Leaders of the European and world automotive industry. the global car market. regional features

The automotive industry, which originated in late XIX century, it is customary to refer to new industries. But among this group of industries, it continues to play a very special role. In terms of the impact on world economy throughout the 20th century. the automotive industry is perhaps second only to the oil industry. That is why in relation to it they often use definitions such as "backbone", "locomotive", "barometer of the economy."

The automotive industry is the main component of transport engineering. Moreover, in many developed countries, it provides from 5 to 10% of the total production of GNP. But its significance goes far beyond the transport sub-sector. This is explained, firstly, by the fact that the automotive industry acts as the main consumer of numerous types of products from other industries (steel, aluminum, plastics, lead, rubber, electronic products, etc.). Secondly, by the fact that the automotive business in the broadest sense of the word is directly related to it, which includes the sale and maintenance of cars, the construction and repair of roads, etc. Thirdly, by the fact that for most of the 20th century. it was the automotive industry that was at the forefront of scientific and technological progress, as well as progress in the field of labor organization and management. So, it was she who laid the foundation for both Fordism and post-Fordism, which marked a new technical revolution in the development of production.

It is not surprising that throughout the 20th century world production of automobiles has been steadily increasing. Before World War II, the world produced about 4 million cars a year, in 1950 their production exceeded 10 million, in the early 1960s. already produced 20 million, in 1970 - 30 million, in 1980 - 40 million, in 2000 over 50 million (fig. 82), and in 2005 - 66.5 million. Of this amount, almost 4/5 are cars, and the rest - trucks and buses.

Rice. 82. Dynamics of world production of cars, million units

However, most often statistics take into account only cars, the production of which in the world was: in 1960 - 12.8 million, in 1970 - 22.7 million, in 1980 - 29.1 million, in 1990 - 35.7 million, in 2000 - 40 million, in 2006 - 50 million.

The main trend of geographical shifts in the global automotive industry throughout the XX century. was its dispersion over an increasing number of regions and countries. Back in 1950, the United States almost completely dominated this industry (83% of world production), and 14% accounted for Western Europe, but then began the transition from such a monocentric territorial model to an increasingly polycentric one. In 1970, the share of Western Europe in the world production of passenger cars increased to 46%, while North America decreased to 32%, and the formation of the third world center of the automotive industry in Japan (13%) also began. In the 1980s. the formation and strengthening of these three leading centers was basically completed: in 1990, Western Europe produced about 40% of all passenger cars, Japan - about 30% and North America - 20%, while all other regions and countries (USSR, Eastern Europe, the Republic of Korea, Brazil, etc.) accounted for 10% of their world output.

For the 1990s further spatial "spreading" of the automotive industry has become characteristic, which primarily refers to Latin America and Asia. In the late 1990s automobile and car assembly plants already existed in nine countries Latin America: in Brazil, Argentina, Mexico, Venezuela, Colombia, Ecuador, Chile, Uruguay and Peru. Of the Asian countries, in addition to Japan, this industry developed most rapidly in the Republic of Korea and China, but it also grew in Turkey, India, and Thailand. As a result, by the beginning of the XXI century. the total share of the three main centers in world car production has decreased even more

(Western Europe - 28%, USA - 22, Japan - 20%), while the share of other regions and countries increased (Latin America - 8%).

Corresponding changes began to occur in the composition of the top ten countries for the production of cars. Back in 1970, it included the USA, Japan, countries of Western Europe, Canada, Australia and the USSR, in 1990 the Republic of Korea took the tenth position. By the beginning of the XXI century. The Republic of Korea climbed a few more “steps”, and Brazil and especially China also became one of the leading producing countries, in their top ten (Table 112).

