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Trends, problems and prospects for the development of foreign and Russian passenger car marketsAndlei
Significance automotive industry in the effective development of the modern economy and the trends of this development are determined by the place of road transport in the infrastructure of the national economy. Thus, the leading countries in the global automotive industry, in general, occupy leading positions in terms of the level and indicators of socio-economic development. The automotive industry has a direct impact on scientific and technological progress in the country, and is also a specific indicator of the living standards of the population based on such a parameter as solvency.
The automotive industry is an industry that is an indicator that determines the constancy of social and economic development in all industrialized countries, in most countries with developing economies, as well as in Russia. Up to 25-30% of the economic growth of the leading countries, in certain periods of history, accounted for the automotive industry.
It should be noted that the automotive industry is a fairly wide area, which is one of the main and permanent consumers of products from many other industries. Such as the electrical, petrochemical, textile, machine tool industries, as well as ferrous and non-ferrous metallurgy. The progress of the global automotive industry demonstrates a significant growth in multiplicative sectors of the economy, as well as a constant growth in employment.
The role of the automotive industry at the macroeconomic level is closely related to the strengthening and stabilization of the monetary system, identifying the demand for the needs of these products for the industry as a whole. Simultaneous indicators of a large volume of output and, at the same time, a high level of production technologies - all these are indicators of the advantages of the automotive industry in the material sphere of any developed country. The conjuncture of the national domestic car market is the main indicator of the country's well-being, as well as a powerful indicator of market relations in the modern economic system.
The development of the industry is facilitated by the ever-increasing need of people and society for cars, the production of which stimulates further development other industries and the national economy. This implies the overall economic development of the country, so a 1% increase in the automotive industry will give a 1.5% increase in the country's GDP.
The share of the automotive industry in the GDP of industrialized countries is different: from 5% in the USA and France, and up to 10% in Japan and Germany. In Russia, this indicator was not higher than 2.5%, while domestic automotive production lags even behind small automobile manufacturers of foreign countries, such as Spain, Italy, Great Britain, etc.
An important factor is also the fact that the automotive industry determines a high share of employment of the able-bodied population in those countries where cars are produced, serviced, and sold. At the same time, countries that produce cars provide countries with which they have bilateral cooperation agreements with additional jobs. In particular, this share of employment of the working population is growing due to the attraction of people to related industries that support the automotive industry.
Thus, in the US, about 12.5 million people are employed in the automotive industry, as well as in related industries, that is, one in six is employed in this industry. In Russia, despite a slight decline, about 1.7 million people out of 70 million of the able-bodied population are employed in this industry, while tax revenues from the activities of automotive enterprises to the budget amount to 2.5-3% of the total.
The development of the automotive industry is closely related to scientific and technological progress: the development of the entire automotive industry is based on the knowledge and achievements of applied and fundamental sciences. The automotive industry both develops advanced innovations in technologies and is an active consumer of them. The creation of the latest models requires various innovative research, technological and technical innovations. At the same time, the release of technologically complex products is accompanied by a number of requirements from the legislative side and from the market. This makes it possible to carry out research and development activities.
Today, the automotive industry is the leading branch of engineering in the economy of industrialized countries. This is evidenced by a number of factors:
Firstly, the need of people to purchase cars for personal economic tasks is growing daily;
Secondly, the automotive industry is characterized by high science intensity and high technology. Various industries, enterprises and organizations that carry out its numerous orders are in close relationship with it. Innovations and new technologies that are introduced and developed in the automotive industry lead to the improvement of production, and then there is a rise in the entire automotive industry and the economy as a whole;
Thirdly, this industry in all industrialized countries is one of the most productive sectors of the national economy, it contributes to the growth of internal and external trade, replenishes the budget, bringing significant income from sales;
Fourthly, the automotive industry is, of course, a strategically important industry, its development contributes to the growth of the country's economic strength and independence. Large-scale use of advanced designs automotive technology in the army, no doubt, contributes to the growth of the country's defense power and ensures its high status in the international arena. In general, all these factors make it possible to consider the automotive industry as an industry that occupies one of the leading positions in the global economy.
The automobile industry became the parent of mass production of consumer goods about a century ago. The automobile industry first appeared in Germany and France, but it began to develop actively in the United States thanks to such an innovation by Henry Ford as the assembly line. Moreover, for a long time, the automotive industry was in the lead compared to other industries in terms of the degree of organization of the production process. Subsequently, it was called "the industry of industries ». By the way, this same industry was the first to feel the mass dissatisfaction of buyers when, in the 1960s, American consumers considered national cars not safe enough. And it was the first to come under strict control and regulation by the state: starting from the ecology of production and ending with issues of antimonopoly policy.
In our time, the automotive industry has taken into account all the experience and mistakes of the production of the past century and concentrated in itself the most advanced technologies for mass production and marketing.
The main trend of the beginning of the new century can be considered the slow reduction of Western (USA, Europe) markets in the global auto industry. The recent economic crisis revealed that the formed redundancy of the markets of these countries determines the constant overproduction of vehicles and TNCs in industrialized countries experience significant losses. It is for this reason that representatives of the Asian region begin to occupy more and more prominent positions in the ranking of the main TNCs. Under the current conditions, the fundamental moment for large TNCs in Western countries is not the reduction of production costs and its redistribution to gradually developing regions, as before, but the creation of significantly new transport and logistics schemes, the combination of developments and scientific potential and, ultimately, the creation of global mobile auto complexes.
In this period, one of the central features of the development of the globalization of the world automotive industry is an accelerated decrease in the number of manufacturers, as part of their unification and transnationalization of production. The main indicators of the survival of companies in modern conditions are: 1) the possibility of simultaneous effective operation in several markets; 2) competitiveness and financial stability; 3) the neoclassical scheme for organizing the production of automobiles.
The main trends in the globalization of the modern automotive industry are:
1) a significant increase in the optimal volumes of manufacturing products for the automotive industry;
2) investment by large car manufacturers in the development production capacity located in developing countries;
3) growth in sales of cars running on alternative fuels;
4) standardization and unification of everything model range;
5) the emergence of "flexible production" in the automotive industry.
The change in preferences of the consumer market led to a significant change in the foreign trade turnover of the automotive industry between countries. Large international alliances of world automakers began to be actively created. The transnationality index of TNCs, leaders in the automotive industry, has grown significantly. The active growth of sales of Asian car brands in the EU and US markets continues. There is an emergence and active development of a new direction in the automotive industry - the creation of a "budget" car.
Most of the world's major automakers were forced, under the influence of the financial and economic crisis of 2008-2009, to abandon the strategy of active development and, forcibly, resort to a survival strategy. At the same time, some players in the automotive market hoped for the active participation of the state. Others relied almost exclusively on market mechanisms. At the same time, the main number of anti-crisis measures was reduced to solving economic difficulties automobile companies, through the implementation of financial assistance .
Despite the intensifying processes of globalization in the global automotive market, some countries have managed to maintain their leading competitive positions in this market. Of particular importance in the face of fierce competition are the established traditions in the automotive industry of a particular country.
From the beginning of the 2000s to the present moment, the automotive industry has been developing most actively in China. The size of the Chinese automobile market in 2009 amounted to 10.4 million units, which is 54.1% more than in 2008. In 2015, China's car market grew to 25.7 million vehicles.
Nevertheless, the American auto industry (already about 100 years old), represented by the Big Three (Chrysler Group LLC, General Motors, Ford motor Company), and since the 1980s. Japanese car industry, the leaders of which are Toyota, Nissan, Honda, etc. The production of Japanese cars in the world in 2015 reached 9.77 million units, which exceeds the figure for 2014 by 5.1% (in 2014 - 9.27 million . things). Japanese export cars in 2015 it was equal to 4.57 million units, in 2014 - and 4.46 million cars, the growth rate was 3.5%. The share of exports of Japanese passenger cars in total production increased from 45.7% to 49.3% over the period. In 2015, the United States became the main importer of Japanese cars - 1.6 million units, which is 35% higher than in 2014; European countries - 735.5 thousand pieces (by 16.1%), the Middle East region - 684.9 thousand pieces (by 15%), and Asian countries - 529.3 thousand pieces (by 11.6%).
The directions of development that have taken shape in the global automotive industry in recent years have not changed - the world's main producers have been actively moving their capacities to the territories of countries with cheap labor. This trend - the growth in the location of factories in the territory of developing countries - will not slow down. Emerging sales markets will be the center of the struggle of the main manufacturers - the leaders of the global auto industry.
In the context of globalization, at the present stage, intense competition is strongly manifested, a high growth rate of R&D costs, as well as a decrease in sales in already established markets in industrialized countries. The American, European and Japanese markets (80% of world car sales) have already lost their growth rates. Over the period from 2000-2015, the volume of car production increased by 32%, while its geography was characterized by the fact that in the 5 largest producing countries (USA, Japan, Germany, France and Italy) it retained the same size of 33.5 million tons. cars, and their share in world production decreased from 73 to 58%.
While the central world markets are stagnant, developing countries such as China, Korea, India and Mexico are pulling ahead. At the same time, a number of "minor", in the recent past, producers, such as Canada, Spain, Belgium, are expanding their production. .
In the future, a moderate increase in world car production will be carried out precisely at the expense of emerging markets. The prerequisites for this will be the effective investment policy of the countries, their geographical location, relatively cheap labor and a sufficiently capacious domestic market.
World sales of passenger cars in 2016 amounted to 89.8 million cars, which is 2.5% higher than in 2015 (the lowest growth in 2014-2015 was 1.5%) (Table 1). North American passenger car sales increased by 2.5% to 20.6 million units in 2016, driven by the continued recovery in the US market, where sales reached 18.0 million units (up 2.9%).
Passenger car sales in China rose 5.3% to 25.7 million in 2016. However, despite greater access to credit, expansion of dealer networks, and scrappage programs to stimulate sales, growth in passenger car sales declined (5.6% growth in 2014-2015), following a slowdown in the overall Chinese economy. In general, at present and in the foreseeable future, China's position in the global automotive industry will be significantly strengthened. It is expected that by 2020 China's share in world car production will reach 29% (in absolute terms - 34.7 million units) .
economic car market
Table 1. Sales of passenger cars in the world (by region), million units
|
Country, region |
||||||
|
Western Europe |
||||||
|
World at large |
Car sales in 2016 in Western Europe amounted to 13.5 million cars, which is 2.3% higher than in 2015. High growth rates can be observed in 2016 in India - 7.1% compared to 2015, and at the end of the period, sales of passenger cars in the country amounted to 3.0 million cars.
