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1.1. State-of-the-art of motor industry in the Russian Federation

The domestic industry (including machine industry) historically aspires to cooperation, density and specialisation. In the USSR machine industry branches have been integrated in the uniform engineering complex including 19 large branches and about 100 specialised, podotraslej and manufactures.

The engineering branch depends on consumers of engineering production. Interestingly that manufacture growth in machine industry exceeded manufacture growth in branches-consumers of engineering production. It means that there was an overproduction of production of machine industry, but superfluous production has been claimed by branches-consumers for renewal of technological base. It does not occur in market economy when many factories on manufacture of means of production were enclosed. With some improvement of an economic situation and deterioration of all means of production again there was a demand for this production.

In machine industry of the USSR there was a high production concentration ratio - more than % of gross output of machine industry were made at the large enterprises with the big annual turnover (over 10 million rbl. a year in the prices till 1990) [112]. At the same time in the industry of the USA more than six times was more enterprises, than in the USSR, each of which on the average let out four times less production [102, 112]. Efficiency of density that merger of enterprises leads to growth of volumes of manufacture simultaneously with lowering of expenditures for production. Besides, the large enterprises have possibilities to introduce more progressive technological processes, to contain experimental bases and design rooms. In any case the size of manufacture should ensure the maximum loading of the equipment.

Was not an exception and cargo motor industry: so, after disintegration of the USSR, in territory of the Russian Federation remains only six car factories, specialised lorries on issue - GAS, ZIL, Izhmash, KAMAZ, UAZ, Ural Automobile Plant [I]. The motor industry share in an engineering complex of the country in the mid-nineties made 65 %. The motor industry of Russia is today 243 enterprises, 96 % from which aktsionirovano, an aggregate number of persons working about 850 thousand. Taking into account allied industries of 10 % of economically active population of the country participates in manufacture or maintenance of production of motor industry. The volume of let out production in 2001 has made more than 250 billion rbl.: it is 1186,7 thousand automobile, 174,4 thousand lorries, 56,8 thousand buses; in 2002 - 173,5 thousand lorries, 980,7 thousand cars, 67,2 thousand buses; in 2003 - 194,6 thousand lorries, 1010,3 thousand cars, 75,3 thousand Buses [75-78, 101].

1990th years were for cargo motor industry (and for all industry) years of deep slump in production, and then slow lifting. So, to the middle of 1990th years (1994-1996) issue of lorries has decreased, in comparison with 1990, in 2,5 times. In 2000 the branch as a whole only has started to come nearer to a pre-crisis level of production, and on lorries lagged behind on 75 % [75]. Despite it, during 1991 - 2000 the branch has managed not only to survive in new conditions of managing, but also to create a reserve for renewal of a lineup of let out cars. Besides, it was possible to change manufacture structure according to new requirements of customers.

So for example, cars weight-lifting capacity 0,4 - 3,5 t became by the basic lorries since 2000.: their share in annual issue has grown from 26,6 % in 1990 to 72,6 % in 2000, in 2001 - 69,5 %, in 2002 - 70,58 %, in 2003 - 72,2 %. Since 1990 The mid-annual increase of a production volume has made only 0,4 %, and growth was very non-uniform, fluctuated from recession to growth and on the contrary. Rather steady growth of volumes of manufacture of lorries has begun since 1997. However in 2001 it has been made 176,3 thousand lorries, that on 5,2 % it is less, than in 2000 In 2002 it has been let out 173,5 thousand lorries that has made 99,2 % to level of 2001 In 2003 it is made 194,6 thousand lorries, that on 11,7 % more than in 2002 For example, KAMAZ has made on 20 % of more cars, UAZ - on 33,4 %, GAS - on 8 %.

