineering infrastructure, without which the restoration (and subsequently the development) of the industry, no matter what it will be called in the future, will last for many years.
This is necessary to solve the main problems of the industry, such as:
Restoration and increase in production volumes.
Creating prerequisites for mastering the trade items required by customers.
To solve these problems, efforts need to be concentrated in the following areas:
First, partial trade items. In principle, it requires relatively small changes and expenses. However, the nature of the changes must be sufficient to ensure sustainable sales of the product, and generally economically feasible. In this case, the manufacturer and suppliers retain most of their fixed assets unchanged, the time and volume of production preparation are reduced, the clientele who are accustomed to the product remains, etc. Modernization requires highly qualified designers, first of all, because if you limit yourself only to improving technical characteristics with insignificant changes in design and decor, then in the end you can get a new one with old external forms high price. A signal to switch to a modernized product can be identified defects, as well as statistics market.
Secondly, indigenous modernization trade items and designing new models based on existing ones in order to reduce the cost of research and development (essentially updating them). Here, the technological capabilities of the manufacturer and cooperating suppliers are used, but, as a rule, significant retrofitting of production is required. At the same time, it is advisable to organize the production of new units (most often in smaller quantities) using existing aggregate or special equipment, machining centers, etc.
But, of course, using new equipment. A serious reserve for restoring and increasing the volume of output at a number of factories is, thirdly, the so-called special production facilities, which are quite powerful in terms of equipment, space and number of employees. But when using such a unique intellectual and production potential, it is necessary that the new product have a certain ideological and technological continuity with the previously produced one. This means that measures are needed to improve the latter in accordance with new tactical and technical requirements, as well as a specially organized system for “pushing” a new production facility into foreign markets. The creation of this kind of “special products” that, with a certain amount of alterations, can become machines and civil purpose, both for external and internal markets, for individual enterprises will be the most correct way out of the situation.
Why is clear: the competitiveness of Russian wheeled special equipment and individual developments (some may require completion) doubts and suppliers Of course, freedom of choice of object in special production should be complete, since the previous principle
(assigning types of equipment to industries) is contraindicated in market conditions. At the same time, it cannot be ruled out that many special production facilities in the industry will be repurposed simultaneously with engineering training and support workshops. It can eliminate or at least minimize import many types of road construction equipment, small qualified oil equipment, special machines and chassis, airfield maintenance complex, etc., i.e. will be beneficial for the entire national economy of the country.
Fourthly, for truck manufacturers, a way out of the situation may be the production of specialized chassis, as well as the implementation of special equipment. orders, including individual ones. Fulfilling individual orders will increase the rating of products among private cargo carriers, which will affect demand for the products of this enterprise. The same is true with the bus industry. For passenger car manufacturers, the list of standard equipment installed can be expanded to maintain demand.
Fifthly, cooperative ties with related foreign companies or their cooperators, carried out on a commercial basis, can be a serious opportunity to revive production and commercial activities for manufacturers of motor vehicles. At the same time, we should first of all talk about increasing our export potential, i.e. the main task of mechanical engineering of the Russian Federation. Moreover, here not only is it not excluded, but on the contrary, interaction is even necessary in the form joint ventures. Although, as experience has shown, relying on foreign investments, which will “gushing” to us, providing abundance quality goods, turned out to be clearly untenable.
Sixthly, it is not without interest that foreign firms, including large ones, draw up development programs for one, three, five, or less often, up to ten years. Moreover, they involve the entire staff in planning (without specifying the technical characteristics of promising objects, of course). This is seen as an active form of instilling a sense of involvement in the affairs of the organization.
Consulting companies also play a significant role abroad. After all, only professionals with experience and knowledge can provide the specific developments and recommendations that plants need. Therefore, in the 1950s in the United States, about 4 thousand engineers and scientists worked in such industrial companies alone. Moreover, 65% of the costs of their maintenance were financed by the federal government. In our country this form of services is practically absent. Hers is the seventh of the listed directions.
The measures discussed above, of course, do not exhaust all possible ones.
But they are, of course, among those that will allow us to increase production volumes, employ personnel, and create certain preconditions for subsequent growth. However, they will not ensure the required rate of motorization of the country. This requires innovative, and large-scale measures. They are inevitable if we want to take our rightful place among developed countries. At this stage of development, it will be necessary to master the technology of new generations in capital-intensive mass and serial production, typical for the automotive industry. Moreover, when it is deprived or has limited innovative capabilities. And this is where it will really be difficult to solve this problem without large-scale outside help. But the main thing is that without an active state politicians. For those at the helm of power to be convinced of this, it is enough to at least read the KMT report
(Complex Multidisciplinary Technologies) on the state of the scientific and technological potential of the United States. It emphasizes the need for an active state policy, the need for state intervention in economic problems that require a prompt response.
The brief overview of the state of affairs in the automotive industry presented in this work allows us to draw the main conclusion that work should be intensified to overcome the trend of declining business activity and falling production volumes. Moreover, traditional ties between automobile manufacturing enterprises and their affiliates from other industries are becoming weaker.
Together with the implementation of a reasonable pricing policy, a policy of generating income, financing and lending, as well as a preferential tax policy in relation to funds allocated for the development of production, this is a guarantee of stabilizing the production of motor vehicles and ensuring employment.
Challenges facing the Russian automotive industry
Federation complex, requiring effort to match the military. And here it is appropriate to remember Roosevelt, who advised his circle: “If you are lucky, continue, if you are not lucky, continue too.” The Russian Federation has no other way but to work first to preserve and then to develop the industry.
Industry development prospects.
Now it is obvious to everyone that Russia is in a severe crisis. It is impossible to get out of it without, first of all, giving a realistic assessment and without revealing the reasons for the country being in permanent reproductive collapse.
As many economists rightly point out, all these years the Russian government, contrary to the facts, diligently avoided the concept of “crisis” and constantly talked about “stabilization” and “signs of growth.” Preferring to talk about “stabilization”, the Government of the Russian Federation recognized only in certain areas: “crisis of non-payments”, “budget crisis”, “financial crisis”, etc.
Without examining the crisis comprehensively, the government underestimated the situation and did not conduct a deep analysis that would allow us to fully understand the causes of the crisis and further develop a system of interconnected comprehensive measures to overcome the economic impasse.
For quite a long time, analysis of the state of affairs in the economy of the Russian Federation was usually associated with an assessment of finance, money circulation, and securities markets. And this is determined by the growing role of the financial environment in the functioning of economic relations both domestically and globally. The series of financial crises that have recently unfolded in various regions of the world has sharply contributed to the increase in general interest in the financial environment. In this regard, there is a significant shift in the initial data of the analysis of economic life. The real sector of the economy no longer seems to be leading, and a deceptive impression is being formed that it is exclusively the power and development of the financial sector that makes states and their people rich and prosperous.
However, the basis of any economy is industry.
The development strategy for this industry for the medium term provides for the introduction of the latest foreign technologies with the possibility import equipment, the gradual accumulation of experience in its production at our own facilities, and then the development of domestic priority technologies. At the same time, Russian mechanical engineering, under favorable market conditions, will develop in the following directions:
Release modernized machines and equipment for enterprises with obsolete but still functioning production lines;
Production (including assembly) of high-tech products using imported equipment with the involvement of foreign foreign partners in various forms capital;
Participation in projects involving the production of technologically complex components for equipment manufactured by foreign companies abroad (inclusion Russian technologies into the international system of technological cooperation);
Targeted development of individual production facilities for the production of equipment for high technologies, both on imported and on our own technological base.
However, only part of the capacity of the existing machine-building complex, which is mainly concentrated in the regions of the European part of the country, including the Urals (92% of the total industry output in 2002), can ensure the solution to the above programs. Thus, in medium term priority in the development of mechanical engineering will remain with the old industrial regions of the west and center of the European part of the Russian Federation.
The positive dynamics of demand that appeared in 1999 domestic market for machinery and equipment will continue in the coming years. At the same time, we should expect such an increase in the export of certain types of engineering products. a certain part of machinery and equipment, due to the limited import substitution potential of the domestic mechanical engineering industry, will remain at the achieved level. Significant structural shift in product sales volumes domestic market As a result of the import substitution factor, it is expected for passenger cars. On the global market for machinery and equipment, Russia acts as a supplier of a narrow range of specialized trade items, primarily military equipment and individual species energy equipment. Development of Russian exporting machinery and equipment in the forecast period until 2005. may occur with the strengthening of integration trends and the rise of the economies of the CIS countries. At the same time, we should expect an increase in the export of Russian heavy and general engineering products to expand exporting mechanical engineering products to developing countries, the restoration of cooperation within the framework of technical assistance is of particular importance. The potential for Russian arms exports and military equipment. The successful promotion of this product group to the world market will be achieved with effective political and economic support from the state. The implementation of domestic scientific and technical projects for organizing the production of high-tech engineering products can contribute to a significant increase in exports, income from which they can serve as a fairly significant source of investment in the industry.
One of the most important and real sources of attracting investment in industrial sectors in modern conditions is international cooperation, and the aviation industry provides up to 2/3 of the volume of exports of defense industries, both in the line of civilian products and in the line of aviation weapons and military equipment.
The trends of globalization and internationalization, which noticeably intensified after the collapse of the previous priority-political system, affected primarily the expensive market of high-tech aviation products.
In the near future competitive environment This market will be driven by trends such as sales of older generation airplanes and helicopters and their modifications to third world countries, and the development of new projects as a result of joint efforts of several firms from several countries to reduce risks.
There is also a tendency when, supporting the desire of Western aircraft manufacturers to make it difficult for the Russian Federation to enter global technologies and undermine the competitiveness of Russian exports, the governments of these countries allow military aircraft to be exported to Taiwan and Latin America, which were previously closed for export. In connection with this, as well as other circumstances (significant monopolization in the civil aviation markets, economic difficulties and subsequent limited opportunities for export credit, the requirements of most potential importing countries for the certification of domestic civil aviation equipment for compliance with American or Western European requirements), it is necessary to intensify the state regulation in the field of export-import operations with aircraft equipment, eliminating the still existing unproductive competition between domestic aircraft manufacturers and intermediary trading companies, ensuring greater political government support in promoting domestic equipment to world markets and balanced measures to protect the interests of domestic manufacturers in the domestic market.