Table 448

TOP TEN CAR PRODUCING COUNTRIES IN 2005

* no light trucks

In addition, more than 1 million cars are also produced by Mexico (1.7), India (1.6), Russia (1.4), Thailand (1.1) and Italy (1.0). In other countries, they usually produce no more than 300-500 thousand. Of particular note is the strong decline in the automotive industry in Eastern Europe (Bulgaria, Czech Republic, Serbia) and in the CIS countries (Belarus, Ukraine). According to forecasts, in 2010 the share of the eight leading Western powers in world car production may decrease to 60%.

On the other hand, one must also take into account the fact that the developed countries of the West, according to L. M. Sintserov, “reluctantly transfer the automotive industry to the periphery of the world economy.” At the same time, they widely use their huge superiority in the level of monopolization of this industry: the largest automobile corporations in the world include the American General Motors and Ford Motor, the Japanese Toyota, Nissan, Honda, the German Volkswagen, German-American Daimler-Chrysler, Italian FIAT, French Renault and Peugeot-Citroen.

It is these corporations, as well as the South Korean Daewoo, that own the main capacities of the automotive industry and car assembly in Latin America and Asia. In Brazil, for example, automotive TNCs Volkswagen, FIAT, General Motors, Ford Motor, Daimler-Benz, Toyota control sales, while in Argentina Daimler-Chrysler and Renault. In the second half of the 1990s. the struggle for the redistribution of the world automotive market has become even more aggravated. It also affected the CIS countries, in which Ford Motor, Renault, General Motors and other foreign automobile companies have created their numerous branches.

However, when forecasting the development and location of the global automotive industry, one must also take into account the fact that it is now influenced by two, in some ways, even opposite strategies. Fordism and post-Fordism. Fordism originated in the early 20th century. in the US automotive industry, and most consistently used by Ford Motor and General Motors. Fordism emphasizes the production of inexpensive cars from the most standardized components and parts with minimal modification. In this case, the parent company usually includes a large number of subsidiaries and affiliates, which can be located around the world, forming a kind of transcontinental production chains. In contrast, post-Fordism (or toyism- named after the Japanese company Toyota) relies on the most flexible ways of organizing automotive production - in the sense of producing cars at the right time and in the right place, even in small quantities. This strategy is based on the widespread use of computerization, the introduction of flexible manufacturing systems, a reduction in the number of component parts, but with an increase in the number of various modifications, an emphasis on high quality and supplying assembly plants on a just-in-time basis. Experience already shows that, with this strategy, it is preferable to place the production of automobiles in the Center of the world economy, where it is easier to organize control and marketing of products than in its Periphery.

Automobiles are one of the main commodities of world trade. The export quota of the automotive industry is approximately 40%. The top three car exporting countries are Japan, Germany and France. However, in last years China joined them.

The development of the automotive industry in Russia was extremely negatively affected by the break in traditional production ties after the collapse of the USSR and the Council for Mutual Economic Assistance. But even in the conditions of "shock therapy" of the early 1990s. this industry as a whole managed to maintain the bulk of production capacity, so that even now GAZ is in Nizhny Novgorod, AvtoVAZ in Tolyatti, KamAZ in Naberezhnye Chelny remain the largest industrial enterprises countries with between 80,000 and 95,000 employees each. Nevertheless, the overall production of passenger cars in Russia decreased, and the production of trucks and buses found itself in a state of protracted crisis. The export of cars also dropped sharply, but the import of foreign cars increased significantly. New enterprises have sprung up in many cities, but they are all car assembly plants designed to produce foreign models. The fact that the industry lags behind the needs of the country is also evidenced by the fact that in Russia 20 cars are produced per 1000 inhabitants, while in Germany, France, Spain, Sweden, Canada, the Republic of Korea - 40–50, and even more in Japan .

