AUTOMOTIVE INDUSTRY. The last decade is characterized by the colossal development of the automotive business in the countries of Western Europe and America. Engine internal combustion penetrates into all areas of the economic and industrial life of the world, displacing living labor and steam. The successful resolution of the idea of a diesel locomotive makes one think that the internal combustion engine will in the near future displace the steam engine from the railway. transport. The success of the development of the internal combustion engine also explains the unusually rapid pace of development of the automotive industry. The following figures for the growth of the number of cars in the world show that over a 20-year period, road transport has increased quantitatively by more than 95 times. Despite the fact that the automotive industry is a relatively young industry and has no more than 30 years of existence, in the countries of Western Europe and America, the automotive industry occupies one of the first places in terms of the number of workers employed in production and the amount of capital invested in it.
For the first time, the automobile industry originated in France, where already in 1899 1672 cars were built, in 1900 - 2997 and in 1901 - 5386 cars; but then America in the automotive industry, as well as in other types of engineering, quickly outstripped Europe, switching to the manufacture of cheap and light cars (Ford factories), intensifying production and differentiating labor.
Currently, the US represents the country with the most developed automotive industry; The following data show that in 20 years the productivity growth of America's automobile factories reached colossal proportions, and that production during this period increased by more than 400 times.
World War 1914-18 served as a significant impetus to the development of the automotive industry in all countries that took part in it. During the war, not only was the production of all the then existing automobile factories increased to the possible limits, but a large number of new ones appeared and mass production methods began to be applied. America is currently releasing about 10 times more cars than Western Europe. Virtually the entire automotive industry is concentrated in Europe and America; in other parts of the world, in Asia (Japan), Africa and Australia, the automotive industry is in its infancy and is represented only by assembly shops of European and American factories.
In various states of Western Europe, depending on the technical capabilities and material resources, the automotive industry has not developed to the same size. The automobile industry of France reached the greatest development, then England, Italy, Germany and Austria. In terms of the growth in the number of automobile plants, Austria showed the greatest results, in which new plants appeared during the war: Fiat (Austro), Prague, Steyer and Tatra. The post-war period for most of the states of Western Europe is characterized by a significant decrease in demand for expensive cars in the domestic markets and export restrictions due to a general financial depression, which caused far from full load on car factories; this phenomenon must be recognized as almost common for Western Europe in 1925-26. During the depression, those countries were in the best position in which the automobile industry grew at a somewhat less rapid pace during the war. An example is Germany, whose automobile plants are currently almost fully loaded, since their production was not subjected to such a significant increase during the war as, for example, in France, and the almost complete absence of imports of cars from abroad, with even planned export, causes a fairly large demand for automotive industry products in the domestic markets of the country. In Austria, which built a large number of new automobile factories during the war, on the contrary, the automobile industry has only recently begun to emerge from a critical situation; the presence of three large factories, with a decrease in the population to 6,000,000 people and a general impoverishment of the country, reduced the workload of Austrian automobile factories to 30-60% of their possible productivity. France in 1925 was in second place in terms of the underloading of its automobile plants. The war caused in France the most intensive, in comparison with other European states, the development of its automobile industry.
The general position of the automobile industry in England could be considered relatively stable, since England increased its production to a lesser extent during the war than France, if it were not for the law of 1924 on the abolition of import duties on foreign-made cars, which puts expensive English production in a difficult situation, despite the relatively stable finances of the country and the low bank interest on loans (5-6%): cars are beginning to be imported into in large numbers from America and France, thanks to significantly lower prices for the products of the automotive industry in these countries. To get an idea of the state of the automotive industry in Western Europe, just look at the performance data of car factories, shown in the following table.
Of the other states of Western Europe, Italy and Belgium have a developed automotive industry, followed by Austria and Czechoslovakia. The number of workers employed in the automobile industry in 1927 is: about 700,000 in America; about 450,000 in Europe. A significant increase in the production of automobile plants in Western Europe is explained by their transition to "mass production". This principle of organizing production, for the first time most fully applied at the factories of the world famous Ford company in the USA, brought the productivity of these factories to an average of more than 10,000 cars a day, made it possible for Ford to take first place in the world in terms of quantity and cheapness of products, to displace 54% of the output of all other US auto factories and bring the country to a position where there is 1 car for every 5.4 people in the population. Improvement of the machine tool system, increasing cutting speeds, the ability to process parts from several sides at the same time, minimizing the installation time on the machine, the ability to process several identical parts at the same time, the widespread use of stamping work, a certain, strictly controlled accuracy of processing each part, the development of the metallurgical industry for manufacturing high-grade alloys, improved heat treatment of products, the use of labor differentiation with the least expenditure of muscle strength - these are the reasons that have allowed modern automobile plants to increase their productivity. The competition of American car factories, which provide a cheap product, forced the car factories of Europe to also switch to the principles of "Fordism".
Simultaneously with the transition to mass production in the automotive industry, there is a tendency towards specialization of production, which consists in the formation of a number of auxiliary plants engaged in the manufacture of individual parts of the car, which are in the form of semi-finished products (forgings, castings) or finished products (speed boxes, motors, rear axles, gears, carburetors, magnetos, gauges, fittings, etc.) go to automobile factories, where they either undergo further processing (the first ones) or go to the assembly room for the assembly of finished units (the second ones). Most automobile factories in Western Europe, with an output not exceeding a few thousand cars a year, do not have fully developed forges and foundries and are purely mechanical factories with an assembly shop.
Large factories, on the contrary, have complete equipment for the entire production, and some even manufacture electrical equipment for cars themselves. The middle place is occupied by the most numerous group of factories with foundries for light alloys, in the absence of their steel casting and large hammers in the forge. With regard to the equipment of individual workshops of most modern European automobile plants, it should be noted the almost exclusive use of hammers (mainly pneumatic) for all forgings, both small and large, with the exception of frames, for which hydraulic presses are used. There is a tendency to press frames without heating, due to the cheapness of this method of processing and their less warping. For steel casting Ch. arr. electric furnaces, for aluminum - normal, turning; models for molding are predominantly metal. The location of machines in machine shops, depending on the size of productivity, is determined either by the nature of the processing (turning, milling, planing) - in factories with a production of less than 50 cars per day, or by the order of operations, which reduces the cost of transporting parts - in large factories. The processing of all holes both in the cylinders of motors and in the crankcases of engines and gearboxes is carried out using conductors on multi-spindle machines; connecting rods are processed on milling and drilling machines; bearings for crankshafts are obtained mainly by boring; camshafts after forging are processed, after a stone or cutter, on copy machines; valves are made in most cases from a whole piece, by pulling the rod or pulling the rod and upsetting the head; cylindrical gears are processed mainly on planing machines, and gear grinding begins to spread either directly on a car or by preliminary running in oil; bevel gears are machined almost exclusively on Glisson planers and milling machines; for the processing of small parts (bolts, bushings, etc.), only automatic machines are used. The heat treatment of the material (carburizing and annealing) is given extremely great attention in modern automotive engine building. When assembling a car, in order to save time as much as possible, the principle of dividing all work into separate operations is increasingly being applied. Separately assembled kits - motor, gearbox, rear axle, front axle, steering gear, etc. - arrive at the intermediate warehouse, from where they go to the assembly of the chassis. The movement of machine parts to be assembled is carried out more often mechanically, less often manually. When assembling the engine, a trolley with a platform rotating around the horizontal and vertical axes is used. The acceptance of raw materials, semi-finished products and finished products, as well as the control testing of complete units in the automotive industry, in which particularly high demands are made on the materials used and where very careful processing of parts is necessary, are of paramount importance. Therefore, tests are widely carried out at all automobile plants, for which there are well-equipped laboratories for chemical and metallographic research and mechanical testing of materials, equipped, depending on the size of production and the financial situation of the plant, with more or less laboratory instruments. Small factories supply their laboratories with the most necessary instruments - to determine the hardness, strength and elongation of the material (Shor, Brinell); others have, in addition, torsion, bending and fatigue testing machines. Individual parts, entering the warehouse, are subjected to control measurements and hardness tests. Gearboxes and differentials are tested on special instruments. The motors are subjected to particularly rigorous testing; Renard mills and electric and hydraulic machines (Frude, Zepeller, etc.) are used as brake installations for testing motors. The testing of entire vehicles is carried out, on the one hand, on special machines such as Ridler or Zoller, on the other hand, by experimental mileage. We give the number of automobile plants in various states of America and Western Europe in 1925:
Despite the annual output of cars, which significantly exceeds the output of European factories, America has almost the same number of factories as the states of Western Europe. This is due to the enormous productivity of individual American factories and their group association. Recently, the European automotive industry has also taken the path of combining several plants into one. For America, this process of concentration of the automobile industry can be traced. data on changes in the number of automobile factories in America over the years.
As regards the number of workers employed in the automobile industry, it fluctuates in different factories according to the methods of production, as can be seen from the following data:
The numbers shown are averages. As an example, which vividly characterizes American methods of production, one can point to the Ford plant, where there are 18 cars per worker per year (1926).
Automotive industry in pre-revolutionary Russia and in the USSR. The first and only serious attempt to put the production of cars in Russia before the World War should be considered the organization of this production at the Russian-Baltic plant in Riga in 1908. Until August 1915 (the moment this plant was evacuated from Riga), about 450 units were produced. cars three types: in 12/27 l. With. (type K), 15/35 l. With. (type E) and in 24/40 l. With. (type C), and the factory's attempt to build trucks was limited to the production of one series in the amount of 10 pieces, by adapting a passenger chassis with the same engine. It should be noted that in the production of cars, the Russian-Baltic Plant used Ch. arr. foreign materials, semi-finished products and finished products (chromium-nickel steel, cast steel, crankshafts, gears, carburetors, magnetos, radiators, etc.). The difficult financial conditions experienced by the plant prevented the normal development of car production, which contributed to the import of cars from abroad, which in 1917 reached 8158 units. In 1916, the government was forced to start creating production bases for car building within the country, in connection with which contracts were signed with entrepreneurs for the construction of 5 factories, namely: AMO in Moscow, Renault in Rybinsk, V. A. Lebedev in Yaroslavl, Aksai in Rostov-on-Don and the Russian-Baltic in Fili (near Moscow) and, in addition, with the British Bekos Society - for the construction of a state-owned factory of military self-propelled guns in Mytishchi. The total amount of contracts for these 5 plants reached 133.5 million rubles. and provided for the delivery in 1918 of about 7500 vehicles.
By the beginning of the October Revolution, automobile factories remained unfinished and underequipped and could only be partially used to repair the country's motor transport, which was in very poor condition, having only 30% of running cars. Repair of machines was carried out by individual factories and workshops in a handicraft way, and the production of spare parts was not delivered. In 1922, a serial repair of machines began to be gradually organized by assigning certain brands of machines to each plant. By this time, only two of the automobile plants under construction remained in the automotive industry. This state of the automotive industry continued until 1924, when Tsugaz (now Avtotrest) began to organize a new car industry in the Union. At present, the automobile industry of the Union is based on the State Automobile Trust (Avtotrust), which unites five factories engaged in the production of 1.5 tons of trucks of the AMO-F-15 type, 3 tons of trucks of the Ya-3 type, serial overhaul trucks of the Packard type and the manufacture of spare parts, automotive fittings and accessories.
