Automotive plants - enterprises of the automotive industry (automotive industry), whose products are cars and trucks. The automotive industry is considered a leading and constantly evolving industry. machine-building complex, the most focused on consumer market. The development of the automotive industry largely determines the level of economic and social development of the state, ensuring its national security.
In addition to automobile factories, in the production automotive technology enterprises of related (motor, machine tool and robot building, tire industry) and other industries (metallurgy, electrical, chemical, light industry, etc.) are involved. Thus, the automotive industry stimulates the development of the entire industry of the country, helps to increase trade, strengthen the monetary system and ensure employment. The number of employees at Russian automobile plants is about 1 million people, and at least 4.5 million people are employed at enterprises manufacturing products for the needs of the automotive industry.
For the production of one car, it is necessary to manufacture and purchase over 10 thousand parts, assemble them into units and assemblies, from which a car is then obtained. The automotive industry is characterized by a high degree of mechanization, automation, specialization and standardization of production processes.
The automotive industry is a rapidly developing science-intensive industry. Continuous improvement of cars, use in them electronic appliances, the replacement of traditional metal structures with plastics, light metals, composite materials requires the creation of new industries and the introduction of new technological processes.
Russian automobile plants produce their own models cars, trucks large, medium and small tonnage, buses of different capacity, special equipment, and also assemble cars of foreign brands belonging to the world's leading automakers. So, according to data for 2011, from the conveyors of Russian automobile enterprises 1.08 cars left foreign brands, i.e. 62% of the total volume of cars produced in the country.
The origin of the automotive industry began at the end of the 19th century in Germany and France. At the beginning of the 20th century, the first automobile factory with a conveyor assembly was the enterprise of Henry Ford. First Russian car with engine internal combustion the design is considered to be presented to the general public in 1896 by the inventors Frese and Yakovlev. By 1912, in Russia, the production of cars was carried out only by two plants - the Russian-Baltic Carriage Works (RBVZ, Russ-Balt) in Riga and the Puzyrev Plant (RAZIPP) in St. Petersburg. The first car of its own design, produced in the Soviet Union, was the AMO-F-15, which came off the assembly line of the AMO plant (now the Likhachev Plant).
104. Global automotive industry
The automotive industry, which originated at the end of the 19th century, is usually classified as a new industry. But among this group of industries, it continues to play a very special role. In terms of the scale of influence on the world economy throughout the XX century. the automotive industry is perhaps second only to the oil industry. That is why in relation to it they often use definitions such as "backbone", "locomotive", "barometer of the economy."
Automotive industry- the main component of transport engineering. Moreover, in many developed countries, it provides from 5 to 10% of the total production of GNP. But its significance goes far beyond the transport sub-sector. This is explained, firstly, by the fact that the automotive industry acts as the main consumer of numerous types of products from other industries (steel, aluminum, plastics, lead, rubber, electronic products, etc.). Secondly, by the fact that the automotive business in the broad sense of the word is directly connected with it, which includes the sale and maintenance of cars, the construction and repair of roads, etc. Thirdly, the fact that for most of the 20th century. it was the automotive industry that was at the forefront of scientific and technological progress, as well as progress in the field of labor organization and management. So, it was she who laid the foundation for both Fordism and post-Fordism, which marked a new technical revolution in the development of production.
It is not surprising that throughout the 20th century world production cars has steadily increased. Before World War II, the world produced about 4 million cars a year, in 1950 their production exceeded 10 million, in the early 1960s. already produced 20 million, in 1970 - 30 million, in 1980 - 40 million, in 2000 over 50 million (fig. 82), and in 2005 - 66.5 million. Of this amount, almost 4/5 are cars, and the rest - trucks and buses.
Rice. 82. Dynamics of world production of cars, million units
However, most often statistics take into account only cars, the production of which in the world was: in 1960 - 12.8 million, in 1970 - 22.7 million, in 1980 - 29.1 million, in 1990 - 35.7 million, in 2000 - 40 million, in 2006 - 50 million.
The main trend of geographical shifts in the global automotive industry throughout the XX century. was its dispersion over an increasing number of regions and countries. Back in 1950, this industry was almost completely dominated by the United States (83% of world production), and 14% was in Western Europe, but then the transition began from such a monocentric territorial model to an increasingly polycentric one. In 1970, the share of Western Europe in the world production of passenger cars increased to 46%, while North America decreased to 32%, and the formation of the third world center of the automotive industry in Japan (13%) also began. In the 1980s. the formation and strengthening of these three leading centers was basically completed: in 1990, Western Europe produced about 40% of all passenger cars, Japan - about 30% and North America - 20%, while all other regions and countries (USSR, Eastern Europe, the Republic of Korea, Brazil, etc.) accounted for 10% of their world output.
For the 1990s further spatial "spreading" of the automotive industry has become characteristic, which primarily refers to Latin America and Asia. In the late 1990s automotive and car assembly plants were already in nine Latin American countries: Brazil, Argentina, Mexico, Venezuela, Colombia, Ecuador, Chile, Uruguay and Peru. Of the Asian countries, in addition to Japan, this industry developed most rapidly in the Republic of Korea and China, but it also grew in Turkey, India, and Thailand. As a result, by the beginning of the XXI century. the total share of the three main centers in world car production has decreased even more
(Western Europe - 28%, USA - 22, Japan - 20%), while the share of other regions and countries increased (Latin America - 8%).
Corresponding changes began to occur in the composition of the top ten countries for the production of cars. Back in 1970, it included the USA, Japan, countries of Western Europe, Canada, Australia and the USSR, in 1990 the Republic of Korea took the tenth position. By the beginning of the XXI century. The Republic of Korea climbed a few more “steps”, and Brazil and especially China also became one of the leading producing countries, in their top ten (Table 112).