In 2015-2016, there was a decrease in sales in Russia by 36% compared to 2014 to 1.6 million units, which is two times less compared to 2012. The reasons for these changes are the ongoing effects of low oil prices, the economic sanctions imposed by Western countries on the Russian economy, and the magnitude of the ruble exchange rate.
Thus, the industry is slowly recovering from the global financial and economic crisis, while development around the world has slowed down, including against the backdrop of uncertainty in Russia and South America. At present, the automotive industry has concentrated the most advanced technologies for mass production and marketing. No other type of product has such circulation in the secondary market as cars. It is in this industry that some of the strongest trade marks peace.
Today, transnational corporations are the foundation of the economy of most developed countries, the leading force in their development and efficiency improvement. A distinctive feature of the automotive market of the European Union is, first of all, a high degree of local competition between manufacturers, led by the largest automotive giants Volkswagen AG and PSA (manufacturer of Peugeot and Citroёn).
Japanese corporations, which once conquered the markets of Asia and North America, are now very cautiously making their way to the markets of Europe. Meanwhile, Japan ranks second in the world in terms of the importance of the automotive industry in the national economy (53%), second only to the United States (89%). Toyota Motor Corporation (hereinafter referred to as Toyota) is not only the most successful automaker in its homeland, but also holds the position of the largest in the world for the fifth year in a row. automobile concern.
In 2015 German manufacturer Volkswagen has overtaken Toyota, the world's leading car manufacturer, in terms of sales. Volumes Volkswagen sales in the first half of 2015 amounted to 5.04 million cars, while Toyota sold 5.02 million cars during the same period. There were a number of reasons for this. First, the drop in sales Toyota was due to a decrease in demand for cars in China. Secondly, even despite a number of advantages that the company received after the weakening of the Japanese yen, it was still unable to generate benefits in Europe.
Nevertheless, Toyota again took the lead in the global car market, and in 2015 its total sales amounted to about 10 million cars, while Volkswagen sold 9.93 million cars. In 2016, these figures were 10.2 and 10.1 million cars, respectively (Table 2).
Table 2. Top 10 largest automotive companies in the world, 2016
|
Company |
Volume of sales, |
Number of employees, thousand people |
|||
|
Volkswagen Group |
Germany |
||||
|
Renault-Nissan Alliance |
France, Japan |
||||
|
Hyundai Motor Group |
South Korea |
||||
|
Italy, USA |
|||||
|
PSA Peugeot-Citroen |
|||||
The ranking of countries in terms of car sales may change in the next decade. The BRICS countries represent the greatest potential. The markets of the BRICS countries will rise higher in the rating. Russia has less potential in this row, if you look at such indicators as the number of cars per thousand people, GDP per capita, and macroeconomic forecasts of experts.
The main trends in the development of the Russian automotive market at the present stage are:
1. Currently, the Russian automotive market is recovering from the financial crisis both in quantitative and monetary terms.
2. The biggest source of market growth are models of the budget segment, the demand for which is growing at the highest rate.
3. About a third of the cars produced in Russia are "Russian foreign cars", i.e. foreign cars assembled at factories in Russia.
4. Higher customs duties, the depreciation of the ruble and subsidized rates on loans for the purchase of Russian-made cars have significantly increased the share of cars assembled in Russia in total sales.
As noted above, in 2015 the decrease in sales in the Russian passenger car market was 36.0% compared to 2014 (Table 3). Sales decreased by 890 thousand units.
Table 3. Top 10 automotive companies by sales in the Russian Federation, thousand units
|
Company |
Absolute deviation |
Growth rate, % |
|||
In terms of sales of specific car brands, Lada is the leader in the Russian market. For the period 2014-2015. the decrease in brand sales amounted to 31%, to 269.1 thousand cars. This was partly helped by the recent launch of sales new series Vesta. At the same time, the company suffered as a result of reduced sales of Kalina, which was forced out of the market by Granta, as a cheaper entry-level model. Granta has become the most popular and best-selling car in Russia, ahead of the previously leading Kia Rio and Hyundai Solaris.
The second place belongs to Kia - sales in the Russian market amounted to 163.5 thousand units, which is 16.5% lower than in 2014, while Rio became the leader. Hyundai is in third place on the leaderboard. It turned out to be more stable in terms of the overall decline in sales volumes in the Russian market in 2015, its sales reached 161.2 thousand cars, a decrease of 10.1% compared to the previous year. This is due to the rather high performance of the second leading model in Russia in 2015, Solaris. Sales of this model decreased over the specified period by 1224 units and amounted to 115.9 thousand cars. Renault sales decreased by 38.1%. Toyota came in fifth with an even bigger drop in sales than the overall market, down 39.4% to 98.1k units, with the Camry and RAV4 leading the pack.
The contraction of the Russian passenger car market began to pick up pace in 2015, despite numerous government stimulus plans: vehicle scrappage programs, subsidized loans for the purchase of vehicles, and direct targeted financial assistance to manufacturers and suppliers. The Russian economy continues to struggle with the negative factors that emerged in 2014 and continued to be active in 2015. These factors significantly offset the actions that the government was trying to implement in order to revitalize the car market, and did not contribute to positive growth. The situation, when in such a difficult competitive environment, manufacturers and suppliers change their investment strategies, could not but affect the country's largest automotive giant, AvtoVAZ. This company has launched sales of new Vesta and XRAY models. In 2017-2018 a gradual revival of the company is predicted, which may last until the end of the decade. Thus, JSC AvtoVAZ has developed its own development program until 2020, in which it predicts a two-fold increase in sales volume - up to 1 million cars per year to maintain AvtoVAZ's leading position in the domestic market (at least 25%).
According to the proposed development program, which was presented by the Ministry of Industry and Trade of the Russian Federation, by 2020, the AvtoVAZ plant is expected to significantly improve the quality of cars produced. At the same time, it is planned to achieve a level of labor productivity that would be comparable to the leading international automotive companies. The tasks set can be solved through technical and technological innovations. To achieve these goals, investments in the amount of 183.5 billion rubles are planned, which will be mastered by the development and implementation of technical and technological innovations. By 2020, it is planned to put nine new models into production and increase its volume to 1.2 million cars. in year .
In general, the main purpose of the “Strategy for the development of the automotive industry for the period up to 2020” formulated in Russia is - maximizing the added value produced in the domestic automotive industry, with sufficient selection and quality of products.
One of the promising ways to increase the competitiveness of the domestic automotive industry is to expand cooperation in the BRICS format, including through Russia's participation in international value-added production chains.
Thus, a new approach to technical development automobiles, separate technologies and innovations in the organization of production are being introduced. These scientific and technological trends are expressed in reducing fuel consumption and reducing harmful emissions, the appearance of an ultralight car, improving safety, quality, reliability and durability, as well as in the creation of intelligent road and road systems.
Table 4. Goals for the development of the Russian automotive industry for the period up to 2020
|
2020: Maximization of the value added created in Russia at all stages of the value chain (from the current level of ~23% to the level of 45-50% in 2020) |
||||
|
Automakers: 1. Maximum provision of domestic demand through domestic production; 2. The highest share of exports; 3. Maintenance and development of domestic brands that have a positive image in Russia and abroad. |
Suppliers: 1. Availability of production of key components and sufficient raw material base in Russia; 2. Maximum concentration of production of components and cars of all automakers; 3. High level of concentration to exploit economies of scale; 4. Achieving a global cost advantage in the production of components. |
|||
|
Intellectual property: Availability of own R&D base and patent base for the main elements / components of industrial solutions. |
||||
|
Scenarios for the development of the automotive industry: |
||||
|
"Current Vector" |
"Partnership" |
"Major exporter" |
"Closed Market" |
|
|
continuation of existing trends in the automotive market without significant changes |
restructuring of the automotive industry in order to increase the ability of the Russian automotive industry to meet domestic market demand |
the emergence of the Russian automotive industry to the level of global competitiveness due to its restructuring, large investments in the modernization of Russian assets and R&D, as well as some tightening of customs measures for imports in the domestic market |
the introduction of protective measures to protect against imports of the domestic market, as well as the significant participation of the state in the development of the automotive industry |
In the automotive industry, new, modern trends are:
Reducing production costs and, as a result, the price of the car itself. At the same time, the cost of new design developments and the introduction of new technologies are growing, as consumer demands are growing and new, more serious legislative acts are entrusted;
In the context of creating the car of the future, competition for leadership in the global market is intensifying, as well as the integration of car manufacturers and component suppliers is increasing;
Specialization of scientific research and production, based on MRI (the head enterprise currently produces only 35-50% of parts, components and assemblies, the rest goes to the assembly plant as part of cooperation).
It is predicted that by 2030 the volume of the global automotive market will increase by 40-45% compared to the current level and reach sales of 125-130 million cars, of which 75% will be passenger cars and 25% commercial. The leading role is assigned to China, the volume of sales of the automobile market of which will grow to 40 million cars in 15 years. Significant growth is possible in the markets of India, Brazil and some Asian countries. The qualitative structure of the car market will begin to change. Cars will become more accessible to an increasing number of consumers and the so-called update mode will appear, when each new generation of cars will have more and more “gadget” functions that will be difficult to reproduce on the previous model.
Literature
1. Bereza A.I. The main trends in the development of the automotive market in 2015-2016 [Electronic resource] / A.I. Birch // Economy and society. - 2016. - No. 3 (22). - Access mode: http://iupr.ru
2. Ershova N.V. Peculiarities of the Japanese business approach to investment projects in Russia: Ph.D. dis. cand. economy Sciences / N.V. Ershov. - Moscow, 2013. - 26 p.
3. Klepitskaya S.O. Transnational corporations as a factor in the globalization of the world economy / S.O. Klepitskaya, K.E. Tyupakov // Scientific support of the agro-industrial complex: Sat. tr. scientific-practical. conf. - Krasnodar: KubGAU, 2016. - S. 1037-1038.
4. Kondratiev V.B. Automotive industry: Crisis and innovations / V.B. Kondratiev // World economy and international relations. - 2014. - No. 3. - S. 12-21.
