The desire of mankind to invent self-propelled carriages was marked by the hand of Leonardo da Vinci, who in 1490 invented the hand-operated carriage. However, more than one century will pass until this goal begins to become a reality in a more constructive way and, undoubtedly, much more time until the purchase and rental of business class cars, comfort class and luxury class become available to motorists. Closer to the 18th century, people began to realize the fact that you can move by artificial method not only with the help of horses.
The appearance of the first cars
The most notable historical examples of the creation of the first mechanical vehicles include:
- James Watt's first steam engine - 1769
- steam cars of the French engineer Quigno - 1770
- postal steam coach from Trevithick - 1801
- passenger steam car of Hancock - 1822, etc.
On this basis, many automotive engineers have taken into account that steam can be excellently used as a driving force for a vehicle. However, at the beginning of the 19th century, a parallel direction in the development of the automotive industry began to be seen. So, in 1806, the French inventor Lenoir produced a semblance of a car that could move by means of an internal combustion engine. The Frenchman combined air with gasoline vapor, successfully using the mixture to get a vehicle moving. As a result, the revolutionary car easily covered the path from the capital of France to the city of Joinville-le-Pont.
Creation of a four-stroke engine
More than fifty years later, the German engineer Nikolaus Otto, using the experience of Lenoir, raised the car engine to a new level of development. His discovery was to compress the gas mixture in the combustion chamber and create a four-stroke working cycle. In 1876, a German scientist filed a patent for his work, which, however, was not successful. The fact is that a little earlier, in 1862, the engineer Beau de Roscha had already proved on theoretical grounds the possibility of the existence of a four-stroke engine. In this regard, a complaint was filed by Grove's relatives, and Otto's patent was canceled. However, Otto's failure enabled many automotive engineers, now based on his experience, to continue to modernize the four-stroke engine. As you know, by the end of the 19th century, the automotive industry began to take on a more formal look, and persons significant for the automotive industry began to appear on the world stage more and more often.
The automotive industry in Russia is the main area of engineering, which has a significant impact on the development of the country's economy. The position of the automotive industry in the country is more characterized as ambiguous. On the one hand, there is an increase in sales in the market, which is caused by purchasing power, and on the other hand, the share of Russian cars on the market is constantly decreasing. Domestic automotive technology lags far behind modern requirements for reliability, comfort, safety, technical level and ecology.
In recent years, a difficult situation has formed in the domestic automotive industry. On the one hand, there was a noticeable improvement in the automotive equipment market, which began with an increase in the consumer ability of the population, and on the other hand, a decrease in the market share of Russian manufacturers was observed. The increase in foreign manufacturers in Russia, which leads to the saturation of the automotive market, creates a large number of difficulties and problems for the domestic auto industry. The policy of activity of companies producing automotive equipment in the foreign and domestic markets should be focused on expanding and improving foreign trade activities, in the field of maintaining and strengthening the position of automotive products by increasing its competitiveness, automotive service, and improving the way sales are organized. The implementation of these tasks should be facilitated by the measures taken by domestic manufacturers to ensure price stability for manufactured cars, including by reducing costs, establishing cooperative relationships with manufacturers of automotive materials and components for cars.
The Russian automotive industry covers all segments of the automotive industry: the production of trucks and cars, buses, light commercial vehicles, automotive components and spare parts, trailers, specialized equipment and military equipment, automotive materials, as well as design and research organizations. About 400 enterprises operate in the automotive industry in Russia.
According to the analytical firm ASM-Holding, in January-August 2015, 908.18 thousand vehicles (trucks, cars, buses) were produced in Russia. This is 28.9% less than in the same period in 2014.
Figure 1 - Dynamics of production of automotive vehicles in% compared to the corresponding period in 2014.
If we consider the production of cars by segments:
Passenger cars: the volume of production of cars in the first quarter of 2015 amounted to 354.3 thousand units, which is 19% less compared to the same period last year.
Trucks: in 2015, the production of trucks in Russia decreased by almost 37.2% compared to the same period in 2014, and amounted to 26.5 thousand units.
Buses: in the first half of 2015 compared to the same period last year decreased by 4.2% and amounted to 1631 units. .
It can be concluded that the current state of the automotive industry in Russia is experiencing a decline in all segments of production. Despite the fact that the degree of influence and importance of the automotive industry on the economy, and the standard of living in the country as a whole, can be called disappointing. In order for the domestic automotive industry not to deteriorate further, it is necessary today for the state to take decisive measures to develop and stimulate the innovative formation of the industry.
Developed industry and production is the key to success for any state. The development of certain industries and the sale of goods produced in the state throughout the world is the goal of many of the leading manufacturers of our time. An important role in this case is played by the progress of the automotive industry.
It is no secret that the automotive industry in Russia has never been a strong point of our state. Classical domestic automobile enterprises are experiencing difficulties from a lack of advanced and progressive technologies, sources of investment, moral and physical depreciation of the scientific and technical base, and also a huge number of unsuitable funds. Modern domestic assembly companies have access to progressive and advanced technologies, although they do not have the necessary funds. Also, automakers today are very limited in their engineering and production scale and do not have sufficient resources to implement them.
The economic crisis of 2008 that shook the world did not contribute to the development of the Russian automobile industry. According to Avtostat, the decline in the production of automotive vehicles amounted to 59.7%. The disappointing opinions of experts more and more indicate that in the near future the automotive industry of the Russian Federation will not remain as such: production branches for the assembly of foreign cars will flood the territory of the Russian Federation, and the car models familiar to us (of AvtoVAZ, KamAZ and others) will completely disappear from our roads.
A vivid proof of this is the fact that the production and assembly of foreign models on the territory of the Russian Federation is steadily growing and gaining momentum. Where domestic models could be produced, Renault, Skoda, Toyota, Ford and Volkswagen are assembled. The production of foreign brands contributes to the prosperity of the state's economy, but this in no way contributes to the development of its industry.
Nevertheless, in recent years, the state has been allocating impressive resources as support to unprofitable and inefficient companies and enterprises. But, despite a fairly clear mandate to use allocated resources to remedy the problems of low efficiency in the industry, the funds are used to maintain the current state of affairs, which has relative advantages only in the very short term. The total debt of these enterprises in the industry remains at about 100 billion rubles, despite the fact that each year about 1 billion dollars are issued for such support.
Due to the unstable and unsatisfactory state of the automotive industry in Russia, fundamental changes are needed. As a result, at the request of the Ministry of Industry and Trade, at the end of last year, the consulting firm Boston Consulting Group conducted research that was taken into the base of the "Strategy for the development of the automotive industry for the period up to 2020." .
The main purpose of the Strategy is to maximize the added value produced in the domestic automotive industry, with sufficient selection and quality of products. The goals of the 2020 strategy are presented in Table 1.
Table 1 - Objectives of the strategy until 2020
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2020 Maximizing the value added created in Russia across all stages of the value chain (from the current level of ~23% to the level of 45–50% in 2020) |
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Automakers:
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Suppliers:
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Intellectual property:
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But it is not yet known whether this promising goal will be achieved. It depends on which of the four key scenarios the domestic auto industry will follow.
Scenarios for the development of the automotive industry:
- "Current vector", implies the continuation of current trends in the automotive market without significant changes;
- "Partnership", involves the restructuring of the automotive industry in order to increase the ability of the Russian automotive industry to meet the demand in the local market;
- “Large Exporter”, which aims to bring the Russian automotive industry to the level of global competitiveness through a significant restructuring of the automotive industry, extensive investments in the modernization of Russian assets and in R&D, as well as a moderate tightening of restrictive measures for imports in the domestic market;
- "Closed market", which involves the establishment of protective measures to protect against imports of the domestic market with significant state participation in the development of the automotive industry.
The authors of the Strategy objectively believe that it is necessary to focus primarily on the Partnership forecast. They also name certain funds that will be provided to various sub-sectors of automotive production, as well as the total amount - 628.4 billion rubles. But still, there are no clear measures in the Strategy yet - but the trends of activity are presented, as a result of which, according to the plan of the authors of the Strategy, by 2020 there will be the following changes:
1) an increase in part of the value added in the automotive industry from the level of 2008 - 22% (492.9 billion rubles) to 49% (2210 billion rubles) in 2020;
2) reduction in the amount of imports in currency terms from 65% to 25%;
3) increase in the number of exports of products of the Russian automotive industry up to 12.6%;
4) an increase in the share of the Russian automotive industry in GDP to 2.39%;
5) filling the car park to the level of 362 cars per 1000 people;
6) reduction in the number of traffic accidents and their consequences by 26-32%.
Since the preferred scenario takes into account the presence of foreign partners and foreign investments, it is necessary to assess the investment attractiveness of the domestic automotive market. As follows from the report of the consulting company Boston Consulting Group, the Russian market seems attractive for the separate sale of automotive equipment and, quite likely, for the performance of assembly operations. One of the main shortcomings of Russia seems to be the unpredictability of the market - as the authors of the Pricewaterhouse-Coppers report "Prospects for the development of the automotive market in Russia" note, the impact of external factors on consumer demand is excessively large. Among them are:
1) the exchange rate of the ruble;
2) interest rates;
3) the amount of car loans;
4) the degree of consumer confidence;
5) gross domestic product;
6) the situation in the world economy and the cost of commodities;
7) the productivity of the project of anti-crisis measures adopted by the government;
8) high probability of misuse of money.
The “Partnership” scenario is also supported by the fact that agreements on strategic joint work of Sollers and AvtoVAZ, Renault and AvtoVAZ, as well as Daimler AG and KAMAZ have already been signed. Against the backdrop of a general reduction in the section in Kaluga, the opening of the Peugeot Societe Anonyme Peugeot Citroen and Mitsubishi Motors plant took place (April 23, 2010), and the production of a full cycle of Škoda Fabia cars began at Volkswagen.
In conclusion, I would like to note that, according to the forecasts of the consulting companies Boston Consulting Group, Pricewaterhouse, Avtostat, the Russian automotive market has already begun to recover, and this certainly means that Russian residents will not be left without cars. The Russian automotive industry has room to move and develop, and in the future, great hopes are placed on the automotive industry.
On the prospects for the development of the automotive industry in Russia.
In anticipation of the expected economic recovery, the Government of the Russian Federation is giving priority support to the domestic automotive industry, which, in its opinion, will give a powerful impetus to the development of a number of other sectors of the economy, such as the metallurgical and chemical industries, the Western media note. “When the average annual salary in the country approaches the cost of the cheapest car, an automobile boom begins, and Russia is on the verge of such a boom. It should be met not with the dominance of imported cars, but with the development of its own automotive industry. At the same time, the state will support only a small number of automobile factories : as evidenced by world practice, 5-6 plants will be able to fully saturate the Russian automotive market.