Until 1925, production at the automobile plants of the Union was mainly of a repair nature and was not yet properly organized. By the time the first batches of machines were produced, the factories were not provided with all the necessary devices and tools; meanwhile, the new automotive industry, based on the principle of interchangeability of parts, required the reworking of the methods of mechanical and heat treatment of parts that existed at the factories in relation to more stringent technical conditions.
During 1925 and 1926 automotive industry, a lot of organizational work has been done, on the one hand, in terms of redesigning samples accepted for production, revising working drawings and developing a system of tolerances, on the other hand, in terms of re-equipment, in order to rationalize production, a number of workshops and the procurement of fixtures and special tool. The results of this work caused, in addition to cheaper products, also an improvement in its quality, which in 1926 began to approach the quality of foreign samples. The main capital works, both carried out and planned for the coming years, are: 1) construction work to complete and accommodate the necessary workshops and laboratories, and 2) the acquisition of machine tools and machines both within the country and abroad. As a result of the capital works carried out, the degree of use of fixed capital in the automotive industry shows a certain increase over the years. So, in 1924/25, with a conditionally average amount of working fixed capital of 6,756 thousand rubles. and the cost of commodity output in 3872 thousand rubles, the cost of production per 1 r. fixed capital was expressed in 0.58 rubles; for 1925/26, these figures are respectively equal: the value of fixed capital - 8590 thousand rubles, commodity output - 6295 thousand rubles; therefore, output per 1 p. fixed capital - 0.74 rubles, i.e., 27% higher than in 1924/25. Standard stocks of materials by the beginning of the year, taking into account the special conditions of the automotive industry in the USSR, you need to calculate on average for a time of about 6 months ., allowing a 9-month supply for imported goods.
2.2. areas of specialization.
2.5. Bus building.
- The main directions and prospects for the development of the automotive industry.
- The concept of the development of the automotive industry in Russia.
4.4. Scientific, technical and personnel support for the automotive industry.
4.9. The impact of the implementation of the Concept on environmental safety and measures to reduce the negative impact on environment.
- Conclusion.
1. Introduction.
The automotive industry is the leading branch of engineering, influencing the processes of economic and social development of the Russian Federation. The presence of a developed automotive industry is an important element in ensuring the national security of the state. About 250 large and medium-sized enterprises and organizations are united in the industry, more than 800 thousand people are employed. Production automotive technology is carried out in close cooperation with enterprises of the electrical, metallurgical, chemical, electronic, light and other industries, which provides employment for about 5 million people from among the able-bodied population.
The formation and development of road transport and the automotive industry has become a phenomenon of the 20th century, and the level of motorization is an indicator of the level of development of any country, including Russia.
Therefore, the automotive industry was chosen as the research topic in the abstract.
2. The current state of the automotive industry in Russia.
2.1. general review state of the automotive industry in Russia.
Recent years have been a period of reforms that have led to a sharp change in the basic principles of the development of the country's economy and radically influenced the performance of all its economic and industrial sectors, including the automotive industry. For her, this period was a period of first a deep decline in production, and then a very slow and painful recovery.
Due to its importance for the Russian economy, the state of affairs in the automotive industry became the subject of consideration at a meeting of the Government of the Russian Federation in June 2002, where the Concept for the Development of the Automotive Industry for the Period up to 2010, which was adopted in September 2002 by the Government of the Russian Federation, was considered. By that time, in 1999-2001, the industry's enterprises achieved a steady increase in production volumes. In 2001, more than 1 million cars, 57 thousand buses, over 172 thousand trucks were produced. The volume of marketable products exceeded 200 billion rubles, the share of exports amounted to 12 percent of the total production volume. Capacities for the production of passenger cars were used by 78.7 percent, buses - by 77.1 percent, trucks - by 38 percent. The needs of the domestic market of motor vehicles were met by domestic enterprises of the automotive industry for cars by 70-75 percent, for trucks and buses - by 85-90 percent.
The main factor that ensures the attractiveness of domestic automotive technology is its relatively low price. However, used automotive equipment imported from abroad in significant volumes is a serious competitor to domestic products.
In the Russian automotive industry, the processes of integrating automobile plants, as well as manufacturers of automotive components into enlarged business groups (for example, the Russian Buses holding) are actively taking place.
With the participation of the world's leading automobile firms new facilities for the production of automobiles and joint ventures for the manufacture of modern units, assemblies and components of automobiles are being created. Production facilities for the assembly of domestic cars have been launched in a number of foreign countries.
There is a mandatory certification of motor vehicles and components harmonized with European requirements in accordance with the international obligations adopted by the Russian Federation in this area.
The automotive industry has the scientific potential, qualified engineering staff and specialists to create and implement promising technologies. For the needs of the automotive industry, the capabilities of enterprises of the military-industrial complex are widely used. The production of military vehicles is based on the wide unification of all-wheel drive trucks civil purpose.
One of the main problems hindering the further development of the automotive industry is the lack of activity of potential investors. This largely determines the lag of domestic automotive technology from modern requirements in terms of technical level, reliability, safety, ecology and comfort.
The financial situation of the industry can be characterized as extremely tense.
The low profitability of car factories remains: the industry average is 5-8%.
The volume of working capital decreased, the deficit of which is about three months of production. Annual volume of investments in the automotive industry for the period from 1998 to 2001. did not exceed 8.3 billion rubles. per year, and in 2002 amounted to no more than 7 billion rubles. At the same time, the share of own funds of factories investing in the development of production ranged from 84 to 92%. This situation cannot be considered normal, it indicates the existence of problems with attracting credit funds and becomes a deterrent to the implementation of the developed projects for the modernization of enterprises.
2.2. Areas of specialization of automotive industry enterprises.
In the automotive industry of the Russian Federation, a clear specialization of enterprises for the production of certain types of cars has developed. Only "old" factories in Moscow (ZIL) and Nizhny Novgorod(GAZ) produce simultaneously 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 are produced by the Volga region (Togliatti), Central region (Moscow), Uralsky (Izhevsk), and minicars - by the South-West (Lutsk) regions.
Having arisen due to the peculiarities of its location in the central regions of the European part of the former USSR (factories in Moscow, Gorky, Yaroslavl), where there were the most favorable conditions for organizing intra- and inter-industry cooperation, the automotive industry during the war and post-war years began to develop in new areas (Uralsky, Volga region). By this time, the necessary conditions had also developed in these areas for the mass production of complex products of the automotive industry. In addition to the Central region, the Volga region has become an important automotive industry region, where in 1976 the Kama heavy truck plant in Naberezhnye Chelny was added to the existing plants in Tolyatti and Ulyanovsk.
Each of these districts has its own specialization (the Central one is mainly in the production of trucks, and the Volga region is mainly in the production of 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 plant 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 partially 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 passenger cars. small cars group A (type "Tavria"). In the Republic of Belarus, the production of heavy and super-heavy mining dump trucks with a carrying capacity of 30 - 180 tons and more, heavy-duty main road trains of the MAZ type, off-road and heavy dump trucks MoAZ, tractors "Hurricane" of increased cross-country ability and carrying capacity. 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 - forklifts 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, in Latvia - especially 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.
In post-Soviet Russia, as in other republics of the former USSR, new centers of automotive manufacturing have emerged based on the assembly of foreign cars from imported parts: Uzbekistan (DAEWOO), Belarus (FORD, MAN), Kaliningrad ( General Motors), Taganrog (Hyundai), Vsevolzhsk (Ford), etc.
2.3. Truck industry.
During the first five years of reforms, from 1990 to 1994, the production of trucks decreased by 4.5 times. Automobile plants such as ZIL, GAZ and KamAZ, which were among the world's ten largest truck manufacturers and ranked 2nd, 5th and 6th respectively, were thrown far back. And, in order to regroup forces and start producing automotive equipment needed by the new economy, car factories took more than three years (1994-1996).
In the truck sector, a relatively stable growth in production volumes began in 1997. However, even the profound change in the structure of output that accompanied this growth did not lead to reaching the pre-crisis level. Worse, in 2001, 174.8 thousand trucks were manufactured, which is 6% less than in 2000, and in 2002 - 173.5 thousand trucks, or 99, 2% to the level of 2001. That is, in this sector, in contrast to the production of other types of automotive equipment, a tendency to reduce output has reappeared, more precisely, the “oscillatory” process continues, which was observed earlier (1997 to 1996 - an increase by 7.08%; 1998 to 1997 - a decrease of 2.35%; 1999 to 1998 - an increase of 23.4%; 2000 to 1999 - an increase of 3.85%; 2001 to 2000 - a decrease of 5.98%; 2002 by 2001 - a fall of 0.77%).
The domestic truck industry is the main supplier of vehicles for agriculture, construction, trade and defense, i.е. those sectors of the national economy that have suffered the most from the economic crisis. So, over the ten years of reforms (1990-2001), agricultural production decreased by 23%, this was reflected primarily in such enterprises as AMO ZIL, GAZ and KamAZ, which supplied the lion's share of their products to the village . The volume of capital investments decreased by one third, and cargo transportation and, accordingly, deliveries of trucks for builders decreased in approximately the same proportions. As for the defense complex, spending on this area has almost halved over the decade. Until recent years, the Russian army did not have sufficient funds to renew its aging fleet, which needs approximately 200,000 vehicles.
Table 1 shows that in 2002 only one automobile plant, GAZ, exceeded the output level of the previous year - it produced 100,258 units, i.e. 12.4% more. The work on the GAZ-2310 Sobol vehicles with a carrying capacity of up to 1 ton was especially intensive here: the growth was 23.5%. It continued for other models (GAZ-3302 GAZelle - by 13.3%, GAZ-3307, GAZ-3308, GAZ-3309 - by 19.2%). As a result, the share of GAZ in the market of domestic trucks increased from 51% in 2001 to 57.8% in 2002. In addition, GAZ completed preparations for the production of modernized models of low-tonnage trucks (installation, on order, various engines, including ZMZ-40522, UMZ-4216, corresponding to Euro-2 standards, as well as IVECO diesel engines) and from the beginning of 2003 began to produce them. All other auto plants have significantly reduced their production volumes. Thus, ZIL produced only 11,810 vehicles, which is 27.3% less than in 2001. Moreover, the structure of its production has changed: ZIL-5301 "Bychok" cars were produced by 41.6% less, and ZIL-43336 medium-duty trucks, on the contrary, by 1.4% more (5773 units). Izhmash-Avto reduced output by 22.1%: 12485 units. instead of 16020; KAMAZ - 20056 pcs. instead of 22426 (by 10.6%); "AZ "Ural" - 8589 pcs. instead of 9546 (by 10%); UAZ - 16934 pcs. instead of 17270 (by 1.9%).
Table 1. Production volumes of trucks.
As for the structure of truck production, compared to 1990, it has changed significantly. Table 2 shows the proportions of car production in countries with market economies, as well as the proportions that took shape in the automotive industry in Russia in 1990-2002. As can be seen from the table, in 1990 more than 60% of trucks produced were medium-duty vehicles, which were mainly used in agriculture and intracity transportation.