The aviation industry of the Russian Federation is capable and should become one of the main “locomotives” of the revival of our economy, and become a point of growth. However, this requires the implementation of a balanced and consistent industrial policy, flexible enough to adapt to changing external conditions, but without losing sight of the main goal - the preservation and development of the high-tech industry to ensure issues of defense sufficiency, safe operation of aircraft, and effective competition in the open aviation community. The stabilization and development of enterprises in the Russian aviation industry is possible with the implementation of a set of necessary, deeply thought-out and specific measures that address both issues of state support for the aircraft industry and issues under the jurisdiction of the Federal Service for Military Transport of the Russian Federation, the International Aviation Committee and the Ministry of Trade of the Russian Federation.
In order to provide state support for the Russian aviation industry and stimulate sales of domestic aircraft, the Ministry of Economy of the Russian Federation, at the proposals of the leading institutes of the aviation industry, leading design bureaus specializing in the creation of civil and military aircraft, developed and submitted to the Government a package of legislative and other regulatory documents. legal documents providing for:
Introduction of a number of tax benefits for Russian leasing companies and banks financing the acquisition of domestic aircraft (exemption from paying tax on road users, partial exemption from paying income tax, etc.);
Reduced state duty for registration of contracts debt security aircraft;
Exemption from VAT of imported foreign-made components for domestic aircraft, provided that the imported components do not have Russian analogues;
Exemption from customs duties on previously exported domestic aircraft and those imported back by Russian airlines under temporary import conditions;
Increasing to 85% the limit of state guarantees for leasing projects of domestic aircraft.
The adoption of these documents will provide effective government support for the aviation industry, as well as specialized leasing companies, as it contains deeply thought-out and professionally prepared economic measures to support the system of development, production and supply of aircraft.
Sources
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adamsmithconferences.com - Leading conference organizer in the Russian Federation, Ukraine, Kazakhstan and CIS countries
openbiz.com.ua - Source of business information AUTOMOTIVE INDUSTRY- a branch of mechanical engineering that produces cars and trucks (including special purpose ones), buses, trailers, as well as their parts, components and assemblies. Originated in the end. 19th century in France, Germany, USA, UK. In Russia, serial production... Big Encyclopedic Dictionary
Automotive industry- — EN automobile industry Topics: environmental protection EN automobile industry DE Automobilindustrie FR industry… … Technical Translator's Guide
Automotive industry- a branch of mechanical engineering that produces cars and trucks (including special purpose ones), buses, trailers, as well as their parts, components and assemblies. Originated at the end of the 19th century. in France, Germany, USA, UK. In Russia serial... ... encyclopedic Dictionary
Automotive industry
Automotive industry- I The automobile industry emerged at the end of the 19th century. in a number of countries. In 1900, 4,192 cars were produced in the USA, 2,000 in France, and 355 in Italy. The increase in car production was facilitated by the development of a number of industries related... Great Soviet Encyclopedia
Automotive industry- a branch of transport engineering that produces cars and trucks, buses of all types, trailers, special-purpose vehicles, as well as components, assemblies, and parts. The automotive industry is the largest consumer... ... Geographical encyclopedia
Automotive industry- AUTOMOTIVE INDUSTRY. To the beginning war in the USSR, a specialist was created. car production, large-scale and mass production of cars has been established. In 1937, the USSR took 6th place in the world production of automobiles, and in the production of trucks... ... Great Patriotic War 1941-1945: encyclopedia
Especially for the Perspectives portal
Vladimir Kondratyev, Sergey Afanasyev
Kondratiev Vladimir Borisovich – professor, Doctor of Economics, head of the Center for Industrial and Investment Research at IMEMO RAS. Afanasyev Sergey Andreevich – postgraduate student at IMEMO RAS.
A new stage in the development of the Russian auto industry began in 2010, when it was decided to stimulate the production of auto components with high added value on its territory based on the requirements for expanding the capacity of foreign companies and development research centers. In 2012, the share of cars produced by international corporations in Russia for the first time exceeded the share of both imported and domestic brands.
Development trends
Before 1991, Russia already had a fairly developed automotive industry. In 1990, the country produced 2 million cars, of which 1.2 million were passenger cars (700 thousand were produced by AvtoVAZ, 200 thousand by AZLK Moskvich, 200 thousand by Izhmash, 100 thousand by GAZ Volga ). According to this indicator, the USSR ranked fifth in the world after Japan, the USA, Germany and France; in the production of trucks it is third in the world, and in the production of buses it is first. Compared to developing countries, the USSR was the absolute leader in the automotive industry (Table 1).
Table 1. Car production in the USSR, Russia and a number of developing countries (thousand units)
Source: OICA statistics.
In 1990, car production volumes in the USSR were 1.5 times higher than in South Korea, 2.2 times higher than in Brazil, 4 times higher than in China, 5.6 times higher than in India and 6.7 times - than in Thailand. By 2013, Russia was already lagging behind all these countries, including Thailand.
When analyzing the development of the Russian automotive industry after 1991, three main periods can be distinguished.
First covers 1991–2005. This is a period of rapid opening of the domestic market, rapid growth in the import of new and, especially, used cars. During these years, “screwdriver” or large-scale assembly of foreign brands began on the territory of Russia, allowing the import of basic components on preferential terms and being, in fact, a form of hidden import.
Second period(2005‒2010) marks the transition to the so-called industrial assembly mode and the construction of the first full-cycle assembly plants, with an emphasis on localization of production (based on Russian Government Decree No. 166).
Finally, third period begins in 2010, when the state decided to strengthen the process of localization of production and stimulate the production of auto components with high added value on its own territory based on the requirements for expanding the capacities of foreign companies and developing research centers.
At the first stage, in the early 1990s, there was a decrease in car production, which fell in 1994 relative to 1990 by almost 30%. Some recovery growth began in 1995. This occurred with a noticeable increase in state support for the domestic automotive industry, which made it possible in 2004 to reach the pre-reform level of 1990. During this period, the development of the automotive industry was greatly influenced by the import of foreign cars (used and new). In 2002-2004 Over 550 thousand foreign cars were imported into Russia per year. If in 2001 they accounted for 42% of those produced in the country, then in 2004 - already 61%. The production volumes of domestic brands continued to gradually decline and by 2005 decreased by 11% compared to 2001. The share of foreign cars assembled in Russia, although it increased, amounted to only 14% of the total production volumes of passenger cars in the country (Table 2).
Table 2. Structure of passenger car production in Russia in 2001–2005, thousand units
Sources: Rosstat agency, ASM-Holding.
By 2005, it became obvious that no amount of government support could revive the industry in its previous configuration. At the same time, foreign companies showed increasing interest in organizing production in Russia, attracted by the capacious market.
At the second stage (in 2005), the state, using growing consumer demand and interest foreign manufacturers, decided to create a qualitatively new industry - new capacities for the production of cars that can compete with imported ones. Protection Policy domestic cars on the Russian market was replaced by a regime of maximum openness for foreign automobile concerns and the desire to make the industry attractive to them.
Back in 1996, the Avtotor plant was built, where 27 models of various brands were assembled (not produced), mainly from General Motors. However, the positive impact on the growth of industry production and GDP turned out to be insignificant due to budget losses due to reduced customs duties. Quite soon, the government became concerned about the growth in the volume of large-scale SKD assembly and expanded the list of simple assembly operations that foreign companies need to carry out in Russia.
In 2005, a new package of legislative documents was adopted, which introduced an industrial assembly regime for cars. Its terms contained obligations for automakers to carry out certain production operations at Russian factories: body welding and painting, engine assembly, rear and front suspension assembly, etc. A requirement was established to achieve a localization level of 30% within 7-8 years. The industrial assembly regime was originally intended by the government to comprehensive solution creation of new or modernization of existing facilities and as an alternative to the import of finished foreign cars.
Existing enterprises were given 1.5 years to organize welding, painting and body assembly, and newly created ones - 2.5 years. After that, for 3.5 years, enterprises were required to reduce the import of automotive components by 30%, and residents of the special economic zone - by 50%.
In 2006-2007 The most important qualitative change in the industry was the creation of new production facilities for the production of foreign cars. The largest foreign automakers have started construction or signed investment agreements: Volkswagen, PSA Peugeot Citroen, Volvo, General Motors, Toyota, Nissan, Suzuki, Hyundai. They built car factories mainly in the Central and Northwestern federal districts. Privolzhsky has traditionally remained the third largest automotive manufacturing center in Russia. federal district, where there was already a powerful production base. Therefore, new factories were not built there, but existing ones were repurposed.
The rapidly growing production of foreign cars has significantly changed the structure of the Russian passenger car market. In 2001 and 2002, sales of foreign cars assembled at Russian factories were minimal - 5 thousand and 10 thousand units, in the pre-reform years of 2004 and 2005 - already 130 thousand and 150 thousand, and in 2008 - about 600 thousand pieces. At the same time, the import of new foreign cars increased rapidly. If in 2001 only about 74 thousand of them were imported into Russia, then in 2007 - more than 1.2 million, and even in the crisis year of 2008 - almost 1.5 million. In total, in 2002-2008. import of new foreign cars increased 20 times. Imported used cars remained a significant segment of the market. The market structure during this period is presented in Table. 3.
Table 3. Structure of the Russian automobile market in 2001-2008, %
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Used foreign cars |
During the reform, Russian brands significantly lost their market share. In 2001 they accounted for 68% of the market, in 2005 - 45%, in 2008 - only 20%. Despite the growing production of foreign cars in Russia, market dynamics were increasingly determined by imports. If in 2001 imported foreign cars (including used ones) accounted for 32% of all sales, in 2005 - 46%, then in 2008 - already 62%. The share of used foreign cars was slowly decreasing: 2001 - 26%, 2005 - 20%, 2008 - 16%. The import of new foreign cars had the greatest impact on the market. If in 2001-2002. imported new foreign cars accounted for 6-7% of the market, then in 2005 - 26%, and in 2008 - already 46%, while those assembled in Russia - 1%, 9% and 18%, respectively. The rapid growth in imports of new foreign cars was ensured by low customs barriers. This was a purely Russian specificity of reforming the national automobile industry.
Thus, the adopted regulations turned out to be insufficient for the formation of a balanced automotive industry that produces the required number of high-quality and modern cars of different price categories. The Russian market turned out to be too open for the import of foreign cars, and the conditions for organizing assembly production, which provided for the import of auto components while paying minimal duties, were extremely lenient. The minimum production volume that allowed a foreign concern to import the lion's share of components for industrial assembly duty-free was 25 thousand cars per year.
Considering the capacity of our market and the production volumes of large foreign concerns, preferential regulatory conditions weakly stimulated them to create full-fledged industries.