Observers note a pronounced orientation of the world's leading automotive companies to create joint ventures in the Russian Federation with the aim of producing popular foreign cars. The participation of foreign companies in the development of the automotive industry in the Russian Federation will ultimately contribute to the emergence of competitive Russian cars and increase employment;
The American corporation Ford plans to invest $150 million in setting up a joint venture with the Russian Diesel state enterprise in St. Petersburg, writes the Financial Times. According to Radio Liberty, at the first stage, the Russian-American joint venture plans to produce 25,000 Ford cars at one of the Russian Diesel plants in the city of Vsevolzhsk. Unlike the Ford factories built in recent years in Poland and Belarus, the Russian-American project provides for the creation of an enterprise with a full car assembly cycle, including bodywork and paint work, observers point out. Ford would also like to open its enterprises in a number of other regions of the Russian Federation, in particular in Udmurtia, Reuters reports.
Foreign media also report on the plans of JSC AvtoVAZ and the West German concern Adam Opel, which is a branch of General Motors, to create a joint venture in Togliatti to produce 35,000-50,000 cars a year. According to General Motors specialists, the business plan of the joint venture will be ready in the next 4-5 months. Initially, General Motors and AvtoVAZ planned to build an assembly plant jointly with Finnish partners, Reuters points out, noting that negotiations with the Finnish state company Valmet have not yet been completed.
The production of Volvo buses will begin in May this year in Omsk, Radio Liberty reports. The Omsk Automobile Plant will assemble 250 vehicles annually, the Financial Times points out, noting that an order for 107 buses has already been received from the Siberian-Scandinavian bus company. As representatives of the concern "Volvo" stated in an interview with "Radio Sweden", initially in Omsk the machines will be assembled from components delivered from Sweden, and from August - from parts produced at the Omsk plant.
KamAZ JSC has reached a preliminary agreement with the EBRD on the restructuring of its debt. Recently, the management of KamAZ held talks with representatives of the EBRD in London and reached an agreement in principle on the exchange of debt obligations for shares, foreign media indicate. In 1997, due to a lack of financial resources, KamAZ stopped its production twice, as a result of which the production volume amounted to only 12,750 trucks against the planned figure of 23,500 trucks, while in 1996 the plant produced 20,737 vehicles, experts say.
Also, RUSSIA HAS A CHANCE TO BECOME THE WORLD LEADER IN THE PRODUCTION OF NEW GENERATION ELECTRIC VEHICLES
The trend in the development of the global automotive market is such that by 2025, half of the planet's transport will run on electricity. Russia has a serious chance to become a leader in the production of electric vehicles. Unique conversion technologies make it possible to generate electricity directly from gasoline, kerosene, natural gas, methanol, hydrogen or ethyl alcohol. The efficiency of such an installation reaches 75% - twice as high as that of a gasoline engine. The Ministry of Science has completed work on the development concept of the Russian electric car of the 21st century. According to scientists, some domestic developments are 3-4 years ahead of foreign ones. But we must hurry. If you miss the moment, then competitors, as in other areas, will go ahead. And to catch up means to lose.
PROBLEMS, WAYS OF THEIR SOLUTIONS.
Automotive industry: problems of industrial and economic recovery
The socio-economic problems that had matured by the end of the 1980s, the subsequent cardinal transformations in the country with their dramatic results, led society to a deep systemic crisis, overcoming which requires the development of production programs, professional practical actions and the creation among the general population of psychological confidence in the effectiveness of subsequent economic solutions.
The aggravated range of problems related to national security is also determined by the need to restore domestic industry and stabilize the socio-economic situation on this basis.
In this regard, we will consider the issues of reviving the automotive industry and related industries, the automotive industry is perhaps the only industrial system represented in the world by a mass show business that has formed into an entire industry that stimulates the development of a wide range of scientific, technical and financial and economic research. , as well as the formation of mass economic consciousness. Unfortunately, the attention of most economic structures in the country is focused mainly on issues of foreign financial assistance. Considering the foregoing, let us consider the totality of these problems in more detail.
The ongoing degradation of domestic industry, the destruction of the productive sectors of the national economy, in this way turn the country into a raw material appendage of other more developed states. All these circumstances radically change the socio-economic situation in the country, determining its changing place in the world, including military and political, as well as the direction and nature of social and cultural development.
The necessity and possibility of understanding what is happening in reality are determined by the state of economic science and mass public consciousness. In this regard, we note that the world of the economy is too diverse, internally complex and contradictory to fit into the framework of predominantly common sense, and therefore only a scientific analysis of what is happening, based on positive practical actions to overcome the systemic crisis, can lead to the stabilization of domestic production.
In an increasingly complex situation, the most important issue is the need to ensure the ability to increase the efficiency of economic decisions made at all levels of production activity - from mass economic to global conceptual decisions of the state's economic policy.
Unfortunately, in the coming years, the recovery, and then the growth of production volumes, will not come at the expense of innovative efforts and other radical, but capital-intensive measures, the need for which is indisputable, but mainly due to the capabilities of the industry itself. There are also hopes that the government will nevertheless take steps aimed not at the final strangulation, but at the revival and development of industry, primarily its foundation - mechanical engineering. A lot speaks in favor of this: both the public mood and the sobering up of the leading economists, who are gradually taking the position of sanity, and at least the fact that "there is nowhere else to go." If this does not happen, mechanical engineering, including such a highly technical branch of it as the automotive industry, which, despite everything, still has a fairly powerful potential, will wither away along with all its diversified cooperators.
The main part of the enterprises has already analyzed their possibilities and ways of restoring the previous volumes of output, maintaining jobs in the new, extremely unfavorable conditions. And she did it admirably. The guarantee for this is the experience and knowledge of the management, accumulated over decades of work in the most difficult conditions, without indulgences and benefits in terms of financing, logistics, remuneration, etc.
After all, it is impossible not to admit that the factories are still functioning precisely thanks to the management corps, acting contrary to the gloomy forecasts of leading economists, who have been threatening mass unemployment for the fourth year and, probably, do not realize the social consequences of this propaganda campaign dangerous for an impoverished society.
However, it is impossible not to see that changes have already begun in the composition of the management of automobile plants, far from positive and reducing the level of its competence. According to some sources, the management corps, if we take it as a whole, is still quite capable of lifting the load, among which the most important one is to restore the labor skills lost by the teams over the years of vacillation.
However, even the most experienced leaders will (and need) to reconsider many of their usual ideas. In particular, to abandon this: high serialization is a purely positive organizational and production factor, because it makes it possible to equip production with automated highly specialized equipment, to ensure high unification of products and their structural durability. Now a different view is needed: such equipment is technologically conservative, does not make it possible to take into account the dynamics of competitors' development, which is deadly in the market conditions. Most enterprises themselves will have to work out ideas and methods, find resources to restore and increase production volumes, and create prerequisites for the development of products required by the market.
Directions for applying efforts can be as follows. First, a partial modernization of products. It, in principle, requires a relatively small depth of changes and costs. However, the nature of the changes must be sufficient to ensure a sustainable sale of the product, and generally economically feasible.
In this case, the manufacturer and suppliers retain most of their fixed assets unchanged, the terms and volumes of production preparation are reduced, the clientele, accustomed to the product, remains, etc. Modernization requires high qualifications, first of all, of designers, because if we limit ourselves only to improving technical characteristics with subtle changes in design and decor, then in the end you can get a new high price with old external forms. A signal to switch to a modernized product can be revealed defects, as well as market statistics. An example of product modernization is the VAZ 21099 model as a partially modernized VAZ 21115.
Secondly, a radical modernization of products and the design of new models based on existing ones in order to minimize the cost of research and development (essentially, their renewal). 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 manufacture of new units (most often in a smaller series) using the existing aggregate or special equipment, machining centers, etc. But, of course, with the use of new equipment.
A serious reserve for the restoration and increase in the volume of output at a number of plants, thirdly, are the so-called special productions, 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 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 the new tactical and technical requirements, as well as a specially organized system for "pushing" a new production facility to foreign markets. The creation of this kind of "special products", which, with a certain amount of alterations, can become machines for civilian use both for external and domestic markets, for individual enterprises will be the most correct way out. Why - it is clear: the competitiveness of 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 also be complete, since the former principle (assigning types of equipment to industries) is contraindicated in market conditions.
At the same time, it is impossible to exclude the re-profiling of many special productions of the industry simultaneously with the workshops for engineering training and support. It can eliminate or at least minimize the import of many types of road construction equipment, small qualified oil equipment, special machines and landing gear, airfield services, etc., i.e. will be beneficial for the entire national economy of the country. And you don't have to, as many hotheads recommend, open all our doors wide open to import from abroad even that which can be made at home in abundance and no worse. (Those who make such recommendations forget that Western Europe came to unity after decades of leveling and grinding national economies, including through the freedom of movement of labor and capital.)
Fourthly, for truck manufacturers, the release of specialized chassis, as well as the implementation of special. orders, including individual orders. The fulfillment of individual orders will increase the rating of products among private carriers, which will affect the demand for the products of this enterprise. The same is true with the bus industry.
For car manufacturers, to support demand, you can expand the list of installed standard equipment.
Fifthly, cooperative ties with related foreign firms 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, it should be primarily about increasing its export potential, i.e. the main task of mechanical engineering in Russia. And here, not only is it not excluded, but on the contrary, interaction is even needed in the form of joint ventures. Although, as experience has shown, relying on foreign investment that will "gush" to us, providing an abundance of quality goods, turned out to be clearly untenable (instead of the purely Russian altruism that was expected, unnatural for the West, but historically characteristic of us, we came across pragmatism, alertness, and sometimes hostility).
Leasing is also expedient, but we must not forget that it is not a cheap pleasure. Especially if we are not talking about re-equipping individual operations, but about creating complete capacities, which, as you know, requires a particularly high organizational clarity.
It is likely that small domestic production subdivisions, spun off from the main enterprise into independent ones (production of small batches, some components, consumer goods, etc.), will receive the usual development. Moreover, a prerequisite for their independence and long-term success can only be the observance of ethical standards (in other words, work on a clean basis).
Naturally, the organization of the production of new equipment requires new equipment, materials, trained personnel, and much more. Everyone seems to understand this, but even here a stereotype often works (it was developed not in 70, as it is customary to say, but in the last 10 - 15 years): a new product is necessarily associated with new factory buildings; a high level of automation provided by equipment purchased by import; "currency" materials (if you have your own: remember the same polycarbonate bumpers), etc. However, with this approach, the need for foreign currency and rubles becomes astronomical. It is, of course, impossible to satisfy her in the current conditions. Equipment is aging always and everywhere, for example, in the United States, the aging of the equipment fleet was suspended (not stopped, but suspended!) Only at the end of the 1970s. And they were in no hurry to introduce the latest equipment, complex technological lines, especially expensive flexible ones. We bought all this in the 1980s and 1990s almost en masse. And the advantages of, say, the same HPL remained only in reports and communications. Thousands of machining centers manufactured and purchased for foreign currency, entire complex productions, in fact, factories, did not work. And it is somehow strange to hear that we, having all this wealth, have no prospects for 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, an efficient system of its maintenance and repair, powerful production preparation and support services, and finally, a significant fleet of dismantled special and aggregate equipment and their own machine tool workshops. In addition, almost all enterprises have experience in technological modernization. That is, they have everything to rely mainly on the most reliable - their own strength. Therefore, attempts to "volley" orders for equipment abroad with the help of state budget funds are nothing but the same irresponsibility generated by impunity. Although here it would be necessary to recall foreign experience, which is now so fashionable to refer to: dizzying prices and risk often force the largest firms to give up prestige considerations to purchase "old" proven models of equipment.
