There is an opinion that Soviet car industry did not indulge motorists with a variety of models. And this is fair. However, few people know that at various automobile plants of the USSR in different years very promising models, which for various reasons did not get into the series. Today we will talk about unknown Soviet cars that never reached the Soviet motorists.
1. NAMI Luaz "Proto"
In 1989 in the USSR, such a machine could well get into mass production. It was positioned as a 4-seater SUV. The machine was equipped with a reinforced steel frame, which was closed with removable panels (which greatly simplified repairs). The seats in the car were laid out in such a way that one wide bed was obtained, which occupied almost the entire interior.
2. NAMI 0288 "Compact"
This car was supposed to be the first Soviet mini. "Compact" was assembled in 1988. V single copy. He had the following indicators: maximum speed - 150 km / h, gasoline consumption of 6 liters per 100 km. In addition, the car had an on-board computer that was responsible for the operation of the suspension and other elements. NAMI 0288 Compact took 5th place (in 1989) at the Tokyo Motor Show among 30 concept cars presented there. However, the imminent collapse of the Soviet Union put an end to the issue of implementing NAMI 0288 Compact.
3. ZIS 112
At the Stalin plant, Soviet engineers tried to create worthy sports cars of domestic production. Of the seven developed options, it is necessary to single out the ZIS-112 model (later ZIL-112). The designer was inspired to create this car by the legendary Buick X90. However, the ZIS 112 had its own style. Its length was almost 6 m, and it weighed a little less than 3 tons. For this reason, the car was not suitable for participation in circuit races and they began to redo it.
4. Moskvich 408 "Tourist"
In 1964 Moskvich 408 was created, which even now can occasionally be found on the roads of the CIS countries. However, few people know that almost the same period was created younger brother of this car - Moskvich-480 "Tourist". This model was made in a coupe-cabriolet body, unusual for Soviet people. This car had electronic injection fuel, a more powerful engine than a conventional Moskvich (63 hp), as well as a maximum speed of 130 km / h.
A significant drawback was the removable plastic roof, which did not fit in the trunk, which required storing it somewhere in the garage. It should be noted that at that time at AZLK all production facilities were occupied by ordinary Muscovites 408, and the Tourist model, produced in only 2 copies, did not receive further distribution.
5. "Ohta"
This car was assembled in the Leningrad branch of NAMI. The salon was designed as a 7-seater with the possibility of transformation (the front seats could turn 180ᵒ, and the middle row easily turned into a table). The headlights of this car were built into the front bumper, from under which high speeds a spoiler was put forward (to increase downforce). The collapse of the USSR prevented the mass production of this car.
6. ZIL-4102
In order to create a worthy Soviet executive class car, the ZIL plant purchased a Rolls Royce Silver Spirit for detailed study. ZIL-4102 was created in only 2 copies, each of which was equipped with a powerful V-shaped 8-cylinder engine (power 315 hp, acceleration to hundreds - in just 10 seconds) and a modern acoustic system with 10 speakers, which could play not only the radio, but even read the CD.
The fate of this machine was decided by M.S. Gorbachev. He did not like the car and the development was closed. It is interesting that one of the ZIL-4102 specimens is still kept in one of the private collections and from time to time takes part in exhibitions.
7. Muscovites of the 80s
Already in the 80s of the last century, it became clear to engineers that Moskvich was obsolete. It was clearly inferior to Western counterparts, both in terms of technical parameters and design.
This prompted the development of new models, among which it is worth highlighting:
Moskvich-2139 "Arbat" was supposed to be the first Soviet 7-seater mini-vein.
Moskvich-2143 "Yauza" with original, but strange side windows, which were divided into 2 parts, and only the lower one went down.
Moskvich-2144 "Istra" with an aluminum body and side windows that did not fall, and ventilation was supposed to be due to small windows and air conditioning.
This car was planned to be equipped with airbags and an ABS system. The image from the night vision device, as well as information about the speed of movement, was supposed to be displayed on the windshield using a small projector. Regarding all these machines, we can say that their fate ended with the existence of the Soviet Union.