The localization process faced a number of negative factors. These are, firstly, the small size of facilities, scattered at a fairly large distance from each other and designed to produce a wide range of platforms and models, which made it difficult for component manufacturers to make investments. Secondly, there is a lack of high-quality basic materials (steel products, plastics, etc.), as well as suppliers of the second and third levels. Finally, high transaction costs (compared to Central and Eastern European countries, where many global suppliers have already moved their facilities).
Under these conditions, in 2010, the Ministry of Industry and Trade adopted the Development Strategy of the Russian Automotive Industry for the period up to 2020, setting goals and defining parameters for industrial assembly aimed at accelerating the localization process. Manufacturers interested in continuing the practice of using reduced customs rates had to undertake obligations to sharply increase production capacity, accelerate the process of localization and intensify research and development in Russia (Table 4).
Table 4. Changes in the conditions of the industrial assembly regime in Russia
One of the new parameters was the requirement to increase the level of localization of production to 60% by 2020. In addition, a modified version of the industrial assembly regime included a requirement for foreign manufacturers to build new or modernize existing facilities, increasing production to 300-350 thousand vehicles per year within 36-48 months after the entry into force of the new agreement. Among other requirements, it is worth noting obligations to organize the production of engines and transmissions of a full cycle (without specifying specific production volumes) so that 30% of cars produced in Russia are equipped with engines produced in the country 36-48 months after the entry into force of the new agreements.
The improvement of Resolution No. 166 created favorable preconditions for the formation of subsequent alliances and serious and significant investments from global automobile companies. About 400 memorandums of intent were concluded. Some of them have become investment agreements.
Regulatory changes adopted in connection with Russia's accession to the WTO create problems for automobile companies that localize their production in the country. The most important factor for all participants in the automotive market is the reduction of import duties on used cars (from 35 to 25%). According to the Ministry of Industry and Trade, the volume of imports of used cars into Russia already reaches 800 thousand units per year, which is 30% of the entire Russian automobile market.
Reductions in import duties may make local manufacturing through industrial assembly less attractive. The Russian government, aware of this threat, has developed a new recycling fee mechanism, which is aimed not only at creating a vehicle life cycle management system, but also at limiting the influx of used cars (passenger cars, commercial vehicles and buses) into the Russian market.
Another important problem for foreign automobile companies that have organized their production in Russia is the regulation of the movement of goods within the CIS, which is of particular relevance in the context of further integration and the recent Free Trade Agreement. Taking into account the fact that some CIS countries have large volumes of large-scale vehicle assembly on their territory, participants in the industrial assembly regime in Russia may face significant risks if customs duties on imports from these countries are reduced or eliminated.
Finally, mention should be made of the so-called Kaliningrad Special Economic Zone, which has unprecedented customs and tax benefits. To become a resident of this zone, it is enough to fulfill the minimum conditions. Resident status allows the company to organize mass large-scale assembly of cars here without corresponding obligations to localize production and auto components (in 2011, 220 thousand cars were produced in this zone in this way). This situation not only creates conditions for unfair competition and demotivates further investment in the Russian automotive industry, but also contradicts the long-term plans of Russian industrial policy.
Automotive components industry is of utmost importance for the development of the entire automotive industry. According to some estimates, up to 60% of the cost of a car comes from the supply of first-level components. Very often, automotive component manufacturers take full responsibility for the design and performance of each component. They receive functional and spatial specifications from automotive assembly companies and carry out the entire design and manufacturing process (from materials selection to component prototyping), providing the automotive company with a turnkey solution.
Today, automotive component companies are leaders in innovation. Most of the modern technological solutions to increase safety and comfort in modern cars was developed by such well-known corporations as Bosch, Valeo, etc.
Historically, the auto components business has developed in two ways. Some large manufacturers of automotive components were originally part of automobile companies (for example, Visteon was part of Ford Motor, Delphi was part of General Motors, Denso was part of Toyota, etc. ). Later they were partially or completely separated into independent companies. However, independent private companies also emerged, usually small in size, which grew in response to the market and the growing demand for new components.
In Russia, auto component factories were built together with automobile enterprises. On the one hand, this had a number of advantages. The production location was chosen in such a way as to minimize logistics costs. The calculation of planned and commissioned capacities was tied to the real needs of automobile companies, which guaranteed a sales market for their products. On the other hand, the size of these auto component plants (which in some cases employed up to several thousand people) made them inflexible, slow production structures. A guaranteed market did not stimulate innovation. The lack of competition and the enormous size of these factories made them inefficient in terms of production costs. Proximity to automobile factories did not exclude duplication of functions: the same components were developed both by the engineering departments of the automobile factories themselves and by component suppliers. A similar situation arose with the selection of necessary materials, laboratory testing and much more.
A typical auto parts company produced a wide range of products. For example, the Dimitrovgrad Automotive Assembly Plant (DAAZ) produced almost all automotive products: from door locks to radiators, carburetors and lighting equipment. This plant was created in 1967 to provide components for the Volzhsky Automobile Plant. Today, OJSC DAAZ includes eight independent subsidiaries. The total area of production premises is 316 thousand m². To produce products, the plant uses 480 types of components, more than 960 types of materials, which are supplied by 180 enterprises. The plant employs 8 thousand people.
Since the new managers of the former state-owned auto component plants for a long time continued to struggle with declining demand, pricing pressure from auto companies and cash shortages due to high debt loads, plant refurbishment and technological upgrades were not priorities. As a result, AvtoVAZ and other Russian automobile companies began to import many components from abroad.
Global automobile companies that came to Russia preferred to work with their traditional suppliers, trying to convince them to start producing automotive components in the country. Currently, such international companies as Automotive Lighting, Johnson Controls, Magna, Lear, Valeo, Delphi and many others have announced the construction of their own production facilities in Russia. However, volumes local production, as well as the level of localization, are still insignificant.
The reason is that international first-tier suppliers work with a small number of foreign automotive assembly companies. The volume of orders coming from one such foreign company is not sufficient to justify full-scale production of highly localized automotive components. As a result, many components and assemblies continue to be imported.
Russian suppliers of automotive components are divided, in accordance with the world classification, according to the type of products supplied:
- suppliers zero level- production of components by car manufacturers themselves. This practice was traditional in the old auto industry. Now at factories producing Russian brands (AvtoVAZ, GAZ, UAZ, KamAZ, etc.), the share of domestic production of components exceeds 50% of the total range;
- suppliers first level- production of ready-made systems and modules for final assembly (engines, gearboxes, seats, various systems);
- suppliers second level- supply of components to first-level suppliers (piston group for the engine, seat frame, etc.);
- suppliers third level- production of simple parts and blanks for second-tier suppliers (castings, bolts, various materials).
A manufacturer of auto components can combine 2-3 levels. Now in Russia there are approximately 2 thousand suppliers of automotive components, of which 75% supply components, and 25% supply raw materials.
In 2007, the volume of the primary market for automotive components was $7-8 billion. External enterprises produced components worth $3.6-4.2 billion, the rest was produced by the automobile factories themselves. At the same time, 90% of the components were intended for traditional Russian car factories and only 10% for assembly plants of foreign companies.
The scale of production of Russian enterprises producing automotive components does not correspond to the growing needs of Russian and joint automobile plants, and limited financial capabilities do not allow for the necessary modernization. Outdated technologies and equipment and low quality products are typical. Few people have their own know-how to develop and produce modern, complex products. No more than 5% of manufacturers are able to operate at the global level. Thus, over the past 20 years, many AvtoVAZ suppliers have not invested at all in updating and repairing equipment.
Let's name two development strategies for Russian companies producing automotive components that can be successful. One is to form partnerships with international auto component companies interested in working together in the market based on the reconstruction and restructuring of existing facilities. This option is more suitable for large, fairly efficient Russian enterprises in need of technological updating and qualitative improvement of production and products.
The second strategy is to emphasize self-development using the experience and support of related companies. This applies in particular to plastic components, where the manufacturer of such components can use the experience and technology of the supplier of the relevant materials (plastics). The help of base materials manufacturers, engineering companies or equipment designers will make it possible to produce and offer efficient and high-quality components to the market for automotive companies.
To date, of the 25 leading global component supply companies, only 13 are present in Russia. However, many suppliers include the growing Russian market in their plans. In the medium term, foreign automobile companies can increase car production in the country to 3 million units per year. In addition, the significant existing vehicle fleet creates potential demand for components and spare parts.
There are several production niches where the localization process has already begun or has good prospects. This includes metal casting, stamping, internal and external plastic products (panels, bumpers, etc.), batteries, tires and wheels, car glass and mirrors, paint and varnish products, electrical wiring. However, there are still serious problems with the localization of production power systems and installations (engines, transmissions, driveshafts, differentials, etc.), chassis, drive axles, suspensions, electronics, ventilation and air conditioning systems.
To transform the component manufacturing sector into a competitive and sustainable industry, greater efforts to stimulate research and development are also needed. Russia is known for its qualified engineering personnel and specialists in information technology. It is necessary to use the positive experience accumulated in other sectors of the economy, such as the defense and aerospace industries.
Problems of increasing competitiveness
The experience of recent years has shown that the formation of a competitive automotive industry is almost impossible without the use of foreign technology and capital. It also involves the protection of existing investment preferences. These issues played a significant role during the negotiations on the conditions for Russia's accession to the WTO.
At these negotiations, the European Union put forward demands to shorten the active period of investment agreements, reduce the level of localization, and establish uniform tariff rates for the import of components and assemblies for all automakers. As a result, Russia agreed to shorten the duration of the benefits, as well as assume obligations to pay compensation for emerging differences in customs tariffs from its budget. In order to harmonize Russian legislation on industrial assembly with the provisions of the WTO, a transition period was established until July 1, 2018, during which already concluded investment agreements with foreign investors remained in force.
Russia has also committed to reducing customs duties on imports of new cars from 25% to 15%. The country must reach this level by the end of the seven-year transition period established for an entire group of goods. The most significant reduction in tariffs is expected during the last three years of the transition period. In addition, Russia agreed to compensate European manufacturers of automotive components for possible reductions in imports that may result from maintaining a high level of localization in the industrial assembly mode.
All these requirements are not expected to lead to dramatic changes in the medium term. However, after the transition period, the level of protective tariffs for automakers in Russia will sharply decrease. Until this time, it is necessary to create a stable automotive industry capable of competing with foreign companies in world markets.
Specific gravity Russian brands in the structure of the passenger car sales market decreased from 34% in 2010 to 25% in 2011 and to 21% in 2012. At the same time, the share of foreign brands produced in the country increased from 34% in 2010 to 45% in 2012. The share of imports also increased: from 32% in 2010 to 34% in 2012 (Table 5).