It is necessary to recall in this sense the concept of "internal production reserves" and the fact that the use of reserves associated with the use of equipment is the most important direction of the efforts of enterprises in the current conditions.
Not without interest, sixth, is the practice of drawing up development programs by foreign firms, including large ones, for a year, three, five, 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 considered as an active form of fostering a sense of ownership in the affairs of the company. Such programs should be provided with everything necessary.
The official report of the US Council on Competitiveness argues that the management of private firms, well oriented in financial matters, is rather incompetent in technological ones. Therefore, the Council officially recommends that all private firms establish technical expertise services. Our leaders, on the contrary, are competent in technological matters. But the lack of competition, the current freedom in making decisions, and to some extent the privatization system has given rise to some people's feeling of overconfidence in financial matters, which is fraught with complications. Mastering the untapped in this area is another area of effort.
Consulting firms also play a significant role abroad. After all, the specific developments-recommendations necessary for plants can only be given by professionals with experience and knowledge. Therefore, in the 1950s in the United States, about 4,000 engineers and scientists worked in such industrial firms alone. Moreover, 65% of the cost of their maintenance was financed by the federal government. In our country, this form of service is practically non-existent. Its organization is the seventh of the listed directions.
The measures discussed above, of course, do not exhaust all possible ones. But they are certainly among those that will increase production volumes, load staff, and create certain prerequisites for further growth. However, they will not provide the required pace of motorization of the country. This requires innovative, and large-scale measures. They are inevitable if we want to take a worthy place among the 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, which is typical for the automotive industry. Moreover, when it is deprived or has limited innovative capabilities. And here it will be really difficult to solve this problem without large-scale outside help. But the main thing is without an active state policy. In order for those at the helm to be convinced of this, it is enough to at least read the report of the CMT (Integrated 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.
History of the automotive industry, the development of the automotive industry
Information about the history of the automotive industry, the development of the automotive industry
Section 1. The history of the emergence and development of the automotive industry.
Subsection 1. The history of the emergence of the automotive industry.
Subsection 2. Development of the automotive industry in the 90s.
Subsection 3. Developments and shifts in the location of the automotive industry in the 20th century.
Section 2. Modern geography of the automotive industry.
Subsection 1. Factors that affect the placement of engineering.
Subsection 2. The main areas and centers of specialization of the automotive industry.
Subsection 3. The place of the automotive industry in the economies of industrialized countries.
Section 3. Automotive industry in Russia - present and future.
Section 4. Problems and tasks of the automotive industry.
Section 5. Prospects for the development of the industry.
Automotive industry- This a medium-sized industry engaged in the production of trackless vehicles, mainly with internal combustion engines.
Automotive industry- This engineering industry producing cars and trucks (including special-purpose vehicles), buses, trailers, as well as their parts, assemblies and assemblies.
The history of the emergence and development of the automotive industry.
History of the automotive industry.
The automotive industry of the Russian Federation throughout the post-war years has been increasing both the volume of production and its scientific and technical potential, constantly reducing the gap in the technical level between domestic cars 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 rates, 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 exploratory 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 also 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, recently many scientific and production organizations, institutes and factory design departments, together with newly created state and commercial structures, have begun to adapt to new 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.
Any event that in one way or another gave impetus to the development of a fundamentally new type of activity is sooner or later regarded as historical. To establish its authenticity and the exact time of what happened, they usually rely on documentary evidence. The public of Russia this year celebrated the 100th anniversary of the appearance of the first domestic car with internal combustion engines. But before celebrating the round date of the event that gave rise to the automotive industry in Russia, it was necessary to collect information that would allow us to confidently assert the fact, time and place of this event.
Unfortunately, for a long time, studies of the development of the automotive industry in our country were not conducted. In any case, there were few publications on this topic, and they were random. At the end of the 1940s, the facts of the primacy of domestic scientists and technicians attracted the attention of domestic historians. Then it became obvious that a country that has become a great world power in the age of scientific and technological progress must have a worthy biography in this area that would create the foundation for the image of a great power.
The beginning of work in this direction was the article by A.M. Kreer, published in the journal "Automotive and Tractor Industry" No. 6, 1950, in which, for the first time in the post-revolutionary period, the names of 39 Russian engineers, inventors, entrepreneurs who played an important role in the formation and development of the domestic automotive industry and transport, as well as creators of the first Russian car: Evgeny Alexandrovich Yakovlev (1857-1898) and Petr Alexandrovich Frese (1844-1918).
Later N.A. Yakovlev (1955), A.S. Isaev (1961), V.I. Dubovskoy (1962), L.M. Shugurov (1971), A.I. Onoshko (1975), N.Ya. Lirman (1976), V.N. Belyaev (1981) and Ya.I. Ponomarev (1995) conducted research in this direction. Particularly noteworthy is the find of A.I. Onoshko. Among the glass negatives M.P. Dmitriev, a photo chronicler of the Volga region, he found a fairly clear negative of a photograph of E.A. Yakovlev and P.A. Frese, according to which later, independently of each other, V.I. Dubovskaya, Yu.A. Dolmatovsky, L.M. Shugurov and E.S. Baburin determined the dimensional ratios of the structure and the scale using the graphical-analytical method. This made it possible to determine the dimensions of the parts and in 1996 to build a working copy of the car. At present, another photograph of the first Russian car is known, placed by A. Shustov in the album "Illustrated Bulletin of Culture and Commercial and Industrial Progress of Russia in 1900-1901". Description of kerosene engines E.A. Yakovlev, which have been produced since 1891 at his plant in St. Petersburg (B. Spasskaya st., 28), were published on the pages of the Bulletin of the Imperial Technical Society (Issue XI, 1891).
A detailed description of the car itself was placed in the "Journal of Recent Inventions and Discoveries" (No. 24, 1896), which was published before the opening of the All-Russian Art and Industrial Exhibition in Nizhny Novgorod, which took place on May 27 (June 9), 1896.
Emperor Nicholas II, as follows from his diary, examined the exhibits for three days and on August 2 (15) examined the crew department, where he was shown a car in action. It would be wrong to consider the appearance of the design of N.A. Yakovlev and P.A. cutter without analyzing the development of Russian industry. At the end of the 19th century, the country experienced an industrial boom. Military shipbuilding, the arms industry, locomotive building, and bridge building advanced at a rapid pace and were not inferior to the same industries in countries more economically developed than Russia. Such technologically sophisticated products as rifles were produced by the Izhevsk Arms Plant in the late 70s of the last century in the amount of 70 thousand pieces. per year with full interchangeability of parts. Moreover, such a mass production record as the production in Izhevsk in 1879 of 300 thousand pieces deserves attention. Berdanok trunks.
We also note the surge in the production of steam locomotives in Russia, which occurred not only due to the rapid development of the railway network, but also due to the decision taken at the end of 1866 by the Russian government to stop placing orders for steam locomotives abroad. If in 1880 domestic factories built 256 steam locomotives, then in 1896 - 462. At first glance, these figures seem insignificant, but they should be compared with the scale of the subsequent production of steam locomotives in the USSR. In 1940, when steam locomotives dominated railway transport, their production amounted to 914 units.
It cannot be said that Russian engineers were not looking for information about the achievements of science and technology abroad. The well-known Moscow propagandist of technical progress and invention P.K. Engelmeyer met K. Benz in Germany back in 1883, and E.A. Yakovlev and P.A. Frese visited the World Exhibition in Chicago in 1893, where the Benz-Victoria car was exhibited.
Many Russian engineers spoke German, French or English, and familiarity with periodicals on technical topics was not difficult for them. So, for example, P.A. Frese knew German and French, and visited Paris more than once, where he established friendly relations with specialists from the De Dion-Bouton firm. E.A. Yakovlev traveled to the World Exhibition in Paris in 1890 in order to study the engines presented there. Engineer B. G. Lutskoy received a higher technical education in Germany and worked at such automobile plants as Daimler, Shtever, etc.
Thus, it would be wrong to regard the creation of the car by Yakovlev and Frese as a brilliant insight into technical thought. Moreover, he was born at a time when all over the world there were prerequisites for the birth of the automotive industry. It was in the summer of the same 1896 that G. Ford made the first trip on his "quad bike", the Paris-Marseille-Paris car race took place in France at a distance of 1720 km, and E. Michelin equipped several hundred cars with pneumatic tires. In the same year, Russia introduced the rules of the road, the German company Benz manufactured 181 cars, and in England the Parliament repealed the law on a man with a red flag, who was supposed to go ahead of any horseless carriage.
E.A. Yakovlev at his "Machine-building, iron and copper foundry" produced gas and kerosene stationary internal combustion engines, and since 1895 also gasoline ones. Annual production amounted to several dozen engines (in 1892 - 20 units) of five different models with power from 1 to 25 hp. Technical features included electric ignition of the working mixture, pressure lubrication, a removable cylinder head. Own kerosene engine E.A. Yakovlev exhibited at the World Exhibition in Chicago. The horse-drawn carriages of the Frese factory were also exhibited there. Then in Russia there were many carriage factories famous for their products: "P.D. Yakovlev", "Iv. Breitigam", "Kyummel", "P. Ilyin", "Krylov Brothers", etc. But the enterprise of P.A. Frese (Ertelev lane, house 10) was special. His owner, like E.A. Yakovlev, had many "privileges" (copyrights) for various design innovations. Frese proposed various schemes for body suspension, rotary devices, installation of springs, etc. In other words, both Frese and Yakovlev were not only entrepreneurs, but also inventors. Both knew about the experiments with self-propelled carriages in France and Germany, and the "Victoria" Benz, which they could see in detail at the World's Fair in Chicago, struck their imagination.
K. Benz connected an internal combustion engine with a horse-drawn carriage. At the same time, he solved a lot of technical problems. These included steering, idling, changing the speed of movement, the formation of a combustible mixture, starting the engine, cooling it on the go, and a braking device. Everything was decided with varying degrees of perfection, but in a complex, and represented, so to speak, an engineering ensemble. In the design of each detail, an experienced eye found its own logic, which in the minds of practical engineers, who also thought about a comprehensive solution to the same problems, excluded an alternative solution. The design of the German engineer seemed canonical not only to N.A. Yakovlev and P.A. Frese, but also to the Americans R. Olds and G. Knox, the French E. Delyahe and J. Richard, the German F. Lutzmann, the Swede G. Eriksson, the Swiss L. Popp. Everyone accepted the general concept of K. Benz: layout, transmission scheme, cooling system.