Table 2. Share of production of vehicles by carrying capacity,%
load capacity
cars
With a developed market economy
Russia in 1990
Russia in 2000
Russia in 2001
Russia in 2002
Agricultural enterprises are currently insolvent, and small and medium-sized enterprises formed in the course of economic reforms are more interested in economical, low-tonnage vehicles corresponding to their traffic volumes. In this regard, there was a sharp change in the structure of production of trucks. Currently, in the structure of production of trucks, the predominant role belongs to ATS with a carrying capacity of 0.4-3.5 tons: if in 2001 their share in the total output was 69.5%, then in 2002 - 70.58%; the share of medium-tonnage vehicles remained almost unchanged - 15.94% and 15.6%; heavy trucks - 14.56% and 13.82%.
Changes and trends in the production structure of the Russian automotive industry are quite obvious, so there are fears that attempts to revive the previous volumes of production of medium-duty vehicles may not be successful. The fact that the industry is mainly restructuring to the requirements of the market not in declarations, but in deeds, is evidenced by this fact. As a rule, enterprises do not have the remains of unsold products. Only KamAZ has ~ 50% of its average monthly production on the sites.
Currently, Russia participates in the global automotive market mainly as an importer. The problems holding back the export of domestic cars are obvious. These are difficulties with compliance with emission and vehicle safety standards, customs duties and restrictions in force in various countries. In addition, Russian vehicles are distinguished by an increased curb weight adapted to Russian road conditions, and are incomparable with foreign ones in terms of comfort. Added to all this is increased fuel consumption, insufficient level developments electronic systems and their low reliability.
In general, the situation with domestic automobile exports is such that the main consumer is the third world market. Ural SUVs quite successfully compete with foreign analogues in the markets of Southeast Asia, Africa, Latin America. About 30% of Ural cars currently produced are exported, and this percentage is growing. The Ministry of Trade of the Russian Federation has recognized OJSC KamAZ three times as the best exporter of the country in the engineering industry. Having resumed export activity in the crisis year of 1998 from 182 vehicles, the Kama Automobile Plant brought shipments abroad to 3,400 units in 2001, and to 2,514 units in the first half of 2002. Accordingly, the share of exports in the total volume of production and sales has grown over the years - from 6.4% to 31%. This was facilitated by the successful performance of the KamAZ team in the prestigious Paris-Dakar rally, which took first place in recent years.
Today the situation is such that when assessing competitiveness in terms of the “price-quality-maintenance” parameter, Russian automatic telephone exchanges are more and more losing foreign-made automatic telephone exchanges. Of particular concern is the fact that domestic automotive equipment is gradually losing its price advantages: prices for it have been steadily growing in recent years (due to the strengthening of the ruble against the US dollar), while foreign firms for imported cars maintain them constant or even reduce them.
It should be noted that none of the models of domestic trucks and CIS countries meets the stringent requirements for environmental friendliness, reliability, economy and comfort. Since October 1, 2000, by decision of the European Parliament, more stringent Euro-3 standards have been introduced for trucks, since 2005 - Euro-4 (see Table 3). Starting with Euro-3, the requirements concern not only environmental parameters for exhaust gases, but also to the refueling oil and fuel. Gosstandart of Russia back in 1997 also decided to introduce environmental requirements "Euro-1". However, then, at the request of a number of automobile plants in Russia and the CIS, it was repeatedly revised in favor of extending the permit for the production of cars with Euro-0 diesel engines.
Table 3. Vehicle exhaust toxicity standards for developed European countries.
| Name | Year | ||||
| Solid particles |
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On August 12, 2002, installation and commissioning were completed at KamAZ OJSC technological equipment for the production of Euro-2 and Euro-3 engines.
According to the adopted concept for the development of the automotive industry in Russia, it is planned to improve the environmental performance of manufactured vehicles in three stages. The first took place until 2004: streamlining regulatory requirements and ensuring the production of cars that meet Euro-2 standards, the second - until 2008: the task is to produce products at the level of Euro-3 standards; the third - until 2010: the task is to reach the level of Euro-4 standards.
Every year for Russian market heavy vehicles, the share of imported vehicles is growing. So, for example, if in 1990 it did not exceed 1%, then in 1997 it reached 17%. With the increase in international traffic, the need for main tractors in Russia have increased, and almost all Western auto-building firms are now present on the Russian market. The only reason holding back the increase in truck imports is high prices, which are on average 2.5-3.5 times higher than for similar domestic cars. However, after the upcoming accession of Russia to the World Trade Organization, this price difference will decrease significantly, after which an increase in truck imports should be expected.
2.4. Light automotive industry.
Assessing the state of the automotive industry in Russia, it should be noted that the leaders in the production of passenger cars are still the two largest automobile plants - Gorky and Volzhsky. They produce almost ninety percent of all cars produced in Russia. And, most likely, this situation will be observed for a long time. None of the other currently existing plants has even theoretical chances to approach them. However, the situation at these plants during 2000 was the opposite. VAZ managed to achieve an increase in the production of passenger cars by almost 5%, which indicates the development of the company. At GAZ, on the contrary, following the results of 2000, a reduction in the number of passenger cars produced was recorded. The overall decline in output amounted to about 5%.
At the same time, new trends related to the expansion of activities at other enterprises were recorded. A striking example of these trends is the Izhevsk car factory. The production of cars at it began to increase sharply after the crisis of 1998, but the company achieved the most outstanding results in 2000, when, after a change in the management of the plant in the spring, the company was able to significantly expand its production activities, increasing output at it by more than 40%. The demand for the smallest domestic car, the Oka, produced at the Serpukhov Automobile Plant and at the KamAZ subsidiary, the Small Car Plant, has grown noticeably.
Unfortunately, little change has taken place among industry outsiders. As before, the Moscow AZLK cannot get out of the crisis. The lack of new promising models and poor build quality led to a decrease in demand for the plant's products. The limited injection of money, and besides, without a clear strategy for the development of the enterprise, led to the collapse of a number of international projects for the production of cars, which initially seemed very profitable. After the decline in production at AZLK amounted to about thirty percent in the first half of 2000, the plant was practically stopped, only a screwdriver assembly operated on it. The lack of a development strategy may, in the end, lead to the fact that the enterprise will either be closed or moved out of the city.
The beginning of 2005 turned out to be a failure for the domestic auto industry. The production of passenger cars in Russia for the first three months of the year decreased by 5%. With sales, the situation is even worse - in the first quarter, Russian auto enterprises sold 9% fewer cars than in 2004. The main reason for the decline is that Russian cars can no longer compete with foreign cars, sales of which have been growing at a steady pace for years in a row. During the same three months of 2005 they grew by 73%. According to ASM-Holding, in January-March 2005, Russian automakers reduced sales of passenger cars by 9.1% to 235,850 units. Production at Russian car factories fell to 244,000 cars. Sales of VAZ, the leader of the Russian car industry, fell by 9.7%, and this is not the deepest drop compared to other companies in the industry. Practically all traditional Russian automakers with the onset of 2005 slowed down even more. GAZ - by 39.7%, UAZ reduced sales by 37.4%, Izh-Avto - by 41.2%.
The situation does not look critical only at the expense of Russian manufacturers of foreign cars. TagAZ is among the leaders here, since last year it has increased its assembly Korean cars Hyundai brand by 2.2 times. Kaliningrad Avtotor, which, with the help of General Motors, launched the production of several new models of the American concern in 2004, increased sales by 59.6%. The Ford plant in Vsevolozhsk entered the trajectory of stable growth (+38.2%). Against the background of Russian car factories, even GM-ABTOBA3 with a 1% increase looks good.
There is reason to believe that sales of foreign cars in Russia will grow at such rates for a long time to come. And with the arrival of foreign automakers in Russia, foreign cars will more and more confidently crowd out the products of the domestic auto industry. “As a result, the state will stop supporting our auto industry in the current volumes,” says Vyacheslav Zhabin, an analyst at BrokerCreditService investment company. - Sooner or later, you will have to start the process of updating it. After all, if all restrictions on car imports are lifted now, Russian car factories will collapse.”
2.5. Bus building.
During the first 5 years of reforms, the production of buses decreased by 33%, then there was an increase in production. So, in 2003, more than 75 thousand buses were produced in Russia, which is 12% more than in 2002.
Most bus factories have exceeded 2002 production levels. The only exception was AMO "ZIL", where only 69 buses were produced during the year - 63.3% of the level of 2002, as well as VAP "Volzhanin" - 248 buses or 82.7% of the level of 2002. JSC "GAZ" produced 36299 buses, which is 12.6% more than in 2002
year. OJSC AZ Ural produced 520 buses (+ 9.5%). UAZ OJSC - 21,550 buses (+ 14%), LiAZ OJSC - 1,670 buses (+ 7%), PAZ OJSC - 11,323 buses (+ 9.3%), NefAZ OJSC - 726 buses (+ 51%), JSC "KAvZ" - 1607 buses (+ 30%).
Production of buses in Russia in 2004 decreased compared to 2003. by 0.7% - up to 75.7 thousand units. At the same time, the production of buses with diesel engines increased by 51.3% and amounted to 5811 units. In 2004 JSC "Pavlovsky Bus" produced 12114 buses (+7% compared to 2003), LLC "Likinsky Bus" - 1749 buses (+11%), JSC "GolAZ" - 1749 buses (+14%), JSC "KAvZ" - 2163 buses (+37%).
The Russian Buses holding (it includes PAZ, LiAZ, KAvZ, GolAZ and Kanash Aggregate Plant) has unveiled plans for the plants in the near future.
GROOVE. The main novelty of the season is an experimental 7-meter bus on the Hungarian Raba chassis. From the familiar "grooves" here, perhaps, only the emblem remains! The engine is Czech, Avia brand (four cylinders, working volume - 4 liters, power - 132 hp, Euro 2), gearbox - five-speed ZF from Germany. Brakes on all wheels - disc with ABS, suspension - fully pneumatic, tires - 17.5-inch. Bus capacity - 43 passengers (including 23 seated).
With regard to serial production, the plant is going to produce 9,000 ordinary "paziks" per year, another thousand - elongated, as well as 500 buses of the "Aurora" model.
LiAZ. Likintsy promise to launch a series of low-floor LiAZ-5292, shown at the motor show in Moscow; current models - "loner" and "accordion" - will be upgraded. In addition, it is planned to create a low-floor "accordion", an elongated single bus (it will be three-axle, 15 meters long) and even trolleybuses - single and articulated.
KAvZ. The company is increasingly focusing on models developed in Pavlovo. This year, the production of suburban modifications of the PAZ Avrora bus will be completely transferred here; in addition, Kurgan residents are planning to build a new school bus on the Pavlovsk chassis.
GolAZ. The Golitsyn plant, in turn, will be mainly engaged in the production of LiAZs in the long-distance version 5256R. Thanks to new units (rear axle, steering gear, etc.), this model will become less noisy and more dynamic, and its maximum speed will increase to 120 km/h.
As for the cruise liner of its own design, GolAZ plans to build this model according to orders on various chassis - Mercedes, Scania, Hyundai.