The primal problems of development of motor industry as a whole including cargo motor industry are stated in the document «the Concept of development of motor industry of Russia till 2010», «the National strategy of development of motor industry of Russia for the period till 2005», «Development of diesel motor industry» (the Belarus - Russian program), «Modernizing of transport system of Russia» [47]. According to these documents the branch should ensure a transport complex on 85-90 % with domestic lorries and buses. The motor industry share in country gross national product should increase from 2,3 % to 4,5 %. Also it is spoken and about increase in park of lorries, optimisation of structure of park - the big share of cars of small and especially small classes, the main tractors, specialised vehicles. It is recognised schedule during the period till 2010 stage by stage to instal norms «Euro - 2», "Euro-3", "Euro-4". It is supposed, that expansion of manufacture of high-quality modern components, strengthenings of national industrial cooperation, and also hi-tech and high technology manufactures will be the core by development. Also in the given document world experience of architecture avtomobilestroitelnyh the enterprises is reduced. The most effective the maximum (component-wise) specialisation of the enterprises is considered. In particular, assembly factories should power up only pressovo-procuring, svarochnoe, painting and actually assembly manufactures, and all nodes, the details completing - to arrive to them from the external suppliers defined on the competitive fundamentals. Therefore their separation (necessarily taking into account real position and specific conditions) on independent legal bodies should become a general direction of reforming of operating manufactures, according to these documents. In this document it is marked, that such process already goes, the enterprises will be transformed to holdings. Also it is marked, that it is necessary to create manufactures of components with a high degree of quality, to development of this direction the greatest attention is paid, possibility of creation of the enterprises from 100 % is supposed by the foreign capital even. It is besides, marked, that growth of manufacture of cars positively will affect set of allied industries - manufacturers of various parts of finished goods. Realisation of the given documents should lead to issue of more costeffective (on 30 %), durable (in 1,5-2 times), less material-intensive (on 10-15 %) all aspects of the cars corresponding to the international standards and having the price, corresponding to the Russian level of purchasing capacity of consumers.

Any industry does not exist in itself, and is directed on sufficing of necessities of end users or other branches. So, the cargo motor industry immediately is linked with a cargo transportation, on volume and structure of goods traffics depends both volume of manufacture and structure of manufacture of lorries.

Many authors [90, 101] mark, that for last years since 1990 volumes of a cargo transportation have fallen an order in 4 times, and in a transport complex of the Russian Federation on a motor transport share 76 % of a cargo transportation and 8,2 % of a turnover of goods [Economy and a life are necessary. - 2001. - №26. - with. 2 3]. According to 2002 lorries in cities and between cities (on distance to 500 km) transport approximately 8 % of weights. In 2000 it has made 128 billion in t-km, in 2005 by calculations will reach 150-160 billion, and in 2010 - 170-190 billion motor transport Role raises and in other countries so in the EU countries during 1970-1996 the share of the turnover of goods executable by motor transport, was augmented from 50,8 % to 73,6 %; the railway transportation share was reduced from 27,8 % to 13,8 % [56].

It is necessary for service of escalating goods traffics accordingly bolshee amount of cargo vehicles. In 2000 the park of lorries made 4,4 million unit, by 2005 it should extend to 4,5 - 4,6 million, and by 2010 - 4,8 million (an increase, of course, insignificant - approximately 9 % for 10 years).

The sales volume of lorries in full mass over 15 tons in the Russian market following the results of 2002 has made 48 626 cars, that above level of 2001 on 5,6 % and above level of 2000 on 11,4 %, In 2003 cumulative demand for cars of class KamAZ has made 53 752 cars, that above previous year level on 10,5 %.

The park of cars of the Russian Federation is worn strongly out - in 2001 only 12,4 % of cars had life expectancy till 5 years, 45,6 % of lorries completely samortizirovany and had life expectancy more than 10 years. Renewal of park of the country in 2001 has made 5 % at the specification of 10 %, 14,7 % of park [3] are written off. In 2003 already more than 60 % of cars had life expectancy more than 10 years. In 2000 consumers on park renewal have acquired 205 thousand new cars, in their 2005 it is required 230 - 240 thousand, in 2010 - 310 - 330 thousand As has already been told, a main body in manufacture structure occupy malotonnazhnye cars, also it is necessary to explicate manufacture of domestic lorry convoys, differently this market completely foreign manufacturers will seize: if in 1990 g, the parity of volumes of transportations on the domestic automobile technics and volumes of transportations on the technician of foreign manufacture made 2,3:1, in 2000 - 0,66:1 [97].

The Russian car factories which were going into in world ten the largest manufacturers of lorries in the early nineties, for years of reforms are thrown far back. The reason of it is production is abroad noncompetitive, and in home market purchasing capacity has sharply decreased. For rather specific market of heavy lorries an index

Herfindalja-Hirshmana in 2001 made 0,35, that speaks about high enough level of a competition in the market, and in 1990 this index for many manufacturers was approximately equal 1 [101].

For motor industry mass production if issue decreases is characteristic, the share of fixed expenditures in the cost price is augmented, the price for end production as consequence increases and demand decreases. For lowering of a critical production volume it is necessary to lower expenditures, first of all constants. Car factories transmit to balance of cities the cultural establishments, etc. Holiday of the prices in the conditions of weak development of market system has led to a disproportionate rise in prices for raw materials, the materials completing, energy and end production. As a result profitability of the enterprises which are letting out end production, decreases fan-in harder, especially at those on which production solvent demand is restricted. The share of import lorries in the market of the Russian Federation besides, increases, for example, in 1999 it made approximately 7 %, in 2002 it made approximately 36 %, in 2003 - about 30 %.