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Book. I: General characteristics of the world.
Moscow, Bustard, 200

Number and grouping of countries in the world
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Political system: forms of government
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Political system: administrative-territorial division
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Political geography
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Geopolitics before and now
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Electoral geography
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Political-geographical (geopolitical) position
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The doctrine of the geographical environment
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World resources of mineral fuels and raw materials
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Mineral resources of the oceans
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World geothermal energy resources
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World Land Fund
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World water resources
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Energy resources of the oceans
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World Forest Resources
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World Climate Resources
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The demographic crisis in the modern world
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Demographic policy
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Transport factor of accommodation
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Regional policy
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The study of the world economy in socio-economic geography
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Ways of development of world energy
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Consumption, export and import of oil and oil products
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Gas industry of the world
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International trade in liquefied natural gas
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Coal industry of the world
coal industry continues to be an important branch of the world energy industry, and coal fuel - to occupy the "second line" in the structure of world energy consumption. The development of this industry is

World power industry
The electric power industry is part of the fuel and energy complex, forming in it, as they sometimes say, the “top floor”. We can say that it is one of the basic sectors of the world economy.

Nuclear power of the world
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Uranium industry of the world
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World non-ferrous metallurgy
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Mechanical engineering of the world
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World electronics industry
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Chemical industry of the world
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Forest industry of the world
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Textile industry of the world
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Industry and environment
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world agriculture
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Green Revolution” in the agriculture of developing countries
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Biotechnology revolution in economically developed countries
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Centers of origin of cultivated plants and domestic animals and their further migrations
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Grain farming of the world
Plant growing (agriculture) has always played and continues to play the main role in providing the population of the Earth with food, and in some industries with raw materials. In crop production, the first

Other food crops
Despite the special role of grain crops in providing the world population with food, more than half of all cultivated areas on the planet are occupied by other, also mainly food

non-food crops
Non-food crops include primarily fibrous crops, rubber plants, and, with some degree of conventionality, narcotic crops. Into the most important group of fibers

animal husbandry of the world
Animal husbandry is the second main branch of world agriculture, comparable in importance to crop production, and in many countries and regions surpassing it. In the structure of this industry, you

Production and consumption of livestock products
Livestock products are meat, milk, butter, cheese, eggs, wool. All of it, with the exception of wool, is an important part of the food "basket", and wool serves as a raw material for textile production.

Agriculture and environment
Agriculture is one of the important factors in the impact of human activity on the environment, and much earlier than industry. Therefore, the problems of rational economic

world fisheries
Fishing can be considered as one of the types of nature management, which consists in the extraction of fish and other seafood (sea animals, invertebrates, algae), although it may have been followed

Aquaculture
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Whaling
The need for a careful attitude to the biological resources of the oceans can be illustrated by the example of whaling. Whales are a detachment of aquatic mammals, which are divided into two

World transport system
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World rail transport
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World road transport
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World pipeline transport
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World maritime shipping
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The world's navy
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Seaports of the world
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International sea channels and straits
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Inland water transport
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World Air Transport
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Transport and environment
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International economic relations
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open economy
In recent decades, an important new concept of an open economy has entered the economic and geographical use, in general form meaning an increase in the role of world economic relations in the development

Free economic zones
The active inclusion of an increasing number of countries in the world in the international geographical division of labor, their growing into world economic relations, their implementation of the basic principles of openness of the economy, home

Dynamics and structure of world trade
World (international) trade is the oldest and most traditional form of external economic ties. Suffice it to recall that the world market was in general terms formed back in the era of the Great

Geographic distribution of world trade
The geographical distribution of world trade can be considered at different levels, meaning the participation in it of three groups of countries, large regions and individual states. Share of three groups

World market of services
Along with the traditional trade in goods in the last two or three decades, trade in services has become more and more widespread, which are expressed not in a material product, but in a specific form.

Offshore zones of the world
As already noted, among the free economic zones there is a group of service zones specializing in the provision of various kinds of services. Offshore zones play a special role among them.