Table 4. Bus production
BUSES
January December
January December
Russian Federation
All factories
AMO ZIL, Moscow
JSC GAZ, Nizhny Novgorod
including:
GAZ-3221 Gazelle
JSC NefAZ, Neftekamsk
JSC AZ Ural, Miass
JSC UAZ, Ulyanovsk
AO LiAZ, Likino, Moscow region
including:
LiAZ-6212 articulated
JSC KavZ, Kurgan
JSC PAZ, Pavlovo
JSC GolAZ, Golitsino, Moscow region
JSC OZTP-Sarmat, Orsk (Alterna)
VAP Volzhanin, Volzhsky
JSC Pskov-Auto
JSC Tushino-Auto, Moscow
JSC SemAR, Semenov, Nizhny Novgorod region
JSC MARP, Michurinsk
SP Sib.-Scand. autob. company, Omsk (Volvo)
OOO Scania-Piter, St. Petersburg
LLP SP RUP, Ivanovo region
TROLLEYBUSES
Russian Federation
All factories
JSC Trolleybus Plant, Engels
AO Meh. factory, Vologda
JSC Tram-mech. plant, St. Petersburg
JSC Bashkir Trolleybus Plant, Ufa
JSC Zavod Transmash, Volgograd
3. The main directions and prospects for the development 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 has now intertwined with it in the automotive industry: to preserve (more precisely, save from destruction) the production of both the industry itself and those available from suppliers of components and materials, including bearings. In other words, the problem of preserving the still not disintegrated, but already weakened teams, scientific and engineering infrastructure, without which the restoration (and subsequently development) of the industry will drag on for many years.
Unfortunately, in the coming years, the recovery and then the growth of production volumes will not come at the expense of innovative efforts and other radical capital-intensive measures, the need for which is undeniable, but mainly due to the capabilities of the industry itself. There are also hopes that the government will nevertheless take steps aimed not at the final strangulation, but at the revival and development of industry, primarily its foundation - mechanical engineering. A lot speaks in favor of this: both the public mood and the sobering up of the leading economists, who are gradually taking the position of sanity, and at least the fact that "there is nowhere else to go." If this does not happen, mechanical engineering, including such a highly technical branch of it as the automotive industry, which, despite everything, still has a fairly powerful potential, will wither away along with all its diversified cooperators.
The main part of the enterprises has already analyzed their possibilities and ways of restoring the previous volumes of output, maintaining jobs in the new, extremely unfavorable conditions. And she did it admirably. The guarantee for this is the experience and knowledge of the management, accumulated over decades of work in the most difficult conditions, without indulgences and benefits in terms of financing, logistics, remuneration, etc.
However, it is impossible not to see that changes have already begun in the composition of the management of automobile plants, far from positive and reducing the level of its competence. According to some sources, the directors' corps, if we take it as a whole, is still quite capable of lifting the load, among which the most important one is to restore the labor skills lost by the teams over the years of vacillation.
However, even the most experienced leaders will have to reconsider many of their usual ideas. In particular, to abandon this: high serialization is a positive organizational and production factor, because it makes it possible to equip production with automated highly specialized equipment, to ensure high unification of products and their structural durability. Now a different view is needed: such equipment is technologically conservative, does not make it possible to take into account the dynamics of competitors' development, which is deadly in the market conditions. Although, of course, there may be exceptions due to specific conditions. But the majority of enterprises themselves will have to work out ideas, find resources to restore and increase production volumes, and create prerequisites for the development of products required by the market.
Directions for applying efforts can be as follows.
First, a partial modernization of products. It requires relatively small 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 pre-production are reduced, the clientele, accustomed to the product, remains, etc. Modernization requires high qualifications, first of all, of designers, because if we limit ourselves only to improving technical characteristics with subtle changes in design and decor, then in the end you can get a new high price with old external forms. A signal to switch to a modernized product can be revealed defects, as well as market statistics. An example of product modernization is the VAZ 2107 model as a partially modernized VAZ 2105.
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 research and development. research work(essentially, updating them). Here, the technological capabilities of the manufacturer and cooperating suppliers are used, but, as a rule, significant retrofitting of production is required. At the same time, it is advisable to organize the manufacture of new units (most often in a smaller series) using existing equipment. But with new equipment.
This approach is widely known. The most interesting results were at one time obtained at the VAZ. There, when creating the VAZ-2121 Niva car, over 90% of the most capital-intensive mechanical elements of serial cars were included in its design. Including in a new body, also unified in a number of expensive interior elements with serial models. As a result, with a relatively small modernization of production, VAZ began to produce a car that had no analogues in world practice at that time. In Western markets, it was out of competition. However, Niva's competitors appeared only two or three years later.
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 continuity with the previously produced one. Measures will be required to improve the latter in accordance with the new requirements, as well as a specially organized system for promoting a new production facility to the markets. The creation of this kind of "special products", which can become machines for civilian use both for external and domestic markets, for individual enterprises will be the most correct way out. Why - it is clear: the competitiveness of Russian wheeled special equipment and individual developments is beyond doubt.
The conversion of many special productions of the industry can eliminate or minimize the import of many types of road construction equipment, medium-sized oil equipment, special machines and chassis, airfield services, etc., i.e. beneficial to the national economy of the country. And you don't have to, as many hotheads recommend, open all our doors wide open to import from abroad even that which can be made at home in abundance and no worse.
Fourth, for truck manufacturers, the way out can be the release of specialized chassis, as well as the implementation of special. orders, including individual orders. The fulfillment of individual orders will increase the rating of products among private carriers, which will affect the demand for the products of this enterprise. The same is the case with the bus industry (this is done, for example, at the Golitsyn plant).
For car manufacturers, in order to maintain demand, it is possible to expand the list of installed equipment.
Fifthly, cooperative ties with related foreign firms 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. about 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.
The Ministry of Industry and Energy of the Russian Federation names about ten major projects attracting foreign capital of varying degrees of development, which cover the entire geography automotive countries. By the end of 2005, most of them should end with the signing of relevant agreements. To date, all these and already existing projects can be divided into three categories. There are projects that provide only foreign participation. A prime example of this is Toyota. There are also those related to the development of joint production. An example of such cooperation is GM-AvtoVAZ. There is a third category - the acquisition of licenses by Russian investors. Severstal-Avto and the SOK group of companies are trying to move along this path. Measures have been taken to protect the Russian market from the import of "aged" foreign cars. It is not aimed at attracting investors. The goal is different - Russia should not become the world's car dump. It should be noted the importance of the decision taken by the Government of the Russian Federation by mid-April - the introduction of the industrial assembly regime. It was developed jointly with both Russian business and foreign companies and enables the Russian consumer to buy quality cars world famous brands.
Leasing is also advisable, but we must not forget that it is not a cheap pleasure. Especially if we are not talking about re-equipping individual operations, but about creating complete capacities.
It is likely that small domestic production subdivisions, spun off from the main enterprise into independent ones (production of small batches, some components, etc.), will receive the usual development.
Naturally, the organization of the release new technology requires new equipment, materials, trained personnel and much more. Everyone seems to understand this, but even here a stereotype often works (it was developed not over 70, as is commonly said, but over the past 10 - 15 years): a new product is necessarily associated with new factory buildings, a high level of automation provided by equipment purchased at imports, "currency" materials. However, with this approach, the need for foreign currency and rubles becomes astronomical. It is, of course, impossible to satisfy her in the current conditions. Equipment is aging always and everywhere, for example, in the United States, the aging of the equipment fleet was suspended (not stopped, but suspended!) Only at the end of the 1970s. And they were in no hurry to introduce the latest equipment, complex technological lines.
Automobile plants in Russia have a fully capable fleet of equipment, including quite modern, efficiently operating system its maintenance and repair, powerful preparation and production support services, and finally, a significant fleet of dismantled special and aggregate equipment and our own machine-tool workshops. In addition, almost all enterprises have experience in technological modernization. That is, they have everything to rely mainly on the most reliable - their own strength. Therefore, attempts to "volley" orders for equipment abroad with the help of state budget funds are nothing but the same irresponsibility. It is necessary to recall foreign experience, which is now so fashionable to refer to: dizzying prices and risk often force the largest firms to give up prestige considerations and purchase "old" proven models of equipment.
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. They involve the entire staff in planning (without specifying the technical characteristics of promising facilities, of course). This is considered as an active form of fostering a sense of ownership in the affairs of the company.
The official report of the US Council on Competitiveness argues that the management of private firms, well oriented in financial matters, is rather incompetent in technological ones. Therefore, the Council officially recommends that all private firms establish technical expertise services. Our managers, on the contrary, are competent in technical matters. But the lack of competition, the current freedom in making decisions, and to some extent the privatization system has given rise to some people's feeling of overconfidence in financial matters, which is fraught with complications. Mastering the untapped in this area is another area of effort.
Consulting firms also play a significant role abroad. After all, the specific developments-recommendations necessary for plants can only be given by professionals with experience and knowledge. Therefore, in the 1950s in the United States, about 4,000 engineers and scientists worked in such industrial firms alone. Moreover, 65% of the cost of their maintenance was financed by the federal government. In our country, this form of service is practically non-existent. Its organization is the seventh of the listed directions.
The measures discussed above, of course, do not exhaust all possible ones. But they are among those that will increase production volumes, load personnel, and create certain prerequisites for further growth. However, they will not provide the required pace of motorization of the country. This requires innovative, and large-scale measures. They are inevitable if we want to take a worthy place among the developed countries. At this stage of development, it will be necessary to master the technology of new generations in capital-intensive mass and serial production, which is typical for the automotive industry. Moreover, when it is deprived or has limited innovative capabilities. And here it will be really difficult to solve this problem without large-scale outside help. But the main thing is without an active state policy. To be convinced of this, it is enough to read the report of the CMT (Integrated Multidisciplinary Technologies) on the state of the scientific and technological potential of the United States. It emphasizes the need for an active state policy, the need for state intervention in economic problems that require a prompt response.
4. The concept of the development of the automotive industry in Russia.
The concept for the development of the automotive industry in Russia was approved by government decree # 978r of July 16, 2002. It defines the goals, objectives and priorities for the development of this industry in order to meet the needs of the domestic market, develop productive forces, increase the export of automotive equipment and ensure national security. The concept takes into account the accumulated experience of countries implementing an active state policy in the field of automotive industry development.
4.1. Development Forecast automotive market Russia for the period up to 2010.
The Concept notes that the volume of sales of trucks on the domestic market in 2001 amounted to more than 200 thousand units (own production plus imports).
By 2010, the truck market is projected to increase by at least 1.5 times.
The fleet of trucks by 2010 will increase from 4.5 to 5.1-5.4 million units.
In 2001, about 1.4 million passenger cars were sold on the domestic market, including more than 900 thousand cars of domestic production, about 450 thousand cars came from abroad, including 90 thousand new cars.
By 2010, the passenger car market is expected to increase to 2.2-2.5 million units.
The car park will increase by 2010 from 21.2 to 30-33 million units, including foreign production from 4.6 to 7-8 million pieces. At the same time, the number of cars per 1,000 residents will increase from 140 to 245.
By 2010, the market for buses is expected to increase to 67,000-70,000 units, while the share of sales of buses of large and extra-large classes will increase from 8% to 16-17%.
The fleet of buses in Russia in 2001 amounted to more than 660 thousand units, including about 140 thousand buses for public use. A slight increase is expected.