Table 448
TOP TEN CAR PRODUCING COUNTRIES IN 2005
* no light trucks
In addition, more than 1 million cars are also produced by Mexico (1.7), India (1.6), Russia (1.4), Thailand (1.1) and Italy (1.0). In other countries, they usually produce no more than 300-500 thousand. Of particular note is the strong decline in the automotive industry in Eastern Europe (Bulgaria, Czech Republic, Serbia) and in the CIS countries (Belarus, Ukraine). According to forecasts, in 2010 the share of the eight leading Western powers in world car production may decrease to 60%.
On the other hand, one must also take into account the fact that the developed countries of the West, according to L. M. Sintserov, “reluctantly transfer the automotive industry to the periphery of the world economy.” At the same time, they widely use their huge superiority in the level of monopolization of this industry: the largest automobile corporations in the world include the American General Motors and Ford Motor, the Japanese Toyota, Nissan, Honda, the German Volkswagen, German-American Daimler-Chrysler, Italian FIAT, French Renault and Peugeot-Citroen.
It is these corporations, as well as the South Korean Daewoo, that own the main capacities of the automotive industry and car assembly in Latin America and Asia. In Brazil, for example, automotive TNCs Volkswagen, FIAT, General Motors, Ford Motor, Daimler-Benz, Toyota control sales, while in Argentina Daimler-Chrysler and Renault. In the second half of the 1990s. struggle for the redivision of the world automotive market escalated even more. It also affected the CIS countries, in which Ford Motor, Renault, General Motors and other foreign automobile companies have created their numerous branches.
However, when predicting the development and location of the global automotive industry, one must also take into account the fact that it is now influenced by two, in some ways, even opposite strategies. Fordism And post-Fordism. Fordism originated in the early 20th century. in the US automotive industry, and most consistently used by Ford Motor and General Motors. Fordism emphasizes manufacturing cheap cars from the most standardized components and parts with minimal modification. In this case, the parent company usually includes a large number of subsidiaries and affiliates, which can be located around the world, forming a kind of transcontinental production chains. In contrast, post-Fordism (or toyism- named after the Japanese company Toyota) relies on the most flexible ways of organizing automotive production - in the sense of producing cars in right time and in the right place, even in small quantities. This strategy is based on the widespread use of computerization, the introduction of flexible production systems, reducing the number of components, but with an increase in the number of various modifications, an emphasis on high quality and supplying assembly plants on a just-in-time basis. Experience already shows that, with this strategy, it is preferable to place the production of automobiles in the Center of the world economy, where it is easier to organize control and marketing of products than in its Periphery.
Automobiles are one of the main commodities of world trade. The export quota of the automotive industry is approximately 40%. The top three car exporting countries are Japan, Germany and France. However, in recent years, China has also joined them.
The development of the automotive industry in Russia was extremely negatively affected by the break in traditional production ties after the collapse of the USSR and the Council for Mutual Economic Assistance. But even in the conditions of "shock therapy" of the early 1990s. this industry as a whole managed to maintain the bulk of production capacity, so now GAZ is in Nizhny Novgorod, AvtoVAZ in Tolyatti, KamAZ in Naberezhnye Chelny remain the largest industrial enterprises in the country with between 80,000 and 95,000 employees each. Nevertheless, the overall production of passenger cars in Russia has decreased, and the production trucks and buses found themselves in a state of protracted crisis. The export of cars also dropped sharply, but the import of foreign cars increased significantly. New enterprises have sprung up in many cities, but they are all car assembly plants designed to produce foreign models. The fact that the industry lags behind the needs of the country is also evidenced by the fact that in Russia 20 cars are produced per 1000 inhabitants, while in Germany, France, Spain, Sweden, Canada, the Republic of Korea - 40–50, and even more in Japan .
In order to survive in the fierce competition, the Russian auto industry needs fundamental changes. This thesis is confirmed by statistical and analytical studies of reputable organizations such as Avtostat. The current state of affairs does not suit either consumers or producers. According to VTsIOM, motorists drive mostly old domestic cars (until 2006) due to their availability. More modern models for its class of road, foreign ones are not available to most citizens.
Older auto enterprises lack modern technologies. New factories lack resources. Separate localized productions closely cooperate with global automotive brands, which allows them to create their own promising developments. Thanks to this, the ability to produce inexpensive and reliable technology takes on a real shape.
Prospects for the development of the domestic auto industry
At the end of 2015, the Ministry of Industry of the Russian Federation, based on a study by the Boston Consulting Group (an international consulting company), developed the "Strategy for the development of the automotive industry for the period up to 2020". The program includes the following steps.
- Maximum saturation domestic cars domestic market.
- Increase to the maximum share.
- Development of popular Russian brands in Russia and abroad.
- Production of key components, localization of production of the main products and equipment for all brands.
- Expansion of the patent base and R&D.
The developers of the "Strategy" see 4 possible scenarios for the development of the automotive industry: current vector, partnership, closed market, large exporter. The most realistic is the second way - "Partnership". It is this scenario that is taken as the basis of the state policy, within the framework of which the Russian auto industry should receive about 600 billion rubles. Unfortunately, this strategy does not give "tactical" measures, but it does show the expected results.
- from 60% to 20% in monetary terms.
- Domestic production Vehicle will be 2.38% of Russia's GDP.
- For every 1000 population of the Russian Federation, 363 people will purchase Russian cars.
- The number of accidents will decrease by 25-30%.
The document shows the volume of investments by years in the largest car factories: AvtoVAZ, Gaz, KAMAZ, Sollers. Taking into account the low attractiveness of the Russian auto industry for large investors, the shifts are obvious. Cooperation agreements were signed at VAZ with Sollers and Renault, at KamAZ with Daimler AG. Factory opened in 2010 Peugeot Citroen And Mitsubishi Motors in Kaluga, Volkswagen launched the production of Skoda Fabia.
The history of the development of the Russian automobile industry
The beginning of the history of the automotive industry in the Russian Empire dates back to the end of the 19th century. Technical novelty did not receive recognition among the nobility. Domestic developments almost ceased, resuming only in 1917 at the wagon factory in Riga. Here they assembled products, first on the basis of imported components, and later - of their own production.