8. VAZ-2702 "Pony"
Way back in 1974. VAZ engineers began to create a compact cargo electric vehicle. Many interesting things were connected in this car. engineering solutions(from an ethyl alcohol heater to an aluminum frame made of pipes). However, field trials have shown whole line problems, such as a persistent alcohol smell in the car, spontaneous opening of the windows during movement, insufficient frame strength, and unreliable brakes. The car has been modified. However, it did not pass the second test either, and during the third crash test it completely fell apart right in front of the testers.
9. ZIL-118 "Youth"
The well-known ZIL-111 looked like a real one soviet limousine for important people of that time. In the 60s, the engineers of the USSR set out to create a bead of the same level of comfort. And so the ZIL-118 "Youth" model appeared, which had a smooth ride and high-quality interior trim. In 1967 At the bus exhibition in Nice, the car received 17 awards at once. However, the car was never sent into mass production due to the high cost of the project. These cars were produced several times a year on special orders from the KGB, television, and as special ambulances. For the entire period, only 93 ZIL-118 "Youth" were produced.
10. MAZ-2000 "Perestroika"
In 1985 At the Minsk Automobile Plant, the development of the MAZ 2000 model began. In the process, a team of young engineers patented more than 30 new concepts, which are currently purchased foreign companies and are used in the production of trucks. In 1988 the truck was demonstrated at the Paris Motor Show, where experts appreciated it ( Golden medal for technical solutions). The collapse of the USSR prevented this worthy car from being put into mass production.
It was at that time that they were made, which I would not refuse to ride today.
According to the information provided on my website, the first car in the world was with a steam engine. Of course, this unit can and can be called a car, but something doesn’t turn around. Under the concept of a car, I associate a vehicle that is quite compact, easy to handle and, to some extent, reliable. All these definitions are clearly not suitable for machines of the 19th century. In addition, it is necessary to organize the serial production of cars so that they are available for use by a wide range of people. What exactly cannot be said about those piece copies, well, with the exception of some. So let's try together to find the answer to the question - who invented the first car?
Daimler and Benz, as the founders of the automotive industry.
Time passed, and the cars did not change. We can say that the evolutionary process in this industry has come to a standstill. How the internal combustion engine was invented and appeared before the world in 1885 the very first car tricycle of Karl Benz. The car was quite unpretentious, it was a kind of Kulibin's invention, only it was driven not by muscular strength, but by a gasoline engine. Almost at the same time, Gottlieb Daimler invented the motor-driven bicycle, and a year later, the motor-powered “carriage”.
For the record, the first truck equipped with an internal combustion engine and a truck battery appeared in 1896. An analogue with a diesel engine saw the light only in 1923. As the automotive industry developed and production became cheaper, trucks and more powerful truck batteries also gained popularity.
The first car in the world was invented by Carl Benz in 1886. It received public recognition and was put into industrial production. It was a three-wheeled vehicle, with a 1.7-liter engine, which was located horizontally. The large flywheel protruded strongly from the rear. This vehicle was controlled using a T-shaped steering wheel.
At this point the story first car reaches a new level, as Benz was the first to offer customers a ready-made and usable prototype of a modern car, and Daimler was the first to launch a functional automobile engine into production.
A feature of this car was that it used a water-cooled engine. At the same time, the engine and flywheel were located horizontally. The crankshaft was open. Through a simple differential, with the help of a belt and chains, the engine drove the rear wheels. The main achievement of conductor thought could be considered the use of a mechanically operated intake valve and electric ignition. Initially, the engine displacement was only 985 cubic meters. see, this is not enough even to overclock the car. Therefore, the first machines released for sale were equipped with more powerful motors with a working volume of 1.7 liters and a two-speed gearbox. Over the years, engine power has increased 4 times and amounted to 2.5 hp. Thus, Benz's car developed a maximum speed of 19 km / h, which is not bad for the first car in the world. However, this did not suit Karl Benz, and he continued his search. And soon his offspring successfully performed in the then famous races London-to-Brighton Run, with an average speed of 13 km / h. Mass production of the car began only in 1890.