4.2. Enterprise activity strategy.
The strategy of automotive companies in the domestic and foreign automotive markets is to strengthen and expand positions in the sale of automotive equipment by increasing its competitiveness, developing after-sales service, and improving the sales system.
This will be facilitated by the adoption by Russian manufacturers of measures to ensure price stability for the vehicles sold, including by reducing costs, developing cooperation ties with suppliers of materials and components.
The increase in demand in the domestic market for trucks and buses will be facilitated by such factors as improving the forms of trade and payment for sold equipment, the development of farms, the growth in housing construction, and the increase in cargo flows during trunk transportation. The demand for municipal transport (especially large, large and small city buses) is largely determined by the financial capacity of local authorities and the degree of depreciation of the bus fleet.
One of the directions for the development of the domestic market of automotive equipment is the creation of a network of companies for the leasing of vehicles. To improve the efficiency of leasing, it is necessary to ensure price stability, market competition, and the availability of medium-term bank loans. An equally important condition is the existence of a stable legal framework governing this area of activity.
Considering the low profitability of motor transport enterprises engaged in Passenger Transportation, it is proposed to develop a mechanism for the regional administrations to provide guarantees to ensure lease payments, including within the framework of regional rolling stock renewal programs.
The use of the mechanism of financial leasing is one of the important factors in the market reform of urban passenger transport, provided for by the federal target program "Modernization of the transport system of Russia (2002 - 2010)".
The export opportunities of Russian car manufacturers are constrained not only because of the insufficient technical level of finished products, but also because of the poorly developed network of sales, maintenance and repair. In addition, advancement to new markets occupied by leading foreign companies requires a long preparatory work and significant financial resources.
The Russian export strategy at the initial stage should be based on the possibility of selling automotive equipment (comparatively inexpensive and simple) to developing countries and organizing a service network there.
4.3. Increasing the competitiveness of automotive technology.
Increasing the competitiveness of automotive technology is achieved through the development of the production of high-tech automotive components and materials, the application of standards that meet international requirements, and the improvement of scientific, technical and personnel support.
Confirmation of compliance of automotive equipment, components and spare parts with applicable standards is carried out in the form of their mandatory certification or declaration by manufacturers or sellers. It is necessary to develop corresponding to international standards domestic standards that establish requirements for motor vehicles and their components. Voluntary certification of automotive products will help improve quality, reliability, adaptability to operating conditions, and other consumer properties of automotive technology.
The following main directions of development of the automotive industry are envisaged:
· reforming the existing automotive complexes by dividing them into separate types of production, while maintaining technological specialization in the manufacture of units, assemblies, parts, technological equipment and blanks and expanding cooperation ties;
transfer of social facilities that are on the balance sheet of enterprises to the jurisdiction of municipal authorities;
· organization of wide-range corporate holding structures and associations with the aim of concentrating financial, industrial, human and intellectual resources, as well as diversifying production.
The creation of assembly plants with the participation of leading automotive companies will ensure the use of advanced technologies for the production of automotive equipment and reduce the technological backlog of the Russian automotive industry at minimal investment costs. This will allow organizing the production of promising competitive cars for the domestic and foreign markets. The Government of the Russian Federation by its Decree dated March 29, 2005 amended the Customs Tariff of the Russian Federation with respect to automotive components imported for industrial assembly. The import duty rate for them has been reduced to zero.
One of the strategic goals of such industries is to master the production of modern automotive components and materials at domestic factories. At the same time, additional jobs will be created in a number of industries, including using the potential of enterprises in the military-industrial complex.
The degree of state incentives and support should be differentiated depending on the volume of investments aimed at creating production, and the share of costs incurred in the territory of the Russian Federation in the manufacture of automotive equipment.
Particular attention should be paid to the development of the production of automotive components that determine the technical level and quality of automotive equipment, including engines, transmission units, brake systems, steering, suspension components, exhaust gas aftertreatment systems, electronic control systems and electrical equipment. The development and production of automotive components should be carried out by specialized firms that supply a wide range of products and different sizes to vehicle manufacturers. Optimal sales volume allows these firms to quickly recoup their investments, invest heavily in research and development and expansion of production, quickly introduce new technologies and maintain the competitiveness of their products. At the same time, the improvement of components by specialized firms will ensure an increase in the competitiveness of automotive equipment.
It is necessary to stimulate the development of the production of components, structural and operational materials at enterprises of related industries, including new generations of tires that meet the requirements for noise and ecology, products of the electronic and electrical industries, progressive species metal products, plastics and paintwork materials, as well as motor fuels, oils, lubricants and working fluids.
5.4. Scientific, technical and personnel support of the automotive industry
The development of the automotive industry is based on fundamental and applied research aimed at the creation of new types of automotive equipment that meets the promising requirements for safety, ecology and reliability.
The priority areas for scientific research in the medium term are:
Use of alternative fuels (hydrogen, natural gas, dimethyl ether, biofuels);
· Creation of fuel cells and combined power plants;
development of internal combustion engines with adjustable displacement and compression ratio, as well as the introduction of power take-off algorithms that ensure minimal energy consumption for movement and high permeability;
creation of a new generation of automatic transmission, integrated (intelligent) security systems, onboard systems diagnostics and control, as well as mathematical models physical and chemical processes of fuel combustion and energy conversion;
· Development and implementation of technologies that provide support for automotive products throughout their full life cycle.
To solve these problems, it is necessary to ensure the formation of an appropriate human resources potential at automotive manufacturing enterprises using an integrated system of continuous education and advanced training for specialists at all levels, corresponding to the latest achievements of world science and technology.
4.5. Integration of the domestic automotive industry into the global automotive industry.
The main direction of development of the domestic automotive industry is integration into global automotive industry taking into account the economic interests of the country. One of the most important tasks of the strategic course proclaimed by Russia for its integration into the world economy is its entry into the World Trade Organization (WTO). Accession to the WTO will allow domestic automotive companies:
to be able to participate in world trade on generally accepted and equal terms;
· use the WTO mechanism to protect and defend the interests of automotive manufacturers;
· increase the investment attractiveness of the automotive industry, as foreign investors will be able to count on more stable trade and political conditions;
· facilitate the export of automotive equipment produced in Russia to the markets of third countries;
· bring domestic technical standards for motor vehicles closer to international standards;
· increase competition in the Russian domestic market between domestic and foreign manufacturers of motor vehicles.
4.6. Mechanism and conditions for the implementation of the Concept.
Foreign experience shows that the development of the national automotive industry is largely determined by government policy aimed at creating favorable conditions for investment activities, protecting the domestic market, and increasing the competitiveness of domestic products. The implementation of an active state policy in the field of development of the automotive industry involves the implementation of the following main measures:
· development of a mechanism that ensures the creation of new and modernization of existing production facilities for the production of advanced automotive equipment and its components;
· creation of conditions for attracting funds aimed at the implementation of highly effective projects implemented on a competitive basis;
· provision of grants for R&D on the development of new automotive equipment and its components;
· application of mechanisms of customs and tariff regulation;
· strengthening of antimonopoly control in the markets of goods, services and capital;
· pursuing an active policy in the field of exports;
· stimulating the development of vehicle leasing, lending for the purchase of vehicles by individuals and legal entities;
· creation of investment-attractive conditions for organizing, together with leading foreign companies, a specialized production of automotive components;
· increasing the competitiveness of automotive technology by applying standards that meet international requirements;
· development of specialized facilities for the manufacture of components and assemblies, including internal combustion engines;
· Preservation of body and assembly plants at the largest enterprises of the automotive industry;
Separation of procurement, auxiliary and aggregate industries into independent enterprises ( legal entities);
transfer of social facilities to local administrations;
development of dealer and service networks, including branded ones, as well as instrumental control points technical condition Vehicle.
4.7. Foreign economic conditions for the implementation of the Concept.
The use of methods and mechanisms of customs and tariff regulation in the automotive industry should be carried out taking into account the protection of domestic producers, necessary for the implementation of investment programs for enterprises in the automotive industry and saturation domestic market competitive technology.
For this purpose, it is advisable to leave the rates of import customs duties on new and used for no more than 7 years motor vehicles of foreign production unchanged for a 7-year period - a transitional period upon entry of the Russian Federation into the WTO. During this transitional period, the domestic automotive industry must ensure the production of products that are competitive in the domestic and foreign markets. At the same time, special attention should be paid to creating capacities for the production of competitive high-tech automotive components.
For imported vehicles that have been in operation for more than 7 years, it is necessary to establish import customs duty rates commensurate with the rates for new cars.
For domestic vehicles, the service life of which also exceeds 7 years, in order to improve the age structure of the vehicle fleet, increased insurance premiums and fees from vehicle owners will be introduced in order to create unfavorable economic conditions for the maintenance and operation of such vehicles.
Import customs duties can be reduced for certain types of vehicles not produced in the country, the characteristics of which meet promising international standards.
Customs duties on imported components and materials for the industrial assembly of automotive vehicles should be optimized. This will reduce the cost of manufacturing cars and stimulate the development of assembly plants in Russia.
In the manufacture of domestic cars, automotive components produced in various countries of the world should be used, which will contribute to an increase in the technical level and quality of products, integration into the global automotive industry.
It is planned to reduce customs duties on technological equipment for the automotive industry that is not produced in the Russian Federation.
4.8. State support measures aimed at increasing the efficiency of production and the competitiveness of automotive equipment.
In order to develop the automotive industry, the Government of the Russian Federation intends to take measures to create conditions for the accelerated technical re-equipment of enterprises in this industry, contributing to:
· the formation of large corporations and companies in the production of cars and automotive components;
organization of an interdepartmental system for monitoring the technical level, safety, resource and other consumer properties of automotive equipment during operation;
· improvement of standardization and certification of automotive equipment and its components;
· creation of a database and monitoring of intersectoral scientific and technical developments, including dual-purpose ones, for use in the automotive industry;
· stimulation of works in the field of fundamental and applied researches;
· Creation of special economic zones (for example, the Kaliningrad region) for the organization of new and modernization of existing production of automobiles and automotive components;
· optimization of mobilization capacities of automotive enterprises;
· Creation of an effective infrastructure for information and scientific support;
· Formation of personnel potential in the industry that meets the needs of its development.
The priority measures of state support for the development of the domestic automotive industry are:
· Inclusion of the most important works aimed at creating new high-performance industries in the field of manufacturing automotive components in the current and developing federal target programs;
· development of the Russian-Belarusian program for the development of diesel automotive industry for 2003-2008;
· Assistance in the development of the system of financial leasing in the field of production and sale of motor vehicles for public use;
· development of normative acts that define the requirements for the disposal of retired vehicles and regulate the organization of their processing;
· Completion of the transfer of housing and communal facilities from the management of automotive industry enterprises to the management of local governments;
· assistance in the implementation of investment projects carried out on the territory of the Russian Federation with the participation of foreign automobile companies;
· the introduction of a system of motor transport insurance and civil liability, taking into account the age of vehicles;
· lowering the rates of customs duties on technological equipment, components, assemblies, assemblies, parts and components not produced in the Russian Federation;
· increase in import customs duties on cars and buses with a long service life;
· equalization of customs payments for legal entities and individuals when importing used cars into the customs territory of the Russian Federation;
Renovation of military-type automobile columns;
Purchase of domestic automotive equipment for state needs.