With the outbreak of the First World War, the government financed money for the construction of automobile enterprises in Yaroslavl and Moscow (AMO). During the war, Riga car factory switched to the production of aircraft and missiles. His specialization was used in the USSR in the space industry. The first Soviet passenger car was produced at AMO in 1924. Model F15 was far from world standards. The plant reconstructed and mastered the production of trucks of the US corporation Ford Motor. In the period 1931-33, it became known as ZIS. Further development ZIS received during World War II. He was taken to the Urals, where UlZiS and UralZiS were formed.
By license Ford Motor trucks and cars began to be produced in Gorky (now Nizhny Novgorod). The GAZ plant showed great productivity, its products were used to equip Soviet army. At the same time, during the war, design developments were carried out passenger car. They ended with the release of an excellent, one-of-a-kind, Pobeda. This car raised the reputation of the USSR automotive industry. Interest in it turned out to be so high that export models were created. And they were sold abroad - it was a breakthrough!
The subsequent stages in the development of the automobile industry of the USSR fall on the middle of the last century. Automobile plants VAZ, GAZ, MAZ, KrAZ, KamAZ, ZIL, UAZ appeared. Of these, today enterprises on the Volga (VAZ, KamAZ, UAZ), in Nizhny Novgorod (GAZ) operate on the territory of the Russian Federation. Soviet cars make up two-thirds of all cars in the country. These are Volga, Oka, Niva, Moskvich, Zhiguli, Zaporozhets. Trucks of the KamAZ, MAZ, KrAZ, ZIL brands are known and enjoy well-deserved popularity not only in the domestic market, but also far beyond the borders of Russia. Machines have undeniable advantages:
- cars are reliable and frost-resistant;
- equipment is provided with inexpensive maintenance and spare parts;
- high cross-country ability of machines is due to the conditions of their operation on difficult roads Russia;
- low compared to foreign analogues, cost of cars.
And further. Despite the unsightly appearance, domestic cars are distinguished by amazing vitality. The indefatigable "Victory", the fast beauty "Volga", the old, reliable hard workers "Moskvich" and "Zhiguli". This means that the Russian auto industry, which is now associated with poor quality could achieve great success. The industry needed and. Instead, there was an irreparable failure of 1990-2000.
The current state of the Russian automotive industry
AvtoVAZ, GAZ, KamAZ operate from the old large automobile plants in the Russian Federation. Over the past 10 years, joint ventures have opened with various foreign companies.
Backlog of the Russian automotive industry in production passenger transport offset by the production of heavy buses and special equipment.
AvtoVAZ is actively developing, improving its Lada. In 2015, a Lada car dealership was opened in Hungary. The Lipetsk Automobile Plant produces buses. The well-deserved "Paziki" have turned into modern low-floor buses of the PAZ brand. In the production of agricultural machinery and big buses GolAZ specializes. Heavy Urals continue to roll off the UralAZ conveyors. First in Russia private company AK DERWAYS appeared in 2002 in the North Caucasus.
| Type of vehicle | The state of domestic production | Comparison at the end of 2013 (OICA data) |
| Heavy buses | Championship in Europe. | 173,148 units - China 23,107 units - Russia 12 460 - European Union |
| special equipment, | The brand is popular in the Russian Federation and the world: trucks, trunk lines, military equipment. | Its factories are located in Kazakhstan, Ethiopia, Pakistan, Vietnam. The KamAZ truck is a repeated winner of the Dakar. |
| Light sector | GAZelle, Sable, Sadko, Volga are widely used for commercial and industrial purposes. | |
| SUVs | All-wheel drive UAZs are actively working in the army, units of the Ministry of Emergency Situations, the Ministry of Internal Affairs. |
Trends in the development of Russian automotive production
The growth in the production of domestic cars began in 2010, however, at an insignificant pace. The main direction of development is the production strategy of foreign models. There was a joint development of Chevrolet-Niva. Foreign concerns are building their car factories on the territory of the Russian Federation. Examples are Ford Motor Company, Sollers-Naberezhnye Chelny. Foreign passenger vehicles of the brands BMW, Chevrolet, Hummer, Kia are assembled at Avtotor in the Kaliningrad region.
Our products are competitive with . Its export has become possible, and there are prospects in this direction. It is necessary to study and intensively occupy free large markets. Deliveries to Vietnam, Iran, Algeria will amount to 15, 30 and 22 thousand units of chassis and bodies by 2020, respectively. The expansion of exports can contribute to the recovery and sustainable development of the domestic auto industry.
As part of the "Strategy", it is planned to raise employment in the industry from 0.8% to the level of advanced "automobile" countries. In the EU, it averages 2%. Good prospects for the automotive industry are seen by specialists in the practice of introducing special investment contracts. A chance for the development of the industry in Russia also gives a reduction in the production of foreign cars.
I. Development and shifts in the location of the automotive industry in the 20th century.
As in many other countries, in Russia the automotive industry was developed in developed machine-building centers (Yaroslavl, Nizhny Novgorod, Moscow), where mainly small-scale production of cars for the "top" was established. After the revolution, the ZIL plant was built in Moscow, which was originally conceived as a plant specializing in the production of trucks, since it was they that the country needed, in particular, to raise Agriculture and motorization of the army. But one ZIL could not provide the whole country with trucks. Therefore, in order to more fully provide the country with trucks, under the able leadership of Stalin and Ford, the GAZ plant was built in record time. The country is more or less coming out of the crisis, the city needs vehicles, the production of passenger cars begins at the KIM plant.
The Great Patriotic War played a major role in the shift in the location of the automotive industry. Because the Germans were bombing, a decision was made to partially transfer automobile manufacturing plants to the eastern part of Russia, in order to ensure uninterrupted production of cars, in particular, ZIL was moved partly to MIASS (Now UralAZ), and partly to Ulyanovsk (UAZ). At that time, spare parts, in particular forged and stamped ones, were made and blanks were made Chelyabinsk plant forging and pressing equipment. The production of carburetors, radiators and other units of power supply, cooling and lubrication systems was carried out by the Shadrinsk Auto-Aggregate Plant.