But the German inventor protected many technical solutions with patents. And here each manufacturer was forced to look for his own ways. This happened to N.A. Yakovlev and P.A. Frese.
The crew of the first Russian car in design followed the traditions of light horse carriages. Wheels with wooden rims and solid rubber tires did not rotate on ball bearings, but on bronze bushings. Their bearing surface had to be large and hence the massive hubs.
The leaf spring suspension of continuous axles then featured a very large variety of designs, often quite complex. The simplest design for light open carriages (for 2-4 people) is on four longitudinal semi-elliptical springs. A large number of sheets with significant friction between the sheets (a kind of friction damper) made it possible to do without shock absorbers.
Light carriages often did not have a frame. The front and rear beams were pivotally connected by two longitudinal rods, forming, as they said then, a "move". The body with a frame made of bent wooden beams was an independent carrier system, which was connected to the "move" through the springs. Wheels equipped with solid rubber tires did not absorb road shocks well, especially when driving on cobblestone pavements. Therefore, the wheels had to be made as large as possible in diameter (1200-1500 mm).
In horse-drawn carriages, turning was carried out by the front wheels. The shafts were connected to the outer parts of the hubs, and the axle itself with wheels turned on a swivel relative to the body. At the same time, the front wheels went under the so-called "goose" (body front), and they had to be made with a diameter smaller than the rear ones, so that the "goose" and the goats located above it were not very high.
But at the end of the 19th century, some carriage masters began to install the front wheels on kingpins. And since the wheels rolled along arcs of different radii when cornering, special mechanisms had to be invented, known as the Ackermann system or the Janto trapezoid (after the names of their creators).
These principles were followed by many crew masters, and P.A. also adhered to them. Frese in the development of the chassis of the first Russian car. He carefully studied the patent of K. Benz, issued to him in 1893, and found his own solution.
Following the St. Petersburg inventors, the production of automobiles (at first small-scale, and later large-scale) was launched by the Frese, Aksai, Duks, Lessner, Puzyrev, Russian-Baltic, AMO, YaAZ, Spar-tak plants. During the years of the first five-year plans, a qualitative technological leap was made, when the ZIS, GAZ, KIM plants switched to mass production of cars.
Our automotive industry reached a new technical level with the creation of an infrastructure for related industries in the 70-80s, when new and radically reconstructed plants VAZ, Izh-mash, KamAZ, ZIL, GAZ began to operate. Despite the economic difficulties of recent years, the Russian automotive industry keeps production at a fairly high level. In 1995, more than one million buses, cars and trucks were produced. If we count from the car E.A. Yakovlev and P.A. Frese, then over 100 years, the factories of Russia and Ukraine produced more than 23 million cars only.
Road transport is an integral part of the unified transport system of any country. This system is formed by rail, sea, river and other modes of transport. And in Russia, life is unthinkable without the use of vehicles, as well as in any other country. However, the state and growth of motor transport is inextricably linked with the development of the automotive industry.
However, after 1985, as a result of the collapse of the USSR, economic ties began to break down, which led to a reduction in the production and supply of necessary products. Each sovereign state has a desire to organize its own production of individual, the most important machines for it. But from desire to its realization is a huge distance. All these factors led to the stagnation and then the crisis of the entire Russian automotive industry.
Until 1917, there was no automobile industry in Russia. Just on
The Russian-Baltic plant in Riga from 1908 to 1915 produced a small amount of assembly of cars.
During the First World War, the construction of several small automobile plants (including AMO in Moscow) began, but before the Great
The October socialist revolution, they were not completed and did not produce a single car.
After the end of the civil war, the development of the domestic automotive industry was initiated: in 1924, the AMO plant produced the first 10 Soviet cars AMO-F-15. In 1925, the production of trucks began at the newly built Yaroslavl Automobile Plant. The production of the first Soviet passenger cars designed by NAMI began in 1927 at the Moscow Spartak plant.
The intensive development of the automotive industry in the Soviet Union dates back to 1931-1932, when the reconstructed AMO plant (since 1934, the Stalin plant, now the Likhachev Moscow Automobile Plant) and the newly built Gorky Automobile Plant (GAZ) came into operation. These factories organized the mass production of such well-known trucks in our country before the Great Patriotic War as GAZ-AA, ZIS-5 and a number of their modifications.
Since 1932, the Gorky Automobile Plant began the production of GAZ-A cars. In 1933, the Krasny Putilovets plant in Leningrad produced a small batch of seven-seater L-1 cars. The Moscow Automobile Plant named after Stalin in 1926 began the production of comfortable 7-seat passenger cars 3IS-101.
Since 1940, at the Moscow Automobile Assembly Plant KIM (former branch
Gorky Automobile Plant - Moscow Small Car Plant, now the Lenin Komsomol Automobile Plant), the production of KIM-10 small cars was launched.
Thanks to the successful fulfillment of the plans of the first two five-year plans, the automobile industry was created in the USSR in a short time. Already in 1937, about 200 thousand cars were produced (Table 2), as a result of which the USSR in the production of cars came fourth in the world, and in the production of trucks ahead of England, France and Germany, taking first place in Europe and second in the world. The development of the automotive industry continued in the years
Great Patriotic War. The Ulyanovsk and Ural (Miass) automobile plants were launched, initially producing cars mastered by the GAZ plant and
Moscow Automobile Plant named after Stalin. Then the Ulyanovsk plant became the largest enterprise for the production of off-road cars and light trucks, and the Ural plant - three-axle vehicles with a wheel arrangement of 6X6 and 6X4.
In accordance with the five-year plan for the restoration and development of the national economy of the USSR for 1946-1950. the production capacities of existing plants were increased and new ones were put into operation. In particular, the Yaroslavl Automobile Plant was significantly expanded and started producing two-stroke diesel engines, as well as heavy-duty diesel vehicles. The construction of the Ural Automobile Plant and the reconstruction of the Moscow Plant of Small Cars continued, which began to produce Moskvich-400 cars. The Minsk Automobile and Odessa Automobile Assembly Plants were built.
The pre-war GAZ and ZIS vehicles were replaced by more advanced GAZ-51 and ZIS-150 trucks, GAZ-20 Pobeda and ZIS-110 cars.
The production of cross-country vehicles, dump trucks, gas-balloon vehicles, buses, as well as several types of specialized vehicles was launched. In total, the automotive industry of the USSR produced in 1948-1949. 24 car models.
In the period 1950-1958. the Kutaisi Automobile,
Lvov and Pavlovsky bus factories. The production of dump trucks and cement trucks was launched at the Kutaisi Automobile Plant. Lvov and Pavlovsky factories started production of buses.
The Minsk Automobile Plant has mastered the production of 25-ton dump trucks. The Mytishchi Machine-Building Plant, which produced dump trucks, began in 1957 to manufacture truck tractors and automobile semi-trailers. At several factories (Irbitsky, Serdobsky,
Chelyabinsk, Saransk, Odessa, etc.), the production of automobile semi-trailers, trailers, etc. was started or significantly expanded.
During the period of the seven-year plan 1959-1965. factories switched to the production of new, more advanced car models. In addition, several new enterprises were put into operation. The output of specialized rolling stock designed for the transportation of various cargoes has increased.
Since 1959, the Yaroslavl Automobile Plant stopped producing cars and switched to the production of diesel engines for heavy-duty vehicles, in connection with which it was renamed the Yaroslavl Motor Plant (YaMZ). Currently, the plant produces six-, eight- and twelve-cylinder V-shaped four-stroke diesel engines for cars of the Minsk, Kremenchug and Belarusian plants. The production of three-axle diesel vehicles was transferred from Yaroslavl to the Kremenchug Automobile Plant (KrAZ). Since 1959, the Belarusian Automobile Plant began to produce heavy-duty dump trucks, previously produced at the Minsk Automobile Plant.
During 1960-1970. Mogilevsky (MoAZ) and
Bryansk (BAZ) automobile plants, which began production of heavy vehicles. Since 1968, the production of Moskvich-412 passenger cars has begun, since 1971 - IZH-2715 vans, and since 1973 - IZH-2125 passenger cars at the Izhevsk Machine-Building Plant.
In 1959, the production of buses was transferred from the Likhachev Moscow Automobile Plant to the new Likinsky Bus Plant (LiAZ). The Kurgan Bus Plant (KAvZ) has been producing buses of small capacity since 1958.
Since 1961, the Riga Bus Plant has begun the production of an especially small capacity bus and its modifications. Since 1967, cars with a van body, unified with the bus of the Riga plant, have also been produced
Yerevan Automobile Plant (YerAZ).
In 1970, one of the largest in Europe, the Volga Automobile Plant (Togliatti), began mass production of Zhiguli cars of the VAZ-2101 model, and then models 2102, 2103, 21011, 2106, 2121 Niva and 2105.
In 1976, the Kamsky Automobile Plant (KamAZ) began production of three-axle trucks, and the Krasnoyarsk and Stavropol plants of trailers and semi-trailers for them. Since 1955, single-axle trailers for cars have been produced.
The development of the automotive industry in the 90s.
The general unstable economic and political situation that has developed in the country in recent years led at first to a slowdown in growth rates, 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 exploratory 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 also 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, then, many scientific and production organizations, institutes and factory design departments, together with the newly created state and commercial structures, began 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 the bus industry and others.
However, in general, the state of affairs in the domestic automotive industry in the period from 1990 to 1999 was characterized by general instability. Initially, the rapid rise in prices due to their liberalization in 1992 caused the insolvency of enterprises, led to a lack of working capital, curbing the production process and destabilizing the financial situation of enterprises. In the automotive industry (as well as in the entire engineering industry), centrifugal tendencies in relations between traditional partners began to intensify, cooperation ties between enterprises that were separated by the borders of newly formed states are crumbling.
Then, at the cost of enormous efforts, the automotive industry began to gradually get out of a protracted crisis. And if we take as a starting point
1996, then already in 1997, the production of all categories of cars begins to grow. Certainly not by much, but quite noticeable. In terms of passenger cars, by 1998, all enterprises, with the exception of IZHMASH and AvtoZAZ, improved their performance: here are the reanimated AZLK, AvtoVAZ, and Red Aksai (Daewoo assembly), which worked at full capacity. New Volga go off the assembly line without stopping. In total, in 1997, the Gorky Automobile Plant produced 220,417 cars (in comparison with 1996, an increase of 5.4%). Cargo production is doing the best (96,078 vehicles - an increase of 13.2%).
But the August crisis of 1998 takes place. And again, instability in the country causes a curbing of production processes. There is a sharp decline in investment activity, curtailment of long-term construction programs.
Agreements concluded or almost concluded with foreign auto giants on the joint production of cars and trucks, buses and engines for them are “frozen; many of them have to be abandoned.
And again, at the cost of huge efforts, by lobbying the government for the interests of the domestic automotive industry (customs duties on new and used foreign cars), thanks to the ratio of the ruble to the dollar (domestic cars are noticeably cheaper), the crisis in the industry has practically been overcome.