Table 5. Structure of the passenger car sales market in Russia, %
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2011 |
2012 |
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Russian brands | |||
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Foreign brands produced in Russia | |||
Rice. 1 gives an idea of how the production structure of foreign and Russian brands has changed in recent years.
Rice. 1. Structure of production of foreign and Russian brands in Russia
Source: ASM Holding.
Today, car manufacturers in Russia can be divided into three main types:
- traditional Russian producers(AvtoVAZ, GAZ, KamAZ, ZIL, etc.). They are characterized by a worn-out production and technological base, limited sources of investment, insufficient scale of produced automobile platforms and models, lack of modern technologies, production flexibility and professional management;
- Russian assembly plants(“Izh-Avto”, TagAZ, enterprises of the “Sollers” group, etc., which assemble foreign brands). Characterized relatively modern technologies and production flexibility, Western management style, underdeveloped in-house engineering and insufficient production scale to increase localization. An important problem is the lack of intellectual property rights for many of them (for example, Avtotor is only a contract assembler of cars);
- foreign automakers(“Ford”, “General Motors”, “Renault”, etc.). They still have a small scale of production in Russia and a low level of localization; as a rule, they do not have engineering centers.
There are numerous models on the Russian passenger car market. This indicates its relative development, but creates problems of competitiveness in terms of production scale. The production capacity of AvtoVAZ, which remains the main traditional manufacturer of passenger cars, reaches 1 million units per year. Most other automakers produce well under 100,000 vehicles per year.
The average production volume of one model in Russia is significantly lower than the level of many other countries. In the USA, Spain, South Korea and Eastern European countries it is about 119 thousand cars per year, in China and Brazil - about 61 thousand, in Russia - only 27 thousand.
There are also three main types of manufacturers in the automotive components segment in Russia:
- Russian manufacturers within automobile companies and independent enterprises(SOK, Itelma, etc.). They are aimed primarily at the production of components for existing and outdated Russian models; they have mainly a morally and physically worn-out technological base; characterized by a lack of new developments and technologies, professional management; do not have sufficient investment resources and engineering skills to develop new types of products and expand their customer base; have a low level of quality that does not allow them to supply products to international automakers and auto component manufacturers;
- joint ventures of Russian and foreign manufacturers(ZF, “Faurecia”, “Delphi”, etc.). They have relatively modern technologies and equipment obtained from international partners; focus on the production of technologically simple components with a low level of added value (bumpers, harnesses, lighting equipment, etc.), developed by international partners, or on the licensed assembly of complex components with a low level of localization of subcomponents (gearboxes, engines, etc.); have virtually no intellectual property rights, in-house engineering and R&D; have a narrow specialization - usually in a small range of products from one or two categories of components;
- foreign component manufacturers(“Lear”, “Bosch”, “FederalMogul”, etc.). They have a low level of localization of subcomponents and raw materials, narrow specialization and an undeveloped customer base, which leads to small scale production; focused on supplies to the domestic Russian market; focus on technologically simple components with low added value (seats, spark plugs, exhaust systems, etc.).
The technical level of Russian automotive products created in recent years basically corresponds to international requirements, however, with a significant delay (up to 4-7 years) in the time of their application - in particular, with regard to emissions of harmful substances, ensuring the protection of pedestrians in road accidents, equipping with electronic stability systems, etc. There is a certain lag in the level of reliability, service life, fuel efficiency, level of comfort, and in the use of advanced technical ideas and technologies in mass production.
R&D costs for Russian automakers do not exceed 1% of annual revenue, and for leading foreign companies - no less than 4-5%. This leads to the fact that the development cycle of new models in Russia is much longer, as a result, the model range is updated much more slowly. If we take the average R&D costs from global manufacturers as the norm (4%), Russia should allocate at least 44-53 billion rubles per year for these purposes.
Russian companies invested in the development of the industry as a share of sales volume 4-5 times less than their foreign competitors. This is a consequence lack of effectiveness attracting loans. Today it is almost impossible to attract credit funds either with terms comparable to the payback period of automobile production (6-7 years), or at average rates (8-10% per annum). And leading foreign automakers attract long-term funds at rates of 5-6% or less.
Increasing competitiveness remains a key condition for export growth. Russia still lags behind global competitors in terms of costs and product quality. There are seven the most important conditions transforming the Russian automotive industry into an industry that meets international standards:
- large-scale and stable domestic demand;
- competitive factors of production and efficient infrastructure;
- predictable and stimulating government regulation;
- a critical mass of local and localized producers;
- an effective network of suppliers of components, including basic materials;
- efficient and flexible production process throughout the entire value chain;
- consumer-oriented products and sales.
Large-scale and stable domestic demand
Restoration of demand for cars after the crisis of 2008–2009. turned out to be faster in Russia than usually happens after a crisis. The policy of recycling old cars, carried out in 2011–2012, contributed to an increase in sales by 600 thousand cars. Important factors were also the return of commercial lending for purchases and the restoration of household income levels.
Further growth in demand will be slower, but quite stable, which is due to the relatively low level of motorization in Russia (290 cars per thousand inhabitants, while in Eastern Europe - 400, in Western Europe - 560 and in the USA - 740). In addition, most of the registered cars are outdated by Western standards, which should also contribute to further growth in demand.
At the same time, the industry continues to be characterized by high volatility. Demand correlates with macroeconomic indicators, such as growth in real income of the population, oil prices, interest rates, etc. Fluctuations in oil prices can cause quarterly surges in demand for cars. All this makes the Russian automobile market the most volatile in the world among major auto-producing countries, with a level of variation in monthly sales twice that of Brazil, the United States, Germany and even China.
Over the past four years, during peak months, car sales in Russia were on average four times higher than during crisis months. Such volatility threatens the development of the Russian automotive industry. This leads to high discounting of risks in the corporate planning process and a decrease in the level of investment in projects, which jeopardizes the process of modernization, expansion of production and capacity.
In this regard, the state is required to build long-term and effective incentive measures and mechanisms to counter sharp market fluctuations, including the use of tariff mechanisms, safety and environmental standards. Another effective measure to combat market volatility is to stimulate exports. It is also necessary to have measures in place in case of unforeseen circumstances associated with a crisis or a sharp rise in market conditions. During periods of crisis, such measures include recycling programs that encourage buyers to replace old cars with new ones; During periods of rapid growth, emergency measures may include restrictions on consumer lending.
Competitive factors of production and efficient infrastructure
Rapidly rising costs may pose the greatest threat to the Russian auto industry. An overvalued ruble, a tight labor market and low productivity are driving up production costs. In 2013, the level of wages, adjusted for the level of labor productivity, was 7 times higher in Russia than in 2000. For comparison, in Brazil and China this figure only doubled. In other countries, growth was even lower (Figure 2).
Rice. 2. Dynamics of labor costs* in the automotive industry of Russia and a number of developing countries ( wage, adjusted for labor productivity), 2000 - 100**
** In 2000, the labor cost index was 100.
AUTOMOTIVE INDUSTRY. The last decade has been characterized by enormous development of the automotive industry in Western Europe and America. The internal combustion engine penetrates into all areas of economic and industrial life in the world, displacing living labor and steam. The successful solution of the diesel locomotive idea makes us think that the internal combustion engine will in the near future displace the steam engine from the railway. transport. The success of the development of the internal combustion engine also explains the unusually rapid pace of development of the automotive industry. The figures below for the growth of the number of cars on the globe show that over a 20-year period, road transport has increased quantitatively by more than 95 times. Despite the fact that the automotive industry is a relatively young industry and has no more than 30 years of existence, in the countries of Western Europe and America the automotive industry ranks one of the first places in terms of the number of workers employed in production and the amount of capital invested in it.
The automobile industry first emerged in France, where already in 1899 1672 cars were built, in 1900 - 2997 and in 1901 - 5386 cars; but then America in the automobile industry, as well as in other types of mechanical engineering, quickly outstripped Europe, switching to the production of cheap and light cars (Ford factories), intensifying production and differentiating labor.
Currently, the United States represents the country with the most developed automotive industry; The following data shows that in 20 years the productivity growth of America's automobile factories has reached colossal proportions and that production during this period has increased more than 400 times.
World War 1914-18 served as a significant impetus to the development of the automotive industry in all countries that took part in it. During the war, not only was the production of all then existing automobile factories increased to the maximum possible extent, but also a large number of new ones appeared and mass production methods began to be applied. America currently produces approximately 10 times more cars than Western Europe. Virtually the entire automobile industry is concentrated in Europe and America; in other parts of the world, in Asia (Japan), Africa and Australia, the automotive industry is in its infancy and is represented only by assembly workshops of European and American factories.
In various countries of Western Europe, depending on technical capabilities and material resources, the automotive industry has not developed to the same size. The automotive industry of France reached its greatest development, followed by England, Italy, Germany and Austria. In terms of growth in the number of automobile factories, the greatest results were shown by Austria, where new factories arose during the war: Fiat (Austro), Prague, Steyer and Tatra. The post-war period for most countries of Western Europe is characterized by a significant decrease in demand for expensive cars in domestic markets and restrictions on exports due to a general financial depression, which caused automobile factories to be far from fully loaded; this phenomenon must be recognized as almost common for Western Europe in 1925-26. During the depression, those countries in which the automobile industry grew at a slightly less rapid pace during the war found themselves in the best position. An example is Germany, whose automobile factories are currently almost fully loaded, since their production did not undergo such a significant increase during the war as, for example, in France, and there is an almost complete absence of import of cars from abroad, even with the planned exports, causes enough high demand for products of the automotive industry. In Austria, which built a large number of new automobile factories during the war, on the contrary, the automobile industry has only recently begun to emerge from its critical situation; the presence of three large factories, with the population decreasing to 6,000,000 people and the general impoverishment of the country, reduced the workload of Austrian automobile factories to 30-60% of their possible productivity. France in 1925 ranked second in terms of underutilization of its automobile factories. The war caused in France the most intense, compared to other European states, the development of its automobile industry.
The general position of the English automobile industry could be considered relatively stable, since England increased its production to a lesser extent during the war than France, if not for the 1924 law abolishing import duties on foreign-made cars, which puts expensive English production is in a difficult situation, despite the country’s relatively stable finances and low bank interest on loans (5-6%): passenger cars are beginning to be imported into large quantities from America and France, thanks to significantly lower prices for automotive products in these countries. To get an idea of the state of the automotive industry in Western Europe, it is enough to pay attention to the productivity data of automobile factories shown in the following table.