By working out of plans for development and at control of development it is necessary to be oriented on leading world manufacturers whom by some estimations [101] domestic car factories in respect of introduction of innovations in the car lag behind on 20 - 30 years. In the world now more than 400 thousand companies. Have certificated the systems of quality on system of quality ISO 9000. In Russia more than 900 companies, and only 20 of them work in motor industry (including Open Society "КАМАЗ").

The same author [101] recommends «to look in the future», i.e. to do the forecast of the future direction of development by an extrapolation method tehniko - economic indexes of activity of car factory. As is known, the extrapolation method is one of methods of mathematical statistics, and is well-known, that this method gives very inaccurate forecasts and the maximum of one year can be applied only in limits, that it is unacceptable for prediction of a path of development and control of development. Though the given author marks, that the domestic enterprises of motor industry just should master art of operation with orientation to the future, with an advancing of competitors. It once again underscores necessity of creation of control systems of development not only the separate enterprises, but also complexes of the enterprises as they are usually integrated in complexes.

As display researches, expenditures only on spare parts before write-off for family KamAz cars make 50 % of initial cost of the car. And out of operation the same details of an order of 100 names [101] go out.

Degree of deterioration of an active part of a fixed capital in machine industry has reached 68 %, middle age of the equipment and average actual periods of its service more than in 3 times exceed these indexes in the developed countries. At the complex enterprises "KAMAZ" the set of high technologies, the import modern equipment (more than 50 automized lines) is applied, that raises quality of production, but at the same time augments its cost price and, as consequence, the price for end production. Nevertheless despite it technically the same KAMAZ lags behind the western manufacturers that reduces and in low labour productivity. For example, in 1988 on KAMAZe on one worker one car, in 2001 - 0,4 cars had. For comparison - MAN in 1996г.-1,8 the car on one worker, the Japanese corporations - 25,5 - 34,4 cars on one worker, ZIL in 2001 - 0,9 cars on one worker [101].

The manufacturing techniques of cars in the Russian Federation and in the west strongly differ. There car factories are occupied mainly by assemblage, and 70-80 % of accessories receive from the side, and the Russian car factories of 50-70 % of details make at themselves. Thus, in the Russian Federation there are the complexes of the car factories representing the completed work cycle of manufacture of end production. The author of operation [101] marks deficiencies of such structure of manufacture: low labour productivity, the big necessity in investments at mastering of new production, absence of a choice of the supplier on an assembly line. However it does not specify some clear advantages of such manufactures inherent in our country self-security when on a system input there are raw materials, and on an exit ready difficult production - in economic conditions of our country nevertheless is more favourable. The control system of Japanese enterprises "Канбан" («it is exact in time») assumes full absence of stores of accessories and finished goods, flexible regulation of number occupied etc., that in the conditions of our country for many reasons it is unacceptable. Though last years the tendency on development of manufactures of accessories and in our country is observed, and car factories re-structure the manufactures taking into account bigger deliveries from the side.

By estimations of experts to lift domestic car factories to world level, it is necessary not less than 20 billion dollars. One of paths of engaging of such investments is join with the western manufacturers. But to the western manufacturers to sell in the Russian Federation the production more favourably, than to put up money in our manufacturers. The only thing that contains now growth of sales of import lorries is their dearness (in 3 - 4 times above, than at domestic lorries) [101]. Besides, there is some protectionist policy of our state. To say that the foreign enterprises do not wish to co-operate with domestic manufacturers it is impossible, but it basically treats to cars (the project «Dzheneral motors» - «ВA3», etc.).

Now in the Russian motor industry actively there are processes of integration of automobile factories, and also manufacturers of automobile components in the integrated business groups. With participation of leading world automobile corporations new powers on manufacture of cars and joint ventures on manufacture of modern components of cars are created. Last years the tendency of integration of large manufacturers of cars all over the world is observed. She allows to augment sales volumes, profits, to raise adaptability to manufacture, quality and level of operation of business. As a result of an alliance of the German company «Daimler-Benz» and American "Crysler" only for 1999 saving in 1390 million euro, including at the expense of lowering of expenditures for purchases of uniform concern - 520 million, organizational expenditures - 370 million, expenditures for research and development - 80 million and expenditures on sales - 420 million euro [101] has been received. Domestic manufacturers meanwhile carry on competitive struggle among themselves though the question on close cooperation of car factories KAMAZ and MAZ (Belarus) now is already considered. From the marketing theory it is known, that now in the world so-called "cooperation-competition" at which some manufacturers integrate the efforts for working out of new production is strongly explicated, and compete among themselves at a stage of its sale. In our country in 2000-2001 there was joint-stock company "GAS" join, joint-stock company "КавЗ"... (Only 7 manufacturers of end production and accessories) and groups "Сибал" in uniform holding RusPromAvto. Open Society "Severstal" has acquired UAZ and the Zavolzhsky motor factory [101].