5. Korolev P.A. Competitive strategies of transnational corporations of Japan in the world car market: author. dis. cand. economy Sciences /. P.A. Korolev. - Moscow. - 2014. -26 p.
6. Mazilkina E.I. Management of competitiveness: textbook. allowance / E.I. Mazilkina, G.G. Panichkina - M.: OMEGA-L, 2009. - 328 p.
7. Melnikov A.B. Formation of the concept of food security in Russia / A.B. Melnikov, V.V. Sidorenko, I.V. Snimshchikova, P.V. Mikhailushkin // Economics of agriculture in Russia. - 2016. - No. 12. - S. 2-7.
8. Melnikov A.B. The role of transnational corporations in the modern world economy / A.B. Melnikov, E.E. Dudinova // Russian economic model-2: dynamics and contexts: Sat. tr. scientific-practical. conf. - Krasnodar: KubGAU, 2013. - S. 388-395.
9. World economy: textbook. allowance / I.V. Snimshchikova, K.E. Tyupakov, L.A. Belova; ed. A.B. Melnikov. - Krasnodar: KubGAU, 2009. - 404 p.
10. Modernization of Russia: problems and ways to solve them: coll. monograph / Nigmatulin R.I., Chuev, A.V., Abramov M.D. etc. - M.: Publishing House of ANO "Expert and Analytical Center for Modernization and Technological Development of the Economy", 2012. - 541 p.
11. Morzharetto I.A. Deferred demand / I.A. Morzharetto // Driving. - 2014. - No. 3. -14 s.
12. Nelina N.I. Features of the functioning of transnational corporations in the world economy [Electronic resource] / N.I. Nelina, N.V. Falina // Economy and society. - 2015. - No. 2-3 (15). - S. 892-895. - Access mode: http://iupr.ru
13. Russian economic model-6 scenarios of the future: collective monograph / ed. ed. A.I. Trubilina, V.I. Gaiduk. - Krasnodar: Enlightenment-South, 2016. - 498 p.
14. Samokhvalova E.K. Economic consequences of Russia's accession to the WTO [Electronic resource] / E.K. Samokhvalova, N.V. Falina // Economy and society. - 2016. - No. 1 (20). - S. 839-844. - Access mode: http://iupr.ru
15. Snimshchikova I.V. Transnationalization as an objective factor in the globalization of the Russian consumer market / I.V. Snimshchikova, M.M. Lazgiev \\ Humanitarian, socio-economic and social sciences. Krasnodar: Publishing House "Science and Education", 2015. - S. 341-345.
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If you look today at how the automotive industry developed in the middle and even the end of the last century, you can notice significant differences with the current policy of automakers. Greater competition, high customer demands, stricter environmental standards and the desire to reduce the cost of developing new models create certain conditions for the existence and development of global brands. Let's try to figure out what are the main trends inherent in a modern car manufacturer, what awaits us in the near future and what factors determine the direction of development of car companies.
Construction of factories in other countries
In the last 15-20 years, it has become almost a tradition for automakers to establish production popular models in another country or even on another continent. This is done for economic reasons. Why grow potatoes in Lida and then bring them to sell in Molodechno, when you can buy a vegetable garden near Molodechno and grow them there? And if in Molodechno there is cheaper labor and a high tax on products imported from other regions, then there is no doubt about the profitability of transferring the production of goods “closer to the buyer”.
Thus, the Koreans today produce their Kia Ceed, Kia Sportage and Hyundai ix35 in Slovakia (Zilina). These models are very popular in Europe, so they are "grown" in the very center of the Old World.
Volkswagen today has assembly plants in 15 countries around the world. In the past few years, the leaders of the largest auto concerns have directed significant funds to build a large number of factories in China, since the Chinese market is currently the fastest growing and not a single brand wants to miss the opportunity to get their piece of the “Chinese pie”.
More than 70% of SUVs produced worldwide leave the assembly line in the United States, since North America is the main market for this segment. Three out of five off-road BMWs and Mercedes are bought by new residents of America, which is why their production has been established there.
Similar design models from different manufacturers
Surely many of our readers have noticed that recently there are fewer and fewer bright, eye-catching models. Faceless cars are not only due to the fact that "there is nothing else to think of." The similarity of exteriors (and interiors too) of cars from different companies is the result of the transition of designers from one company to another. Thus, the former designer of the Italian Alfa Romeo Andreas Zapatinas moved to Subaru in 2002 and pioneered a new style that was first applied to the B9 Tribeca SUV. Look at the back of the car: aren't those narrow taillights and side stampings we've seen on Alfa Romeo station wagons?
The design of the Subaru B9 Tribeca was developed by a former Alfa Romeo employee, which can be clearly seen from the rear lighting and the side of the SUV.
Some manufacturers specifically make their models look like others. This is especially true for Asian cars (not only Chinese) business and executive classes. For example, prestigious hyundai sedan Genesis resembles three (and different in design) representatives of the F segment at once - the BMW 7-Series, Mercedes S-Class and Lexus LS. Interestingly, this practice has had fairly successful results: buyers like their car to look like a more expensive car. Such specimens are in greatest demand in developing countries.
Hyundai Genesis resembles several models of Mercedes, BMW and Lexus at once
A large number of co-platformers in one company
In order to expand the range as much as possible, while spending minimum funds, manufacturers create universal platforms, on which almost half of the model range is then based. For comparison: on the chassis of the Volkswagen Golf II, only two models were created within the company (Golf and Jetta), and eight different modifications of Volkswagen were simultaneously produced on the basis of the fifth Golf.
If earlier, when creating a new generation of a particular model, the manufacturer always created a new platform, today one chassis can serve two or even three generations of a car. A vivid example of this is the latest Passat, which is structurally almost the same as the B6. Ten years ago, this would have been called an ordinary restyling, but Volkswagen marketers confidently prove that a completely new model has been released. Well, let's not argue with marketers. Yourself is more expensive.
When creating the new Volkswagen Passat, the Germans used the same platform. The design of the novelty also echoes the B6
One platform for multiple manufacturers
Today, often several manufacturers jointly create a platform and then build their own models on it. This is quite profitable, since creating a new chassis alone is quite expensive pleasure which not every brand can afford. Moreover, such solutions find a place not only within large concerns, but also among manufacturers belonging to various auto giants.
These three hatchbacks are built on a platform jointly developed by PSA and Toyota.
In 2006, a trinity of A-class entered the European market - Peugeot 107, Citroen C1 and Toyota Aygo. Three hatchbacks were built on a platform that was created by engineers from two concerns (PSA and Toyota Motors). Of course, universal bases for cars are also widely used within companies: the number of cars built on the Volkswagen Golf V chassis is amazing.
The Renault-Nissan Alliance also uses a universal platform for a large number of models. Moreover, cars built on the B platform belong to different classes.
The Renault-Nissan concern also has a “chassis for all occasions”, which is called the B platform. Nissan Micra, Nissan Cube, Nissan Note, Nissan Juke, Renault Clio, Renault Modus, Renault Twingo, Dacia Logan, Dacia Sandero and others are built on this platform. This trend may lead to the fact that one day the world's automotive manufacturers will have several "common" platforms on which the vast majority of manufactured cars will be built.
Improving the efficiency and environmental friendliness of engines
Every year, environmental standards for internal combustion engines are tightened all over the world. In 1992, the European Union introduced the Euro 1 standard, which regulates the content of harmful substances in the exhaust gases of cars and trucks. Today, the Euro 5 standard is in force in the EU. It is planned that from 2015 a new permissible level of engine toxicity will be introduced - Euro 6.
Toyota Prius is the most popular hybrid in the world. The second generation of the car is currently being produced.
In addition, today buyers do not want to fill up 15 liters of fuel per 100 kilometers, so they prefer more economical cars. Thus, passenger car companies are forced to look for solutions to increase engine power and improve dynamic performance, while reducing the displacement of power units.
The standard methods are the installation of a turbine (which negatively affects the life of the motor), the optimal tuning of the engine and the reduction in the weight of the car. A more complex (and expensive), but more promising solution that improves the efficiency and environmental friendliness of cars is the creation of hybrid power plants and electric vehicles. The latter are still at the nascent stage, and today you will not surprise anyone with hybrids. There is not a single major auto concern left in the world that does not have developments of such power plants in its portfolio.
Striving for one-size-fits-all
At the end of the last century, the sedan was the most popular body type worldwide. Everyone loved three-volume cars: Europeans, Americans, and Asians. Today, when the number of cars in big cities is steadily growing, more and more buyers are paying attention to compact models. Two- and one-volume cars flooded the European and Asian market and are slowly but surely filling the North American market.
Every year the number of one- and two-volume cars around the world is growing.
The third volume today has practically disappeared from the European models of small and small middle classes. Sedans remained only among cars of large classes, the popularity of which is decreasing every year.
Improving the safety of compact cars
With the increase in the number of compact hatchbacks on the roads, the requirements for the safety of cars began to increase. It's no secret to anyone that more car- so it is (theoretically) safer for the driver and passengers. Recently, automakers are beginning to break this stereotype: A- and B-class cars are becoming safer. For example, compact models such as the Audi A1, Opel Meriva, Kia Ceed, Kia Soul and Toyota Verso, received the highest rating from the Euro NCAP committee in a series of crash tests. And the two-seater Toyota iQ received five stars for active safety.
Audi A1 receives five stars in Euro NCAP crash test results
A modern B-class car is an order of magnitude safer than most business-class sedans of the mid-1990s. A significant number of active and passive safety systems are present in the basic equipment of many modern hatchbacks.
Resizing cars
A large number of options, security systems, the desire to increase the interior space in the cabin lead to an increase in the dimensions of compact cars. From generation to generation, almost all models are added in length and width. Today's small class cars are already larger than most golf class cars of the early 1990s.
New cars are getting wider, longer and often lower than their predecessors.
This trend is less true for business and executive class sedans. Cars in this segment often become shorter than their predecessors (for example, the latest generation of the Audi A6 or the penultimate Mercedes S-Class).
Interestingly, when the B segment "grew" from its original size, class A models began to appear. Now they begin to "grow up", which leads to the emergence of new, even more compact models.
Lack of clear boundaries between segments
Previously, there were no problems with the classification and determination of the body type for passenger cars. The body shapes were simple, and it was easy to determine from them whether it was a hatchback or a station wagon. Manufacturers did not excel in creating interclass models. But it just couldn't go on like this forever.