4.9. Measures to reduce the negative impact on the environment.
Automotive production is a source of environmental pollution. It is planned to significantly reduce emissions of pollutants into the environment by improving the most harmful technological processes, replacing obsolete equipment, delivery vehicles and recycling waste technological materials.
The expansion of the use of alternative types of vehicles, which primarily include natural gas and alcohol fuels, as well as the use of hydrogen and chemical sources energy for electric vehicles.
It is envisaged to improve the environmental performance of manufactured vehicles in 3 stages.
At the first stage of the implementation of the Concept (until 2004), it was supposed to optimize the design and manufacturing technology of automotive vehicles, streamline environmental regulations and organize the production of vehicles that meet the standards of the Inland Transport Committee of the United Nations Economic Commission for Europe (EURO-2, EURO-3).
At the second stage of the implementation of the Concept (until 2008) it is necessary to ensure the conformity of manufactured cars with the standards of the Inland Transport Committee of the United Nations Economic Commission for Europe (EURO-4).
At the third stage (until 2010) it is necessary to carry out the transition to electronic control of the operation of the engine and the car as a whole.
In order to improve the environmental safety of cars during their full life cycle, issues of legislative, organizational and technological support the entire procedure for the recycling of materials and structures.
It is necessary to ensure the creation of an interdepartmental system for monitoring the compliance of the safety of automotive equipment with the technical level in terms of ecology, safety, reliability and other consumer properties based on the organization of a testing system in the conditions of actual operation of vehicles.
5. Conclusion.
Obtaining the information necessary to conduct an in-depth analysis of the state and trends of the automotive industry is currently difficult, and fresh and reliable information is provided on terms of payment, often considerable, and available on the Internet and the media is often contradictory.
Nevertheless, a review of the state of affairs in the automotive industry suggests that work should be intensified to overcome the trend of declining business activity and falling production volumes. The combination of a reasonable pricing policy, a policy of generating income, financing and lending, as well as a preferential tax policy in relation to funds allocated for the development of production, is the key to stabilizing the production of vehicles and ensuring employment.
The tasks facing the automotive industry of the Russian Federation are complex and require efforts 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.
The effectiveness of the development of the motor transport industry will largely determine the effectiveness and pace of economic reforms.
The implementation of the Concept for the Development of the Russian Automotive Industry aimed at this will make it possible to create a competitive automotive industry integrated into the global automotive industry, ensure satisfaction of the growing effective demand for automotive equipment, increase the export potential of domestic engineering, and have a positive impact on the growth of tax revenues to the consolidated budget and deductions to off-budget funds.
10. List of used literature.
1. Barshev V., Veletminsky I. "Avtospor", " Russian newspaper» No. 104 (3773) dated 19.05.2005
2. Voronin V.V. "Economic Geography of the Russian Federation", Samara, 1997.
3. "The concept of the development of the automotive industry in Russia", #"#"> www.strana.ru.
4. Kuznetsov Yu.D., Kobylkovsky G.P. "Planning the development of the transport network in the economic region", M, 1975.
5. "On Amendments to the Customs Tariff of the Russian Federation in Relation to Automotive Components Imported for Industrial Assembly". Decree of the Government of the Russian Federation of March 29, 2005. "New laws and regulations", No. 16 of 2005
6. Pashkov V.I. "Automobile industry of Russia in 2002", "Automotive industry", 2003, No. 3.
7. Fashiev Kh.A., Kostin I.M. "Ensuring the competitiveness of trucks at the development stage.", Nab. Chelny, Publishing House of the Kama Polytechnic Institute, 2001.
8. Khmelev M. “Russian car factories lost to foreign cars”, “Izvestia” No. 77 of 05/12/2005.
According to RIA-Novosti on 06/06/2001, Russian President Vladimir Putin supported the idea of adopting a law that would speed up the formation of large automotive holdings, like Ruspromavto. The idea of creating Ruspromavto belongs to the head of the Siberian Aluminum group of companies, Oleg Deripaska. The holding organized on his initiative includes GAZ, PAZ, Likinsky bus factory, Yaroslavl Motor Plant and a number of other enterprises. According to Deputy Prime Minister Klebanov, 96% of enterprises in the automotive industry have been privatized, and the process of combining them into holdings should take place without the participation of the state.
According to the Ministry of Industry and Energy, in 2005, 180,000 cars will be assembled with the participation of foreign manufacturers. In 2004, 128 thousand were collected.
There are three criteria for determining the industrial assembly mode. Firstly, the period for which the cycle of welding, painting and body assembly should be adjusted. It is equal to 18 months for the current production and 30 months for the newly created ("green field"). Secondly, the capacity of the created production. It should be at least 25,000 vehicles per year with a two-shift operation. And, finally, thirdly, the volumes of imported components should be reduced 24 months after the start of the "assembly - welding - painting" cycle by 10 percent (and already without taking into account the "black" body), after 42 months - by another 10 percent and after 54 months - another 10 percent.
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Federal State Budgetary Educational Institution
higher professional education
Izhevsk State Technical University named after M.T. Kalashnikov"
Glazov Institute of Engineering and Economics (branch)
(GIEI (branch) FGBOU VPO "IzhGTU named after M.T. Kalashnikov")
Department of Economics and Management
in the discipline "Industry Economics"
on the topic: "The automotive industry"
Performed
2nd year student, gr. B4-523
I.V. Dementieva
Checked by teacher
HE. Shilyaeva
Glazov, 2013
Introduction
4. Global development of the industry
Conclusion
Bibliography
Introduction
Automotive industry (automobile industry)) is an industry that manufactures trackless vehicles (cars), mainly with internal combustion engines.
Includes under industries:
motor building;
production of components (the most important is the tire industry);
production of technological equipment (machine tool building and robot building);
Automotive industry? the leading branch of mechanical engineering in industrialized countries. In terms of production volume, as well as the value of fixed assets, it is the largest branch of engineering. Automotive products are widely used in all sectors of the national economy. In Russia, the automotive industry is an important branch of domestic engineering, it can have a decisive impact on the level of economic development of the country. The automotive industry today is one of the most science- and capital-intensive branches of engineering. Almost all engineering products are used in the automotive industry. All the "novelties" of science and technology are widely used in this industry. In the course of the subject “Location of productive forces”, the topic “Automotive industry” is especially relevant. This subject studies the principles and factors of the location of enterprises and resources, including natural ones, population migration, topical problems of our time, and if any state is able to locate enterprises of the automotive complex on its territory, this means that the country, first of all, , is able to finance such a capital-intensive industry or has established itself as a reliable partner that economically more stable states can give a loan.
The automotive industry is a branch of engineering that is constantly evolving. Now humanity lives in the so-called information society; The goal of information technology is to speed up the processing of information, and, consequently, to develop super-new machines with maximum speed and maximum convenience, and the automotive industry is the area in which only super-new information technologies are used. Taking into account the fact that recently the race between the world leaders in the industry has moved to a qualitatively new level due to the emergence of super-new technologies, the automotive industry is becoming more and more capital- and resource-intensive.
The development of maximum speeds, the achievement of a high level of comfort, the provision of vehicles with advanced achievements in information technology - these are the priorities of the modern automotive industry.
The purpose of this work is to study the automotive industry, to consider its development in Russia, in the world and in Udmurtia.
automotive industry russia global industry
1. The history of the formation of the automotive industry in Russia
Back in 1752, a self-taught serf inventor Leonty Shamshurenkov made a “self-running carriage.” In 1791, Russian mechanic and inventor Ivan Kulibin built a three-wheeled “scooter-carriage” with two driving wheels. In it, the inventor used a number of mechanisms that are used in modern tractors and cars: a gearbox, steering, brakes. There was no mechanical engine at that time, so the “scooter” and “self-running stroller” were set in motion by the muscular strength of a person. In 1830, the St. Petersburg master K. Yankevich developed a project for a steam car. crawler. As an engine on a frame 5 m long, there was a boiler with two steam engines. From each machine, through gears, rotation was transmitted to the drive wheels, which were engaged with the tracks. For tractors and cars, a relatively light and small engine was required. In 1879, the Russian engineer O.S. Kostovich built an internal combustion engine with a power of 59 kW, weighing 240 kg, running on gasoline. In 1889, B.A. Yakovlev organized the production of automobile kerosene engines. Yu.A. Meller, where an attempt was made to launch the production of Russian cars and even several cars were made.
The idea of creating a national car occupied the minds of leading representatives of the Russian technical intelligentsia, many of whom were educated, lived and worked abroad. One of them was the outstanding Russian auto designer Boris Grigoryevich Lutskoy, who in the early 1990s designed several internal combustion engines intended for self-propelled carriages.
According to contemporaries (1899), Lutskoy's engines could be "put on a par with the best gasoline engines." Since 1897, Lutskoy began to cooperate with engineer A. Altman, who owned a plant for the production of stationary engines near Berlin. Later this company was taken over by Daimler. As a leading designer of the German company "Daimler" B.G. Lutskoy created many models of cars and trucks, which were distinguished by the most advanced engineering and design solutions.
At the beginning of the 20th century, one of the most advanced St. Petersburg enterprises of its time, the P.A. Lessner signed an agreement with the Daimler company for the construction of licensed gasoline engines and cars. Lutskoy was appointed as a consultant to P.A. Lessner, where, with his participation, completely perfect, world-class cars were created and produced.
Automotive production at Lessner lasted from 1905 to 1910. During this period, several dozen cars were manufactured - cars, trucks, fire engines, and buses. So this production can be considered the first serial production of domestic automotive products. In 1908, after the closing of the First International Automobile Exhibition in St. Petersburg, at which JSC "Lessner" received the Great gold medal"For the establishment of automobile production in Russia", the magazine "Avtomobil" wrote: "... To the credit of this plant, one should attribute the fact that it actually builds its cars, and does not assemble them from foreign parts."
The automobile plant I.P. also stood out among the pioneers of the automotive industry in Russia with its advanced design solutions. Bubble. As a matter of fact, it was not even a factory, but a workshop, where in 1912 98 people worked. However, from 1911 to 1914 38 cars were produced on it. Ivan Petrovich Puzyrev himself designed and manufactured the transmission, engine, suspension, body of his cars, trying to create a particularly hardy structure for Russian roads. Puzyrev's car was equipped with an internal combustion engine in four cylinders with a power of 40 hp. At the same time, for the first time, he placed the gearbox control levers inside the body, while previously they were usually located outside. The clutch box was the first to use a system of constant meshing of gears.
A prominent place in the pre-revolutionary automotive history of our state belongs to the Russian-Baltic plant in Riga - thanks to the largest number of cars produced (about 800). The first attempts to produce cars on it date back to 1907, and at first imported parts were used, and from 1910 only their own ones were used. The main difficulty was the lack of steel of the required grades, necessary for the manufacture of automotive parts. As a result, the plant created its own steel production and mastered the production of even such parts as stamped frames, wheels, aluminum castings, and radiators. According to experts, Russo-Balt cars were distinguished by their elegant appearance and completeness of finish, which clearly surpassed clumsy models of foreign origin. However, despite numerous distinctive qualities, Russian cars have not received proper distribution. The main question was mainly whether Russia needed mass motorization at all. At the turn of the century, only a small number of people in Russia were well aware that this deafeningly shooting and shaking machine - the car - belongs to the future.