Three years later, "Benz" released the first four-wheeled cars. Based on a three-wheeled design, they seemed too old-fashioned at the time. But, despite their slowness and primitiveness, they were distinguished by simplicity, accessibility, in terms of maintenance and repair, and durability. Later, a two-cylinder modification appeared, but, at the insistence of Benz, the original technical solutions remained largely unchanged.
Preview - Click to enlarge. In the pictures - model "Victoria" 1893. Improvements to the four-wheeled "Benz" (1892) continued until 1901. Despite the undemanding design, more than 2300 of these machines were produced.
In 1909, the firm ran into difficulties. Against the will of Benz, a group of French engineers had to be assembled to design a more advanced model of the car. They tried to put it into production in 1903, but it all ended in failure, which made Karl Benz forget about his ambitions: he proposed a modern four-cylinder in-line engine that met the requirements of the new chassis. After launching this new "hybrid" model into production, the company's business slowly took off.
Preview - Click to enlarge. Gottlieb Daimler's first model of 1886 - an attempt to use a horse-drawn carriage as power unit. Main mechanical parts still very primitive, but a single-cylinder engine is the prototype of modern automobile engines.
Daimler showed himself to be a more restrained and patient designer. Unlike Benz, he did not rush forward. Relying on stationary engines, he, together with his colleague Wilhelm Maybach, created his first functional car "Daimler" in 1889 and put it into production in 1895. Also, along with the cars, the company licensed its own engines, to lay the foundation for the release of the latest, never-before-seen models, such as the French "Panhard" and "Peugeot". In 1889, the first car in history appeared capable of reaching speeds of more than 80 km / h. Its filling was a four-cylinder engine with a capacity of 24 hp. and other technical innovations. This car was very heavy, bulky, unmanageable, and most importantly - unsafe. In this connection, the further policy of the company was aimed at making the car lighter in weight and more manageable. Soon there were many people who wanted to have such a car.
As a result, the now widely known model was born, named after his daughter, Mercedes. It was published at the very end of 1900 and became, according to historians, the prototype of the modern car.
Preview - Click to enlarge. In the pictures - the first "Mercedes" (December 1890) - a prototype of a modern car with a simple body, intended for participation in car races. Instead, a four-seater "walking" body could be installed. The gear lever is clearly visible in the picture.
Model "Mercedes" 35 hp combined gear shifting, honeycomb radiator and low-voltage magnet ignition from previous Daimler models, and technical innovations - a low-lying lightweight stamped frame and mechanical drive intake valves (although this novelty subsequently had to be abandoned). Together, these technical solutions gave life to a car that differed from its predecessors in more reliable operation and was unusually docile for the driver. Braking systems have become much more reliable, and the quality of the car itself has been talked about all over the world.
At that time, the most interesting thing happened, all Daimler models were renamed Mercedes.
Preview - Click to enlarge. In the pictures - one of the models of the company "Daimler" - "Mercedes-Simplex" in 1904, which has an excellent four-cylinder 5.3-liter engine with side valves. Even today, the model does not look old-fashioned.
At the end of the 20s. The national economy of the USSR was basically restored. By 1925 production the most important types production reached pre-war levels. The country's economy has grown stronger and the need has come to turn the USSR into an industrial power.
The program for the radical re-equipment of Soviet industry, including the automobile industry, was formulated by the first five-year plan for the development of the national economy of the USSR (1928/29-1931/33), which, after a comprehensive discussion in the press and at meetings in May 1929, was approved by the 5th All-Union Congress Soviets.
Such an important task as the comprehensive development of road transport in the country could not be solved only during one five-year plan, since it was necessary to create powerful enterprises for the production of cars, components, tires, fuel, special steels, machine tools and equipment. Moreover, its solution required the efforts of the entire domestic industry.
The need of the national economy for automobiles was extremely great. Thus, by the beginning of 1928, the USSR, in terms of the number of car parks, was inferior even to such small countries as Finland, Poland, Romania, and Portugal. Imports could not significantly solve the transport problem, and the capacities of domestic enterprises clearly did not correspond to the sharply increased demand for cars, mainly trucks.