Developments 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 motorize 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 also made by the Chelyabinsk plant of 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.
The automotive industry of the Russian Federation throughout the post-war years has been increasing both the volume of production and its scientific and technical potential, constantly reducing the gap in the technical level between domestic cars 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 rates, 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 exploratory 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 also 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, recently many scientific and production organizations, institutes and factory design departments, together with 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.
Modern geography of the automotive industry.
Factors that affect the location of the automotive industry.
Mechanical engineering differs from other industries in a number of features that affect its geography. The most important is the existence of a public need for products, skilled labor resources, own production or the possibility of supplying structural materials and electricity.
Science intensity: it is difficult to imagine modern mechanical engineering without the widespread introduction of scientific developments. That is why the production of the most sophisticated modern technology (computers, all kinds of robots) is concentrated in areas and centers with a highly developed scientific base: large research institutes, design bureaus (Moscow, St. Petersburg, Novosibirsk, etc.). Orientation to the scientific potential is a fundamental factor in the placement of machine-building enterprises.
- Metal consumption: engineering industries engaged in the production of such products as, for example, metallurgical, energy, mining equipment consume a lot of ferrous and non-ferrous metals. In this regard, machine-building plants engaged in the production of such products usually try to be as close as possible to metallurgical bases in order to reduce the cost of delivering raw materials. Most of the large heavy engineering plants are located in the Urals.
- Labor intensity: in terms of labor intensity, the machine-building complex is characterized by high costs and very high labor qualifications. The production of machines requires a lot of labor time. In this regard, a fairly large number of engineering industries gravitate towards regions of the country where the concentration of the population is high, and especially where there are highly qualified and engineering and technical personnel. The following branches of the complex can be called extremely labor-intensive: the aviation industry (Samara, Kazan), machine tool building (Moscow, St. Petersburg), and the production of electrical engineering and precision instruments (Ulyanovsk).
As a separate factor in the geographical location of mechanical engineering, the military-strategic aspect can be taken out. Taking into account the interests of state security, many enterprises of the machine-building complex that produce defense products are removed from the borders of the state. Many of them are concentrated in closed cities.
The main areas and centers of specialization of the automotive industry.
In the automotive industry of the Russian Federation, a clear specialization of enterprises for the production of certain types of cars has developed. Only the "old" factories in Moscow (ZIL) and Nizhny Novgorod (GAZ) simultaneously produce trucks and cars. All the rest specialize in the production of certain types and types of vehicles: trucks of medium tonnage in the Central region (Moscow, Bryansk), in the Volgo-Vyatka region (Nizhny Novgorod), the Ural region (Miass), trucks of small tonnage - in the Volga region (Ulyanovsk ). Buses of different capacity are produced in the Central region (Likino), in the Volga-Vyatka region (Pavlovo), Ural region (Kurgan). High-class cars are produced by Moscow, middle-class cars are produced by the Volga-Vyatsky region (Nizhny Novgorod), small cars - by the Volga region (Tolyatti), Central region (Moscow), Uralsky (Izhevsk), and minicars - by the South-Western (Lutsk) regions.
Having arisen due to the peculiarities of its location in the central regions of the European part of the former USSR (factories in Moscow, Gorky, Yaroslavl), where there were the most favorable conditions for organizing intra- and inter-industry cooperation, the automotive industry during the war and post-war years began to develop in new areas (Uralsky, Volga region). By this time, the necessary conditions had also developed in these areas for the mass production of complex products of the automotive industry. In addition to the Central region, the Volga region has become an important region of the automotive industry, where in 1976 the Kama heavy truck plant in Naberezhnye Chelny was added to the existing factories of Tolyatti and Ulyanovsk.
Each of these districts has its own specialization (Central mainly in the production of trucks, and the Volga region - mainly 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 motor vehicles is not yet great. In these areas, those prerequisites are only being formed that led to the creation of areas of the automotive industry in the European part of the country.
The automotive industry includes, in addition to the production of cars, 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 factories (Yaroslavsky - for trucks, Zavolzhsky - for the car factory in Nizhny Novgorod, Omsk, Tyumen, Ufimsky - for "Moskvich").
Most of these factories are located outside the centers of the automotive industry. They supply their products in cooperation to several automobile plants at once (for example, Yaroslavl - Minsk, Kremenchug, etc., Omsk, Tyumen and Ufa - Moscow and Izhevsk automobile plants).
As you can see, in the former Soviet Union, the production of motor vehicles was distributed unevenly (most of the car factories and factories for the production of components are located in Russia). Nevertheless, almost every former republic of the USSR had (and retained) the monopoly production of some product. Thus, Ukraine is the only manufacturer of medium-sized urban, all types of tourist and intercity buses, heavy timber trucks, pipe carriers and multi-purpose vehicles, forklifts with a carrying capacity of 5 tons and more, as well as small cars of the first group (of the Tavria type). In the Republic of Belarus, the production of heavy and super-heavy mining dump trucks with a carrying capacity of 30 - 180 tons and more, heavy-duty main road trains of the MAZ type, off-road and heavy dump trucks MoAZ is concentrated. In Moldova, a unique production of heavy-duty (11.5 and 22 tons) refrigerated semi-trailers was created, in Georgia - special agricultural road trains with diesel engines, in Armenia - forklift trucks with a carrying capacity of 1 - 2 tons and urban vans with a carrying capacity of 1 ton, in Azerbaijan - small delivery refrigerators, in Kyrgyzstan - agricultural dump trucks with a preliminary lifting of the body, in Latvia - extra small buses and ambulances manufactured on their basis, in Lithuania - compressors for KamAZ and YaMZ engines and all drive chains for gasoline engines, motorcycles and bicycles, in Estonia - seat belts. There are similar monopolists in other former republics.
After the collapse of the USSR, economic ties were broken, which led to a reduction in the production and supply of necessary products, each sovereign state had a desire to organize its own production of some of the most important machines for it. However, from desire to its realization is a huge distance. The organization of own production of automobiles or their components requires a long time and high costs, which, as the first studies showed, are beyond the power of a number of sovereign states. In addition, production designed to satisfy their own needs would turn out to be unprofitable or even unprofitable for most of them.
Calculations have proved: from the point of view of both the creation of production and the consumption of its product, the closest cooperation of states is necessary. Foreign experience also confirms them: the automotive industry of the world community is developing along the path of broad integration of the scientific and industrial potential of all countries, and just a few major manufacturing companies act as catalysts for integration.
The place of the automotive industry in the economy of industrialized countries.
Road transport plays an important role in the society of the country's transport system. It accounts for a significant part of all freight traffic in the national economy. The car is widely used for the transportation of goods to railways, river and sea berths, maintenance of industrial trade enterprises, agricultural workers, and provides transportation of passengers. Millions of cars belong to citizens and serve them in everyday life.
Literally a hundred years have passed since the appearance of the first car, and there is practically no field of activity in which it would not be used. Therefore, the automotive industry in the economies of developed countries is now the leading branch of engineering. There are reasons for this:
Firstly, every day people need more and more cars to solve various economic problems;
Secondly, this industry is knowledge-intensive and high-tech. It "pulls" many other industries with it, the enterprises of which carry out its numerous orders. Innovations introduced in the automotive industry inevitably force these industries to improve their production as well. Due to the fact that there are quite a lot of such industries, as a result, there is a rise in the entire industry, and, consequently, the economy as a whole .;
Thirdly, the automotive industry in all developed countries is one of the most profitable sectors of the national economy, as it contributes to an increase in trade and brings considerable income to the state treasury through sales in the domestic and world markets.
Fourth, the automotive industry is a strategically important industry. The development of this industry makes the country economically strong and therefore more independent. The widespread use of the best examples of automotive technology in the army, no doubt, increases the country's defense power.
An important factor is the fact that the automotive industry provides a high percentage of employment of the working population in every country where cars are manufactured and (or) sold. Automotive manufacturing countries also provide jobs to countries with which they have signed cooperation agreements. In addition, a large percentage of the working population is employed in related industries that support the automotive industry. In the United States, for example, 12.5 million people are employed in the production of automobiles, as well as in related industries, in motor transport and in the road sector, i.e. every sixth working in the industry. In Russia, the automotive industry, despite the decline, employs approximately 1.7 million people out of 70 million able-bodied population.
All this together brings the automotive industry to one of the leading positions in the global economy. This is evidenced by the data on the share of the automotive industry in the gross national product (GNP). In the US and France, the share of the automotive industry in GNP is 5%, in Japan and Germany -9%. Russia still lags far behind even small car-producing countries. For example, our production volumes of cars are less than even in such countries as Spain, Italy, Great Britain. Almost 4 times less than in Germany or France, and 10 times less than in the USA or Japan. The share of the automotive industry in GNP is also reflected in the indirect impact of the automotive industry through related industries, to which it provides orders, thereby increasing the share of these industries in the GNP indicator.
The place occupied by the automotive industry in the Russian economy is as significant as in the economies of other car-producing countries. The aspects of its influence on the Russian economy as a whole are basically the same. But at the present time, the Russian automotive industry is in crisis.
Our automobile 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 (cadres recruited mainly by the limit, working at factories, as a rule, for apartments and Moscow registration, removed from the division of the results of their labor, not burdened with the desire to link their lives for a long time with the plant, as is customary, for example , in Japan, they did not really care about the quality of technological operations; they were not very worried about the reputation of the factory brand; they easily went to the violation of labor discipline, theft of spare parts on a grandiose scale);
management's lack of interest in pursuing an optimal marketing and financial policy. His goal was to cash out the funds and then ensure that the plan was carried out at any cost. They were, as it were, representatives of the Politburo;
the release of automotive products, focused mainly on consumption in the domestic market, did not stimulate the creation of competitive cars;
lack of interest in the introduction of innovations (introduction, as a rule, was associated with great difficulties and lack of motivation).
Apparently, it will 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. In order to bring the automotive industry to a decent level, which ensures the production of cars that are competitive on the world market, it is necessary to develop a state strategy for the development of the automotive industry and unite the efforts of the whole country.
Now in the automotive industry, there are a number of trends that indicate the importance and significance of it, as well as related industries in the economy of industrialized countries. There is a completely new approach in the technical development of the car, the organization and technology of its production.
The scientific and technological trends are to reduce fuel consumption and reduce harmful emissions, develop an ultralight car, improve safety, quality, reliability and durability, as well as the development of intelligent road and road systems.
Trends in the economic sphere:
Reduction of production costs and, accordingly, the price of a car, and at the same time, the cost of new design developments and the introduction of new technologies, which is growing due to tougher legislation and consumer demands;
Increasing competition to create the car of the future to dominate the market, as well as the integration of auto manufacturers and component suppliers. Engineering and computerization of the development process make it possible to create new models in a short time;
specialization of research, development and production on the basis of the international division of labor (only 35-50% of parts, components and assemblies are produced at the parent enterprise today, the rest goes to the assembly plant through cooperation).