Among other countries in Western Europe, Italy and Belgium have a developed automotive industry, followed by Austria and Czechoslovakia. The number of workers employed in the automobile industry in 1927 was: in America about 700,000, in Europe about 450,000. A significant increase in the output of automobile factories in Western Europe is explained by their transition to “mass production”. This principle of production organization, first most fully applied at the factories of the world famous Ford company in the USA, increased the productivity of these factories to an average of more than 10,000 cars per day, enabled the Ford company to take first place in the world in terms of quantity and cheapness of products, displacing 54% of the production of all other US automobile plants and bring the country to a position where there is 1 car for every 5.4 people in the population. Improving the machine tool system, increasing cutting speeds, the ability to simultaneously process parts from several sides, minimizing installation time on the machine, the ability to simultaneously process several identical parts, the widespread use of stamping work, a certain, strictly controlled accuracy of processing of each part, the development of the metallurgical industry for production high-grade alloys, improvement of heat treatment of products, application of labor differentiation with the least expenditure of muscular strength - these are the foundations that allowed modern automobile factories to increase their productivity. The competition of American automobile factories, which produce a cheap product, forced European automobile factories to also switch to the principles of “Fordism.”
Simultaneously with the transition to mass production in the automotive industry, there is a tendency towards specialization of production, which consists in the formation of a number of auxiliary factories engaged in the production of individual parts of the car, which are in the form of semi-finished products (forgings, castings) or finished products (gearboxes, engines, rear axles, gears, carburetors, magnetos, measuring instruments, fittings, etc.) arrive at automobile factories, where they are either subjected to further processing (the former), or go to the assembly room for the assembly of finished units (the latter). Most automobile factories in Western Europe, with a production of no more than several thousand cars per year, do not have fully developed forges and foundries and are purely mechanical factories with an assembly shop.
Large factories, on the contrary, have complete equipment for all production, and some even manufacture electrical equipment for cars themselves. The middle place is occupied by the largest group of factories with foundries for light alloys, without their own steel casting and large hammers in the forge. As for the equipment of individual workshops of most modern European automobile factories, it is necessary to note the almost exclusive use of hammers (mainly pneumatic) for all forgings, both small and large, with the exception of frames, for which hydraulic presses are used. There is an emerging desire to press frames without heating, due to the low cost of this processing method and their less warping. For steel casting, ch. arr. electric furnaces, for aluminum - normal, rotating; models for molding are predominantly metal. The location of machines in machine shops, depending on the size of productivity, is determined either by the nature of the processing (turning, milling, planing) - in factories with production of less than 50 cars per day, or by the order of operations, which reduces the cost of transporting parts - in large factories. All holes in both engine cylinders and engine crankcases and gearboxes are processed using jigs on multi-spindle machines; connecting rods are processed on milling and drilling machines; bearings for crankshafts are obtained mainly by boring; cam shafts, after forging them, are processed, after stone or cutter, on copying machines; valves are made in most cases from a whole piece, by pulling the rod or by pulling the rod and settling the head; cylindrical gears are processed mainly on planing machines, and grinding of gears begins to spread either directly on the car or by preliminary running-in in oil; bevel gears are processed almost exclusively on Glisson planers and milling machines; For processing small parts (bolts, bushings, etc.), only automatic machines are used. Thermal treatment of materials (cementation and annealing) is extremely important in the modern automotive industry. great attention. When assembling a car, in order to save time as much as possible, the principle of dividing all work into separate operations is increasingly beginning to be applied. Separately assembled kits - engine, gearbox, rear axle, front axle, steering mechanism, etc. - are sent to an intermediate warehouse, from where they are used for chassis assembly. The movement of machine parts to be assembled is often done mechanically, less often manually. When assembling the engine, a trolley with a platform rotating around horizontal and vertical axes is used. The acceptance of raw materials, semi-finished and finished products, as well as the control testing of entire units in the automotive industry, where particularly high demands are placed on the materials used and where very careful processing of parts is necessary, are of paramount importance. Therefore at all automobile factories tests are carried out widely, for which there are well-equipped laboratories for chemical and metallographic research and mechanical testing of materials, equipped, depending on the size of production and the financial situation of the plant, with a greater or lesser number of laboratory instruments. Small factories supply their laboratories with the most necessary instruments - for determining the hardness, strength and elongation of the material (Shore, Brinell); others also have torsional, bending and fatigue testing machines. When individual parts arrive at the warehouse, they undergo control measurements and hardness tests. Gearboxes and differentials are tested using special devices. Motors are subjected to particularly rigorous testing; Renard mills and electric and hydraulic machines (Froude, Zeppeller, etc.) are used as braking systems for testing motors. Testing of entire vehicles is carried out, on the one hand, on special machines such as Ridler or Zoller, and on the other hand, by trial run. Here is the number of automobile factories in various countries of America and Western Europe in 1925:
Despite the significantly superior annual production of automobiles produced by European factories, America has almost the same number of factories as the countries of Western Europe. This is explained by the enormous productivity of individual American factories and their group consolidation. The European automotive industry has recently taken the path of combining several plants into one. For America, this process of concentration of the automobile industry can be traced in the following way. data on changes in the number of American automobile plants by year.
As for the number of workers employed in the automobile industry, it varies from plant to plant depending on production methods, as can be seen from the following data:
The numbers shown are averages. As an example, one can clearly characterize American production methods by pointing to the Ford plant, where there are 18 cars per worker per year (1926).
Automotive industry in pre-revolutionary Russia and the USSR. The first and only serious attempt to establish automobile production in Russia before the World War should be considered the organization of this production at the Russian-Baltic plant in Riga in 1908. Until August 1915 (the moment of the evacuation of this plant from Riga), about 450 units were produced. three types of passenger cars: 12/27 l. With. (type K), 15/35 l. With. (type E) and in 24/40 l. With. (type C), and the plant’s attempt to build trucks was limited to the production of one series of 10 units, by adapting a passenger chassis with the same engine. It should be noted that in the production of cars the Russian-Baltic Plant used Ch. arr. foreign materials, semi-finished products and finished products (chrome-nickel steel, steel casting, crankshafts, gears, carburetors, magnetos, radiators, etc.). Heavy financial conditions The problems experienced by the plant prevented the normal development of car production, which contributed to the import of cars from abroad, which in 1917 reached 8,158 units. In 1916, the government was forced to begin creating production bases for the automotive industry within the country, in connection with which agreements were signed with entrepreneurs for the construction of 5 factories, namely: AMO in Moscow, Renault in Rybinsk, V. A. Lebedeva in Yaroslavl, Aksai in Rostov-on-Don and the Russian-Baltic in Fili (near Moscow) and, in addition, with the British Bekos Society - for the construction of a state-owned military self-propelled plant in Mytishchi. The total amount of contracts for these 5 plants reached 133.5 million rubles. and provided for the delivery of about 7,500 vehicles in 1918.
By the beginning of the October Revolution, automobile factories remained unfinished and underequipped and could only be partially used to repair the country's vehicles, which were in very poor condition, with only 30% of running vehicles. Machine repairs were carried out by individual factories and workshops in a handicraft way, and there was no production of spare parts. In 1922, serial repair of cars began to be gradually organized by assigning certain brands of cars to each plant. By this time on automotive production Only two of the automobile factories that were under construction remain. This situation in the automotive industry continued until 1924, when TsUGAZ (now Avtotrest) began organizing a new automobile industry in the Union. Currently, the automotive industry of the Union is based on the State Automobile Trust (Avtotrest), which unites five factories engaged in the production of 1.5 tons of AMO-F-15 type trucks, 3 tons of Ya-3 type trucks, serial overhaul of trucks of the Packard and the manufacture of spare parts, automotive fittings and accessories.
Until 1925, production at the automobile factories of the Union was primarily of a repair nature and was not yet properly organized. By the time the first batches of machines were produced, the factories were not provided with all the necessary devices and tools; Meanwhile, the new automotive industry, based on the principle of interchangeability of parts, required the processing of the existing methods of mechanical and thermal processing of parts in relation to more stringent technical conditions.
During 1925 and 1926 The automotive industry has done a lot of organizational work, on the one hand, in terms of redesigning samples accepted for production, revising working drawings and developing a tolerance system, on the other hand, in terms of re-equipment, in order to rationalize production, a number of workshops and the procurement of fixtures and special tools. The results of this work caused, in addition to reducing the cost of products, also an improvement in their quality, which in 1926 began to approach the quality of foreign samples. The most important capital work, both completed and planned in the coming years, consists of: 1) construction work on the completion and placement of the necessary workshops and laboratories and 2) the acquisition of machine tools and machinery both domestically and abroad. As a result of the capital work carried out, the degree of use of fixed capital in the automotive industry has slightly increased over the years. Thus, in 1924/25, with a conditionally average amount of working fixed capital of 6,756 thousand rubles. and the cost of commodity output is 3872 thousand rubles, the cost of production is 1 ruble. fixed capital was expressed at 0.58 rubles; for 1925/26, these figures are respectively equal: the cost of fixed capital - 8590 thousand rubles, commodity output - 6295 thousand rubles; therefore, output for 1 rub. fixed capital - 0.74 rubles, i.e. 27% higher than in 1924/25. Standard stocks of materials at the beginning of the year, taking into account the special conditions of the automotive industry in the USSR, should be calculated on average for about 6 months ., allowing a 9-month supply for imported goods.
1. Development and shifts in the location of the automotive industry in the 20th
2. The place and importance of the automotive industry in the Russian economy
Federation.
3. Factors influencing the location of the industry.
4. Modern geography of the automotive industry.
1. Main areas and centers of specialization of the automotive industry
industry.
5. Main directions and prospects for the development of the automotive industry
industry.
6. Conclusion.
7. List of references.
I. Development and shifts in the location of the automotive industry in the 20th
As in many other countries, in Russia the automotive industry
received its development in developed machine-building centers (Yaroslavl,
Nizhny Novgorod, Moscow), where mainly small-scale production was established
production of cars for the “elite”. After the revolution they built in
Moscow ZIL plant, which was originally conceived as a plant,
specializing in the production of trucks, since they are
were needed by the country, in particular, to raise Agriculture And
motorization of the army. But ZIL alone could not provide the entire country with trucks.
Therefore, in order to more fully provide the country with trucks under skillful
The leadership of Stalin and Ford built the GAZ plant in record time. A country
is more or less coming out of the crisis, the city needs vehicles,
The production of passenger cars begins at the KIM plant.