Manufacture of automobile technics is carried out in close cooperation with the enterprises electrotechnical, metallurgical, chemical, electronic, easy and other industries. According to economy necessities there is a structural reorganisation of park of lorries. Lowering of a share of cars in full mass over 15 tons speaks both high level of deterioration of park, and growth of a share of lorries in mass to 3,5 tons in connection with change of structure of transportations because of new necessities of the market. So, last years has increased number of so-called package transportations between cities that has led to demand for cars with the big weight-lifting capacity and a special equipment (basically with vans), demand for cars small (3,5 t At the same time has raised.) Weight-lifting capacity for intracity transportations. Malotonnazhnymi the enterprises of the small and average business which number on the end of 1999 was equaled 836 thousand on the country are interested in cars first of all. For example, in 1993 70 % of lorries in the Russian Federation it was necessary on cars weight-lifting capacity 2,5 - 7,5 t., which were used basically in agriculture and intracity transportations. Traditionally buyers of lorries are the agriculture, transport branch, army, trade. For years of reforms position in these branches was sharply aggravated, that has led to considerable abbreviations of volumes of manufacture of lorries and a heavy financial condition of manufacturers. Low solvent demand of home market was principal, but the nonunique reason of financial difficulties of car factories. Market reforms have coincided with approach of change of base models of many manufacturers that has aggravated a difficult financial position of the enterprises. Lorries let out in the late eighties have been mastered by car factories in 1970th, for this time they have morally become outdated, the equipment of car factories has worn out also. During reforms car factories had new difficulties: unprofitableness of manufacture, reduction in demand, barter, shortage of circulating assets, investments, high percent on credits. Aktsionirovanie to car factories practically has given nothing [101].

In 2002 in the Russian market of lorries in full mass over 15 tons confident growth of a share of foreign cars proceeded, having made 36,0 %. Import of foreign cars completes inadequacy of structure of manufacture and sales of car factories of Russia and the CIS to demand structure in the Russian market. In 2001 in Russia the tendency of deceleration of rates of growth of manufacture of lorries of class KamAZ, linked not only with deceleration of economic growth and investment demand abbreviation, how many with considerable growth of sales of import lorries was generated.

Such situation results from tactical changes of the Russian economy in the end of 2001 and the beginning of 2002 when the enterprises toplivno - the power complex, being the basic sources of an investment demand in Russia, have sharply lowered volumes of purchases of motor-vehicles. Thus appreciable expansion of an internal consumer demand has led to not so much overgrowth of issue of the Russian manufacturers, how many to anticipating growth of import that has substantially affected growth of demand of lorries from the enterprises occupied in the international transportations and shaping the fundamentals of demand for import lorries. Besides, growth of demand for foreign cars has occurred in building (for example, in the largest Russian markets - in the cities of Moscow and St.-Petersburg), and also in some extracting branches oriented for export, for example, in a timber industry complex, etc.

With the beginning of market reforms the cargo motor industry of the Russian Federation has lost the traditional foreign commodity markets consisting of developing countries and the countries SEV. There was so-called "near abroad", these markets are very attractive to our industry as the cargo autostructure is present only at Belarus and in Ukraine, but possibility of their manufacturers rather ogranichenny. For example, the carried out research [109] has determined the basic competitors of cars KamAz. It was clarified, that there was a consumption recession on the basic commodity markets of leading foreign corporations-manufacturers of lorries - the Western Europe, Japan, the North America began to buy less. Therefore "Volvo", "MAN", "Skanija" and other leading manufacturers began to occupy those markets which were occupied traditionally by the Russian manufacturers. They began to compete with KamAZami in the near abroad markets, the CIS countries, Latin America, Asia, Africa.

Specific gravity of engineering production in structure of export of the Russian Federation is lowest: for 1992-2002 made approximately 5-10 %, for comparison - in the EU countries this index - 45 %, the USA - 48 %, Japan - 70 % [101].