The success of joining forces is facilitated by the use of ISO 9000 series standards when concluding contracts between firms, which generates mutual trust and determines the high quality of the final product. The role of suppliers in the early stages of car development, starting with research and development, is also increasing. The supplier becomes a full partner of the car manufacturer, both in ensuring its quality and in the distribution of profits.
A variety of operating conditions has led to a wide specialization of vehicles, which are distinguished by specific properties that ensure their use in specific conditions with the greatest efficiency.
Automotive industry in Russia - the present and the future.
The automotive industry as a branch of mechanical engineering originated in the 80-90s of the XIX century in France and Germany, and at the end of the XIX - beginning of the XX centuries in England, Austria-Hungary (Bohemia), Italy, USA, Belgium, Canada, Switzerland and Sweden in connection with the objective social need for the mechanization of overland rail transport (primarily military) and the displacement of the muscular strength of animals (and people) from this area of human activity. Since the middle of the 20th century, the automotive industry has been a mature industry with a high (and increasing) degree of monopolization. In the 1930s, an industrial-type automotive industry was created in the USSR, and in the 1950s and 60s in Japan, Brazil, Argentina, Spain, India, China and a number of other countries. In the 1980s, the 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 is developing most rapidly in mainland China due to its leading position in terms of attracting foreign capital and active anti-crisis tax and credit support from the state. In 2009, China's production 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, the leader in this indicator for 33 years, where production fell by 31.5% to 7.93 million. In 2010, it is expected that China's auto industry will grow by at least 10% and reach a production volume of 15.2 million vehicles, so in January 2010 sales increased by 84 %, reaching 1.22 million cars.
Thus, by the 2010s, a change of leaders is planned in the global automotive industry, since the previously excelling American auto industry, represented by the Big Three, has been somewhat pressed by the Japanese auto industry, represented by Toyota, Nissan, Honda, Mitsubishi, etc., since the 1980s. , and in the 2000s also by the European auto industry, including concerns VAG, Daimler, BMW, Renault, PSA, FIAT, etc., as a result of the global financial crisis, significantly reduced production and sales volumes. The total volume of car production in the world in 2007 amounted to 73.1 million (+5.4% against 2006). Due to the global financial crisis, car sales in 2008 fell to 63 million from 69 million in 2007.
In 2008, with the onset of the global financial crisis, the automotive industry was among the most depressed sectors of the global economy. Concerns GM and Chrysler were forced in the fall of 2008 to apply to the US government for multibillion-dollar loans, without which their survival became almost impossible. Automakers in Europe and Russia have submitted similar loan requests to their national governments. According to PricewaterhouseCoopers, in 2009 the decline in global auto production could be 14% (55 million)
The automotive industry is one of the leading industries in Russia. This is confirmed by statistical data. Thus, the number of employees in it is 4.6% of all employed in the industry as a whole and 13% - of workers in mechanical engineering. The automotive industry accounts for 3.8% of the total volume of industrial production and 23% of the volume of mechanical engineering. These figures are in line with a similar ratio in the European Union. Fixed capital investment in the automotive industry has also grown steadily since 2000. It is predicted that this year their share will be over 35% of all investments in engineering.
In 1998–2006, the production volumes of automotive equipment also increased incrementally: the production of 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.
The change in production volumes for the period 1998-2006 reflects the trends that have taken place in the Russian economy. Over the past 3 years, the production of automotive vehicles has been steadily increasing, which also corresponds to positive changes in the industry. This is a consequence of the measures taken by the Government of the Russian Federation aimed at the development of the automotive industry, which were developed jointly with the automotive business.
The capacity of the Russian automotive market has increased significantly in recent years. Further expansion of the market is predicted. Satisfying the needs of the automotive market mainly through production in Russia - both at existing plants and at newly created assembly plants - can only be carried out with a targeted industrial policy of the state, which is expressed in the Concept for the Development of the Russian Automotive Industry 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 taken in a number of areas. The range of automotive components used for the industrial assembly of automotive equipment, their components and assemblies, which are imported duty-free, has been expanded. The age of imported trucks has been reduced to 5 years, for which increased customs duties apply. Since 2007, the preferential regime for the import of trucks has been terminated for individuals. Zero rates of import customs duties are set for certain types of technological equipment for the automotive industry.
Another problem to be solved in the very near future. The first special technical regulation adopted in the country “On the requirements for emissions of harmful (polluting) substances put into circulation in the territory of the Russian Federation by automotive equipment”, which was developed with the direct participation of the RRA, unfortunately, is currently being implemented only by Russian automobile plants. Cars with environmental performance below the Euro-2 level continue to be imported into Russia. Together with the federal executive authorities, a normative act was prepared for adoption to prevent such equipment from entering the Russian market.
A draft technical regulation on the quality of automotive 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 Russian automotive market, improving the safety of vehicle operation, and economic stimulation of 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 ensure that the "Association of Russian Automobile Manufacturers" in terms of the significance of the decisions taken by the authorities is as effective as the VDA in Germany, JAMA in Japan and SMMT in England.
For NP "OAR" one of the main events of the current year can be considered the holding in September of the Moscow International Automobile Salon, included in the official calendar of exhibition events of OICA, of which our Association is a member. About 350 Russian and foreign companies took part in the Autosalon and more than 600 thousand people visited it. Exhibitors, visitors and the media 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 Autosalon. The demonstration of automotive technology, which is positioned in different market segments, involves visitors and participants with different interests. In this regard, NP "OAR" comes up with the initiative to hold separate automobile exhibitions in Russia under the auspices of OICA. In even years, it is proposed to hold exhibitions of cars, and in odd years, exhibitions of trucks and buses. This will make it possible to make the most efficient schedule of commercial vehicle exhibitions, taking into account their holding in Hannover.
At present, NP "OAR" works closely with Russian associations of automotive engineers, manufacturers of automotive components, transport workers, and car dealers. Relations with international organizations of the automotive profile are expanding. We would like to achieve closer cooperation with the Automobile Manufacturers Committee of the Association of European Businesses in Russia.
We can confidently say that the automotive industry in Russia is the most important factor in the development of the country's economy, and in the future our activities will also be aimed at its integration into the global economic space.
The automotive industry is one of the most depressive branches of Russian industry. The reduction 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 average for the industry. Out of dozens of positions, only two types of industry products were found, the production of which in 1999 was higher than in 1994 - cars and personal computers. For the vast majority of other types of products, production fell by two or more times. For grain harvesters, for example, 25 times, for household tape recorders - 100 times.
Throughout the entire period under review, production decreased annually by approximately 80% of the types of engineering and metalworking products. The exceptions were 1996, a year in which a drop in production was observed for almost all types of products, and 1999, when production decreased "only" for 63% of the types of products (see table 2).
It is almost impossible to single out any groups in engineering products for which production declined above or below the average: the production of both means of production and consumer goods fell rapidly. Still, the situation turned out to be relatively worse for enterprises producing equipment for depressive industries: coal and light industry, equipment for the countryside, the needs of machine building itself (primarily manufacturers of metalworking equipment).
The situation is somewhat better with the production of products oriented either to meet social needs, the demand for which is declining last (thus, a landslide reduction in production in power engineering was avoided, the level of bus production is stable), or to the solvent demand of the population. Thus, in 1999 there was a tendency to increase the production of refrigerators and freezers, color televisions. However, a deeper acquaintance with the statistics, in particular the production of household appliances, shows that there is a sharp differentiation of manufacturers of the same types of products in terms of their ability to adapt to new conditions. For example, in 1999, the production of color TV sets 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, the growth of the industry's production took place in all regions with a machine-building 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 in the Central District was 41% higher than in 1998, this is due to the production of complete electric trains in the Moscow Region and the implementation of the project in Moscow for the production of Renault Megane cars.
The growth of machine-building production in Western Siberia is based on measures to implement a major 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 enterprises of heavy, agricultural and transport engineering.
The diagram "Territorial Structure of Machine-Building Production in 2001" shows the volumes of growth in the machine-building industry by region (see Appendix).
As a result of the implementation of measures to reform and restructure enterprises, the sectoral structure of mechanical engineering has somewhat changed.
In the total volume of industrial production, the share of products of the automotive industry, heavy, energy, transport, tractor, agricultural and road construction engineering increased, and the share of instrument making, electrical, machine tool and tool industries decreased.
I would like to dwell on the aviation industry in more detail, since this sub-sector is closer to me (I work at the Kumertau Aviation Industrial Enterprise).
Russia's achievements as one of the world's leading aviation powers are well known. Created at the dawn of aircraft construction, the types of the first Russian aircraft were distinguished by the originality of technical solutions, 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 scientific and design schools have a high rating in international business circles and organizations, which creates favorable conditions for the integration of the aviation industry into the global aerospace community. At the same time, the aviation industry will need significant efforts to maintain its status as one of the main aircraft manufacturers and overcome the difficulties associated with the unprecedented size of order cuts by traditional customers of the main serial products and the deep crisis in solvent demand for civil aircraft and next-generation helicopters.
The aviation industrial complex is experiencing common problems for the entire industrial complex:
An acute shortage of financial resources, non-reimbursement of costs for work in progress, adjustments of the state defense order that have acquired a chronological nature,
Excess of the accumulated debt of the ordering ministries of the annual amounts of financing of enterprises,
weakening of human resources, etc.
At the same time, an objective analysis and forecasts of the development of the global military aviation market, made by reputable international analytical centers, testify to the intensification of competition between the leading manufacturing countries of military aviation equipment - the USA, Russia, Great Britain and France, moreover, in terms of production and sales on the world market. fighters, attack and jet training aircraft until 2007, the Russian firms of Sukhoi, Mikoyan and Yakovlev effectively compete with Boeing and Dasso.
According to data from the US defense departments 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, managed to maintain its leading position and high scientific and technological potential with a minimum level of state 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 of the aviation industry increased by 8.1% compared to 1999. Positive trends in the aviation industry continued in the first half of 2001: the highest growth in the output 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 testify to the viability of the aircraft industry, the possibility of economic recovery and, ultimately, the preservation of Russia's status as the world's leading aviation power.
In the aviation industry, which traditionally included the sub-sectors of the production of light aircraft, heavy aircraft and helicopters, special equipment (aircraft weapons systems), aggregate, engine and instrument making, the most real organizational, financial and economic gaps arose with the liquidation of the sectoral ministries and still not 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 in creating combat aviation systems. The main requirement of this approach is the existence of a single legal entity with full responsibility for design, development, certification, production and after-sales service.
In order to overcome the disunity between design organizations and serial plants, the Ministry of Economy developed, and the Government of the Russian Federation approved in 1998 by its special resolution, the "Concept for the Restructuring of the Domestic Aircraft Industry Complex", the main idea of which was to, on the basis of coordinated actions of federal and regional state bodies management, the aircraft manufacturing enterprises themselves to create the necessary conditions for merging existing enterprises into large corporate structures. Currently, the programs for the creation of four main independent corporations - Ilyushin, Tupolev, Sukhoi and Mikoyan - are under implementation.