Major role in the shift in location of the automotive industry
played by the Great Patriotic War. Because the Germans were bombing
a decision is made to partially move automobile manufacturing plants to
eastern part of Russia, in order to ensure uninterrupted production
cars, in particular ZIL, some were transferred to MIASS (Now UralAZ),
and part to Ulyanovsk (UAZ). At that time, spare parts, in particular forged
and made stamped and blanks, made Chelyabinsk plant blacksmith-
press equipment. Carried out the production of carburetors,
radiators and other components of power supply, cooling and lubrication systems Shadrinsky
auto assembly plant.
The automotive industry of the Russian Federation throughout
post-war years increased both the volume of production and its
scientific and technical potential, constantly reducing the gap in technical
level between domestic cars and the best foreign analogues.
However, the overall unstable economic and political situation,
prevailing in the country in recent years, initially led to a slowdown
growth rates, and in 1991 - 1994. - and to a significant reduction
production of automobile equipment, the volume of scientific-
research and development work. This problem has become
especially acute in the research institutes of the industry: they
almost completely stopped exploratory research and development
promising concept vehicles, their components and systems, which in the near future
the future will certainly affect the technical level of our cars.
The main reasons for this situation are a significant reduction
state funding of scientific developments, as well as
lack of interest of enterprises to invest money in long-term
projects. There was a third reason: a certain confusion among the management
research and development organizations, their
unwillingness to look for new forms of work and organization of their activities.
True, recently many research and production organizations,
institutes and factory design departments together with newly
created by government and commercial structures began
adapt to new market conditions. Proof of this -
resumption of work on the creation of development programs in 1993
automotive industry in the Russian Federation and a number of other CIS countries,
development of bus manufacturing, etc.
II. The place and importance of the automotive industry in the economy
Russian Federation.
State of affairs in domestic automotive industry currently
instability in all spheres of public life, especially in
industrial production in the country as a whole. According to Goskomstat
Russia has not yet been able to slow down the decline in production this year. IN
In general, over the nine months of 1995, the volume of industrial production decreased
The rapid rise in prices due to their liberalization in 1992 caused
insolvency of enterprises led to a lack of working capital,
containment of the production process and destabilization of their financial
provisions. There is a sharp decline in investment activity, a collapse
long-term construction programs. About the deep curtailment of business
activity is evidenced, for example, by the fact that out of 393 launchers
automotive industry facilities financed from funds
federal budget, only three were put into operation and on three
facilities have carried out partial commissioning of capacity.
In the automotive industry, as in all mechanical engineering,
centrifugal tendencies in relations between traditional
partners, cooperation ties between enterprises that found themselves
separated by the borders of newly formed independent states.
|Car production |
|in Russia, Ukraine, CIS and Baltics (pieces) |
| |For December |Total for the year |Pace (%)|
| |1997 |1996 |1997 |1996 | |
|PASSENGER CARS |
|Total |81353 |75691 |981724 |874241 |112.3 |
|including: | | | | | |
|OAMO ZIL |- |- |8 |- |- |
|OJSC GAZ |10344 |10378 |124339 |124284 |100.04 |
|OJSC KamAZ |1755 |1507 |17933 |8935 |200.7 |
|JSC AvtoVAZ |60838 |58662 |740526 |680570 |108.8 |
|AO Moskvich |1321 |- |19920 |2929 |680.1 |
|JSC AvtoUAZ |4925 |3656 |51411 |33701 |152.6 |
|JSC SeAZ |820 |650 |8302 |3671 |226.2 |
|JSC Krasny Aksai (city |1055 |40 |13000 |4062 |320.0 |
|Rostov-on-Don) | | | | | |
|Izhmash |148 |787 |5200 |9149 |56.8 |
|Ukraine |147 |11 |1085 |6940 |15.6 |
|including: | | | | | |
|AvtoZAZ software |136 |11 |1030 |6881 |15.0 |
|LuAZ |11 |- |55 |59 |93.2 |
|TRUCKS (including chassis) |
|Total |13704 |13974 |162548 |151146 |107.5 |
|Russian Federation |12536 |13333 |148301 |138782 |106.9 |
|including: | | | | | |
|OAMO ZIL |1434 |1606 |18281 |7200 |253.9 |
|OJSC GAZ |7497 |7180 |87482 |80375 |108.8 |
|OJSC KamAZ |584 |2542 |12765 |20814 |61.3 |
|JSC UralAZ |520 |269 |5339 |6522 |81.9 |
|JSC AvtoUAZ |2390 |1262 |20557 |14760 |139.3 |
|JSC OZTP-Sarmat (Orsk) |- |4 |55 |193 |28.5 |
|JSC Ural Automotive |52 |56 |973 |1402 |69.4 |
|factory | | | | | |
|JSC PSA Bronto |59 |53 |670 |395 |169.6 |
|Izhmash |- |361 |2171 |7101 |30.6 |
|JSC BAZ |- |- |8 |20 |40.0 |
|Ukraine |91 |234 |1620 |1962 |82.6 |
|including: | | | | | |
|PO AvtoKrAZ |91 |231 |1610 |1905 |84.5 |
|LuAZ |- |3 |10 |57 |17.5 |
|Belarus |1077 |407 |12627 |10402 |121.4 |
|including: | | | | | |
|PO MAZ |968 |323 |11449 |9266 |123.6 |
|PO BelAZ |109 |83 |1090 |1047 |104.1 |
|PO MOAZ |- |1 |88 |89 |98.9 |
|BUSES |
|Total |4238 |3566 |44545 |37562 |118.6 |
|Russian Federation |4119 |3489 |43079 |35566 |121.1 |
|including: | | | | | |
|OAMO ZIL |- |- |1 |- |- |
|OJSC GAZ |1006 |534 |8596 |4482 |191.8 |
|JSC NefAZ |50 |421 |600 |1395 |43.0 |
|JSC AvtoUAZ |2296 |1751 |24475 |21084 |116.1 |
|JSC LiAZ |43 |11 |129 |234 |55.1 |
|JSC KavZ |18 |11 |700 |1078 |64.9 |
|AO PAZ |689 |760 |8450 |7235 |116.8 |
|JSC GolAZ |9 |1 |100 |28 |357.1 |
| JSC Spetsavto (Engels) |7 |- |13 |25 |52.0 |
|JSC OZTP-Sarmat (Orsk) |1 |- |15 |5 |300.0 |
|Ukraine |104 |74 |1290 |880 |146.6 |
|LAZ |104 |74 |1290 |880 |146.6 |
|Latvia |- |- |66 |1093 |6.0 |
|AO RAF |- |- |66 |1093 |6.0 |
|Belarus |15 |3 |110 |23 |478.3 |
|PO MAZ |15 |3 |110 |23 |478.3 |
|TROLLEYBUSES |
|Total |16 |5 |124 |126 |98.4 |
|Russian Federation | | | | | |
|JSC Trolleybus Plant | | | | | |
| named after Uritsky | | | | | |
| |16 |5 |115 |115 |100.0 |
|Ukraine | | | | | |
|LAZ |- |- |9 |11 |81.8 |
(This table is data from Avtoselkhozmash-holding,
taken from (4), p.5)
It seems that the automobile industry is gradually emerging from a protracted
crisis. If we take 1996 as a starting point, then last year
of course (cars - plus 7.5%, buses - 18.6%), but still enough
The situation at “passenger” factories, based on the table, looks like this. Behind
with the exception of lagging behind Izhmash and AvtoZAZ, almost all enterprises
improved their performance: here are the reanimated AZLK, AvtoVAZ, and
Red Aksai (Daewoo assembly), which worked at full capacity.
Brand new Volgas roll off the assembly line without stopping (in the new year, cars
cars are assembled at GAZ six days a week in three shifts, and sometimes even
Sundays). In total, in 1997, the Gorky Automobile Plant produced
220,417 cars (compared to 1996, an increase of 5.4%). The best thing
things are going well cargo production(96,078 cars – an increase of
13.2%).Oka's little ones sell well.
The situation with trucks is somewhat worse. ZIL gets out of the debt hole for
bull count, Gazelle is still popular (92,958 trucks were produced,
vans and minibuses – an increase of 23.1% compared to the previous year;
an option with a Steyr diesel engine is about to appear on the market), things are going well in
Ulyanovsk, increases production of MAZ. But KamAZ was caught in a fever:
production volume fell almost four times!
As for buses, Russian statistics are mainly saved
minibus manufacturers - UAZ and GAZ; PAZ is doing well. A
good and large mass-produced buses (screwdriver assembly of Ikarus - not in
account) as it was not, so it is not...
Employed in automotive production, according to 1991 data.
1,114,336 people, which is 97.2% of those employed in 1990, including
the number of industrial production personnel was 963,386 people.
(97% by 1990), of which 771,241 were workers. (96.8% by 1990).
The automotive industry remains one of the most profitable
branches of industrial production of the Russian Federation.
P.S. A few words about the table itself.
Unfortunately, it is far from complete. For example, some car assembly plants
productions are included here, but others are not. VAZ division Bronto
(it produces extended NIVAs and armored cars) for some reason the compilers attributed
to “cargo” factories; Izhevsk “heels” (IZH) fell into the category of trucks
2715) and Luaz (probably the compilers distributed the cars according to
international vehicle classification). But otherwise the data
quite correct.
III. Factors influencing the location of the industry.
spatial unequal conditions and resources when using
which achieve the best results in terms of selected criteria and
the set goal of the located production facilities.
The following groups of factors are distinguished: natural - quantitative reserves
and qualitative composition of natural resources, mining-geological and other
conditions of their extraction and use, climatic, hydrogeological,
orographic conditions, etc.; environmental - security and constructive
measures for the careful use of natural resources and ensuring
healthy living and working conditions for the population; technical -
achieved and possible level of technology and technology; socially -
demographic - availability of labor resources, state of social
infrastructure; economic - economic-geographical and transport
position, cost, capital and operating costs, construction timeframes,
production efficiency, purpose and quality of products,
territorial economic ties, etc.
The location of the automotive industry is not affected by raw materials and
fuel and energy resources, have little influence on the areas of consumption of finished products
products, the decisive influence is exerted by labor resources.
IV. Modern geography of the automotive industry.
4.1. Main areas and centers of specialization of the automotive industry
industry.
There is a clear pattern in the automotive industry of the Russian Federation
specialization of enterprises in the production of certain types of machines. Only "old"
plants in Moscow (ZIL) and Nizhny Novgorod (GAZ) produce simultaneously
trucks and cars. All others specialize in the production
certain types and types of vehicles: medium-tonnage trucks in
Central region (Moscow, Bryansk), in the Volgo-Vyatsky region (Nizhny
Novgorod), Ural region (Miass), small-tonnage trucks - in
Volga region (Ulyanovsk). Buses of different capacities are produced in
Central region (Likino), in the Volga-Vyatsky region (Pavlovo), Ural
(Mound). Top-class passenger cars are produced in Moscow, middle-class -
Volgo-Vyatsky district (Nizhny Novgorod), small cars - Povolzhsky
(Togliatti), Central district (Moscow), Ural (Izhevsk), and
minicars - South-Western (Lutsk) regions.