In 1928-1929. the first difficult period in the development of the Soviet automobile industry was over. Three small plants (AMO, Spartak and Ya GAZ) gave the country cars. There were few of them: 1712 in 1929 and 4226 in 1930, and in general this number was a drop in the ocean. But, objectively speaking, many well-known European firms made fewer machines than the enterprises of the young Soviet republic. So YaGAZ released in 1930 839 heavy trucks and bus chassis. This was more than what was done in the same year by such "eminent" German firms as Bussing (450 cars), MAN (400 cars) or Magirus (350 cars).
Having accumulated considerable experience in the repair of cars, the establishment of mass production, the Soviet automotive industry has approached a new milestone - the mass production of cars.
Arrival in Moscow for negotiations of representatives of the Ford Motor Company. 1929
The first Ford-AA trucks leave the gates of the Gudok Oktyabrya car assembly plant in Nizhny Novgorod. February 1930
Mass production of automobiles using conveyors, special machine tools, automated lines in these years was not widespread not only in the USSR, but also in Europe. In any case, by 1928, the French factories Citroen, Renault, Berliet, the English Morris, the Italian FIAT, the German Opel and Brennabor had introduced such technology. The vast majority of European enterprises, including AMO, Spartak and Ya GAZ, were assembling machines on slipways and widely used universal machines. This circumstance, as well as a high proportion of manual labor, predetermined the small scale of production and high cost.
For the widespread motorization of the USSR, hundreds of thousands of cars a year were needed. Therefore, the only way out was to create modern factories working on high-performance technology. It was well mastered by US factories! Moreover, in relation to it, American engineers also created designs that were very technologically advanced, simple, and the selected production methods provided these cars with high quality workmanship, and therefore high durability. Road conditions the deep regions of the United States were more reminiscent of Russians than European ones. This idea has been well supported by experience. american cars imported into the USSR: by 1929, Ford was the most common brand in the USSR, and in general, American cars accounted for a third of the fleet.
Analyzing all the circumstances, our specialists came to the conclusion that Professor V. Gittis most accurately expressed, speaking in April 1929 on the pages of the magazine Za Rulem: technological process production again; instead, in order to speed up new construction, it is necessary to adopt, by agreement with a foreign plant, the technological process used by it, together with the car structure being built by this plant.
By the way, American industrialists quickly assessed the situation - at the beginning of 1928, the heads of Ford, Dodge, and Willis-Overland published their thoughts on the motorization of the USSR in the magazine Za Rulem. In this regard, already at the end of 1928, negotiations began, first with H. Ford, and then with representatives of General Motors. Ford proposed the creation of a mixed Soviet-American society with an investment of his own capital in order to build a modern plant with a capacity of 100,000 cars a year. General Motors Corporation offered technical assistance and the right to use the design of one of the Chevrolet models (in other words, the purchase of a license) and a loan. At the same time, the second company stood for a very modest scale of production - 12.5 thousand cars a year.
Despite the urgent need for cars, Soviet economists refused to attract foreign capital into the automotive industry. Any important step, any fundamental decision in this case would have to be linked with the American partner, who could have his own views on the development of the Soviet economy and transport in particular. And then on March 4, 1929, the USSR Supreme Council of National Economy issued the well-known order No. 498, which stated that the government had decided to build a modern automobile plant with an annual capacity of 100 thousand cars on its own. The place of construction was chosen near the village of Monastyrka near Nizhny Novgorod (later Gorky), the construction period was set at 3 years, that is, the plant was to be commissioned in early 1932.
Why did you choose Nizhny Novgorod? Availability of qualified labor force, low cost of raw materials transportation by water, proximity to the Ural metallurgical base, sufficient remoteness from the state borders - these are the arguments that predetermined the choice. Negotiations with Ford, however, continued. His company was in a difficult economic situation in the post-crisis period, and a large contract with our country was a significant help for it. As a result, in Dearborn (USA) on May 31, 1929, an agreement was signed between G. Ford and the delegation of the Supreme Economic Council of the USSR. According to it, the Soviet side received from the Ford Motor Company technical assistance in the construction and commissioning of a new plant, the right to manufacture Ford models at home and train specialists in the USA. Term technical cooperation was set for nine years.