Among the holding companies and corporations of the second level, it should be noted JSC Aviapriborholding, the Aerospace Equipment Corporation, the Technocomplex Corporation, and the financial and industrial group Dvigateli NK.
In accordance with the Decree of the President of the Russian Federation "On the further development of integrated complexes", the formation of the Ilyushin Interstate Aircraft Corporation, which includes OAO AK im. S.V. Ilyushin, VASO, Tashkent Aviation Software.
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 company of two main enterprises that create the intellectual and material property of this brand of aircraft ANTK im. A. N. Tupolev and JSC Aviastar. When implementing the resolution, not only contradictions and disunity between the developer and manufacturer are overcome, but control is restored on the part of the state over the activities of the largest in Russia Ulyanovsk aviation industrial complex (currently, the state's share in JSC Aviastar is only 6.69%), as well as state control is being strengthened over 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 the aircraft and helicopter industry, the integration of six companies created at the first stage into two or three) transformation of the established structures into intersectoral structures, transformation of sectoral management bodies into forms adequate to the new structure of the industry.
Problems and tasks of the automotive industry.
The main problem, without the solution of which there can be neither stabilization of the economy, nor everything else, is an increase in the production of goods needed by society. Another one is now intertwined with it in the automotive industry: to save (more precisely, save from destruction) the production of both the industry itself and that available from suppliers of components and materials, including bearings. In other words, the problem of preserving not yet broken up, but already weakened teams, scientific and engineering infrastructure, without which the restoration (and subsequently development) of the industry, no matter how it is called in the future, will stretch for many years.
This is necessary to solve the main tasks of the industry, such as:
Recovery and increase in production volumes.
Creation of prerequisites for the development of products required by customers.
To solve these problems, efforts should be concentrated in the following areas:
First, a partial modernization of products. It, in principle, requires a relatively small depth of changes and costs. However, the nature of the changes must be sufficient to ensure a sustainable sale of the product, and generally economically feasible. In this case, the manufacturer and suppliers retain most of their fixed assets unchanged, the terms and volumes of production preparation are reduced, the clientele, accustomed to the product, remains, etc. Modernization requires high qualifications, first of all, of designers, because if we limit ourselves only to improving technical characteristics with subtle changes in design and decor, then in the end you can get a new high price with old external forms. A signal to switch to a modernized product can be revealed defects, as well as market statistics.
Secondly, a radical modernization of products and the design of new models on the basis of existing ones in order to minimize the cost of scientific research work (essentially, their renewal). 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 manufacture of new units (most often in a smaller series) using the existing aggregate or special equipment, machining centers, etc.
But, of course, with the use of new equipment. A serious reserve for the restoration and increase in the volume of output at a number of plants, thirdly, are the so-called special productions, 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 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 the new tactical and technical requirements, as well as a specially organized system for "pushing" a new production object to foreign markets. The creation of this kind of "special products", which, with a certain amount of alterations, can become machines for civilian purposes, both for external and domestic markets, for individual enterprises will be the most correct way out.
Why - it is clear: the competitiveness of 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 also be complete, since the former principle
(assigning types of equipment to industries) is contraindicated in market conditions. At the same time, it is impossible to exclude the re-profiling of many special productions of the industry simultaneously with the workshops for engineering training and support. It can eliminate or at least minimize the import of many types of road construction equipment, small qualified oil equipment, special machines and landing gear, airfield services, etc., i.e. will be beneficial for the entire national economy of the country.
Fourth, for truck manufacturers, the way out can be the release of specialized chassis, as well as the implementation of special. orders, including individual orders. The fulfillment of individual orders will increase the rating of products among private carriers, which will affect the demand for the products of this enterprise. The same is true with the bus industry. For car manufacturers, to support demand, you can expand the list of installed standard equipment.
Fifthly, cooperative ties with related foreign firms 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, it should be primarily about increasing its export potential, i.e. the main task of mechanical engineering in Russia. And here, not only is it not excluded, but on the contrary, interaction is even needed in the form of joint ventures. Although, as experience has shown, relying on foreign investment, which will "gush" to us, providing an abundance of quality goods, turned out to be clearly untenable.
Not without interest, sixth, is the practice of drawing up development programs by foreign firms, including large ones, for a year, three, five, 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 considered as an active form of fostering a sense of ownership in the affairs of the company.
Consulting firms also play a significant role abroad. After all, the specific developments-recommendations necessary for plants can only be given by professionals with experience and knowledge. Therefore, in the 1950s in the United States, about 4,000 engineers and scientists worked in such industrial firms alone. Moreover, 65% of the cost of their maintenance was financed by the federal government. In our country, this form of service is practically non-existent. Its organization is the seventh of the listed directions.
The measures discussed above, of course, do not exhaust all possible ones.
But they are certainly among those that will increase production volumes, load staff, and create certain prerequisites for further growth. However, they will not provide the required pace of motorization of the country. This requires innovative, and large-scale measures. They are inevitable if we want to take a worthy place among the 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, which is typical for the automotive industry. Moreover, when it is deprived or has limited innovative capabilities. And here it will be really difficult to solve this problem without large-scale outside help. But the main thing is without an active state policy. In order for those at the helm to be convinced of this, it is enough to at least read the report of the KMT
(Integrated multidisciplinary technologies) on the state of the scientific and technical 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 paper 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, the traditional ties between the enterprises of the automotive complex and their subcontractors from other industries are becoming weaker.
Together with the implementation of a reasonable pricing policy, a policy of income generation, financing and lending, as well as a preferential tax policy in relation to funds allocated for the development of production, this is the key to stabilizing the production of vehicles and ensuring employment.
The challenges facing the automotive industry of the Russian
Federations are complex, requiring effort to match the military. And here it is appropriate to recall Roosevelt, who advised his entourage: "If you are lucky, continue; if you are not lucky, also continue." Russia has no other way but to work first on the preservation, and then on the development of the industry.
Prospects for the development of the industry.
Now it is obvious to everyone that Russia is in a severe crisis. It is impossible to get out of it without giving, first of all, a realistic assessment and without revealing the reasons for the country's stay in a permanent reproductive collapse.
As many economists rightly point out, the Russian government all these years, despite the facts, carefully avoided the concept of “crisis”, constantly talking about “stabilization” and “signs of growth”. Preferring to talk about “stabilization,” the Government of the Russian Federation recognized the crisis only in certain areas: “crisis of non-payments,” “budget crisis,” “financial crisis,” and so on.
Without considering the crisis comprehensively, the government underestimated the situation, did not conduct a deep analysis that would allow to fully understand the causes of the crisis and further develop a system of interrelated comprehensive measures to overcome the economic impasse.
For quite a long time, the analysis of the state of affairs in the Russian economy 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. A series of financial crises that have erupted recently in various regions of the world have 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. Somewhere the real sector of the economy no longer seems to be ahead of the curve, and a deceptive impression is formed that only the power and development of the financial sector make states and their peoples rich and prosperous.
However, the backbone of any economy is industry.
The medium-term development strategy for this industry provides for the introduction of the latest foreign technologies with the possibility of importing equipment, the gradual accumulation of experience in its production at its 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 of modernized machines and equipment for enterprises with morally obsolete, but still functioning production lines;
Production (including assembly) of science-intensive products on imported equipment with the involvement of various forms of foreign capital;
Participation in projects involving the production of technologically complex components for equipment manufactured by foreign companies abroad (inclusion of Russian technologies in the international system of technological cooperation);
The 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 a part of the capacities 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 production in 2002), can ensure the solution of the above programs. Thus, in the medium term, the priority in the development of mechanical engineering will remain with the old industrial regions of the west and the center of the European part of Russia.
The positive dynamics of domestic market demand for machinery and equipment that emerged in 1999 will continue in the coming years. At the same time, such an increase in exports of certain types of engineering products should be expected. Imports of a certain part of machinery and equipment, due to the limited potential for import substitution of domestic engineering, will remain at the achieved level. A significant structural shift in the volume of product sales on the domestic market as a result of the import substitution factor is expected for passenger cars. On the world market of machinery and equipment, Russia acts as a supplier of a narrow range of specialized products, primarily military equipment and certain types of power equipment. Development of Russian exports of machinery and equipment in the forecast period up to 2005. can occur with the strengthening of integration trends and the recovery of the economy of the CIS countries. At the same time, an increase in the export of Russian heavy and general engineering products should be expected. To expand the export of engineering products to developing countries, the restoration of cooperation within the framework of technical assistance is of particular importance. The potential of Russian arms and military equipment exports remains very significant. The successful promotion of this commodity group on the world market will be achieved by effective political and economic support from the state. The implementation of domestic scientific and technical projects for organizing the production of science-intensive engineering products can contribute to a significant increase in exports, the income from which can serve as a fairly significant source of investment in the industry.
One of the most important and real sources of attracting investments 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 tendencies of globalization and internationalization, which have noticeably intensified after the collapse of the former geopolitical system, have touched, first of all, the expensive market of high-tech aviation products.
In the short term, the competitive environment of this market will be driven by such trends as the sale of old-generation aircraft and helicopters and their modifications to third world countries, the development of new projects as a result of the joint efforts of several firms from several countries to reduce risks.
There is also a trend when, supporting the desire of Western aircraft manufacturers to hinder Russia's access to world technologies and undermine the competitiveness of Russian exports, the governments of these countries allow the export of military aviation equipment to previously closed regions for export (deliveries to Taiwan, to Latin America). In this regard, as well as other circumstances (significant monopolization in the civil aviation markets, economic difficulties and the consequent limited opportunities for export crediting, the requirements of most countries - potential importers 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 aviation equipment, the elimination of unproductive competition between domestic aircraft manufacturers and intermediary trading companies, the provision of greater political state support for the promotion of domestic equipment to world markets and balanced measures to protect the interests of a domestic manufacturer in the domestic market.
The aviation industry of Russia is capable and should become one of the main "locomotives" for the revival of our economy, become a point of growth. However, this requires the implementation of a balanced and consistent industrial policy that is flexibly adapted to changing external conditions, but does not lose sight of the main goal - the preservation and development of the high-tech industry to ensure defense sufficiency, safe operation of aviation equipment, and effective competition in the open aviation community. Stabilization and development of the enterprises of the Russian aviation industry is possible with the implementation of a set of necessary, deeply thought-out and specific measures affecting both the issues of state support for the aircraft industry and issues under the jurisdiction of the Federal Air Transport Service of Russia, the IAC and the Ministry of Trade of Russia.
In order to provide state support to the Russian aviation industry and stimulate sales of domestic aviation equipment, the Ministry of Economy of Russia, at the suggestion of the leading institutes of the aviation industry, leading design bureaus specializing in the creation of civil and military aviation equipment, developed and submitted to the Government a package of legislative and other regulatory and legal documents providing:
Introduction of a number of tax incentives for Russian leasing companies and banks that finance the purchase of domestic aircraft (exemption from tax on road users, partial exemption from income tax, etc.);
Reducing the amount of state duty for registration of aircraft pledge agreements;
VAT exemption for imported foreign-made components for domestic aircraft, provided that the imported components do not have Russian analogues;
Exemption from payment of customs duties on previously exported domestic aircraft and those imported back by Russian airlines under the terms of temporary import;
Raise to 85% the limit of state guarantees for domestic aircraft leasing projects.