Regulation of international trade in goods and services
Attempts at state regulation of international trade have been made before, but in most cases they were in the form of protectionism and were expressed in restricting the import of goods and increasing

World financial market
Along with the world market for goods and services, a world financial market has also developed as part of the world economy, which has a rather complex structure (Fig. 120). The basis of this market is the export of capital

World financial centers
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Regulation of international monetary and financial relations
International monetary and financial relations arose even when money began to function in payment relations between countries. Gradually, they became more and more complicated, and now, in the era of global

International production cooperation
In turn, it is the result of two complementary processes - international specialization and international cooperation of production. International specialization

International scientific and technical cooperation
Scientific and technical cooperation is an even younger form of international non-material economic relations. It is largely due to the scientific and technological revolution and the development of interstate specialization and

Development of international tourism
International tourism is one of the forms of exchange of services. The tourism boom that has swept the world in recent decades is based on specific economic, social and other reasons.

Geography of international tourism
The spread of modern international tourism is characterized by significant territorial unevenness. In the very general view it reflects the different levels of social and economic development of the Seve

World Heritage of Humanity
Back in 1972, the United Nations Educational, Scientific and Cultural Organization (UNESCO) adopted an international convention for the protection of the World Cultural and natural heritage. Simultaneously

Globalization: a controversial process
At the turn of the XX and XXI centuries. the concept of globalization has become truly key, or, as they often say, iconic. The study of the phenomenon of globalization attracts scientists, public and political figures,

Global Information Space
Acceleration of globalization processes at the end of the 20th century. largely due to the real information revolution that occurred at that time, which led to the creation of global information networks.

Global problems of mankind
In the course of the development of civilization, complex problems, sometimes of a planetary nature, repeatedly arose before humanity. But still it was a distant prehistory, a kind of "incubation period"

Towards a secure and nuclear-free world
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Degradation of the global ecological system
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Territorial analysis of environmental problems of the world
Much has been devoted to the territorial analysis of the environmental problems of the world. geographical research in which these problems are considered at different levels - continents and parts of the world, macroregions

Areas of acute environmental situations in Russia and other CIS countries
Despite the fact that the world's largest Northern Eurasian Center for Environmental Stabilization is located within Russia, thanks to which natural ecosystems have been preserved on 2/3 of its territory.

The impact of natural and man-made disasters on the global environmental situation
Recently, a new concept of risk has come into scientific use - both for an individual, and for a state, and for the entire world community. Among the possible risks, there are specific

Ways to solve the global environmental problem
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Specially protected natural areas of the world
In the context of the ongoing degradation of the natural environment under the influence of various types of anthropogenic activities, it is important, and from a geographical point of view, of particular importance is

The future of the baby boom
Among the global problems of our time, a very important place belongs to the demographic problem as another priority problem of the survival of mankind. Some authors even call it

Ways of development of global urbanization
As already shown, urbanization in the second half of the XX century. has become one of the important all-encompassing, global processes of socio-economic development. A. E. Sluka, not without reason, called him “t

The global food problem and its geographical aspects
Another complex global problem is food. This is a very multifaceted problem - both natural and socio-economic. It is reflected in almost all sides of the

Ways to solve the global food problem
Since the emergence of the global food problem, there have been discussions about how to solve it. Despite some discrepancies, in the most general terms, one can obviously talk about two main

The global energy problem and ways to solve it
The global energy problem is, first of all, the problem of reliable supply of mankind with fuel and energy. "Bottlenecks" in such provision have been discovered more than once in past epochs.

Global resource problem and ways to solve it
The global raw material problem has a number of similarities with the energy problem, so it is not surprising that they are sometimes considered together as a single fuel and raw material problem. Valid

The global problem of the development of the oceans
At all stages of the development of human civilization, the World Ocean has been one of the most important sources of sustaining life on Earth. It is well known for its contribution to climate stabilization, the circulation of substances,

United Nations Convention on the Law of the Sea
In addition to the economic, settlement and environmental aspects, the global problem of the World Ocean has another extremely important aspect related to both economic and environmental, but so

Peaceful exploration of outer space
Space is a global environment, the common heritage of mankind. Therefore, the problem of its peaceful development is one of the global ones. On the one hand, it affects the interests of all states of the planet, and on the other