2. Current state of the automotive industry in Russia
With the beginning of market reforms in 1992, the Russian automotive industry fell into a period of protracted crisis. By the middle of the 1990s, the production of trucks decreased by 5.5 times, large-class buses by 10 times, cars by a third. A radical update of the production programs of Russian car factories turned out to be practically impossible due to the weak financial system (high cost of loans) and excessive pressure on the production of social spending, inherited by the auto industry from the time of the USSR, as well as obsolescence and physical deterioration of the excess production capacities that turned out to be excessive. As a result, even the AZLK and IZH plants, which produced more than 150,000 inexpensive cars that were less in demand on the market, stopped.
At the same time, industry leaders AVTOVAZ, GAZ and AMO ZIL were able to release new models in the 90s that allowed them to survive the most difficult phase of the crisis. After the default and devaluation of the ruble in 1998 Russian auto industry, like all domestic manufacturers, received a short respite, new models were mastered, but the negative trend of reducing the market share of domestic manufacturers continued. Most of the Russian automobile and engine factories were merged in the first half of the 2000s into the Ruspromavto holdings (now GAZ Group) and Severstal-auto (now Sollers). Since 2002, the assembly of foreign cars has been growing in Russia (in 2008 -- 618.2 thousand). With the mass opening of assembly plants of foreign companies, starting from 2009, their share in national production should increase even more despite the outbreak of the sales crisis. After 2010, Russia is expected to assemble over 1 million foreign-brand vehicles a year. In June 2011, an agreement on expanding the localization of production in Russia and other principles of cooperation with foreign companies was signed by the Government of the Russian Federation and Sollers-Ford, Volkswagen, General Motors and a consortium of AvtoVAZ, Renault-Nissan, IzhAvto, KamAZ and OAG.
In order to stimulate the Russian automotive industry in 2010, Russia launched a program to exchange old cars for new ones: when a car older than 10 years old is scrapped, the consumer will receive a certificate with a face value of 50 thousand rubles, which is counted when purchasing a new domestic car, including cars produced in the "industrial assembly. As a result of the scrappage program in 2010, an additional 376,000 vehicles were sold through it alone, and the market as a whole grew to 1.91 million cars and light commercial vehicles, which was 30% more than in 2009.
Russia is one of the 15 largest automakers. In 2008, the Russian automotive industry (according to ASM-Holding and OICA) produced 1.79 million vehicles (+7.4% compared to 2007), incl. 1.471 million cars and 256 thousand trucks were produced. In the same year, 132,000 cars and 45,000 trucks were exported from Russia for a total of $1.7 billion. Due to the economic crisis of 2008-2010, production fell sharply to 0.72 million in 2009 and recovered to 1.403 million in 2010 according to OICA. During the first half of 2011, production increased by another 76%. The share of the Russian market for cars assembled in Russia increased from 50% in 2009 to 70% in 2011. According to a statement by Prime Minister Putin in September 2011, it is planned that by 2016 Russia will become Europe's largest center for the production of cars, which should imply an annual output higher than in recent years, not only in Spain and France (2.3-3.5 million), but also in Germany (5.5-5.9 million).
3. Problems and prospects of the industry in Russia
The systemic problems in the automotive industry in Russia include:
· weak food package and low investment in production;
· low volume of production and small production capacities, technological backwardness of the industry;
· the practical absence of a modern automotive component industry. Low level of competition in the component market due to the small presence of international automakers. Low quality of Russian suppliers of components with a small scale of production by models;
Lack of a consistent tariff and customs policy
· the lack of a special policy to stimulate R&D and the low volume of its financing;
· imperfection of normative legal regulation;
· low level of investment attractiveness of Russian enterprises;
· low personnel potential and labor productivity.
This is especially evident in the example of the production of passenger cars.
The loss of a significant market share is associated not only with the low technical level of domestic vehicles, but also with a low level of investment in the development of new platforms and models, a limited number of models offered and options provided to consumers. If a domestic manufacturer produces 3-5 fixed configurations for each model, then a foreign manufacturer offers 5-10 configurations with the possibility of additional options and individual “building” of a car for each customer.
The organization of "industrial assembly" by leading foreign automakers, due to the small volume of production capacities, has not yet led to the creation of economically justified modern productions automotive components, despite their fulfillment of formal requirements for the level of localization.
Agreements signed with foreign manufacturers on the organization of "industrial assembly" of automotive components have not yet received proper development. The automotive components industry is too fragmented and basically consists of car factories, usually decommissioned and mostly characterized by outdated manufacturing equipment, and, as a rule, lack of intellectual property rights.
According to various estimates, no more than 5% of Russian enterprises producing automotive components comply with the requirements of the ISO / TS-16949 standard, which establishes specific requirements for quality management systems for automotive industry suppliers, as well as other requirements for quality and production organization.
In the modern sense, there is no Russian component industry. In many respects, it needs to be created almost anew, either independently, by restructuring automobile plants and based on the availability of raw materials, or with the involvement of foreign suppliers. However, only 12% of the world leaders in the component industry considered it necessary to open their business in Russia.
At the same time, constant pressure from Russia's international partners to open up the market will lead to the fact that the majority of foreign enterprises that produce a small amount of products will close, switching to direct imports.
The current state of the automotive industry in Russia, especially in the passenger car segment, despite the significance and degree of influence on the country's economy as a whole, can be characterized as critical. If current trends persist, if decisive comprehensive measures are not taken at the state level to stimulate the innovative development of the industry, the domestic automotive industry may completely degrade in 3-5 years.
At the moment, there is a strategy for the development of the automotive industry of the Russian Federation for the period up to 2020. Anticipating the growth of the automotive market and changing consumer preferences, in the Russian Federation since 2005, in order to attract investments from foreign automakers, an “industrial assembly” regime has been introduced, which provides for the phased localization of the production of automotive equipment and components in Russia. As a result, part of the direct import of automotive equipment was replaced by products manufactured in the Russian Federation.
4. Global development of the industry
The largest manufacturing companies (for 2010):
· Toyota (Japan) -- 8.56 million units.
· General Motors (USA) -- 8.48 million units.
· Volkswagen (Germany) - 7.34 million units.
Hyundai Motor ( South Korea) -- 5.76 million pieces
· Ford (USA) -- 4.99 million units.
· Nissan (Japan) -- 3.98 million units.
· Honda (Japan) -- 3.64 million units.
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 2010, China's production increased by 32.4% compared to 2009 and reached 18.26 million vehicles, including 11.6 million passenger cars, which made it possible to maintain the second consecutive year and consolidate the first place in the world (including in sales of passenger cars), very significantly ahead of the leaders (USA and Japan), who replaced each other in the past decades, and also ahead of all EU countries combined. It was assumed that in 2011 the Chinese auto industry will grow by another 10-15% and for the first time in the world history of auto production for any country will be able to exceed the production bar of 20 million cars.
With the onset of the global financial crisis in 2008, the global automotive industry, with the exception of China, 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. Similar loan requests were submitted to their national governments by automakers in Europe and Russia. According to PricewaterhouseCoopers, in 2009 the decline in global auto production could reach 14% (55 million).
In the early 2010s, as a result of the global financial crisis in the global automotive industry, a confident change of leading countries began, especially in relation to the previously excelled American auto industry, represented by the Big Three. Moreover, in its own market, the Big Three was first pushed back in the early 1980s. Japanese auto industry represented by Toyota, Nissan, Honda, Mitsubishi, etc., and at the end of the 20th century, European automakers, including concerns Volkswagen Group, Daimler, BMW, Renault, PSA Peugeot Citroen, FIAT, etc.
The total volume of car production in the world in 2009 amounted to 61.7 million (-12.8% compared to 2008). In 2010, the global auto industry began to emerge from the recession, so sales increased tentatively to 68.5-70 million vehicles against 51.3 million in 2009. In 2011, global sales may reach 75-85 million vehicles.
As a result of the earthquake and the tsunami that followed in 2011 in Japan, the assembly lines of car factories stopped for some time due to the resulting energy shortage. The export of Japanese cars and spare parts was also suspended due to the closure of the main seaports in the country. As a result, this led to the fact that Toyota, the former leader of the global automotive industry, fell back to third position at the end of the year (General Motors and Volkswagen group took the first places).
5. Development of the industry in Udmurtia
In Udmurtia there is a plant for the production of cars, it is located in Izhevsk-IzhAvto. It is the only car manufacturer in UR.
The emergence of the Izhevsk Automobile Plant was due to the fact that by the mid-60s, less than 150 thousand passenger cars were produced in the USSR per year. There were 4 personal cars per 1000 inhabitants of the country. In this regard, there was an urgent need for comfortable and available cars. Moreover, at that moment the country had an infrastructure that could potentially ensure the development of such a complex industry as the mass production of cars. This is the availability of: raw materials, industrial potential, large capacity of the domestic market, the appropriate level of scientific, engineering and technical personnel. Thus, there were all the prerequisites to solve the problem of building a plant that produces a mass passenger car at the level of world standards in the shortest possible time.
Izhevsk was chosen as a production site not by chance. The favorable geo-economic position of Udmurtia, as well as the concentration of large industrial and defense enterprises in the region, became decisive in the decision of the Presidium of the Supreme Soviet of the USSR on the location of the organization of a new automobile plant. So, in 1965, as part of the state enterprise IZHMASH, an automobile production was formed - branch No. 1.
The car plant was built in record time: in the middle of 1965, excavation, and already in December 1966, the first products appeared - MOSKVICH-408 cars. This model marked the beginning of the IZH brand, popular in the USSR and abroad. At the beginning and further up to 1967, all parts and components of the car were supplied by the AZLK plant (Moscow). Since 1967, the Izhevsk Automobile Plant has been mastering the production of its own developments. So, in 1967, MOSKVICH-412, designed in Izhevsk and being a development of the MOSKVICH-408 model, rolled off the assembly line. In 1971, the model range of the Izhevsk Automobile Plant was replenished with the COMBI model - the first "liftback" (or "notchback") in the USSR and the first light commercial vehicles in the back of a van and pickup truck in the USSR.
Simultaneously with the development of a new model range from 1967 to 1971, their own production lines were put into operation: pressing and welding, body painting installations, conveyor lines.
Throughout the 1990s, the automobile plant was in a protracted crisis, as it could not market conditions replace on their own the obsolete IZH-412 / -2125 / -2715 family, produced since 1967, with a new series of passenger cars and light commercial vehicles ORBIT (later ODA). The transition in 2000 to a new owner made it possible to improve the financial condition of the automobile plant and begin the development of a new model range of cars.
In a short period, the plant's staff introduces such models as ODA 4x4 (all-wheel drive version of the ODA hatchback), FABULA (station wagon based on ODA) as part of full-scale production, masters the production of LADA 2106 and LADA 2104 cars.
As part of the project for organizing a licensed assembly KIA cars started in 2004 deep modernization production and introduction of new technologies. At the same time, the plant made the transition to new standards of quality, organization and production management. However, due to the growth in 2008-2009 of the cost of car kits purchased for the production of KIA models, and the general decline in demand for cars, the Izhevsk Automobile Plant was forced to stop the assembly line in May 2009.