Dynamics of restoration of a national economy of Russia on a boundary of centuries by the common estimations of experts more than is satisfactory. Having gone through in 1998 financial crisis, economy for 1999-2004 shows translational movement. For 1999-2002 of gross national product of Russia has grown more than on a quarter [94]. Economic totals of 2003 and the first half of the year 2004 also display economic growth. 2003 displayed a good conjuncture of the international markets of raw materials and energy that has ensured export growth. Sharp abbreviation of outflow of the capital from the country has allowed to augment gold and exchange currency reserves. Irreproachable payments under obligations of foreign creditors and refusal of new federal loans have led to essential abbreviation of an external debt. All it has induced the international rating agencies in the left year to lift a sovereign credit rating of Russia.

If on the graph of postcrisis rates of growth of manufacture and investments into Russia for the past five years to overlap data of sales volumes of lorries of class KamAZ the new curve in exactitude will iterate dynamics of rates kapvlozheny. Lowering of investments into manufacture in 2002 has reduced simultaneously and in lowering of rates of manufacture of lorries (fig. 1.1): [94]

Drawing 1.1. Postcrisis rates of growth of manufacture and investments

In Russia

And as result, in 2002 three domestic manufacturers of lorries of class KamAZ (Open Society "КАМАЗ", Open Society A3 "Urals Mountains" and AMO "ZIL") have lowered sales volumes in the Russian market for 28 percent (almost on 8 thousand piece). For the first time the Russian car factories have yielded leadership in the country to second-hand foreign cars of leading western manufacturers which for 2002 more than have doubled the share in the market (36 percent), having won first place on a sales volume of lorries (17 524 pieces), In 2003 the situation has a little varied, t.e the domestic enterprises began to harden the positions, somewhat displacing foreign cars from home market - the share of second-hand foreign cars has made 30 % (15,9 thousand piece)

Abundantly clear, that growth of sales of foreign cars in Russia grows out of the purposeful policy of the developed countries of the western Europe meaningly pushing owners of out-of-date models more likely to realise of them for limits of the boundaries. On the threshold of the big taxes to such lorries and additional expenditures on their recycling, owners and motor-car manufacturers are interested to sell more likely out-of-date cars in other countries. It more than convincingly confirms the statistican of the foreign cars imported into Russia. From 17,5 thousand lorries which have arrived from Europe in 2002 66 percent have periods of maintenance more than 7 years, 24 percent - till 7 years and only 10 percent - new [1].

So, on the basis of all the above-stated can be concluded, that the modern branch of cargo motor industry consists of several large complexes of the enterprises, and also from set of the small independent enterprises. Position and development of the given branch for last 10-15 years reflect obshcheekonomicheskie the processes leaking in our country for this time. Deriving of legal independence by elements of complexes has not brought results wished by them, therefore for the present moment it is available tendencies of integration of the independent enterprises in complexes of the enterprises which it in due time have gone out. It is also reflecting of the universal tendency of integration of the largest motor-car manufacturers but if in the western countries the whole complexes of the enterprises in our country of it does not occur yet are integrated with each other, Proceeding from structure of branch and obshchestranovyh and universal tendencies of development of the given industry, it is possible to define, that the problem of control of development of complexes of the enterprises under condition of their consideration as uniform organism now is actual.

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A source: Zubkova Svetlana Vitalevna Sovershenstvovanie. Improvement of mechanisms of management of development of complexes of the enterprises of motor industry (the Synergetic approach): The dissertation of candidate of economic sciences: 08.00.05: Naberezhnye Chelny, 2004 159 p.. 2004

More on topic 1.1. State-of-the-art of motor industry in the Russian Federation:

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  2. 1. STATE-OF-THE-ART And DEVELOPMENT of MOTOR INDUSTRY of the RUSSIAN FEDERATION
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  7. TCHERNIKOV ALEXEY VLADIMIROVICH. MOTOR INDUSTRY STATE REGULATION: EXPERIENCE of the COUNTRIES of the WORLD And POSSIBILITY of ITS APPLICATION In Russia. The DISSERTATION on competition of a scientific degree of a Cand.Econ.Sci. Moscow - 2016, 2016
  8. Aleksandrov Ivan Aleksandrovich. Experience of development of motor industry in the Chinese National Republic and possibility of its use in Rosyosijsky Federation. The dissertation on competition of a scientific degree of a Cand.Econ.Sci. Moscow - 2014, 2014
  9. a research plant are the motor industry enterprises …
  10. Development of technological systems in motor industry
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  12. In the second chapter «the Control system of development of a complex of the enterprises of motor industry»
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