Protecting and promoting the health of the world's population
Among the global problems of our time, the problem of protecting and strengthening the health of the human race occupies, one might say, a special place. And because it is one of the oldest problems with which

global education
Until very recently, the problems of education were considered mainly at the level of individual countries, more precisely, their school and university systems. In pedagogy, a special branch of knowledge has developed, called

Underdevelopment as a global problem
Among the priority global problems of mankind, there is one that, as it were, absorbs many others, and first of all, demographic and food problems. In a broad sense, this is

Other global issues
Along with the global problems described above, which are usually classified as priorities, there are other complex problems that have recently also acquired a global character.

Global Forecasts
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Global projects
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The hypothesis of global climate change of the Earth
Recently, the world community has expressed increasing concern about the forecast for the 21st century. Earth climate change. The main thing in this change is the already begun increase in the average rate

The hypothesis of stabilization of the population of the Earth
The question of the possibility of stabilizing the population of the Earth has long been of concern to humanity. Interest in it usually escalates during periods of demographic revolutions. So it was at the turn of the 18th and 19th centuries.

Ecumenopolis hypothesis
The gradual growth of the urban population, the "urban explosion", the increase in the number of super-cities already modify and complicate the urban picture of the world. This also applies to spatial

Sustainable development strategy
On the question of the overall assessment state of the art civilizations, there are different opinions - from relatively optimistic to extremely pessimistic. As an example of a very pessimistic assessment

Global changes and geography
The global problems of mankind have become important object interdisciplinary research involving social, natural and technical sciences. Some of these sciences include

Common to all topics
Alisov N. V., Khorev B. S. Economic and social geography of the world (general review): Textbook for universities. - M .: Gardariki, 2000. Bestuzhev-Lada I.V. Alternative

Topics 4 and 5
Abramov V. L. World economy. Tutorial. - M .: Dashkov and K ", 2006. Alexandrova A. Yu. International tourism: Textbook. - M .: Aspect Press, 2004.

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Modern automotive industry in the global economy

Introduction

4. US Automotive

Conclusion

Bibliography

Introduction

Road transport plays an important role in the country's transport system. It accounts for a significant part of all freight traffic in the national economy. The car is widely used for the transportation of goods to railways, river and sea berths, maintenance of industrial trade enterprises, agricultural workers, and provides transportation of passengers. Millions of cars belong to citizens and serve them in everyday life.

Literally a hundred years have passed since the appearance of the first car, and there is practically no field of activity in which it would not be used. Therefore, the automotive industry in the economies of developed countries is now the leading branch of engineering. There are a number of reasons for this:

Every day people need more and more cars to solve various economic problems;

This industry is knowledge-intensive and high-tech. It "pulls" many other industries with it, the enterprises of which carry out its numerous orders. Innovations introduced in the automotive industry inevitably force these industries to improve their production as well. Due to the fact that there are a lot of such industries, as a result, there is a rise in the entire industry, and, consequently, the economy as a whole;

The automotive industry in all developed countries is one of the most profitable industries. National economy, as it contributes to an increase in trade and brings considerable income to the state treasury through sales in the domestic and world markets.

The automotive industry is a strategically important industry. The development of this industry makes the country economically strong and therefore more independent. The widespread use of the best examples of automotive technology in the army, no doubt, increases the country's defense power.

An important factor is the fact that the automotive industry provides a high percentage of employment of the working population in every country where cars are manufactured and (or) sold. Automotive manufacturing countries also provide jobs to countries with which they have signed cooperation agreements. In addition, a large percentage of the working population is employed in related industries that support the automotive industry.

For example, in 2005, more than 8 million people in the world were employed in the production of automobiles and auto components, which accounted for more than 5% of those employed in the world industry.