Customer demands and intense competition have created a large number of interclass cars. Seven-seater compact vans on a golf-class chassis; high-capacity hatchbacks based on B-segment models; urban compact SUVs; off-road compact vans; small off-road hatchbacks; four-door coupe; three-door station wagons… The list is endless.
As soon as they don't call Porsche Panamera. And a sedan, and a hatchback, and a liftback ... The manufacturer is sure that it is correct to call it a four-door coupe
For an illustrative example of the blurring of boundaries between individual segments, let's look at the Volkswagen lineup. Based on the Golf hatchback, a whole family of related cars has been created, some of which are difficult to attribute to one class or another: Jetta, Golf Plus, Touran, Cross Golf, Eos, Cross Touran. Or let's try to classify our popular Ford Fusion, built on the previous generation Fiesta chassis. The car can be simultaneously attributed to both microvans and compact SUVs.
The European Ford Fusion is not easy to accurately classify. Some experts classify it as a microvan segment, others as a compact SUV.
But not only the body type, trunk volume and ground clearance can confuse us in determining the segment to which the model belongs. There are also famous automotive marketers who are trying to impose their views on the consumer (i.e. us). A sedan without window frames and with a 2 + 2 seating formula is now called a “four-door coupe” (I wonder if marketers refer to the body type or segment as such?). A richly equipped middle class sedan is often referred to as a business class car ( Skoda Superb, For example). Any high hatchback (as an example - Kia Venga) the manufacturer is trying to position as a microvan. And most importantly, everyone follows the lead of car companies, and today no one will name Mercedes-CLS sedan.
The first Volkswagen Golf was produced for nine years. The sixth golf will "live" on the conveyor half as much
It often happens that the car does not have time to go on sale, as the manufacturer decides to update it. Restylings are also a marketing ploy of companies. Rarely, an update brings major changes to the technical stuffing of the car or its design. As a rule, the purpose of restyling is to attract the attention of the market to a car that has been on sale for several years.
Restyling a few years after the start of production today has become commonplace. In two weeks, the French will show the updated family of Peugeot 308
One way or another, car updates are happening more and more often. Every one and a half to two years, manufacturers try to refresh the appearance of their models, add a couple of new options, or change the pattern of rims.
In the modern development of the passenger car industry, both positive and negative points can be noted. Cars are becoming more comfortable, safer and more versatile. Manufacturers go out of their way to please the most demanding customer in any automotive segment. Competition prevents producers from raising prices. But at the same time modern cars most manufacturers have really become faceless. Many models are similar to each other and do not carry the individuality that was present in the cars in the past.
Geographically, the automotive industry of the world is concentrated in three main regions - North America, Europe and Asia (here, first of all, we are talking about three countries - China, Japan and South Korea). At the same time, it should be noted that securities automotive corporations are weakly traded on the stock market. Thus, according to Deutsche Bank estimates, the share of the automotive industry in the EU and the US accounts for 1.6% and 0.6% of the capitalization of their total stock markets, respectively. Although about twenty years ago, this figure was at the level of 3.6 and 4%, respectively. Even with powerful companies like Ford dominating the corporate stock market, their debt is increasing at a rapid pace. In Japan, however, automobile corporations are more active participants in the stock market.
The boom in the production of consumer goods more than a hundred years ago was associated precisely with the intensive development of the automotive industry. The latter, having first appeared in France and Germany, has matured in its modern form solely due to the introduction of conveyor assembly by G. Ford. As a result, for a long time, the automotive industry was ahead of other industries in terms of the level of production organization. The industry first encountered accumulated dissatisfaction from buyers in the United States in the 1960s, who considered cars still not safe enough, and as a result of a sharp increase in oil and petroleum products prices as a result of the global energy crisis, this industry for the first time among others felt on state regulation, which consisted mainly in the issue of anti-monopoly policy and the greening of automotive production.
At present, the leading production and marketing technologies are concentrated in the global automotive industry. The most advanced brands of the global economy operate in this industry. None of the products is characterized by such a degree of circulation in the secondary market as for cars. However, in the modern global automotive industry, a lot of problems, the main ones being:
A high degree of fragmentation in the global car market, pushing a slowdown in production growth;
The relative high cost of car production is not for orders, but for a warehouse;
The practice of assembling cars from large units and assemblies that has developed within the framework of detailed specialization leads to the fact that a significant part of the added value is created not by the assembly plant, but by manufacturers of automotive components;
Expected in the medium and long term, a more massive transition to electric vehicles, which, obviously, will significantly reshape the structure of the traditional automotive industry.
In addition to these problems, the development of the global automotive industry is characterized by a number of new determinants trends, indicating the importance of this industry and related industries in the economies of the leading countries of the world.
The automotive industry in developing countries has shown phenomenal growth over the past 10–15 years, driven by liberalization, economic growth in general and rising demand for cars in particular, as well as active government policies to stimulate and attract foreign direct investment in this segment of the economy.
These growth rates were particularly high in China, India and Thailand (Figure 1.1).
Rice. 1.1. Average annual growth rates of car production for 1997-2013 in leading developing countries
In developing countries, two groups can be distinguished according to the level of development of the automotive industry. One group includes South Korea, Brazil, China and India, the other includes Thailand, Mexico, Malaysia and Indonesia. Both groups represent countries with "belated" industrialization. However, there is one significant difference between them. The second group of countries develops the national automobile industry mainly to limit the outflow of foreign currency and meet domestic demand. These countries do not claim leadership in world car production, at least in the short term. In contrast, countries in the first group have built up impressive automotive and steel manufacturing capacities (like South Korea) or are well positioned to become leading players in the global automotive market. The real size and potential of the market, as well as high rates of economic growth, make it possible to call these countries not "emerging markets", but "emerging automotive centers".
The key role in the development of the national automotive industry in developing countries is played by the state and its support in creating the necessary infrastructure, developing national innovation systems, and forming a national and sectoral industrial policy. Other manifestations of government intervention are taxation and attraction of foreign investment, especially in the case of an import substitution strategy. Macroeconomic policy can also constrain or stimulate growth in an industry through financial instruments. Local authorities also play an important role in the development of regional industrial policy, creating conditions for the formation of industrial regions and clusters.
In China, the industrial organization looked like this. Automobile factories were under the direct control of the Ministry of the Automobile Industry. In addition, the vertical of power included provincial ministries and municipalities. The location of enterprises throughout the country at the initial stages of industrialization was subject to political decisions. When the first foreign companies entered the Chinese market, they were sent to different regions of the country to organize joint ventures with local companies.
Because foreign automotive companies Since those who create joint ventures in China are not always interested in transferring advanced technologies to Chinese national companies, and moreover, they often seek to completely absorb them, the state has developed a program for the development of the automotive industry, the main features of which are as follows (Table 1.3).
Table 1.3
Key Features of China's Automotive Industry Development Policy
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Introduction
1. Automotive industry of the Russian Federation
2. JSC "AvtoVAZ"
2.1 Personnel and social programs of the society
3. OAO "AvtoVAZ" in the context of the financial crisis
Conclusion
List of sources used
Introduction
As in many other countries, in Russia the automotive industry was developed in developed machine-building centers (Yaroslavl, Nizhny Novgorod, Moscow), where mainly small-scale production of cars for the "top" was established. After the revolution, the ZIL plant was built in Moscow, which was originally conceived as a plant specializing in the production of trucks, since it was they that the country needed, in particular, to raise agriculture and motorize the army.
Over the years, the Russian automotive industry has been increasing both the volume of production and its scientific and technical potential, constantly reducing the gap in technical level between domestic machines and the best foreign analogues.
However, the general unstable economic and political situation that has developed in the country in recent years, first led to a slowdown in growth rates, and in 1991-1994. - and to a significant reduction in the production of automotive equipment, the volume of research and development work performed. This problem has become especially acute in the research institutes of the industry: they have almost completely stopped exploratory research and development of promising conceptual vehicles, their components and systems, which, of course, was reflected in the technical level of our cars.
A new wave of development of the automotive industry began several years ago, when large European and Asian manufacturers, as part of the implementation of Decree of the Government of the Russian Federation of March 29, 2005 No. on the territory of the Russian Federation. However, this production cannot be called truly Russian, because. the share of domestic components in these vehicles is extremely small and assembly is carried out from car kits.
1. Automotive industry of the Russian Federation
Life has divided Russian enterprises producing passenger cars into two camps. "Originally domestic" or, as they are often called, "Soviet" automobile plants produced 937,000 passenger cars of Russian design last year, which is 4.3% more than a year earlier. But the main increase is on account of foreign cars assembled in Russia: plus 30% and 545,000 cars!
Almost seven years have passed since the Ford plant, the first-born of the “new Russian automobile industry,” was launched in Vsevolozhsk. During this time, the government passed a number of regulations designed to stimulate the construction of assembly plants for foreign automakers in Russia, and this sector of the economy began to grow by leaps and bounds. The share of foreign cars in the total number of cars assembled in Russia has exceeded one third, more than 26 thousand jobs have been created - about 13% of the total number of employees of Russian car factories.
However, Russia, unlike China, can only dream of its own network of world-class auto components suppliers. For example, the Vsevolozhsk Ford plant has only 29 Russian component suppliers (Ford Focus is only 30% localized so far), while 450 supplier enterprises work with UAZ (among which there are only 29 foreign plants, including the Belarusian manufacturer of brake system components Fenox), AvtoVAZ has 700 partners, while GAZ (including the "commercial" division) has more than 1700 suppliers! And taking into account the fact that these three plants include structures for the production of engines, transmissions and other components, not to mention design bureaus, the share of the Big Three in providing Russians with jobs is much higher.
True, a serious development of their own new models is now being carried out only in Tolyatti (and even then with the expectation of components and assemblies from Renault, which owns 25% of AVTOVAZ). Baby Oka has been discontinued (SeAZ has been stopped), production of the Volga has been discontinued ... Yes, and the crisis is gradually making its own adjustments: mass layoffs have already begun at the factories, and in the first half of 2009 up to 50 thousand people employed in the Russian automobile industry may be left without work .
In order to more clearly imagine what the current Russian auto industry is like, both “new” and “old”, we have mapped all the car factories that produce cars and light commercial vehicles. Not forgetting those enterprises that are just under construction or have been closed recently.