Automotive industry Russian Federation throughout all the post-war years, it increased both the volume of output and its scientific and technical potential, constantly reducing the gap in the technical level between domestic machines and the best foreign analogues.
However, the general unstable economic and political situation that has developed in the country in recent years, first led to a slowdown in growth, and in 1991-1994. - and to a significant reduction in the production of automotive equipment, the volume of research and development work performed. This problem has become especially acute in the research institutes of the industry: they have almost completely stopped research and development of promising conceptual vehicles, their components and systems, which in the near future will certainly affect the technical level of our cars.
The main reasons for this situation are a significant reduction in state funding for scientific developments, as well as the disinterest of enterprises to invest in long-term projects. There was a third reason: a certain confusion of the leadership of research and development organizations, their unwillingness to look for new forms of work and organization of their activities. True, in recent years, many scientific and production organizations, institutes and factory design departments, together with the newly created state and commercial structures, have begun to adapt to new, market conditions. Proof of this is the resumption in 1993 of work on the creation of programs for the development of the automotive industry in the Russian Federation and a number of other CIS countries, the development of bus manufacturing, etc.
II. The place and importance of the automotive industry in the economy of the Russian Federation.
The state of affairs in domestic automotive industry currently, instability in all spheres of public life, especially in industrial production in the whole country. According to the State Statistics Committee of Russia, it has not yet been possible to slow down the decline in production this year. In general, for the nine months of 1995, the volume of industrial production decreased by 17.6%.
The rapid rise in prices due to their liberalization in 1992 caused the insolvency of enterprises, led to a lack of working capital, restraint of the production process and destabilization of their financial position. There is a sharp decline in investment activity, curtailment of long-term construction programs. For example, a deep curtailment of business activity is evidenced by the fact that out of 393 start-up facilities of the automotive industry financed from the federal budget, only three were put into operation and partial commissioning of capacities was carried out at three facilities.
In the automotive industry, as in all mechanical engineering, centrifugal tendencies in relations between traditional partners are intensifying, cooperation ties between enterprises that have been separated by the borders of newly formed independent states are crumbling.
| Car production in Russia, Ukraine, CIS and Baltics (pieces) | |||||
| December | Total for a year | Temp (%) | |||
| 1997 | 1996 | 1997 | 1996 | ||
| CARS | |||||
| Total | 81353 | 75691 | 981724 | 874241 | 112.3 |
| OAMO ZIL | - | - | 8 | - | - |
| OAO GAZ | 10344 | 10378 | 124339 | 124284 | 100.04 |
| OJSC KamaZ | 1755 | 1507 | 17933 | 8935 | 200.7 |
| JSC AvtoVAZ | 60838 | 58662 | 740526 | 680570 | 108.8 |
| JSC Moskvich | 1321 | - | 19920 | 2929 | 680.1 |
| JSC AvtoUAZ | 4925 | 3656 | 51411 | 33701 | 152.6 |
| AOOT SeAZ | 820 | 650 | 8302 | 3671 | 226.2 |
| JSC Red Aksai (Rostov-on-Don) | 1055 | 40 | 13000 | 4062 | 320.0 |
| Izhmash | 148 | 787 | 5200 | 9149 | 56.8 |
| Ukraine including: | 147 | 11 | 1085 | 6940 | 15.6 |
| 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 including: | 12536 | 13333 | 148301 | 138782 | 106.9 |
| OAMO ZIL | 1434 | 1606 | 18281 | 7200 | 253.9 |
| OAO GAZ | 7497 | 7180 | 87482 | 80375 | 108.8 |
| JSC 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 |
| CJSC Ural Automobile Plant | 52 | 56 | 973 | 1402 | 69.4 |
| OJSC PSA Bronto | 59 | 53 | 670 | 395 | 169.6 |
| Izhmash | - | 361 | 2171 | 7101 | 30.6 |
| JSC BAZ | - | - | 8 | 20 | 40.0 |
| Ukraine including: | 91 | 234 | 1620 | 1962 | 82.6 |
| Software AvtoKrAZ | 91 | 231 | 1610 | 1905 | 84.5 |
| LuAZ | - | 3 | 10 | 57 | 17.5 |
| Belarus including: | 1077 | 407 | 12627 | 10402 | 121.4 |
| MAZ software | 968 | 323 | 11449 | 9266 | 123.6 |
| Software BelAZ | 109 | 83 | 1090 | 1047 | 104.1 |
| PO MOAZ | - | 1 | 88 | 89 | 98.9 |
| BUSES | |||||
| Total | 4238 | 3566 | 44545 | 37562 | 118.6 |
| Russian Federation including: | 4119 | 3489 | 43079 | 35566 | 121.1 |
| OAMO ZIL | - | - | 1 | - | - |
| OAO 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 |
| JSC 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 |
| JSC RAF | - | - | 66 | 1093 | 6.0 |
| Belarus | 15 | 3 | 110 | 23 | 478.3 |
| MAZ software | 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 the data of Avtoselkhozmash-holding, taken from (4), p. 5)
It seems that the automotive industry is gradually getting out of a protracted crisis. If we take 1996 as a starting point, then for last year production of all categories of cars as a whole increased. Not by much, of course (passenger cars - plus 7.5%, buses - 18.6%), but still quite noticeable!
The situation for "passenger" plants, based on the table, looks like this. With the exception of the lagging Izhmash and AvtoZAZ, almost all enterprises improved their performance: here are the reanimated AZLK, AvtoVAZ, and Krasny Aksai ( Daewoo assembly), which earned on full power. Brand new Volgas leave the assembly line without stopping (in the new year, cars are assembled at GAZ six days a week in three shifts, and sometimes on Sundays). Total for 1997 Gorky Automobile Plant 220,417 cars were produced (in comparison with 1996, an increase of 5.4%). Things are going best with cargo production(96078 cars - an increase of 13.2%).