Even despite the fact that in the total gross output or GDP of developed countries, such as the United States, the share of the automotive industry does not exceed 3%, the role of this industry in the economy of highly industrialized countries is immeasurably higher. The role of the automotive industry in the development of industry and transport is especially great. Suffice it to say that the share of the automotive industry in world exports of industrial goods is approximately 13%. In particular, the share of the US auto industry in the total output industrial products countries reached 14-15% in some years, the share of road transport in the US freight turnover exceeds 40%. For comparison, in Russia the share of the automotive industry in industrial output is not higher than 4%, the share of motor transport in the total freight turnover is also limited to 4%.

1. Dynamics of car production in industrialized (USA, Western Europe, Japan) countries

The automotive industry uses almost 50% of the annual production of rubber, 25% of glass and 15% of steel.

Car production is currently carried out in almost 50 countries around the world. At the same time, approximately half of the world production of automotive equipment belongs to Western Europe, the USA and Japan. Currently, there are more than 40 automotive companies in the world, the largest of which are: American companies- "big three" - General Motors, Ford and Chrysler; Europe is represented by leading automakers from Germany (Daimler AG, Volkswagen Group, BMW Group, Porsche AG), France (PSA (Peugeot Citroën) and Renault), Italy (Fiat Auto) and Sweden (Volvo Car AB). The Asian automotive market is represented by the leading automakers of Japan (Toyota Motor Co., Honda Motor Co., Nissan Motor Co., Mitsubishi Motors, Subaru, Mazda, Suzuki), Republic of Korea (Hyundai Motors, Kia Motor, Daewoo), India (Tata Motors) and China (Geely, FAW, Dongfeng, Bejing Automotive).

Now the automotive industry has concentrated the most advanced technologies for mass production and marketing. It is in this industry that some of the strongest brands in the world belong. No other type of product has such circulation in the secondary market as cars.

By the new century, the automotive industry emerged with three distinct areas of concentration: the North American market, the European zone, and Asia, which includes primarily Japan, Korea, and China.

1980s - 1990s - the intensive development of the automotive industry began in the Republic of Korea, as well as in other countries of the Asian region, primarily in China. 2000 - to the present - it is the automotive industry of mainland China that is developing at the most rapid pace, also leading in terms of attracting foreign capital (9.35 million cars were produced in 2008, an increase by 2007 was 5% - even despite the global crisis that began in 2008 and even more striking growth in 2009 - 13.8 million vehicles, i.e. an increase of 48.3%. At the same time, the leading position in the global automotive industry for a century until recently was occupied by the American auto industry, represented by the Big Three, but in recent years, the Japanese auto industry has taken the lead, which, according to the results of last year, lost to China. This was facilitated by the outbreak in 2008. economic crisis.

If in 2008 the total volume of car production in the world amounted to 70.5 million (-3.7% compared to 2007), then in 2009 the production of cars in the world decreased significantly - by 13.5% compared to 2008 and amounted to 61 million cars. Such data are provided by the analytical agency Avtostat, referring to OICA information ( international organization car manufacturers). At the same time, the production of passenger cars decreased by 10.4% (to 47.2 million units), light commercial vehicles - by 23.8% (to 10.4 million units), trucks - by 19.2% (to 3 02 million units), and buses - by 15.4% (up to 312.9 thousand units). According to the director of the analytical agency "AUTOSTAT" Sergey Tselikov, if it were not for the fantastic growth of the Chinese car industry, the losses of the world car industry would be about 20%.

Thus, in general, the automotive industry is currently in a period of decline, despite its high social importance and political influence. However, many experts believe that the global automotive industry has seen a "little light at the end of the tunnel" lately, and manufacturers that have survived the global crisis should prepare for a surge in demand for cars in the long term. A recently published study by Booz & Company reports that growth should be most evident in the markets of developing countries and countries with economies in transition, primarily from the so-called BRIC four (consisting of Brazil, Russia, India and China), as well as Malaysia, Mexico and Indonesia.