AvtoVAZ remains the world's largest "integral" automobile enterprise: a record 801,563 vehicles were produced last year! Plus 141,000 car sets for assembly plants in Russia, Kazakhstan, Egypt and Ukraine. To meet the demand, additional work shifts on Saturdays were even introduced, and Kalinas were produced in two shifts from September 1. But because of the crisis, AvtoVAZ first stopped for a whole month, and since the beginning of February it has been working four days a week with six-hour shifts, and the production of the “classic” family has been completely switched to a three-day regime. According to preliminary estimates, 590,000 frets will be produced in 2009.
Last year, Priora with a reinforced “phase II” body, as well as a hatchback version, reached the AvtoVAZ conveyor. The plans for this year include the serial production of the Priora-station wagon and the modernized Lada 4x4, that is, the “old” Niva. But "project C", which, according to the original plans of 2006, was supposed to be put on the conveyor right now, is stalling: the model is being remade for Renault components and assemblies. There is an agreement to build a motor plant in Tolyatti with a capacity of 450,000 Renault engines (1.4 liters and 1.6 liters) per year. And the start of assembly of licensed station wagons Renault Logan MCV and Logan Van under the Lada brand has been postponed to 2011. In addition, negotiations with the SOK group on the purchase of the IzhAvto plant have been terminated - AvtoVAZ has neither free funds nor the need to expand capacity during the crisis.
AvtoVAZ's small "satellites" produced less than 2,300 cars last year - these are Bronto (the main products are Niva-based snow and swamp vehicles), Motorika (VAZ-2329 pickups) and Super-Avto (Samara and Priory with powerful engines). In addition, in May, SKD assembly of VAZ "sevens" began at the Pischemash plant in Argun, Chechnya. Until the end of the year, 588 car sets were delivered to Chechnya (although, according to our data, only 50 cars left the plant), and the plan for this year is about a thousand cars.
In 2008, the GM-AvtoVAZ joint venture produced 54,649 Chevrolet Niva SUVs (minus 0.8%), now the cars are assembled in one shift, and after the dismissal of 400 people, 1,000 employees remained in the state. In early March, the plant began production of the updated Chevy Niva.
GAZ remains the second largest automobile plant in Russia - last year, 178,330 vehicles were made by a 50,000-strong team, including Gazelles, Sables, Valdai and trucks of the GAZ-3307 family. But the production of passenger cars decreased by 44% - out of 21,936 cars, only 1,717 cars were used for the new Volga Siber sedans, and the rest was the classic Volga, the production of which was discontinued in November. In addition, the GAZ Group was unable to find funds to purchase a 50% stake in the Italian engine building company VM Motori. The holding company also has no money to maintain the English company LDV, bought in June 2006 - the plant in Birmingham has been standing since the end of February, and its closure threatens to lay off at least 900 people.
Sollers produced 120,672 vehicles last year, including Fiat Ducato vans and minibuses and Isuzu trucks. The first violin is still played by UAZ (72,181 vehicles), which employs more than 11,000 people. The production of SUVs was kept at the level of 32,000 a year, but in mid-February, UAZ switched to work on a reduced schedule. Last year, a Patriot with an Iveco turbodiesel and a five-seater pickup truck based on it reached the conveyor.
The Sollers plant in Naberezhnye Chelny (former ZMA) produced 36,624 vehicles last year: SsangYong SUVs, budget Fiat Albea sedans and passenger vans Doblo Panorama, and at the end of spring they will be joined by the Fiat Linea golf-class sedan. The new plant in Yelabuga will focus on the production of commercial vehicles.
The IzhAvto plant produces full-cycle VAZ-2104 station wagons, “heels” under its own brand Izh, as well as Kia Spectra sedans (their production is localized by 22%) and Kia Sorento SUVs. But production volumes are declining: last year, 64,190 cars were produced by 5,600 people against 78,654 cars a year earlier. At the beginning of this year, the plant announced a technical default on bonds in the amount of 2 billion rubles. Together with MDM Bank, the company is trying to restructure the loan, and is also considering the possibility of switching to part-time work.
The fate of the Serpukhov Automobile Plant (SeAZ) with a capacity of 25 thousand cars a year, where Oka was produced, is still vague. In 2008, only 1291 cars were produced here with Chinese engines FAW, and at the end of October the conveyor was stopped: the plans for the development of the restyled Oka remained plans, as well as the project for the “screwdriver” assembly of the Chinese FAW Vita hatchbacks.
Among Russian factories engaged in the assembly of foreign cars, the first place in terms of output is occupied by Avtotor - 108458 cars in 2008. At the end of November, the plant switched to the industrial assembly of Chevrolet Lacetti sedans - the capacity of the welding section is 30,000 bodies per year, and the Eisenmann painting complex is capable of passing up to 50,000 bodies. In 2013, it is planned to launch the second stage of welding and painting production with a capacity of 150,000 bodies. The rest of the models are still assembled from SKD kits: these are Chevrolet (Epica, Tahoe, TrailBlazer, as well as Lacetti hatchbacks and station wagons), Kia (cee "d, Magentis, Opirus, Carnival, and since November 2008 - also Sportage ), Cadillac and Hummer. BMW sedans the third and fifth series in the most popular trim levels, as well as X3 crossovers, are assembled using the MKD small-knot method (6414 cars were made in total). Chinese production Chery cars ceased in the spring of 2008, and now Avtotor is looking for opportunities to expand the model range, including by attracting new partners.
TagAZ (96,657 cars) was mired in debt and stopped the assembly line until the end of March due to a lack of funds to purchase components. But last year, the staff grew to 8,500 people (including workers in auxiliary industries), and Hyundai cars added Chinese Chery (Tiggo crossover and Fora sedan under the pseudonym Vortex Estina) and old SsangYong SUVs under its own TagAZ brand. All cars are produced on a full cycle with welding and body painting. Despite financial difficulties, this year TagAZ is going to supplement the lineup with a golf-class sedan and a light truck under its own brand.
Moscow Avtoframos (72,648 Renault Logan sedans) will commission additional capacities at the end of this year, which will make it possible to produce up to 160,000 vehicles annually. At the same time, the updated Logan and hatchback should get on the conveyor Renault Sandero. Already, Logan has become the “most Russian” foreign car: taking into account the body parts that have been supplied by the joint venture of the AMO ZIL plant and the Japanese company IHI since last year, the degree of localization exceeds 50%.
The Ford plant in Vsevolozhsk is also developing. In early March, the production of Ford Mondeo sedans began, although the start was originally planned for last fall. The main reason for the delay was not the crisis at all, but the September fire at the warehouse: all the components for the first batch of cars burned down there. After the modernization and expansion of production lines, the number of employees increased from 2000 to 2760 people, and the capacity increased to 125 thousand machines per year (64967 Focuses were made last year).
The Volkswagen plant in the Kaluga region still assembles cars using the "screwdriver" technology - in 2008, 62,327 Volkswagen (Jetta, Passat, Tiguan) and Skoda (Fabia, Octavia, Octavia Tour) cars were made. In January, the Volkswagen Touareg SUV joined them, and the possibility of assembling light commercial vehicles is now being considered. The opening of a full-fledged production with welding and painting with a capacity of 115,000 machines is scheduled for autumn 2010.
The General Motors plant in the Shushary industrial zone was inaugurated in November, but the production of commercial vehicles began only in February. Chevrolet Captiva crossovers are assembled in a full cycle with welding and painting, in March they will add a platform Opel Antara, and in the middle of summer, the Chevrolet Cruze sedan should be put on the conveyor. The design capacity is 70,000 cars a year, but so far the company employs only 700 people, and of the Russian-made components, only wheels and tires. In 2008, the SKD assembly of Captiva and Antara was carried out in the workshops of the Arsenal plant in St. Opel hatchbacks Astra. In total, 41,477 cars of two brands were produced during the year, but at the end of February, the assembly of cars at the Arsenal was stopped, and the temporary site in Shushary will soon be redesigned for the assembly of components.
At the same place, in Shushary, the Toyota plant in 2008 was mainly engaged in "solving production problems and ensuring world quality standards." Only 6,393 Toyota Camry sedans with Russian tires, windows and seats were produced using CKD technology by 750 workers, although the plant's capacity is 50,000 cars a year. But in February, deliveries of cars from Japan ceased, and now all Camry sold in Russia will be produced near St. Petersburg.
In the village of Kamenka, Leningrad Region, a Nissan factory with a design capacity of 50,000 cars a year - and in early February, test assembly of cars began here (this Teana sedans and crossovers X-Trail), and the "full" opening is scheduled for May. In 2011, an enterprise of the Hyundai concern with a capacity of 100,000 cars per year will start operating in the neighborhood. But the construction of the Suzuki plant in Shushary has not yet begun. It is assumed that at first 30,000 Grand Vitara and SX4 crossovers will be produced there annually, and in the future, the Japanese plan to increase production to 100,000 cars annually. All three plants are designed for a full cycle.
In 2011, it is planned to open a joint venture PSA-Mitsubishi in the Kaluga region. The design capacity is 160,000 cars per year, of which 110,000 will be for Peugeot and Citroen golf-class cars, and the remaining 50,000 will be twin all-wheel drive crossovers. Mitsubishi Outlander XL, Peugeot 4007 and Citroen C-Crosser. Moreover, partners from the very beginning are going to put into operation not only welding and painting complexes, but also stamp production, which even Ford and Toyota plants do not have.
The company Uttech (United Transport Technologies), created by the Ukrainian corporations UkrAvto and Bogdan, has resumed the frozen construction of an automobile plant in Soshniki (Borsky district of the Nizhny Novgorod region). Initial plans for annual production of 160,000 vehicles Chevrolet Lanos adjusted to 120 thousand cars per year. It is expected that the enterprise will start operating in 2011, and immediately with lines for welding and body painting.
The increase in duties on the import of bodies up to 5,000 euros apiece put an end to the "screwdriver" assembly of Chinese cars. The AMUR plant in the regime city of Novouralsk curtailed the production of Geely Otaka sedans and ZX Landmark SUVs. But the Circassian plant Derways, which produces sedans and hatchbacks Lifan Breez, practically did not suffer from the increase in duties on bodies: a welding complex should soon come into force, and in April - a painting complex. After that, the enterprise intends to continue the production of Lifans, but already on a full cycle - in the amount of up to 50 thousand cars a year with the possibility of increasing to 75 thousand. Production Chinese SUVs under the Derways brand was curtailed in the summer, and now the plant is looking for partners to expand the model range.