The situation with trucks is somewhat worse. ZIL is getting out of debt at the expense of a bull, Gazelle is still popular (92958 trucks, vans and minibuses were produced - an increase of 23.1% compared to the previous year; a version with a Steyr diesel engine is about to appear on the market), things are going well in Ulyanovsk , increases the production of MAZ. But KamAZ was seized by a fever: the volume of production fell almost four times!
As for the buses Russian statistics rescued mainly by manufacturers of minibuses - UAZ and GAZ; PAZ is doing well. And there were no good and massive large buses (Ikarus screwdriver assembly - it doesn’t count), and there still isn’t ...
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 affecting the location of the industry.
4. Modern geography of the automotive industry.
1. The main areas and centers of specialization of the automotive industry
industry.
5. The main directions and prospects for the development of the automotive
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 of cars for the “top”. After the revolution they built
Moscow, the ZIL plant, which was originally conceived as a plant,
specializing in the production of trucks, as they
the country needed, in particular, to raise agriculture and
motorization of the army. But one ZIL could not provide the whole 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,
production of passenger cars begins at the KIM plant.
A major role in the shift in the location of the automotive industry
played the Great Patriotic War. Because The Germans were bombing
a decision is made to partially move the car manufacturing plants to
eastern part of Russia, in order to ensure uninterrupted production
cars, in particular ZIL, a part was transferred to MIASS (Now UralAZ),
and part to Ulyanovsk (UAZ). At that time, spare parts, in particular forged
and stamped and made blanks, did the Chelyabinsk forging plant
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 all
post-war years increased both the volume of production and its
scientific and technical potential, constantly reducing the gap in technical
level between domestic machines and the best foreign analogues.
However, the general unstable economic and political environment,
that has developed in the country in recent years, initially led to a slowdown
growth rates, and in 1991 - 1994. - and a significant reduction
production of automotive equipment, the volume of scientific and
research and development work. This problem has become
especially acute in research institutes of the industry: they
almost completely stopped exploratory research and development
promising conceptual machines, their components and systems, which in the near
the future will certainly affect the technical level of our cars.
The main reason for this situation is a significant reduction
state funding of scientific developments, as well as
enterprises are not interested in investing in long-term
projects. There was a third reason: a certain confusion of the leadership
research and development organizations, their
unwillingness to look for new forms of work and organization of their activities.
True, recently many scientific and production organizations,
institutes and factory design departments, together with newly
established state and commercial structures began
adapt to new market conditions. Proof of that -
resumption in 1993 of work on the creation of development programs
automotive industry in the Russian Federation and a number of other CIS countries,
development of the bus industry, etc.
II. The place and importance of the automotive industry in the economy
Russian Federation.
The current state of affairs in the domestic automotive industry
instability in all areas public life, especially in
industrial production throughout the country. According to the State Statistics Committee
Russia has not yet been able to slow down the decline in production this year. IN
In general, for 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, curtailment
long-term building programs. About deep curtailment of business
activity is evidenced, for example, by the fact that out of 393 launchers
automotive industry facilities funded by
federal budget, only three were put into operation and three
objects, partial commissioning of capacities was carried out.
In the automotive industry, as in all mechanical engineering,
centrifugal tendencies are intensifying in relations between traditional
partners, collapsing cooperative ties of enterprises that turned out to be
divided by the borders of the newly formed independent states.
| Car manufacturing | |
| in Russia, Ukraine, the CIS and the Baltic States (pieces) |
| | For December | Total for the year | Rate (%) |
| |1997 |1996 |1997 |1996 | |
| 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 |
| JSC Moskvich | 1321 | - | 19920 | 2929 | 680.1 |
| JSC AvtoUAZ | 4925 | 3656 | 51411 | 33701 | 152.6 |
| AOOT SeAZ | 820 | 650 | 8302 | 3671 | 226.2 |
| JSC Krasny Aksai (r. | 1055 | 40 | 13000 | 4062 | 320.0 |
| Rostov-on-Don) | | | | | |
| Izhmash | 148 | 787 | 5200 | 9149 | 56.8 |
| Ukraine | 147 | 11 | 1085 | 6940 | 15.6 |
| including: | | | | | | |
| ON AvtoZAZ | 136 | 11 | 1030 | 6881 | 15.0 |
| LuAZ | 11 | - | 55 | 59 | 93.2 |
| CARGO VEHICLES (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 |
| CJSC Ural Automotive | 52 | 56 | 973 | 1402 | 69.4 |
| factory | | | | | |
| OAO 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: | | | | | | |
| ON AvtoKrAZ | 91 | 231 | 1610 | 1905 | 84.5 |
| LuAZ | - | 3 | 10 | 57 | 17.5 |
| Belarus | 1077 | 407 | 12627 | 10402 | 121.4 |
| including: | | | | | | |
| ON MAZ | 968 | 323 | 11449 | 9266 | 123.6 |
| ON BelAZ | 109 | 83 | 1090 | 1047 | 104.1 |
| ON 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 |
| AO LiAZ | 43 | 11 | 129 | 234 | 55.1 |
| JSC KavZ | 18 | 11 | 700 | 1078 | 64.9 |
| JSC 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 |
|JSC RAF |- |- |66 |1093 |6.0 |
| Belarus | 15 | 3 | 110 | 23 | 478.3 |
| ON MAZ | 15 | 3 | 110 | 23 | 478.3 |
|TROLLEYBUSES |
| Total | 16 | 5 | 124 | 126 | 98.4 |
|Russian Federation | | | | | |
| JSC Trolleybus th plant | | | | | |
| named after Uritsky | | | | | |
| |16 |5 |115 |115 |100.0 |
| Ukraine | | | | | |
| LAZ | - | - | 9 | 11 | 81.8 |
(This table is the data of Avtoselkhozmash-holding,
taken from (4), p.5)
It seems that the automotive industry is gradually getting out of a protracted
crisis. If we take 1996 as a starting point, then for the last year
of course (cars - plus 7.5%, buses - 18.6%), but still enough
The situation for "passenger" factories, based on the table, looks like this. Behind
with the exception of lagging Izhmash and AvtoZAZ, almost all enterprises
improved their performance: here are the reanimated AZLK, and AvtoVAZ, and
Red Aksai (assembly of Daewoo), which has worked at full capacity.