Having arisen due to the peculiarities of its location in the central regions
the European part of the former USSR (factories in Moscow, Gorky, Yaroslavl), where
there were the most favorable conditions for organizing internal and
intersectoral cooperation, automotive industry during the war and post-war
years began to develop in new regions (Ural, Volga). To that
time in these areas the necessary conditions for mass
production of complex products in the automotive industry. Besides
The central region has become an important area for the automotive industry
Povolzhsky, where to the existing factories in Togliatti and Ulyanovsk in 1976.
increased Kama plant heavy trucks in Naberezhnye Chelny.
Each of these areas has its own specialization (Central main
way in the production of trucks, and Povolzhsky - mainly
passenger cars). Automotive industry regions are being formed in the Urals
(Izhevsk, Miass, Kurgan). In the eastern Trans-Ural regions of the country
The automotive industry is just beginning to take shape (Chita). The role of the Trans-Ural
factories in the production of automobiles are not yet large. In these areas only
the prerequisites that led to the creation of districts are formed
automotive industry in the European part of the country.
In addition to production, the automotive industry includes
machines also production of motors, electrical equipment, bearings,
trailers, etc., which are produced at independent enterprises.
Car engines are made not only by the car factories themselves, but also by a number of
specialized plants (Yaroslavsky - for trucks, Zavolzhsky - for
automobile plant in Nizhny Novgorod, Omsk, Tyumen, Ufa - for
"Muscovites").
Most of these factories were located outside automobile manufacturing centers.
They supply their products through cooperation to several
car factories (for example, Yaroslavl - Minsk, Kremenchug, etc.,
Omsk, Tyumen and Ufa - to the Moscow and Izhevsk automobile plants).
As we see, in the former Soviet Union the production of motor vehicles
funds were distributed unevenly (most of the car factories and factories
production of components is located in Russia). However, almost
each former republic of the USSR had (and retained) monopoly production
any product. Thus, Ukraine is the only producer of medium-sized
urban, all types of tourist and intercity buses, heavy duty
timber trucks, pipe carriers and multi-purpose vehicles, forklifts
with a carrying capacity of 5 tons and above, as well as small passenger cars
first group (type "Tavria"). The Republic of Belarus is concentrated
production of heavy and super-heavy mining dump trucks with carrying capacity
3О - 18О t and above, heavy-duty long-haul road trains such as MAZ,
off-road and heavy dump trucks MoAZ. A unique
production of heavy-duty (11.5 and 22t) refrigerated semi-trailers, in
Georgia - special agricultural road trains with diesel engines, in Armenia
Forklifts with a lifting capacity of 1 - 2 tons and city vans
with a carrying capacity of 1 ton, in Azerbaijan - small distribution refrigerators,
in Kyrgyzstan - agricultural dump trucks with preliminary lifting
bodies, in Latvia - especially small buses and ambulances
assistance carried out at their base in Lithuania - compressors for KamAZ engines
and YaMZ and all drive chains for gasoline engines, motorcycles and
bicycles, in Estonia - seat belts. Similar monopolists
there are also in other former republics.
After the collapse of the USSR, economic ties were disrupted, which led to
reduction in the production and supply of necessary products for each sovereign
states have a desire to organize their own production
individual machines that are most important to him. However, from desire to his
implementation - a huge distance. Organizing your own
production of cars or their components requires a long time and
high costs, which, as the first studies showed, turn out to be beyond
forces of a number of sovereign states. In addition, production designed for
satisfying their own needs, for most of them it would be
unprofitable or even unprofitable.
Calculations have proven: from the point of view of both creation of production and
consumption of its product requires the closest cooperation of states.
They are also confirmed by foreign experience: the automotive industry of the world community
develops along the path of broad integration of scientific and industrial potential
of all countries, and catalysts for integration are literally several
largest manufacturing companies.
V. Main directions and prospects for the development of the automotive industry
industry.
The main problem, without a solution to which there can be no stabilization
economy, nor anything else, it is an increase in the production of what society needs
goods. Another one is now intertwined with it in the automotive industry:
and those available from suppliers of components and materials, including
bearings. In other words, the problem of preserving the not yet disintegrated,
but already weakened teams, scientific and engineering infrastructure, without
which restoration (and subsequently development) of the industry, no matter how it
began to be called in the future, will last for many years. Years which
economic expansion from outside will not give us.
Unfortunately, in the coming years, recovery and then growth in volumes
production will not proceed due to innovative efforts and other
radical but capital-intensive measures, the need for which is indisputable, and
mainly due to the capabilities of the industry itself. There are also hopes for
that the government will nevertheless take steps aimed not at
final strangulation, but on the revival and development of industry, first
Its entire basis is mechanical engineering. There is a lot in favor of this: and
public mood, and the sobering up of leading economists, gradually
taking a position of sanity, and at least the fact that “to go further
nowhere." If this does not happen, mechanical engineering, including such
a highly technical industry, like the automotive industry, which, despite everything, has
still quite powerful potential, will wither away along with all its
multi-sectoral cooperators.
The majority of enterprises have already analyzed their capabilities and ways
restoration of previous production volumes, preservation of jobs in
new, exclusively unfavorable conditions. And she did it
qualified. This is guaranteed by the experience and knowledge of management accumulated
decades of work in the most difficult conditions, without concessions and benefits
financing, logistics, remuneration level
After all, one cannot help but admit that the factories are still functioning precisely thanks to
the directorial corps, acting contrary to the gloomy forecasts of the luminaries -
economists who have been threatening mass unemployment for four years and,
are probably not aware of the social consequences of this dangerous
impoverished society propaganda campaign.
However, one cannot help but see that changes in the composition have already begun
management of car factories, far from positive and reducing its level
competence. According to some sources, the director's corps, if
take it as a whole, while it is still quite capable of lifting loads, including
of which the most important thing is: to restore labor skills lost by teams over
years of vacillation.
However, even the most experienced managers will (and should)
reconsider many of your usual ideas. In particular,
refuse this: high serialization is purely positive
organizational and production factor, because it allows you to equip
production by automated highly specialized equipment,
ensure high standardization of products and their structural durability.
Now we need a different look: such equipment is technologically
conservative, does not make it possible to take into account the dynamics of competitors’ development,
which is deadly in market conditions. Although, of course, there may be
exceptions caused by specific conditions (for example, the ABVA-VAZ system).
But most enterprises themselves have to develop ideas and methods
find resources to restore and increase production volumes,
creating prerequisites for the development of products required by the market.
Directions for applying efforts can be as follows. Firstly,
partial modernization of products. In principle, it requires relatively
small depth of changes and costs. However, the nature of the changes must be
sufficient to ensure sustainable sales of the product, and in general
economically feasible.
In this case, the manufacturer and suppliers remain unchanged
most of the fixed assets, the time and volume of preparation are reduced
production, there remains a clientele accustomed to the product, etc. Modernization
requires highly qualified designers, first of all, because if
limit ourselves only to improving technical characteristics with insignificant
changes in design and decor, then in the end you can get with old external
forms a new high price. A signal to switch to a modernized product
identified defects, as well as market statistics, can serve as a basis. Example
modernization of the product can serve as a model VAZ VAZ 2107 as a partial
modernized VAZ 2105.
Secondly, radical modernization of products and design of new models
on the basis of existing ones in order to reduce the cost of scientific research
research papers (essentially updating them). Here are used
technological capabilities of the manufacturer and cooperating suppliers, but,
As a rule, significant retrofitting of production is required. Wherein
production of new units (most often in smaller quantities) is advisable
organize using existing aggregate or special
equipment, processing centers, etc. But, naturally, with
using new equipment.
This technique is quite widely known. The most interesting results were
in due time received at VAZ. There, during the creation of the VAZ-2121 Niva car
its design included over 90% of the most capital-intensive mechanical
elements of production cars. And with a new body, also unified according to
a number of expensive interior elements with serial models. As a result
with a relatively minor modernization of production, VAZ began to produce
in fact, a machine that had no analogues in world practice at that time. That's why
in Western markets it was unrivaled, enjoyed great popularity and that’s all
increasing demand: demands from dealers to increase supplies were continuous.
Its export was limited by fear of the then monopolist - "Avtoexport"
raise the planned output for subsequent years due to the fact that suddenly there will be
competitors or for some other reason, sales will decline, and with it -
awards. However, competitors to Niva appeared only two or three years later. So
that in a commercial sense it can be called a car of the lost
opportunities.
A serious reserve for restoration and increase in production volumes
products at a number of factories, thirdly, are the so-called
special production facilities that are quite powerful in terms of equipment, area and number
workers. But when using such a unique intellectual
production potential, it is necessary that the new product has a certain
ideological and technological continuity with the previously produced one.
This means that measures are also needed to improve the latter in accordance with
new tactical and technical requirements, as well as specially organized
a system of “pushing” a new production facility into foreign markets.
Creation of this kind of “special products”, which, at a certain volume
alterations can become machines for civil purposes, both for external,
and domestic markets, for individual enterprises it will be the most correct
way out of the situation. It’s clear why: the competitiveness of the Russian
wheeled special equipment and individual developments (some may require
completion) is beyond doubt.
Of course, there should be freedom to choose an object in special production
complete, since the previous principle (assigning types of technology to industries)
in market conditions is contraindicated.
At the same time, we cannot exclude the repurposing of many
special production facilities in the industry simultaneously with engineering training shops and
provision. It can eliminate or at least minimize imports
many types of road construction equipment, small qualified
oil equipment, special vehicles and chassis, airfield complex
maintenance, etc., i.e. will be beneficial for the entire national economy
all our doors are wide open to import from abroad even what is in abundance and
no worse can be done at home. (Those who make such recommendations
they forget that Western Europe came to unification after decades
alignment and adjustment of national economies, including through freedom
movement of labor resources and capital.)
Fourthly, a way out for truck manufacturers may be
become the production of specialized chassis, as well as the implementation of special orders, in
including individual ones. Fulfilling individual orders will increase
products of this enterprise. The same is true with the bus industry.
For passenger car manufacturers, to maintain demand, it is possible
expand the list of installed standard equipment.