2. OJSC "AvtoVAZ"
The history of the creation of the Volga Automobile Plant dates back to the 1960s. In 1966, Alexei Nikolaevich Kosygin, Chairman of the Council of Ministers of the USSR, set the task of building a new automobile plant. At the same time, active cooperation with the Italian company Fiat began. Later, a place was chosen for the construction of the plant - Togliatti.
In 1970, the first VAZ-2101 cars rolled off the assembly line, assembled mainly from foreign parts and components; began mass production and sale of cars. The new car was named "Zhiguli" (export name - "Lada").
In 1971, on the basis of the Volga Automobile Plant, the Volga Association for the Production of Passenger Cars (AVTOVAZ) was formed. The purpose of the creation is to unite suppliers of components for the production of VAZ subcompacts.
In 2001, AvtoVAZ, General Motors and the EBRD established a joint venture, GM-AVTOVAZ, to produce Chevrolet Niva and Chevrolet Viva. In 2007, the liquidation of cross-ownership of AvtoVAZ shares began. The subsidiaries owned 66.5% of AVTOVAZ shares: ABBA had a share of 38.4%, CJSC AFK TsO - 26%, CJSC IFC - 2.1%. First, the subsidiaries were merged into the parent company, and then the shares of minority shareholders were converted into AvtoVAZ shares. After that, FSUE Rosoboronexport and Troika Dialog received 75% + 1 share in AvtoVAZ. At the beginning of 2008, the company's blocking stake was sold to Renault for $1 billion.
The model range of the company includes the following families: "Classic" (VAZ-2101, VAZ-2102, VAZ-2103, VAZ-2104, VAZ-2105, VAZ-2106 and VAZ-2107), Lada Samara, Lada 110, Niva, Lada Kalina and Lada Priora.
In 2009, AvtoVAZ plans to release the first VAZ model based on the Renault Logan, and by 2010-2011 it will completely renew its lineup.
The share of the Russian market occupied by AvtoVAZ is steadily decreasing every year. In 2005, according to experts, it was about 40%. In 2008, 2.763 million vehicles were sold in Russia, AVTOVAZ produced 801,563 vehicles (102% of the plan). Growth compared to 2007 was 8.9%.
With the approved plan for the export of cars for 2008 in the amount of 108,000 units. 106,562 units were shipped for export, which is comparable to shipment for export in 2007 (106,893 units).
The average hourly rate of assembly of cars on the main assembly lines in 2008 amounted to 163.3 vehicles per hour, while in 2007 it was 161.83 vehicles per hour.
In 2008, the Company produced spare parts in current prices to the amount of 4,520.4 million rubles, which is 2.4% more than planned.
Technological equipment in 2008 was produced for 944.1 million rubles. To prepare for the production of cars, 409 units of equipment were manufactured to the amount of 736.9 million rubles, including 205 units for cars of the LADA Kalina family, to the amount of 190.5 million rubles. and for cars of the LADA Priora family - 130 units for the amount of 358.7 million rubles. For the technical re-equipment of the existing production, 231 units of equipment were manufactured in the amount of 207.2 million rubles.
Subdivisions of JSC "AVTOVAZ" produced tools and equipment in the amount of 2277.5 million rubles, which is 101.2% of the plan, including:
credited to the fixed assets of the enterprise in the amount of 776.5 million rubles;
shipped from the enterprise in the amount of 45.6 million rubles.
On the whole, 2008 was characterized by the development and increase in production capacities for new car models. Work was carried out to master new modifications and configurations of LADA Kalina, LADA Priora cars with improved consumer properties:
in January 2008, commercial production of LADA Kalina cars equipped with ABS, a 1.4-liter power unit in the luxury version was launched;
in February, commercial production of LADA Priora cars with a hatchback body was launched;
in December, LADA Priora cars of the PILOT-1 series with a station wagon body were assembled.
Cars of the LADA Kalina and LADA Priora families, meeting the Euro 4 toxicity standards, have been mastered and exported.
Also mastered and put into production in 2008 new options, including:
air conditioning system for LADA Kalina, LADA Priora cars;
power steering for LADA Priora;
safe parking system for LADA Priora;
wiper control system with "rain sensor" and " automatic start headlights" (LADA Priora), etc.
The volume of car production by years is presented in table 1
Table 1
In 2008, the number of produced vehicle kits amounted to 86476 units, which were sold to assembly plants in Izhevsk, Ukraine, Kazakhstan, Egypt and Chechnya.
table 2
In order to meet the needs of AVTOVAZ production facilities, in 2008, contractual relations were concluded with 984 suppliers, which is 20 more suppliers than in the previous year, which is associated with work to ensure alternatives supplies.
According to the results of work in 2008, there was a general increase in the cost of purchasing inventory items and amounted to 8336.9 million rubles. (excluding VAT). At the same time, the increase in prices amounted to 9491 million rubles, the decrease in prices - 1154.1 million rubles.
Improving the efficiency of procurement activities in the course of implementing measures to reduce costs
As part of the activities carried out by OAO AvtoVAZ in 2008, costs were reduced in the amount of 725.73 million rubles. (without VAT) due to:
receiving discounts from suppliers in the amount of 451.11 million rubles;
carrying out design changes in the amount of 125.06 million rubles;
savings on customs payments as part of deliveries under an agreement between JSC AvtoVAZ and the Ministry of Economic Development of the Russian Federation in the amount of 183.48 million rubles.
At the same time, the growth of costs for transport and procurement costs amounted to 33.92 million rubles. (without VAT).
Thus, the measures taken made it possible to only partially compensate for the increase in prices for inventory items in 2008.
Priority in development strategic partnership The following areas are considered suppliers:
conclusion of long-term agreements with suppliers;
stimulating the creation of a powerful and flexible production and technological base of the enterprise, contributing to independent development in the interests of AvtoVAZ at a high technical and technological level and the creation of a panel of suppliers based on the experience of the RENAULT-NISSAN alliance.
Establishing closer and partnership relations with a number of suppliers made it possible to find another effective direction - the creation, in economically justified cases, of a network of consignment warehouses in the immediate vicinity of the AvtoVAZ conveyors. Thus, in 2008, 7 storage agreements were concluded with OAO Magnitogorsk Metallurgical Plant (Magnitogorsk), OAO Metallurgical Plant named after. A.K. Serov (Serov), OOO Insayur-avtotrade-tl (Tolyatti), OAO Severstal (Cherepovets), ZAO MZ Petrostal (St. Petersburg), OAO Mechel (Moscow), OAO ChMK (Chelyabinsk).
The organization of such warehouses contains significant reserves for saving financial resources, and also increases the efficiency of deliveries and the flexibility of responding to the impact of various factors (errors in planning, the occurrence of defects in production).
In addition, consignment warehouses allow for just-in-time deliveries to remote suppliers or large inventory items.
As part of the development of the procurement system, cost optimization in the field of supply chain management and improvement of the existing supplier base is being carried out, which is reflected in the structure of suppliers: 45% of the total supply volume was carried out in 2008 from suppliers from the Samara region.
To carry out work to curb the rise in prices for purchased inventory items, the Market Conjuncture Committee and the Price Commission have been established and operate on a permanent basis.
When choosing a source of supply for each item of the nomenclature, an analysis is carried out to determine the optimal ratio between the price level offered by the supplier and the quality of the nomenclature supplied by him.
In 2008, compared to 2007, the defectiveness of purchased components in warranty operation increased.
To reduce the level of defectiveness, an analysis of the reasons for non-compliance with the standard level of PPM (quality assessment according to the international system) was regularly carried out. For the most "problematic" suppliers and products, inspections are organized during the warranty period of operation. The "Technoportal" of JSC "AvtoVAZ" for suppliers contains information about defects in their products under warranty, an analysis of the causes of defects and measures to eliminate them are requested.
Further work on procurement will be carried out in the direction of improving the quality of supplies and strengthening interaction with suppliers, deepening the integration of suppliers into the formed supply chain, which should significantly increase the competitiveness of AvtoVAZ products.
JSC "AvtoVAZ" has created and maintains a quality management system (QMS), which ensures quality management according to uniform rules at all stages of the product life cycle and is aimed at continuous improvement of all aspects of activity to increase satisfaction, first of all, for buyers of LADA cars, and taking into account the needs of other stakeholders.
In 2008, 12 main and auxiliary processes functioned as part of the QMS of OAO AvtoVAZ. The QMS processes are provided with the necessary financial resources within the approved budget, including for the elimination of inconsistencies.
Every year, a comprehensive analysis of the QMS is carried out by the top management of AvtoVAZ OJSC.
Compliance of the quality management system of JSC "AVTOVAZ" with the requirements of the international standard ISO 9001:2000 is confirmed by the certificates of the firm "UTAC" (France) issued in 2007 and control audits conducted in October 2008.
“Strategic goals and objectives of JSC AVTOVAZ until 2016”, approved in October 2007, defines a plan for the development of the model range, goals for quality, sales volumes, profitability, organizational changes, increasing efficiency and reducing costs.
These goals stipulate that new car families will be included in their price niche in the top ten best cars for quality and maintenance.
This commitment continues to be key. To ensure it is necessary:
constantly maintain and develop a unified quality management system;
annually reduce the number of defects, bringing them to a level comparable with the world's leading automakers;
ensure continuous compliance with standards and continuous quality improvement in all processes and activities.
JSC "AvtoVAZ" will increase its competitiveness in the field of quality by:
improving the quality of components for external delivery;
conclusion of long-term contracts with system suppliers and rejection of unreliable suppliers;
improving the quality of domestic products;
improvement of technological processes and implementation of the "lean production" system.
According to the results of 2008, the volume of sales of LADA vehicles produced by JSC AVTOVAZ decreased by 6.2% and amounted to 622,182 vehicles against 663,475 vehicles in 2007. In 2008, the total volume of sales of LADA cars (including sales of LADA cars manufactured by IzhAvto) amounted to 639,921 vehicles, which is 6.4% lower than in 2007. The share of LADA vehicles (including assembly at IzhAvto) in the Russian market in 2008 was 23.2%.
|
Change 2008/2007 |
|||||||
|
1. New cars of Russian brands |
|||||||
|
1.1. LADA cars, including IzhAvto and RosLada assemblies |
|||||||
|
Including LADA cars, only assemblies of JSC "AvtoVAZ" |
|||||||
|
1.2. Other domestic cars |
|||||||
|
2. New cars of foreign brands |
|||||||
In 2008, 106,562 vehicles were shipped for export. Compared to 2007, deliveries to foreign market decreased by 0.3%, in quantitative terms, this figure amounted to 331 cars.