As payment, the Soviet side undertook to purchase 72 thousand sets of parts within four years, from which Ford-A cars and Ford-AA trucks would be assembled in the USSR before the start of the new plant, for a total amount of 72 million rubles.
This agreement proved beneficial from all sides. And above all, he made it possible to immediately begin the installation of machines. For this purpose, the Gudok Oktyabrya plant was reequipped in Nizhny Novgorod, which was to assemble annually 12,000 cars from Ford parts. The first cars left its gates in February 1930. An interesting fact is that on the lead car of this first column, a Ford-AA truck of the 1928 model with single rear wheels and a low (compared to the 1929 model) radiator, was reinforced poster: "We are fulfilling the five-year plan. The first Soviet Ford. Subsequently, the Oktyabrya Horn became a branch of the Gorky Automobile Plant, and now it is the Gorky Plant specialized vehicles(GZSA).
The second car assembly plant - the KIM plant (now AZLK) grew up in Moscow and went into operation in November 1930. In contrast to the "Gudok Oktyabrya", it was built anew as a modern enterprise, was designed for an annual production of 24 thousand cars. Both assembled "Ford-A" and "Ford-AA", that is, models that, after the completion of construction, were to be produced by the main plant in Nizhny Novgorod. Then the Ford parts had to gradually give way to domestic ones.
It should be noted that in the second half of 1931 "Gudok Oktyabrya" began assembling Ford-Timken three-axle trucks.
Among the domestic factories operating in those years, AMO was the largest. However, it was in need of serious reconstruction - this was an urgent requirement of life. The issue of expanding the AMO, increasing the volume of production on January 10, 1928 was considered at a joint meeting of the Council of People's Commissars of the USSR and the Council of Labor and Defense (STO). In the summer of 1928, a government commission went to the USA to negotiate with the Avtokar firm on rendering technical assistance in organizing the mass production of trucks. The choice fell on the "Avtokar" model "CA" with a carrying capacity of 2.5 tons as the most successful design of an American car of this class. However, it was not completely manufactured by Avtokar, but was assembled from units produced by various enterprises according to its drawings or specifications. The engines were supplied by the Hercules factory, the clutches were supplied by Long, the gearboxes were supplied by Brown-Lipe, the steering gears were Ross, the cardan shafts and joints were Spicer, the front and rear axles were Timken, the wheels were Budd. , frames - Scabs, hydraulic brakes - Lockheed. The remaining parts and assembly were the work of the Avtokar plant.
The model itself had a considerable margin of safety, was very hardy and durable. For its production, however, the latest equipment was needed, and for its purchase, as well as drawing up a plan for the reconstruction of the AMO, in May 1929 an agreement was concluded with Brandt's American design organization. It provided for the reconstruction of the plant for the production of 25,000 trucks per year at a cost of about 7 million rubles in hard currency.
The contract provided that by June 30, 1930, all shops and the plant as a whole would be put into operation. However, only in November 1929 did Brandt present, and then only a preliminary, reconstruction project. He had many shortcomings, and at the beginning of the summer of 1930 the contract had to be terminated.
The issue of the further fate of the AMO reconstruction was discussed on January 25, 1930 by the government of the country, instructing the Supreme Economic Council of the USSR to determine the amount of additional appropriations for reconstruction. Traveled to USA and Germany large group Soviet specialists for the purchase of equipment, and in Moscow the project was being finalized and construction work was carried out in parallel with it.
While construction was going on, the AMO continued until 1931 to produce trucks of the F-15 model. In parallel, in 1930-1931. there was an assembly of American Autocar units, which were given the AMO-2 index.
When on October 25, 1931, the first 27 trucks made entirely from their parts left the gates of the reconstructed plant, they received the AMO-3 index, although they differed slightly from AMO-2 in design.