New Volga roll off the assembly line without stopping (in the new year, cars
cars at GAZ are assembled six days a week in three shifts, and sometimes
Sundays). In total, in 1997, the Gorky Automobile Plant produced
220417 cars (in comparison with 1996, an increase of 5.4%). The best thing
cargo production is doing well (96,078 vehicles - an increase of
13.2%).
The situation with trucks is somewhat worse. ZIL crawls out of the debt hole for
bull-calf, the Gazelle is still popular (92958 trucks were produced,
vans and minibuses - an increase of 23.1% compared to the previous year;
the Steyr diesel version is about to appear on the market), things are going well in
Ulyanovsk, increasing the production of MAZ. But KamAZ was seized by a fever:
output fell almost four times!
As for buses, Russian statistics are saved mainly
manufacturers of minibuses - UAZ and GAZ; PAZ is doing well. A
good and large mass buses (Ikarus screwdriver assembly - not in
account) as it was not, so it is not ...
Employed in the automotive industry, according to data for 1991.
1114336 people, which is 97.2% of the employed in 1990, including
the number of industrial and production personnel was 963386 people.
(97% by 1990), including 771,241 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.
It is, unfortunately, far from complete. For example, some car assembly
productions are included here, while others are not. VAZ subdivision of Bronto
(it produces elongated FIELDS and armored cars) for some reason the compilers attributed
to "cargo" factories; Izhevsk "heels" (IZH
2715) and Loise (probably the compilers distributed cars according to
international vehicle classification). But otherwise the data
are quite correct.
III. Factors affecting the location of the industry.
spatial unequal conditions and resources, when using
achieved top scores in terms of selected criteria and
the set goal of the production facilities to be placed.
There are the following groups of factors: natural - quantitative reserves
and qualitative composition of natural resources, mining and geological and other
conditions of their extraction and use, climatic, hydrogeological,
orographic conditions, etc.; environmental - security and constructive
measures for the prudent use of natural resources and ensuring
healthy living and working conditions for the population; technical -
achieved and possible level techniques and technologies; socially -
demographic - availability of labor resources, the state of social
infrastructure; economic - economic-geographical and transport
position, cost, capital and current costs, construction time,
production efficiency, purpose and product quality,
territorial economic ties, etc.
The location of the automotive industry is not affected by raw materials and
fuel and energy resources, weakly affect the areas of consumption of finished
products, the decisive influence is exerted by labor resources.
IV. Modern geography of the automotive industry.
4.1. The main areas and centers of specialization of the automotive industry
industry.
In the automotive industry of the Russian Federation, there is a clear
specialization of enterprises for the production of certain types of machines. Only "old"
factories in Moscow (ZIL) and Nizhny Novgorod (GAZ) produce simultaneously
trucks and cars. All others specialize in issuing
certain types and types of vehicles: trucks of medium tonnage in
Central region (Moscow, Bryansk), in the Volga-Vyatka region (Nizhny
Novgorod), Ural region (Miass), trucks of small tonnage - in
Volga region (Ulyanovsk). Buses of various sizes are produced in
Central region (Likino), in the Volga-Vyatka region (Pavlovo), Ural
(Mound). Moscow produces high-class cars, medium -
Volgo-Vyatsky district (Nizhny Novgorod), compact cars- Volga region
(Togliatti), Central District (Moscow), Uralsky (Izhevsk), and
minicars - South-Western (Lutsk) regions.
Having arisen due to the peculiarities of its location in the central regions
European part former USSR(factories in Moscow, Gorky, Yaroslavl), where
there were the most favorable conditions for the organization of intra- and
intersectoral cooperation, automotive industry during the war and post-war
years began to develop in new areas (Ural, Volga). To that
time in these areas, the necessary conditions have also developed for a mass
production of complex products of the automotive industry. Apart from
The central region has developed into an important region of the automobile industry
Povolzhsky, where to the operating factories of Togliatti and Ulyanovsk in 1976.
added Kama plant heavy trucks in Naberezhnye Chelny.
Each of these districts has its own specialization (Central Main
way in the production of trucks, and the Volga region - mainly
cars). Regions of the automotive industry 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-Urals
factories in the production of motor vehicles is not yet large. In these areas only
those prerequisites are formed that led to the creation of districts
automotive industry in the European part of the country.
The automotive industry includes, in addition to the production
machines, as well as the production of motors, electrical equipment, bearings,
trailers, etc., which are produced at independent enterprises.
Car engines are made not only by car factories themselves, but also by a number of
specialized plants (Yaroslavsky - for trucks, Zavolzhsky - for
automobile plant in Nizhny Novgorod, Omsk, Tyumen, Ufimsk - for
"Muscovites").
Most of these factories are located outside the centers of the automotive industry.
They supply their products in cooperation with several
automobile plants (for example, Yaroslavl - Minsk, Kremenchug, etc.,
Omsk, Tyumen and Ufa - Moscow and Izhevsk automobile plants).
As we can see, in the former Soviet Union, the production of motor vehicles
funds were distributed unevenly (most of the car factories and factories for
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
city, all types of tourist and intercity buses, heavy
timber carriers, pipe carriers and multipurpose vehicles, lift trucks
with a carrying capacity of 5 tons and more, as well as small passenger cars
the first group (type "Tavria"). In the Republic of Belarus is concentrated
production of heavy and extra heavy mining trucks carrying capacity
3O - 18O t and above, heavy-duty main road trains of the MAZ type,
off-road and heavy dump trucks MoAZ. In Moldova, a unique
production of heavy-duty (11.5 and 22 tons) refrigerated semi-trailers, in
Georgia - special agricultural road trains with diesel engines, in Armenia
Forklifts with a carrying capacity of 1 - 2 tons and city vans
with a carrying capacity of 1 t, in Azerbaijan - small delivery refrigerators,
in Kyrgyzstan - agricultural dump trucks with a preliminary lift
bodies, in Latvia - especially small buses and ambulances
assistance performed on their basis in Lithuania - compressors for KamAZ engines
and YaMZ and all drive chains For gasoline engines, motorcycles and
bicycles, in Estonia - seat belts. Similar monopolists
are also found in other former republics.