On May 4, 2010, an external management plan was approved, providing for the resumption of the plant's activities, leasing part of its property, measures to reduce the cost of work, collection of receivables, and the sale of part of the property not related to the main activity.
On August 3, 2010, the Izhevsk Automobile Plant began the reactivation of the equipment of the main production shops (stamping, welding, painting, assembling). At the end of August, the gradual filling of the technology for the production of LADA 2104 and IZH-27175 cars began.
September 7, 2010 Prime Minister of the Russian Federation Vladimir Putin, President - Chairman of the Board of Sberbank of Russia German Gref and President of AVTOVAZ OJSC Igor Komarov visited the Izhevsk Automobile Plant, which resumed car production, as part of a working visit to Udmurtia.
In April 2011, by order of OAG LLC, the production of LADA 2107 cars began at the car plant. Under this project, recruitment began and the plant switched to a two-shift operation, now more than 5,000 people work at the plant. Already in October, the 25,000th LADA 2107 car rolled off the assembly line of the enterprise.
In August 2011, the car plant team reached the target value in terms of production rate - the production of 10,000 cars per month.
On October 27, 2011, the transaction for the acquisition by AVTOVAZ of a 100% stake in United Automobile Group LLC took place. The transaction was made in accordance with the terms of the Memorandum of Understanding on the long-term development and modernization of IzhAvto, signed in December 2010 in the presence of the Prime Minister of the Russian Federation Vladimir Putin by the General Director of the Russian Technologies State Corporation Sergey Chemezov, the President of AvtoVAZ Igor Komarov and the President of Sberbank of Russia German Gref.
On April 17, 2012, the last car LADA 2107 rolled off the assembly line of the Izhevsk Automobile Plant. In total, 42.5 thousand classic anal sedans were produced in Izhevsk.
On July 25, 2012, the Izhevsk Automobile Plant officially began production of LADA Granta cars. The first to leave the assembly line were cars in the “standard” configuration, in September the Granta assembly in the "norm" package.
LADA Granta is produced in Izhevsk on a full cycle: welding, painting and assembly technology. The welding complex is capable of producing two types of bodies: sedan and hatchback. Chassis and body welding is carried out using 28 robots in an automatic line.
The quality assurance system at the production of LADA Granta in Izhevsk was developed in accordance with the requirements of international quality standards ISO 9000 and AVTOVAZ quality policy, which also takes into account the quality methods of the Renault-Nissan Alliance.
On September 17, 2012, the last car of the classic LADA family, the station wagon 2104, left the assembly line of the Izhevsk Automobile Plant. The history of the “classics” in Russia has ended. For 11 years (the production of LADA 2106 in Izhevsk started in 2001), the volume of production of the Izhevsk "classic" exceeded 380 thousand cars and 40 thousand disassembled series for export to the CIS countries.
In 2012, the Izhevsk Automobile Plant produced 48,573 vehicles, including 24,074 LADA Granta. The plans for 2013 include the production of 60,000 LADA Granta cars in the "standard" and "norm" configurations, as well as work to modernize and improve production efficiency.
The project for the development of the enterprise provides for the phased development of Renault and Nissan models - the potential total production volume at the Izhevsk site exceeds 300,000 vehicles per year.
Conclusion
Modern automotive industry is the leading branch of mechanical engineering industry in developed countries, affecting the processes of their economic development. The automotive industry gives impetus to the development of other industries, stimulates employment in the production of automotive equipment and its components. World experience shows that the presence of its own automotive industry is one of the main elements that ensure national security.
The automotive industry is a branch of engineering that is constantly evolving. Now humanity lives in the so-called information society; The goal of information technology is to speed up the processing of information, and, consequently, to develop super-new machines with maximum speed and maximum convenience, and the automotive industry is the area in which only super-new information technologies are used.
Bibliography
1. Basovsky L.E., Economy of the industry, Publisher: Infra-M, 2010
2. Magazine "Automaster"
3. The concept of development of national sectors of the Russian economy, Publisher: Astrakhan, 2008
4. Turevsky I.S. Economics of the industry (road transport) "INFRA-M", 2011.
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In order to survive in the fierce competition, the Russian auto industry needs fundamental changes. This thesis is confirmed by statistical and analytical studies of reputable organizations such as Avtostat. The current state of affairs does not suit either consumers or producers. According to VTsIOM, motorists drive mostly old domestic cars (until 2006) due to their availability. More modern models for their class are expensive, foreign ones are not available to most citizens.
Older auto enterprises lack modern technologies. New factories lack resources. Separate localized productions closely cooperate with global automotive brands, which allows them to create their own promising developments. Thanks to this, the ability to produce inexpensive and reliable equipment takes on a real shape.
Prospects for the development of the domestic auto industry
At the end of 2015, the Ministry of Industry of the Russian Federation, based on a study by the Boston Consulting Group (an international consulting company), developed the "Strategy for the development of the automotive industry for the period up to 2020". The program includes the following steps.
- The most complete saturation of the domestic market with domestic cars.
- Increase to the maximum share.
- Development of popular Russian brands in Russia and abroad.
- Production of key components, localization of production of the main products and equipment for all brands.
- Expansion of the patent base and R&D.
The developers of the "Strategy" see 4 possible scenarios for the development of the automotive industry: current vector, partnership, closed market, large exporter. The most realistic is the second way - "Partnership". It is this scenario that is taken as the basis of the state policy, under which the Russian auto industry should receive about 600 billion rubles. Unfortunately, this strategy does not give "tactical" measures, but it does show the expected results.
- from 60% to 20% in monetary terms.
- The production of domestic vehicles will amount to 2.38% of Russia's GDP.
- For every 1000 population of the Russian Federation, 363 people will purchase Russian cars.
- The number of accidents will decrease by 25-30%.
The document shows the volume of investments by years in the largest car factories: AvtoVAZ, Gaz, KAMAZ, Sollers. Taking into account the low attractiveness of the Russian auto industry for large investors, the shifts are obvious. Cooperation agreements were signed at VAZ with Sollers and Renault, at KamAZ with Daimler AG. In 2010, a Peugeot-Citroen and Mitsubishi Motors plant was opened in Kaluga, and Volkswagen launched the production of Skoda Fabia.
The history of the development of the Russian automobile industry
The beginning of the history of the automotive industry in the Russian Empire dates back to the end of the 19th century. The technical novelty did not receive recognition among the nobility. Domestic developments almost ceased, resuming only in 1917 at a wagon factory in Riga. Here they assembled products, first on the basis of imported components, and later - of their own production.
With the outbreak of the First World War, the government financed money for the construction of automobile enterprises in Yaroslavl and Moscow (AMO). During the war, the Riga Automobile Plant switched to the production of aircraft and missiles. His specialization was used in the USSR in the space industry. The first Soviet passenger car was produced at AMO in 1924. Model F15 was far from world standards. The plant reconstructed and mastered the production of trucks of the US corporation Ford Motor. In the period 1931-33, it became known as ZIS. Further development ZIS received during World War II. He was taken to the Urals, where UlZiS and UralZiS were formed.
By license Ford Motor trucks and cars began to be produced in Gorky (now Nizhny Novgorod). The GAZ plant showed great productivity, its products were used to equip the Soviet army. At the same time, during the war, design developments of a passenger car were carried out. They ended with the release of an excellent, one-of-a-kind, Pobeda. This car raised the reputation of the USSR automotive industry. Interest in it turned out to be so high that export models were created. And they were sold abroad - it was a breakthrough!
The subsequent stages in the development of the automobile industry of the USSR fall on the middle of the last century. Automobile plants VAZ, GAZ, MAZ, KrAZ, KamAZ, ZIL, UAZ appeared. Of these, today enterprises on the Volga (VAZ, KamAZ, UAZ), in Nizhny Novgorod (GAZ) operate on the territory of the Russian Federation. Soviet cars make up two-thirds of all cars in the country. These are Volga, Oka, Niva, Moskvich, Zhiguli, Zaporozhets. Trucks of the KamAZ, MAZ, KrAZ, ZIL brands are known and enjoy well-deserved popularity not only in the domestic market, but also far beyond the borders of Russia. Machines have undeniable advantages:
- cars are reliable and frost-resistant;
- equipment is provided inexpensively maintenance and spare parts;
- high cross-country ability of vehicles is due to the conditions of their operation on difficult roads in Russia;
- low, in comparison with foreign analogues, the cost of cars.
And further. Despite the unsightly appearance, domestic passenger cars are distinguished by amazing vitality. The indefatigable "Victory", the fast beauty "Volga", the old, reliable hard workers "Moskvich" and "Zhiguli". This means that the Russian auto industry, which is now associated with low quality, could achieve high success. The industry needed and. Instead, there was an irreparable failure of 1990-2000.
The current state of the Russian automotive industry
AvtoVAZ, GAZ, KamAZ operate from the old large automobile plants in the Russian Federation. Over the past 10 years, joint ventures have opened with various foreign companies.
The backlog of the Russian auto industry in the production of passenger vehicles is compensated by the production of heavy buses and special equipment.
AvtoVAZ is actively developing, improving its Lada. In 2015, a Lada car dealership was opened in Hungary. The Lipetsk Automobile Plant produces buses. The well-deserved "Paziki" have turned into modern low-floor buses of the PAZ brand. In the production of agricultural machinery and big buses GolAZ specializes. Heavy Urals continue to roll off the UralAZ conveyors. The first private company in the Russian Federation, AK DERWAYS, appeared in 2002 in the North Caucasus.
| Type of vehicle | The state of domestic production | Comparison at the end of 2013 (OICA data) |
| Heavy buses | Championship in Europe. | 173,148 units - China 23,107 units - Russia 12 460 - European Union |
| special equipment, | The brand is popular in the Russian Federation and the world: trucks, trunk lines, military equipment. | Its factories are located in Kazakhstan, Ethiopia, Pakistan, Vietnam. The KamAZ truck is a repeated winner of the Dakar. |
| Light sector | GAZelle, Sable, Sadko, Volga are widely used for commercial and industrial purposes. | |
| SUVs | All-wheel drive UAZs are actively working in the army, units of the Ministry of Emergency Situations, the Ministry of Internal Affairs. |
Trends in the development of Russian automotive production
The growth in the production of domestic cars began in 2010, however, at an insignificant pace. The main direction of development is the production strategy of foreign models. There was a joint development of Chevrolet-Niva. Foreign concerns are building their car factories on the territory of the Russian Federation. Examples are Ford Motor Company, Sollers-Naberezhnye Chelny. Foreign passenger vehicles of the brands BMW, Chevrolet, Hummer, Kia are assembled at Avtotor in the Kaliningrad region.
Our products are competitive with . Its export has become possible, and there are prospects in this direction. It is necessary to study and intensively occupy free large markets. Deliveries to Vietnam, Iran, Algeria will amount to 15, 30 and 22 thousand units of chassis and bodies by 2020, respectively. The expansion of exports can contribute to the recovery and sustainable development of the domestic auto industry.
As part of the "Strategy", it is planned to raise employment in the industry from 0.8% to the level of advanced "automobile" countries. In the EU, it averages 2%. Good prospects for the automotive industry are seen by specialists in the practice of introducing special investment contracts. A chance for the development of the industry in Russia also gives a reduction in the production of foreign cars.