The scale of the work done can be judged by the figurative comparison of the plant director I. A. Likhachev: “... if we count by the capital spent, then we can say that we sewed a coat on a button. If the fixed capital was 8 million rubles, then it was again reconstructed. .. the plant costs 87 million rubles today."
AMO-2 assembled from Avtokar nodes. 1930
At the construction of an automobile plant in Nizhny Novgorod. 1930
Assessing the successes of the engineers and workers of the AMO, one of the American specialists who worked in the USSR, Taylor wrote: "In two years you have built a plant equipped with the latest technology, which can safely become one of the largest automobile plants in America."
Construction proceeded at an even faster pace. automotive giant In Nizhniy Novgorod. The preparation of the construction site began on August 13, 1929, and on May 2, 1930, the solemn ceremony of laying the first stone of the automobile plant took place. Work went at such a pace (more than 5 thousand people worked at the construction site) that already in November 1931, most of the buildings were ready for installation and debugging of equipment. In the place of a small village and the wastelands surrounding it, a first-class modern car factory quickly grew.
First 25 trucks GAZ-AA left the assembly line of the new plant on January 29, 1932, and from April 1, their continuous production began. A grandiose enterprise, one of the largest in Europe in the production of automobiles, has grown in an unheard of short time - 19 months. "History has not allowed us to go quieter," said V. V. Kuibyshev when signing the decree on the construction of the plant.
Assembly line for GAZ-AA trucks in Nizhny Novgorod. 1932
The Gorky Automobile Plant (GAZ) did not produce entire cars - a significant part of the components were supplied by almost four dozen allied enterprises. Coordinating their work, achieving high quality products, strictly adhering to technological discipline - these were the difficult tasks facing the new plant, whose people sometimes did not have sufficient experience.
How justified was the path taken by our automotive industry? Isn't it better to do everything on your own, saving millions of foreign currency rubles. Perhaps another way would also be possible. Having familiarized ourselves with the organization of mass production abroad, we would come to the need to create a new machine tool industry, which only a few years later could supply the right equipment for future car factories. In parallel, it would be necessary by trial and error to create a design that would fully comply with the conveyor technology. Ultimately, this path would have turned out to be longer, five years longer. Our economy could not afford this. And in order to gain time, we bought knowledge, experience, production equipment, and began to make modern cars("Ford", "Autocar"), tractors ("International", "Boat-Piller"), tanks ("Vickers", "Christie") and much more.
The country needed a quick leap into the industrial age. The path she took turned out to be the right one.
With the commissioning of GAZ and AMO, as well as a number of related enterprises, a technological revolution was made in our automotive industry. And when they fully mastered the mass production of three basic models, then our country was able to receive not 4 thousand cars per year, as it was in 1930, but 97 thousand (1935).
But we must not forget that expensive and high-performance specialized machines, automated lines, on the one hand, and on the other hand, the need to maintain the existing tooling, also served as a certain brake on technical progress. "Ford" and "Avtokar" in 1935 had already switched to more advanced models, and GAZ and ZIS (such a name - "plant named after Stalin" - AMO received on October 1, 1931) were forced to adhere to the designs of 1929, only in details of their modernization.
The complex art of preparing the production of new models and the technologically difficult transition to them, our plants had yet to master. It was in the mid-1930s to buy again in large quantities abroad machine tools, equipment, and tools. it is too expensive. We had to develop our own machine-tool industry, establish the production of large dies for bodies, and pull up related industries.
Produced in 1931-1932. Our factory models were simple. Cast iron or steel was widely used in them, and expensive alloy steels, aluminum alloys, brass, and bronze were used to a very limited extent. Undoubtedly, this circumstance contributed to a significant reduction in cost, but hindered the creation of lightweight structures.