The adoption of these documents will ensure effective state support for the aviation industry, as well as for specialized leasing companies, as it contains deeply thought-out and professionally prepared economic measures to support the system of development, production and supply of aviation equipment.
Sources
Novoteka.ru - News in the palm of your hand
Ukrbiznes.com -Ukrbiznes
Ebrd.com - website of the European Bank for Reconstruction and Development
adamsmithconferences.com - Leading conference organizer in Russia, Ukraine, Kazakhstan and CIS countries
openbiz.com.ua - Source of business information
en.wikipedia.org - Wikipedia - the free encyclopedia
Wikiznanie.ru - Wikiznanie - a large universal hypertext electronic encyclopedia
autodelo.narod.ru - Auto Delo
mirslovarei.com - Collection of dictionaries and encyclopedias
prombud.info – Industry
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federal state autonomous
educational institution
higher professional education
"SIBERIAN FEDERAL UNIVERSITY"
Institute of Business Process Management and Economics
Problems of the automotive industry in the Russian Federation
Teacher Golub N.V.
Student UB 12-05 Tkachenko O.V.
Krasnoyarsk 2013
Introduction
1. The main systemic problems of the development of the automotive industry
2. Constituent factors of systemic problems
3. The main ways to eliminate the problems of the automotive industry in the Russian Federation
Conclusion
Introduction
Automotive industry? the leading branch of mechanical engineering in industrialized countries. In terms of production volume, as well as the value of fixed assets, it is the largest branch of engineering. Automotive products are widely used in all sectors of the national economy. In Russia, the automotive industry is an important branch of domestic engineering, it is able to have a decisive impact on the level of economic development of the country.
However, until recently, this direction has developed somewhat ambiguously. On the one hand, the increase in the general level of income of the population, the development of the credit system and a number of other factors contributed to the rapid growth of the automotive market, but on the other? there was a steady downward trend in the share of domestic producers.
Any industry does not exist on its own, but is aimed at meeting the needs of end users or other industries. In Russia, the automotive industry has many problems, but they can be solved in a variety of ways.
automotive productivity labor employed
1. Main systemsnye problems of the automotive industry
The systemic problems in the automotive industry in Russia include:
· weak food package and low investment in production;
· low volume of production and small production capacities, technological backwardness of the industry;
· the practical absence of a modern automotive component industry. Low level of competition in the component market due to the small presence of international automakers. Low quality of Russian suppliers of components with a small scale of production by models;
· lack of a consistent tariff and customs policy;
· the lack of a special policy to stimulate R&D and the low volume of its financing;
· imperfection of normative legal regulation;
· low level of investment attractiveness of Russian enterprises;
· low personnel potential and labor productivity.
This is especially evident in the example of the production of passenger cars.
It is impossible to ensure the competitiveness of automotive products without constant innovation. But in Russia now about 4...5% of enterprises are engaged in the introduction of innovations, while in Germany, the USA, France and Japan - 70...82%. This phenomenon was due to historical prerequisites: only a few Soviet enterprises had their own divisions, carried out research and development work? most collaborated with industry research institutes. As a result, today research institutes have virtually ceased to exist, and enterprises do not have either personnel or departments (due to lack of funding) that are able to build innovative strategies and programs. Unfortunately, the gap between science and industry is not the focus of government attention. The state at the present stage finances the training of personnel, but 90% of university graduates cannot find a job in their specialty.
In a market economy, in contrast to the planned sales of products is not guaranteed, therefore, the profitability of the enterprise may be low or even negative, the enterprise becomes unprofitable. Therefore, it is not uncommon to switch to a truncated form of production - assembly production, for example, the assembly in the territory of one's own country of products that are completely developed in another country.
The transition to assembly production allows to reduce the cost of production (i.e., increase competitiveness), firstly, by reducing the cost of maintaining fixed assets, and secondly, due to the reduction of highly qualified specialists, whose salary level is higher than that of low-skilled workers. But on a national scale, such a practice leads to the “washing out” of high-tech and science-intensive production and the corresponding specialists and specialties (that is, there is no need to train new personnel in higher educational institutions). Such an approach is acceptable for small states, but cannot be considered strategically correct for Russia, especially if the state is self-sufficient in many respects, in particular, natural and human resources.
The global financial crisis that began in late 2008 showed that, firstly, even highly efficient transnational corporations cannot do without government assistance. And secondly, for the sake of their survival, private enterprises are going to lay off workers, reduce wages, reduce the cost of ensuring safety and sanitary standards, and even completely shut down production, not paying attention to social consequences. At the same time, the restoration of closed strategic industries, when it becomes necessary, will be impossible without the participation of the state and, moreover, will require not only large financial costs, but also time. This situation leads, in particular, to the lack of demand for young professionals.
In the 1990s the state withdrew itself from supporting industry - the latter was given full independence. At the same time, in developed market countries, despite declaring such independence of enterprises, states use budgetary funds to finance development programs.
To reach the modern world level, the Russian automotive industry needs investment resources for research and development work, mastering the production of promising models of equipment. Obtaining a competitive advantage in the market is possible in two ways: investing innovation in product features or technology.
The effective operation of the enterprise depends on the sale of its products. Investments in improving product quality are realized in the production itself through the modernization of the design, changes in manufacturing technology, organization of the production itself? providing the necessary equipment and resources, as well as attracting appropriately qualified personnel, which is especially important in an environment where such potential is declining year by year.
For the period from 1992 to 2010. significantly reduced the volume of research and development. Russia spends on science 5 times less than Germany, and 25 times less than the United States. This largely causes a serious decline in the competitiveness of the national economy and industry, in particular the automotive industry.
2. Constituent factors of systemic problems
The main factors of systemic problems include the following:
1. Weak food package and insufficient investment in development.
The loss of a significant market share is associated not only with the low technical level of domestic vehicles, but also with a low level of investment in the development of new platforms and models, a limited number of models offered and options provided to consumers. If a domestic manufacturer produces 3-5 fixed configurations for each model, then a foreign manufacturer offers 5-10 configurations with the possibility of additional options and individual “building” of a car for each customer.
Russian companies invested in the development of the industry 4-5 times less than their foreign competitors as a share of the sales volume, which is a consequence of the insufficient efficiency of financial mechanisms, including the attraction of credit resources in terms of terms and at average annual rates. Today, it is practically impossible to attract credit funds either in terms comparable to the payback period of automotive production (6-7 years), or at average rates (8-10% per annum), while leading foreign automakers have the opportunity to attract long-term funds (at rates 5-6% or less).
2. The absence of a modern industry for the production of automotive components.
The organization of "industrial assembly" by leading foreign automakers, due to the small volume of production capacities, has not yet led to the creation of economically viable modern production facilities for automotive components, despite their compliance with the formal requirements for the level of localization.
Agreements signed with foreign manufacturers on the organization of "industrial assembly" of automotive components have not yet received proper development. The automotive component industry is too fragmented and, at its core, consists of car factories, usually decommissioned from complex industries and characterized by the presence of outdated technological equipment, and, as a rule, the absence of intellectual property rights.
According to various estimates, no more than 5% of Russian enterprises producing automotive components comply with the requirements of the ISO / TS-16949 standard, which establishes specific requirements for quality management systems for automotive industry suppliers, as well as other requirements for quality and production organization.
In the modern sense, there is no Russian component industry. In many respects, it needs to be created almost anew, either independently, by restructuring automobile plants and based on the availability of raw materials, or with the involvement of foreign suppliers. However, only 12% of the world leaders in the component industry considered it necessary to open their business in Russia.
At the same time, constant pressure from Russia's international partners to open up the market will lead to the fact that the majority of foreign enterprises that produce a small amount of products will close, switching to direct imports.
3. Low labor productivity and a significant number of people employed in the industry.
The Russian automotive industry lags behind the market leaders in labor productivity by at least 2-3 times. According to expert estimates, the number of people directly employed in the automotive industry, excluding auxiliary industries and the service sector, in 2020 should be no more than 400 thousand people with projected production volumes.
Bringing the number in line with the main parameters of competitiveness will be inevitable both in terms of quality (through the automation of the most critical operations) and in view of the continuing growth in labor costs.
4. Lack of a specific R&D incentive policy
The development of a full-fledged automotive industry is impossible without having its own R&D base and intellectual property for key elements, components, technical and technological solutions.
At present, with rare exceptions (STC JSC AVTOVAZ, STC JSC KAMAZ, STC GAZ Group), automotive enterprises do not have developed scientific and engineering centers. The design and technology bureaus existing at the enterprises are mainly focused on solving current production problems.
3. Basic troubleshootingproblems of the automotive industry in the Russian Federation
The strategy for the development of the automotive industry in the Russian Federation should be the creation of competitive products that meet the advanced international standards in the automotive industry. The priority in the long term should be the creation of serious competitive advantages at the global level through government support, as well as providing the automotive industry with a sufficient number of highly qualified personnel. All government programs, including those to increase consumer demand, should be directed exclusively to domestically produced equipment. And then, indeed, state mechanisms will be created for working with foreign companies, mechanisms that will minimize the presence of foreign-made finished equipment on the market and increase the investment of other countries in our Russian enterprises. The state, executive authorities, educational institutions and industrial enterprises in the automotive industry must act in a coordinated manner to achieve their goals.
The implementation of individual scientific and technical projects, including those carried out by state scientific organizations (FSUE "NAMI", FSUE "NIIAE"), as well as projects financed with the involvement of budgetary funds, which is currently practiced, of course, solves certain problems of scientific and technical development of the industry, but due to the fragmentation of the engineering potential and the suboptimal volume of production of new types of equipment, it does not allow for the integration of goals and resources, the coordination of the state and business to create a new generation of automotive equipment.
An important factor in improving the efficiency of an enterprise is the study of market demand for a more reasonable orientation of the production activities of enterprises towards the production of competitive products in predetermined volumes and meeting certain technical and economic characteristics. The marketing activity of any enterprise is aimed at establishing, quite reasonably, based on market demands, specific current and, mainly, long-term (strategic) goals, ways to achieve them and real sources of resources for economic activity; determine the range and quality of products, its priorities, the optimal structure of production and the desired profit.
Conclusion
The current state of the automotive industry in Russia, especially in the passenger car segment, despite the significance and degree of influence on the country's economy as a whole, can be characterized as critical. If current trends persist, if decisive comprehensive measures are not taken at the state level to stimulate the innovative development of the industry, the domestic automotive industry may completely degrade in 3-5 years.
The problems of the automotive industry in the Russian Federation are quite solvable, but for this you need to prepare a good marketing department and the management must set the right priorities for their enterprises.
In the future, having taken all the necessary measures, the Russian automotive industry will enter the world market and will successfully compete with international companies.
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