In 2008, LADA cars were sold in 33 non-CIS countries and 11 CIS countries. The main export markets for LADA cars in the CIS countries are: Ukraine - 60,626 units, Azerbaijan - 11,480 units, Uzbekistan - 8920 units.
According to the results of 2008, the largest part of export deliveries of cars in Europe was carried out to Germany - 1770 units. and Turkey - 900 pcs. In the first months of 2009, sales of Lada cars in Germany increased significantly, which is associated with measures to stimulate the car market by the German Government (a person who has handed over a car older than 10 years for recycling receives 2,500 euros at a time, while a new Lada in Germany costs about 11 thousand euros )
At the end of 2008, there was a decrease in exports to the African market by 40% due to changes in the market situation.
In 2008, the first deliveries of LADA cars to the DPRK were made in the amount of 500 cars.
|
Cars, % |
||||||
|
Bl. East |
||||||
|
South America |
||||||
|
Asia-Pacific countries |
||||||
|
Auto kits, % |
||||||
|
South America |
||||||
|
TOTAL, thousand pieces |
The production and supply of car kits to external assembly enterprises in Russia and abroad is one of the most important areas of production and economic activity of AVTOVAZ OJSC. The supply of vehicle kits maintains the volume of production of LADA cars that are in demand on the market, removed from the main production, and at the same time frees up capacities for mastering the production of new families of LADA cars. The organization of external assembly contributes to the development of new sales markets, allows you to gain a foothold in these markets for the long term. External assembly enterprises expand the LADA model range by producing various modifications of cars special purpose. OAO AVTOVAZ, taking into account economic and social factors in the Russian Federation and in export countries, builds a flexible schedule for the supply of car kits, which allows timely redistribution of volumes between partners, depending on market conditions.
JSC "AVTOVAZ" is expanding cooperation with leading companies in the global automotive industry, including manufacturers of components, manufacturers and developers of vehicles. In particular, the degree of application of products and services of such companies in the creation and production of LADA vehicles is increasing.
On February 29, 2008 JSC "AVTOVAZ" and Renault signed documents according to which Renault acquired 25% of shares in JSC "AVTOVAZ". By decision of the annual general meeting of shareholders dated June 27, 2008, representatives of Renault became members of the Board of Directors and the Management Board of OAO AVTOVAZ. Bottom line joint work of Russian and French managers in 2008 was the development of new strategic documents: the program for the development of the LADA model range until 2014, the program to improve the quality of LADA cars and the company's anti-crisis plan.
OJSC "AVTOVAZ" conducts continuous training and advanced training of its personnel, taking into account the best practices and knowledge of the global automotive industry.
The priority task currently facing JSC AVTOVAZ is the implementation of the anti-crisis plan, which implies:
Recovery and creation of additional cash flow through the reduction of factory stocks of components and warehouse stock cars, introducing programs to increase sales volumes and launching our own car loan programs, selling non-core assets.
Restoring profitability by reducing suppliers' prices for materials and components by 5% by the end of 2009, reducing administrative and overhead costs, outsourcing non-core activities, optimizing logistics, introducing decontenting and reengineering programs for vehicles of existing production, etc.
Bringing production volumes in line with projected sales volumes in the domestic and foreign markets.
Developing the spare parts business by reforming the distribution system.
Carrying out all work on personnel training and production for the release of 9 new models by 2014, modernization of the supplier base and implementation of the plan to improve the quality of LADA vehicles.
For maximum concentration on achieving its goals, JSC AVTOVAZ will develop a culture in its team in which:
each employee clearly understands the goals of the enterprise and how his work affects their achievement;
all employees are motivated to achieve general and personal results with their work.
This direction is supported, including the preservation of corporate history, corporate and professional holidays.
The strategy for achieving production flexibility at JSC AVTOVAZ provides for the introduction of advanced production technologies that will allow the company to adjust to the production of different families and models of cars in a shorter time and at lower investment costs.
JSC "AVTOVAZ" will reduce the length of time for the development and production of vehicles to a level comparable with the leaders of the world automotive industry.
To improve consumer properties, develop, manufacture and bring LADA cars to various markets, including overseas markets, JSC "AVTOVAZ" takes into account and will take into account current and future changes in safety and environmental requirements.
The development of the LADA model range will be carried out in the following areas:
renewal of the existing model range - in 2009 LADA Priora station wagon will be put into production;
release in 2009 of a modernized car LADA 4x4;
release of a new 5-, 7-seater station wagon and van on the Renault platform;
To meet the requirements of Directive 2000/53/EC for LADA vehicles, special documentation is developed for the dismantling and recycling of vehicles and their components, which is sent to importing companies, and the calculation of recycling and recycling coefficients of vehicles is organized according to the method of the international standard ISO 22628. When choosing structural materials for new models of LADA cars, aspects of their environmental safety and recycling opportunities are taken into account. The designs of new car models were developed taking into account the convenience of dismantling components, complete draining of all operating fluids. Preference was given to recyclable materials. Particular attention was paid to the implementation of legal requirements for harmful substances in materials and components of automobiles.
Taking into account the requirements of the Kyoto Protocol and the tightening European legislation regarding CO2 emissions and environmental taxes on fuel consumption, JSC AVTOVAZ constantly carries out research and development work to reduce fuel consumption and CO2 emissions by LADA cars (works have been carried out to adapt cars of the current production, equipped with the 5th generation ECM with electronic throttle control under the emission standards Euro 3, EURO 4, Euro 5).
As a result of work on a new project for the family of cars of class "C", in order to ensure the environmental safety of cars, JSC "AVTOVAZ" began to use new organizational methods of interaction with suppliers, modern information systems for project management and virtual modeling software products.
Successful and systematized activity of JSC AVTOVAZ in the field of environmental protection and ensuring the environmental safety of vehicles is confirmed by the ISO 14001 international certificate for environmental management, as well as annual environmental audits by RW TUV
2.1 Personnel and social programs of the society
The average number of employees of JSC "AVTOVAZ" in 2008 was 104,209 people. In 2008, 13,063 people were hired, of which 12,395 were workers, 668 RS&S, incl. graduates of universities - 102 people, technical schools (colleges) and basic lyceums - 1410 people, graduates of secondary schools - 68 people, military personnel demobilized from the ranks of the Russian Army - 564 people.
Among the newly hired workers, 69.2% are young people under the age of 30 years. The turnover of workers in the reporting year decreased by 2.1% and amounted to 7.9%.
During 2008, 46,120 people were trained in training, retraining and advanced training courses, of which 17,414 people were trained by RSIS.
OJSC "AVTOVAZ" is constantly pursuing a policy of strengthening the stimulating function of wages depending on the quantity and quality of labor, the final results of the enterprise's work.
In 2008 wages were indexed depending on the results of economic activity and changes in prices for consumer goods and services.
Tariff rates and salaries from January 1, 2008 were increased by 2.5%, from February 1 - by 2.0%, from April 1 - by 9.1% and from July 1 - by 5.2%.
Medium wage of all personnel (including the industrial and production group) in December 2008 amounted to 18,142 rubles. Growth compared to 2007 amounted to 15.66%.
In 2008, in accordance with the terms of the concluded collective agreement, employees of the enterprise were provided with social benefits and guarantees, and a set of social programs was implemented.
Approximately 38,000 workers underwent periodic medical examinations. Industrial injuries per 1000 employees in 2008 amounted to 2.5.
Voluntary medical insurance programs were further developed, which are carried out mainly at the expense of employees.
In 2008, 47,326 people participated in voluntary medical insurance programs based on the principle of employee-enterprise participation in paying the cost of the policy.
In 2008, 904 families of AVTOVAZ employees improved their living conditions. The improvement of living conditions was carried out primarily at the expense of the employees' own funds, as well as funds allocated by the enterprise in the amount of 127.8 million rubles.
In 2008, 10,787 special individual pension agreements were concluded under the program of additional non-state pension provision, aimed at increasing the social protection of employees of AVTOVAZ OJSC after retirement, and as of December 31, 2008, the number of participants in the NPF of AVTOVAZ OJSC amounted to 62,908 people.
JSC "AVTOVAZ" supports motherhood and childhood. In 2008, 9,065 children of AVTOVAZ employees were kept and brought up in 48 kindergartens (ANO DO Planet of Childhood Lada). The number of treated children in specialized and sanatorium groups amounted to 851 people.
According to the program of sanatorium-and-spa treatment and recreation in 2008, 38,565 employees of JSC AVTOVAZ and members of their families rested at recreation centers and children's health camps and received treatment in sanatoriums and dispensaries.
3. OJSC "AutoVAZ" during the financial crisis
JSC "AvtoVAZ" conducts systematic monitoring of possible risks inherent both in the main operating activity and in the process of implementing investment projects. In this case, various methods of responding to risks are used:
rejection of risky projects;
taking preventive measures to either complete elimination risk, or reduce possible losses and reduce the likelihood of their occurrence;
conclusion of contracts on insurance of risks of damage and the creation of reserves in accordance with the legislation of the Russian Federation to cover losses at their own expense;
conclusion of long-term contracts with suppliers of raw materials, components and services in order to optimize costs over time.
At the moment, the automotive industry is most acutely felt the effects of the global financial crisis. More recently, the growing demand in the automotive market has been replaced by a decline in sales.
A significant part (about 70%) of the production cost of OAO AvtoVAZ consists of raw materials and materials, as well as purchased components, as a result of which the Company is exposed to a significant risk of price increases for them. Considering that most of the materials and components are purchased from Russian manufacturers, then there is a risk of higher prices for them as a result of rising inflation in Russia, an increase in the cost of metals, energy resources and servicing external borrowings for industrial enterprises.
Growth in prices for LADA cars may lead to a decrease in the interest of potential buyers in purchasing AVTOVAZ products, while at the same time a drop in their real income and a reduction in the volume of loans issued (tightening the conditions for issuing) for the purchase of new cars by banks due to the financial crisis and rising inflation in Russia.