Finally, it should be taken into account that AMO-2, AMO-3, and later ZIS-5 inherited from Avtokar a design where all dimensions of parts were multiples of inches, not millimeters. By the way, this was also the case with GAZ-A and GAZ-AA, since a significant part of the machines and equipment, also purchased mainly in the USA, had fixed positions of the working bodies, expressed in sizes that were multiples of inches and fractions of an inch. It is not surprising, therefore, that the piston stroke six-cylinder engines AMO, ZIS and ZIL, up to the recently produced ZIL-157K, did not change - 114.3 mm, that is, it was 4 "/ 2 inches! The same can be said about all cars of the Gorky Automobile Plant, including GAZ -3102: their wheels, starting from GAZ-A, are interchangeable, since they inherited the diameter of the wheel stud circumference from the Ford-A - 139.7 mm or 5" / 2 inches.
An analogy with our aircraft engine building is appropriate here. There, too, in the early 1930s. licenses were acquired for the production of Hispano-Suiza, Wright-Cyclone, Gnome-Ron engines. Aviation industry specialists took them as a base and, on its basis, began to develop their own concepts, which allowed them to quickly catch up with licensee firms. This has not happened in the automotive industry. It should be recognized that the country attached exceptional importance to the aviation and motorcycle construction, primarily from the standpoint of ensuring its defense capability. Hence the priorities in financing and logistics. Hence the results.
However, one important circumstance cannot be disregarded - the scale of production of aircraft engines is an order of magnitude, and sometimes two, lower than the production of cars, and, in particular, their engines. And in this sense, the narrow technological specialization dictated by mass production did not allow changing the design without significant investments in equipping factories. Technological limitations fettered (and noticeably) the initiative of designers, directing it along the path of creating only modifications of already mastered basic models.
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 branch of medium industry engaged in the production of trackless Vehicle, 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 exact time what happened are usually based 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 the country, which has become a great world power in the century scientific and technological progress should have a worthy biography in this area, which 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. special attention the find of the employee of the State Archive of the Gorky Region 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, 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 rotated not 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 crews (for 2-4 people) - 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 in arcs when cornering different radii, then they had to invent special mechanisms, known as the Ackermann system or the Janto trapezoid (after 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.
Automobile transport- an integral part of a single 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 passenger cars off-road and light trucks, and Uralsky - three-axle vehicles with wheel formula 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.
For changing pre-war cars GAZ and ZIS came with more advanced trucks GAZ-51 and ZIS-150, passenger cars GAZ-20 Pobeda and ZIS-110.
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 Yaroslavl engine 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 factory(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 in all engineering industry) began to intensify centrifugal tendencies in relations between traditional partners, collapsing cooperation ties between enterprises that were separated by the borders of newly formed states.
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. Brand 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.
Contracts concluded or almost concluded with foreign auto giants on joint production 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 interests of the government 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 almost 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 social need for products, qualified labor resources, own production or the possibility of supplying structural materials and electricity.
Science intensity: hard 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. Due to this engineering plants Those involved 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. Majority large factories heavy engineering 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 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). By this time, these areas also developed the necessary conditions for mass production of complex products in 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 trucks with a carrying capacity of 3O - 18O t and above, heavy-duty main road trains of the MAZ type, off-road and heavy dump trucks MoAZ. In Moldova, a unique production of heavy-duty (11.5 and 22 tons) refrigerated semi-trailers 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 society transport system countries. It accounts for a significant part of all freight traffic in the national economy. The car is widely used for the delivery of goods to railways, river and sea berths, maintenance of industrial trade enterprises, agricultural workers, 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, more a large percentage able-bodied population is employed in related industries that provide 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. Participants, visitors and the media noted high level hosting this exhibition.
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.
Currently, NP "OAR" is working closely with Russian associations automotive engineers, manufacturers of automotive components, transport workers, 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 say with confidence that the automotive industry in Russia is the most important factor development of the country's economy, and in the future our activities will be aimed at its integration into the world 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 unified 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-scale skilled oil equipment, special machines and landing gear, airfield services complex, 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. Performance 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 a capital-intensive mass and serial production characteristic of 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 interests 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 aviation industry, as well as specialized leasing companies, as it contains deeply thought-out and professionally prepared economic measures to support the system of development, production and supply of aviation equipment.
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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
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