After the collapse of the USSR, economic ties were broken, which led to
reduction in the production and supply of necessary products, each sovereign
states had a desire to organize their own production
individual machines that are most important to him. However, from desire to his
implementation - a huge distance. Organization of own
production of automobiles or their components requires a long time and
high costs, which, as shown by the first studies, are not
forces of a number of sovereign states. In addition, production for
satisfaction of their own needs, for most of them it would be
unprofitable or even unprofitable.
Calculations proved: from the point of view of both the creation of production and
consumption of its product requires the closest cooperation of states.
Foreign experience confirms them: the automotive industry of the world community
develops along the path of broad integration of scientific and industrial potential
of all countries, and just a few
the largest manufacturing companies.
V. The main directions and prospects for the development of the automotive
industry.
The main problem, without the solution of which there can be no stabilization
economy, or anything else, is an increase in the production of the necessary society
goods. Another one is now intertwined with it in the automotive industry:
and available from suppliers of components and materials, including
bearings. In other words, the problem of preserving as yet undecayed,
but already weakened teams, scientific and engineering infrastructure, without
which the restoration (and subsequently development) of the industry, no matter how
began to be called in the future, will stretch for many years. The years that
economic expansion from outside will not give us.
Unfortunately, in the coming years, the recovery, and then the growth of
production will not come at the expense of 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, before
its entire foundation - mechanical engineering. There are many things that speak in favor of this:
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
high-tech industry, like the automotive industry, which, in spite of everything, has
still powerful enough potential, will wither along with all its
multi-industry cooperators.
The majority of enterprises have already analyzed their capabilities and ways
restoration of the previous volumes of output, preservation of jobs in
new, exclusively adverse conditions. And she did it
qualified. The guarantee for this is the experience and knowledge of the management accumulated
decades of work in the most difficult conditions, without concessions and benefits for
financing, logistics, level of remuneration
After all, one cannot but admit that the factories are still functioning precisely thanks to
corps of directors, acting contrary to the gloomy forecasts of leading figures
economists who have been threatening mass unemployment for the fourth year and,
are probably unaware of the social consequences of this dangerous
impoverished society propaganda campaign.
However, one cannot fail to 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 directors' corps, if
take it as a whole, while still quite able to lift loads, including
which is the most important: to restore the labor skills lost by the teams for
years of hesitation.
However, even the most experienced managers will (and should)
to reconsider many of their 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 unification of products and their constructive durability.
Now we need a different look: such equipment is technologically
conservatively, does not make it possible to take into account the dynamics of the development of competitors,
which is deadly in market conditions. Although, of course, there may be
exceptions caused by specific conditions (for example, the AVVA-VAZ system).
But most enterprises will have to develop ideas and methods themselves,
find resources to restore and increase production volumes,
creation of prerequisites for the development of products required by the market.
Directions for applying efforts can be as follows. Firstly,
partial modernization of products. It basically requires a 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 viable.
In this case, the manufacturer and suppliers remain unchanged
most of the fixed assets, the terms and volumes of preparation are reduced
production, there remains a clientele accustomed to the product, etc. Modernization
requires high qualifications, first of all, of designers, because if
limited to improvement specifications with little perceptible
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
revealed defects can serve as well as market statistics. An example
modernization of the product, the VAZ VAZ 2107 model can serve as a partial
modernized VAZ 2105.
Secondly, the fundamental modernization of products and the design of new models
on the basis of already existing ones with the aim of the lowest costs for scientific -
research works (essentially, their updating). 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 a smaller series) is advisable
organize with the help of an existing aggregate or special
equipment, machining centers, etc. But, of course, with
using new equipment.
This approach is widely known. The most interesting results were
at one time received at the VAZ. There, when creating the VAZ-2121 Niva car
its design included over 90% of the most capital-intensive mechanical
elements stock cars. And with a new body, also unified according to
a number of expensive interior elements with production models. As a result
with a relatively small 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 out of competition, enjoyed a large and all
Increasing Demand: Demands from dealers to increase supplies were uninterrupted.
Its export was limited by the fear of the then monopolist - "Autoexport"
raise the planned output for subsequent years due to the fact that they suddenly appear
competitors or for some other reason, sales will decrease, and with it - and
premiums. However, Niva's competitors appeared only two or three years later. So
that in a commercial sense it can be called a car of lost
opportunities.
A serious reserve for recovery and increase in the volume of produced
products in a number of factories, thirdly, are the so-called
special productions, sufficiently powerful in terms of equipment, area and number
workers. But when using such a unique intellectual
production potential, it is necessary that a new product has a certain
ideological and technological continuity with the previously produced.
This means that measures are also needed to improve the latter in accordance with
new tactical and technical requirements, as well as a specially organized
a system of "pushing" a new production object to foreign markets.
The creation of this kind of "special products", which, with a certain volume
alterations can become machines and civilian purposes, both for external,
and domestic markets, for individual enterprises it will be the most correct
way out. Why is clear: the competitiveness of the Russian
wheeled special equipment and individual developments (some may require
completion) is beyond doubt.
Of course, the freedom to choose an object in special production should be
complete, since the former principle (assignment of types of equipment to industries)
in market conditions is contraindicated.
At the same time, the reprofiling of many
special productions of the industry at the same time as workshops for engineering training and
security. It can eliminate or at least minimize imports
many types of road construction equipment, medium-sized qualified
oil equipment, special machines and chassis, airfield complex
maintenance, etc., i.e. will be beneficial for the entire national economy
all our doors wide open to import from abroad even what is in excess and
no worse can be done at home. (Those who make such recommendations
forget that Western Europe came to unification after decades
alignment and grinding of national economies, including through freedom
movement of labor and capital.)
Fourth, for truck manufacturers, the way out can be
become the production of specialized chassis, as well as the implementation of special. orders, in
including individual ones. Performance individual orders raise
products of this company. The same is true with the bus industry.