The ongoing global financial crisis has led to instability in the capital markets, a significant deterioration in liquidity in the banking sector and tighter credit conditions within Russia. There is uncertainty regarding the possibility of access to sources of capital, as well as the cost of capital for the Company and its counterparties, which may affect the financial position, results of operations, and the volume of investments.
Given the high level of change in interest rates in the Russian and international financial markets caused by the global financial crisis, the Company is exposed to a significant risk of an increase in the cost of servicing future external borrowings.
All of the above risks (financial, industrial, etc.) form the liquidity risk, namely, the occurrence of a shortage of funds in the required time frame and, as a result, the Company's inability to fulfill its obligations. The occurrence of such a risk event may entail fines, penalties, damage to business reputation, etc.
Liquidity risk management is carried out by the Company by planning cash flows, analyzing planned and actual cash flows.
In order to restructure debt and optimize cash flows, in December 2008 the Company switched to settlements with creditors with its own and bank promissory notes in the ratio: 30% - payment in cash and 70% - own promissory notes.
In order to reduce possible losses in the event of a crisis in the banking system of Russia, the funds of AVTOVAZ OJSC are kept in banks that have a high degree reliability, for example, branches of the Joint Stock Commercial Savings Bank of the Russian Federation, State Corporation Bank for Development and Foreign Economic Affairs, Branch of VTB Bank.
JSC "AVTOVAZ" does not carry out procedures for hedging the risks of changes in interest rates and foreign exchange rates, at the same time does not exclude the possibility of starting their use, if their favorable effect on reducing the impact of risks is likely.
The main production risks to which JSC AVTOVAZ is exposed are:
the risk of non-delivery of components (including energy carriers);
the risk of supplying low-quality components;
the risk of suspension of activities in case of overproduction;
risk of physical interference (fire, natural disasters, etc.);
risk of product damage.
In order to reduce production risks JSC "AVTOVAZ" is constantly working to improve the structure of suppliers, the system of quality, management and safety. Carries out a set of measures to reduce possible negative consequences associated with the activities of the Company regarding the possible loss or damage to property during transportation to the destination.
Net loss for 2008 amounted to 6684 million rubles. (2007: profit 3951 million rubles). The loss compared to 2007 was due to an increase in operating expenses for core activities. Return on sales decreased from 6.36% in 2007 to 0.02% in 2008. The main factor in the decrease in the profitability of the Company's sales is the outstripping growth rate of production costs and selling expenses in comparison with sales proceeds.
Since the beginning of 2009, things at AvtoVAZ have deteriorated. Demand for cars has declined many times, so, according to experts, in 2009 a little more than 300,000 cars will be produced, while a year earlier this figure was 900,000. The main way to reduce production costs is to reduce staff. Yes, based on their experience. foreign companies, the ratio of about 20 produced cars per 1 employee of the company is considered optimal. For AvtoVAZ, this figure is 9. Thus, the issue of staff reduction is long overdue, despite assistance from the state, the company's debt to suppliers is already more than 40 billion rubles. There is an opinion in the Government that it is necessary to launch bankruptcy proceedings at the auto giant, as was recently done with unprofitable General Motors. However, in view of the important social significance for the Samara region as a whole, AVTOVAZ will continue its activities for the time being, having once again received an interest-free loan from the state.
The president of AvtoVAZ, Igor Komarov, has finally officially announced how many employees of the plant will have to leave. According to the plan to reduce the employees of AVTOVAZ with the factory trade union, out of 103 thousand people currently working at the Togliatti auto giant, about 75 thousand employees should remain. Thus, the plant management found a way to reduce the number of dismissed employees by 8,400: from the initial up to 27.6 thousand people. However, earlier the dismissal of 36 thousand people was not discussed at AVTOVAZ, but at the Ministry of Health and Social Development. However, the department referred to the documents provided by the plant.
According to the announced new plan, 13,000 pensioners, about 5,500 people of pre-retirement age and 9,100 employees of working age will be among the 27,600 laid-off, the plant said. Earlier, AvtoVAZ signed an order to dismiss from December 14 this year about 5 thousand white-collar employees and people of retirement age. However, the planned timing for the dismissal of the remaining 22,600 people is still unknown.
As for people of pre-retirement and retirement age, according to Shmygov, they will receive decent compensation. In particular, retirement provides for an average payment of 100 thousand rubles, depending on the length of service of the employee. At the same time, half of the amount is paid in a lump sum immediately after dismissal, the rest goes to the account of the pension fund over the next five years in equal installments. Pyotr Zolotarev, the leader of the trade union at the Unity plant, is indignant that you won't live long on such compensation, and people of pre-retirement age have to work somewhere for another two years. As for the dismissal of 9,100 people of working age, the Russian government will deal with their employment.
The Russian Government is discussing a project to create jobs for those laid off at AvtoVAZ in the construction of facilities of a special economic zone (SEZ) in Togliatti. It is assumed that within 5-6 months they will be retrained for new specialties with a scholarship, then they will be given a job. By the beginning of 2012, AVTOVAZ may re-employ 6,000 of its former working-age employees, as by that time they will be needed to work on the new line, the project of which was adopted by AvtoVAZ together with Renault. The plant develops new models together with the French.
"AvtoVAZ management considers it especially important that the trade union understands the problems of the enterprise - the measures supported by the team have already helped to reduce losses by more than two times compared to the first half of 2009," the report says. However, with the second - the opposition trade union "Unity" - the management of the plant did not discuss the reduction plan. According to trade union leader Pyotr Zolotarev, the plant's employees are "embittered" by the upcoming mass layoffs without the provision of normal work. "This is already a very serious figure," says Alexander Afanasiev, a conveyor worker. "It's hard to find another job in Tolyatti, AvtoVAZ is everything for the city, and in other cities they don't expect us anywhere." In mid-October, the Unity trade union still intends to come out with workers to a rally planned earlier against layoffs and wage cuts.
At AvtoVAZ, the reductions are justified by the need, within the framework of the anti-crisis program, to redistribute the load on production capacities, that is, to bring production volumes in line with demand. Now the plant's capacity is only 65% loaded, the work is carried out in one shift. This year, due to a sharp drop in demand, AvtoVAZ plans to produce half as much as a year earlier - only 310,000 cars.
Meanwhile, according to the anti-crisis program, the plant intends to increase production next year to 500,000 cars a year. Whether such a volume of production, with a reduction in personnel to 75,000 people, will ensure the achievement of the break-even point, the representative of AvtoVAZ could not clarify. The economic rationale for the anti-crisis program will be announced after its approval.
The production plan is quite optimistic, since the car market has not even stopped falling yet. According to the expert, the production plan can be implemented only if successful implementation state program for the recycling of old cars, which will help to stimulate sales of inexpensive "VAZ" models in the first place.
The dismissal of 27,600 people will help AvtoVAZ save 6 billion rubles a year, Yevgeny Shago calculated. "However, this measure alone is clearly not enough to break even," says Yevgeny Shago. "Labor costs are not the plant's main expense item." Thus, the plant spends 65-70 billion rubles on the purchase of components, materials, electricity bills, etc., and the plant needs to actively work in this direction, the expert believes.
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Every year, scientists, engineers, designers, and just enthusiasts create incredible things for cars and everything connected with them. So, in the new review, the latest, one might say March, trends were collected, which, with a high degree of probability, will capture the automotive market this year and they (trends) will begin their triumphal procession right now.
1. Motorhomes
The development of modern technologies and the spread of innovative materials have made possible a new round of development of such things as mobile homes. Especially popular are compact survival trailers that can bring maximum convenience and comfort with minimal vehicle load. The TAXA "TigerMoth" Trailer has become a prominent representative of recent times in this area. Despite its small size, it has everything you need from the kitchen to the bedroom.
2. Omnidirectional helmets
Modern technologies are pushing the entertainment industry forward at an incredible pace. The development of photo and video technology, as well as the development of virtual reality technologies, made it possible to create fundamentally new helmets for motorcyclists. Key Feature new products was an enlarged field of view and the ability to record 360 video, without focusing on a specific point. One such helmet is the "Real720Helmet".
3. Widespread use of LED
LED lighting is gaining more and more popularity. Already today, LED technology is literally at every step. The automotive market was no exception, as Citroen introduced several conceptual models with widespread use of this technology. Of course, far from LED is not the main feature of these cars, but nevertheless, this trend deserves attention.
4. Intelligent accessories
There is nothing surprising in the fact that in the 21st century, it is "smart" gadgets and accessories that are incredibly widespread. Nowadays, even vioregistrators are becoming "smart" and, moreover, they are acquiring additional functionality. The brightest representative of such devices that have entered the market recently is "Dride". The most important thing is that this contraption can actually make driving safer.
5. "Immortal" wheels
Modern technologies and innovative materials make it possible to create more and more incredible things, including fundamentally new wheels for cars. One of these are the conceptual "Green Hive". The main feature of the wheels is their versatility. In theory, these can be installed on any car, after which tires of any size can be put on the wheels, thereby making the wheel smaller or larger. Finally, wheels based on this technology will be very easy to repair.
6. Simulators
In the last two or three years, IT companies have taken an impressive step in the design and creation of VR technologies. For the first time in a long time, it became really clear that this direction has a future. Automakers have already become interested in the technology, in particular Mercedes, which presented its own virtual simulator that allows you to be behind the wheel of a variety of cars. It is proposed to use this both for entertainment and for education.
7. Compact motorcycles
In the last 5 years, a real rethinking of what a motorcycle has begun. Every year there are more and more curious concept motorcycles. Not every one of them will break through to the market, but in reality it is only important that these samples allow you to promote new materials and technologies. One of the most interesting concepts of recent times was the Nazo motorcycle.
8. Environmentally friendly transport
Skeptics even today do not believe that very soon environmentally friendly transport can become widespread. This photo, for example, shows the eco-friendly Catamaran Dream, which is powered entirely by succulent batteries. Not so long ago, such a mode of transport could not exist. Knowing this, is it so hard to believe in the "capture" of all the roads of the world by electric vehicles.
9. Flying cars
In fact, the first attempts to create an individual urban flying transport were made in the middle of the 20th century. Today, with the development of technology, the demand for "flying cars" has risen again. In many ways, this is facilitated by the development of electric motors and stowaways. For example, the Sky2Go aircraft was designed specifically to transport people by air over short distances.
In continuation of the topic, a story about from the very beginning.