A serious opportunity to revive the industrial and commercial
activities for manufacturers of motor vehicles can be, fifthly,
cooperative ties with related foreign companies or their
cooperators, carried out on a commercial basis. At the same time, speech should
go first of all about increasing your export potential, i.e.
the main task of mechanical engineering in Russia. And here not only
is excluded, but on the contrary, interaction is even necessary in the form of joint
enterprises. Although, as experience has shown, reliance on foreign investment
which will “rush” to us, providing an abundance of quality goods, turned out to be
clearly untenable (instead of what was expected, unnatural for the West,
but historically characteristic of purely Russian altruism, we
encountered pragmatism, wariness, and sometimes hostility).
Leasing is also advisable, but we must not forget that it is a pleasure
not cheap. Especially if we are not talking about retrofitting individual operations, but
on the creation of complete capacities, which, as is known, requires particularly high
organizational clarity.
Small domestic ones are likely to develop as usual
production divisions spun off from the main enterprise in
independent (production of small series, some components,
consumer goods, etc.) Moreover, a mandatory condition for them
independence and lasting success can only be achieved by observing
ethical standards (in other words, work on a clean basis).
Naturally, organizing the production of new equipment requires new
equipment, materials, trained personnel and much more. Everything seems
understand this, but even here a stereotype often works (not developed
over 70, as is commonly said, and over the last 10 - 15 years): a new product
necessarily associated with the new factory buildings; high level
automation provided by equipment purchased through
import; "currency" materials (if you have your own: remember the same bumpers
made of polycarbonate), etc. However, with this approach, the need for currency and
rubles becomes astronomical. Satisfy it in the current conditions,
naturally, impossible. Equipment ages always and everywhere, for example, in
The USA suspended the aging of its equipment fleet (not stopped, but
suspended!) only at the end of the 1970s. And they were in no hurry to implement it
the latest equipment, complex technological lines, especially
expensive flexible ones. We bought all this in the 1980s - 1990s, almost
not in droves. And the advantages of, say, the same GPL remained only in
reports and reports. Thousands manufactured and purchased for foreign currency
processing centers, entire complex production facilities, in fact, factories,
they didn't make any money. And it’s somehow strange to hear that we, having all this
wealth, we have no prospects for reindustrialization of the industry without
large-scale financial assistance from the West.
We cannot agree with this point of view. Russian car factories have
a fully capable fleet of equipment, including quite modern and
not yet outdated, an effectively operating system for its maintenance and
repairs, powerful preparation and production support services, and finally,
a significant fleet of dismantled special and aggregate
equipment and own machine-tool workshops. Besides,
Almost all enterprises have experience in technological modernization. That
they have everything to rely mainly on the most reliable -
own strength. Therefore, attempts to “bulk” orders for equipment for
abroad with the help of state budget funds is nothing more than the same
irresponsibility generated by impunity. Although this is where it would be necessary
recall the foreign experience that is now so fashionable to refer to:
dizzying prices and risk often force the largest firms to compromise
prestigious reasons to purchase “old” proven models
equipment.
In this sense, it is necessary to recall the concept of “internal
production reserves", stating that the use of reserves associated with
using equipment, there is the most important area of effort
enterprises in the current conditions.
Sixthly, the practice of compiling by foreign companies, in
including large ones, development programs for a year, three, five, less often - up to ten
years. Moreover, they involve all personnel in planning (without specifying
technical characteristics of promising objects, of course).
This is seen as an active form of fostering a sense of belonging to
company affairs. Such programs must be provided with everything necessary and not
resemble our sad memory KPNTP, MNTK, Moscow-90 programs,
"Leningrad-95", mythical technopolises and other manifestations of simulation
activity that naturally ended in the failure of everything.
An official report from the US Council on Competitiveness states that
that the management of private companies, being well versed in financial matters,
Quite incompetent in technology. Therefore the Council officially
Our managers, on the contrary, are competent in technological matters. But
lack of competition, current freedom in decisions, to some extent
the privatization system has given some people a sense of overconfidence
specifically in financial matters, which is fraught with complications. Master the unmastered in
This area is another area of effort.
Consulting firms also play a significant role abroad. After all
We are able to provide the specific developments and recommendations necessary for factories
only professionals with experience and knowledge. Therefore, in the 1950s in the USA
About 4 thousand of these companies worked in the industrial sector alone.
engineers and scientists. Moreover, 65% of the cost of their maintenance
was funded by the federal government. We have this form of services
practically absent. Her organization is the seventh listed
directions.
The measures discussed above, of course, do not exhaust all possible ones. But
they are certainly among those that will increase volumes
production, load personnel, create certain prerequisites for
subsequent growth. However, they do not meet the required rates of motorization of the country.
will provide This requires innovative, and large-scale measures. They
inevitable if we want to take our rightful place among developed countries. On
At this stage of development it will be necessary to master the technology of new generations in
capital-intensive mass and serial production, characteristic of
automotive industry. Moreover, when it is deprived or has
limited innovative capabilities. And here, without scale
With outside help, this problem will indeed be difficult to solve. But the main thing is without
active government policy. So that those who are at the helm of power
To be convinced of this, it is enough to at least read the KMT report
(Complex multidisciplinary technologies) on the state of scientific and technical
US potential. It emphasizes the need for active
state policy, the need for government intervention in
economic problems requiring prompt response. In this sense
automobile alliance ABBA, created by VAZ on an extra-budgetary basis,
should probably be considered by the government not only as forced
measure, but also as a major socio-economic undertaking of a unique
industrial organism, the products of which are exportable and provided
treasury, starting in 1973, an income comparable to its entire estimated
cost. But the scale of this undertaking goes beyond the capabilities of even
VAZ, and in this case we cannot do without state support.
6. Conclusion
Obtaining and systematizing the information necessary to carry out
in-depth analysis of current automotive development trends
difficult.
Presented in this course work is a brief overview of the state of affairs in
automotive industry allows us to draw the main conclusion that it should
intensify efforts to overcome the downward trend in business activity
and falling production volumes. Moreover, traditional ties
enterprises of the automotive complex and their related companies from other
industries are becoming increasingly difficult.
Together with the implementation of a reasonable pricing policy, policy
income generation, financing and lending, as well as preferential
tax policy regarding funds allocated for development
production, this is the key to stabilizing production
vehicles, employment.
Challenges facing the Russian automotive industry
Federations are complex and require military effort. And it’s appropriate here
remember Roosevelt, who advised his circle: “If you are lucky -
continue, if you have no luck, continue too." There is no other way than
work first to preserve and then to develop the industry in Russia
BIBLIOGRAPHY
1. Economic geography of Russia, textbook, parts I, II-III, Moscow
2. Automotive industry, No. 7, 1993.
3. Automotive industry, No. 10, 1994.
4. Auto-REVIEW, No. 2 (165), 1998.
5.Auto-REVIEW, No. 1 (164), 1998
In the automotive industry there is a large share of capital costs, as well as labor costs, although its qualifications are not as important as, for example, in the aircraft industry or the energy industry.
Since its inception at the end of the 19th century, the automotive industry has been a major consumer of ferrous metallurgy products - cold-rolled sheets, iron and steel castings, etc.; non-ferrous metallurgy - production of radiators, carburetors, fittings, etc.; chemical industry - rubber (primarily tires) and plastic products, dyes, etc.; electrical - ignition systems, batteries, generators, starters, electrical wiring, lighting systems; glass industry.
It was in the automotive industry that, from the mid-1910s, the assembly line assembly system became most widespread (see Henry Ford), which revolutionized the industry of the 20th century.
Story
Automotive manufacturing, as a branch of mechanical engineering, originated in the 80s - 90s of the 19th century in France and Germany, and at the end of the 19th - beginning of the 20th centuries in England, Austria-Hungary (Bohemia and Styria), Italy, USA, Belgium, Canada, Switzerland, Sweden and the Russian Empire in connection with the objective social need for the mechanization of overland railless transportation (primarily military) and the displacement of the muscular power of animals (and people) from this area of human activity. Since the mid-20th century, the automotive industry has been a mature industry with a high (and increasing) degree of monopolization.
However, the Russian government made its first serious efforts to create a national automobile industry already at the height of the First World War, when in 1916 government funds were allocated for the construction of six automobile factories.
Russia is one of the 15 largest automakers. In 2008, the Russian automobile industry (according to OJSC ASM-Holding and OICA) produced 1.79 million cars (+7.4% compared to 2007). , including 1.471 million cars and 256 thousand trucks produced. In the same year, 132 thousand cars and 45 thousand trucks were exported from Russia for a total amount of $1.7 billion. Due to the economic crisis of 2008-2010, production dropped sharply to 0.72 million in 2009 and recovered to 1.403 million in 2010 according to OICA. In the first half of 2011, production increased by another 76%. The share of the Russian market for cars assembled in Russia increased from 50% in 2009 to 70% in 2011. According to Prime Minister Putin's statement in September 2011, Russia is projected to become Europe's largest manufacturing center by 2016. cars, which should imply an annual output greater than in recent years not only in Spain and France (2.3-3.5 million), but also in Germany (5.5-5.9 million). The actual production volume in Russia in 2016, according to OJSC ASM Holding, amounted to only 1.304 million cars (-5.4% compared to 2015). The share of cars assembled in Russia increased by 2016 to 79% for cars, to 83.1% for trucks and to 95.1% for buses.
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World production of motor vehicles
In the first decade of the 21st century, the automotive industry is developing at the most rapid pace in continental China, Brazil, and Mexico due to its leading position in the volume of attracting foreign capital and active anti-crisis tax and credit support from the state. In 2010, production in China grew by 32.4% compared to 2009 and reached 18.26 million vehicles, including 11.6 million passenger cars, which made it possible to maintain the second year in a row and strengthen its first place in the world (including in passenger car sales), significantly ahead of the leaders (USA and Japan) that succeeded each other in past decades, and also ahead of all EU countries combined. In 2000-2010, car production in Brazil increased from 1.7 million units. up to 3.6 million units per year after the beginning of state guardianship over automakers. After entering the world market, Mexico made a small leap and rose up in the export of automotive goods. It is expected that in 2011, the Chinese auto industry will grow by another 10-15% and for the first time in the world history of auto production for any country will be able to exceed the production level of 20 million cars .
The crisis and the global auto industry
Since the onset of the global financial crisis in 2008 global automotive industry, with the exception of China, turned out to be among the most depressed sectors of the global economy. The concerns and Chrysler were forced in the fall of 2008 to turn to the US government for multi-billion dollar loans, without which their survival became almost impossible. Automakers in Europe and Russia have made similar loan requests to their national governments. According to PricewaterhouseCoopers, in 2009 the decline in global auto production could reach 14% (55 million).