For car manufacturers to maintain demand, you can
expand the list of installed standard equipment.
A serious opportunity to revive the industrial and commercial
activities for automotive manufacturers can be, fifthly,
cooperation ties with related foreign firms or their
cooperators, carried out on a commercial basis. At the same time, speech should
to go first of all about increasing its 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 needed in the form of joint
enterprises. Although, as experience has shown, the calculation of foreign investment,
which "gush" to us, providing an abundance of quality goods, turned out to be
obviously untenable (instead of the expected, unnatural for the West,
but historically characteristic of us purely Russian altruism, we
met with 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 well known, requires a particularly high
organizational clarity.
It is likely that small domestic
production divisions spun off from the main enterprise in
independent (production of small series, some components,
consumer goods, etc.) prerequisite their
independence and lasting success can only be the observance of
ethical standards (in other words, work on a clean basis).
Naturally, the organization of the release of new technology requires a new
equipment, materials, trained personnel and much more. Everything is like
understand this, but even here a stereotype often works (developed not
for 70, as it is customary to say, and for the last 10 - 15 years): a new product
necessarily associated with the same factory buildings; high level
automation provided by equipment purchased under
import; "currency" materials (if you have your own: remember the same bumpers
polycarbonate), etc. However, with this approach, the need for currency and
rubles becomes astronomical. Satisfy her in the present conditions,
naturally, it is impossible. Equipment is aging always and everywhere, for example, in
The United States has suspended the aging of the equipment fleet (not stopped, but
suspended!) only in the late 1970s. And they were in no hurry to introduce
the latest equipment, complex technological lines, especially
expensive flexible. We bought all this in the 1980s - 1990s, almost
not en masse. And the advantages of, say, the same GPL remained only in
reports and relations. Thousands made and purchased for currency
processing centers, entire complex productions, in fact, factories,
didn't work anyway. And it is somehow strange to hear that we, having all this
wealth, we have no prospects in the reindustrialization of the industry without
large-scale financial assistance from the West.
It is impossible to agree with such a point of view. Automobile plants in Russia have
a fully capable fleet of equipment, including quite modern and
not yet obsolete, effective operating system its service and
repairs, powerful preparation and production support services, finally,
a significant fleet of dismantled special and modular
equipment and own machine-tool workshops. Besides,
Almost all enterprises have experience in technological modernization. That
have they have everything to rely mostly on the most reliable -
own strengths. Therefore, attempts to "volley" orders of equipment for
abroad with the help of the state budget is nothing but the same
irresponsibility born of impunity. Although here it would be necessary
recall foreign experience, which is now so fashionable to refer to:
dizzying prices and risk often force the largest firms to forgo
prestigious considerations to acquire "old" proven models
equipment.
It is necessary to recall in this sense the concept of "internal
production reserves", that the use of reserves associated with
using the equipment, there is the most important direction of application of efforts
businesses in the current environment.
Not without interest, sixthly, is the practice of compiling by foreign firms, in
including large ones, development programs for a year, three, five, less often - up to ten
years. Moreover, they involve the entire staff in planning (without specifying
technical characteristics of promising objects, of course).
This is considered as an active form of fostering a sense of belonging to
company affairs. Such programs should be provided with everything necessary and not
resemble our sad memory KPNTP, MNTK, the Moscow-90 programs,
"Leningrad-95", mythical technopolises and other manifestations of simulation
activity, which naturally ended in the failure of everything and everything.
The official report of the US Competitiveness Board states,
that the management of private firms, perfectly oriented in financial matters,
quite incompetent in technology. Therefore, the Council officially
Our leaders, 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
exactly at financial affairs fraught with complications. Explore the unexplored
this area is another area of effort.
Consulting firms also play a significant role abroad. After all
specific developments-recommendations necessary for plants are able to give
only professionals with experience and knowledge. Therefore, in the 1950s in the United States,
about 4 thousand people worked in such firms only in the industrial direction.
engineers and scientists. Moreover, 65% of the cost of their maintenance
funded by the federal government. We have this form of service
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 the volumes
production, load personnel, create certain prerequisites for
subsequent growth. However, they do not meet the required pace of motorization of the country.
provide. This requires innovative, and large-scale measures. They
are inevitable if we want to take a worthy place among the developed countries. On
at this stage of development, it will be necessary to master the technique of new generations in
capital-intensive mass and serial production, characteristic of
automotive industry. Moreover, when it is deprived or has
limited innovation opportunities. And here, without a scale
help from outside this problem will really 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 report of the KMT
(Complex multidisciplinary technologies) on the state of scientific and technical
US potential. It emphasizes the need for active
public policy, the need for government intervention in
economic problems that require prompt response. In this sense
automobile alliance ABBA, created by VAZ on an extrabudgetary basis,
probably should be considered by the government not only as a forced
measure, but also as a major socio-economic undertaking of a unique
industrial organism whose products are exportable and provided
treasury, since 1973, an income comparable to its entire estimated
cost. But the scale of this undertaking is beyond the scope of even
VAZ, and without state support in this case not enough.
6. Conclusion
Obtaining and systematizing the information necessary for carrying out
in-depth analysis of trends in the development of the automotive industry at the present time
difficult.
Presented in this term paper brief overview of the state of affairs in
automotive industry allows us to draw the main conclusion that should
intensify work to overcome the downward trend in business activity
and falling production. Moreover, traditional ties
enterprises of the automotive complex and their subcontractors from other
industries are becoming more difficult.
In conjunction with the implementation of a reasonable pricing policy, policy
revenue generation, financing and lending, and preferential
tax policy in relation to funds allocated for development
production, this is the key to stabilizing production
vehicles, providing employment.
The challenges facing the automotive industry of the Russian
Federations are complex, requiring effort to match the military. And it's appropriate here.
remember Roosevelt, who advised his entourage: "If you are lucky -
continue, if you are unlucky - also continue. "There is no other way, except
work first on the preservation, and then on the development of 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