By 2018, Booz & Company estimates that total global car sales will be about 6 times higher than they are today, although highly saturated markets such as the US, Japan and Western Europe are likely to see more growth. more than 1 - 2% per year. At the same time, it is assumed that in the period up to 2013, about 370 million cars will be additionally sold in the world, and by 2018 - about 715 million, as a result of which their fleet will double compared to the current one.

Table 1 - Dynamics of car production in the main regions and countries in 2004-2008 (thousand units):

Regions, countries
TOTAL world
including

According to OICA (International Organization of Automobile Manufacturers).

2. The level of motorization in industrialized countries

Motorization is an indicator that reflects the saturation of the community with cars and is measured by the number of individual cars per 1 thousand inhabitants. Currently, in the most developed countries, 75-80% of the total volume of passenger and freight traffic is carried out by road.

At the same time, taking into account the seriousness of the negative aspects of the motorization process, the transport policy of the EU countries, the United States and other developed countries is directed not at direct restriction of this process, but at its regulation in order to reduce losses from road traffic accidents (RTA), prevent irreversible environmental consequences of motorization and prevention of collapse in the busiest segments of road networks.

This policy is implemented within the framework of the so-called concept of sustainable transport development, which provides for a balanced development of various modes of transport, an increase in the role of public transport, the introduction of a number of restrictions on the movement of private cars in major cities and on the busiest highways (tolling, travel time restrictions, priority bus lanes, parking policies, etc.).

The level of motorization in economically developed countries is constantly increasing, the saturation limit, apparently, will be 800-850 cars per 1 thousand inhabitants.

The American magazine Forbes has published the top 10 countries in which the level of motorization is the highest in the world. Most cars per capita are in Portugal. The second on the list is the United States, which until 2005 was ahead of all countries in the world in this indicator. The third is New Zealand.

Less than 20% of the world's population lives in developed countries, while their residents own as much as 80% of the world's car fleet. According to the Forbes rating, the most automobile country in the world is Portugal. There are 773 cars per thousand of its inhabitants (data for 2006). In other words, three cars for four Portuguese. Each family, which traditionally consists of four people in this country, has more than one or two cars. The high level of motorization in America and New Zealand is justified by underdevelopment public transport. But the fourth place in the Forbes ranking was unexpectedly taken by the small country of Luxembourg, where there is only one airport and a little more than a hundred kilometers of highways - while there are more than 330 thousand cars in the country. In total, there are 727 cars per thousand Luxembourgers.

In addition, the top 10 countries with the highest levels of motorization per capita (in descending order) are Iceland, Italy, Australia, Japan and Slovenia.

France closes the rating - a country that has one of the best and most developed public transport systems. It turns out that this factor is not a panacea for an excess number of cars. The Paris metro is in second place in Europe after Moscow in terms of congestion. In addition, France has the most developed high-speed rail network.

Table 2 - TOP 10 most automobile countries in the world. Number of cars per 1000 inhabitants (2006) Source: Forbes:

3. Automotive industry in Japan

After the First World War, the automotive industry in Japan was mainly occupied with copying American designs and technologies. By the mid 30s. A law was passed in the country, according to which all enterprises located in Japan became the property of Japan. As a result, American companies were forced to wind down their activities in Japan. Japan's automotive industry was lagging behind the world level more and more. The technological gap increased sharply during the war years, when foreign experience became generally unavailable.

After the defeat of Japan in World War II, during the years of occupation, the development of the automotive industry was artificially hampered by the introduction of various kinds of prohibitions and restrictions, in particular on production, by the headquarters of the occupying forces. And although in 1949 they were removed, and the enterprises of the automotive industry were removed from the list of those to be dismantled and exported under reparations, nevertheless, the end of the 40s. regarded as a period of struggle for the survival of the automotive industry in Japan.

The American Automobile Restoration Program played a big role in the rise of the automobile industry. It has been operating since 1945, when, after the demobilization of the US Army, cars began to be brought to Japan from all over the Pacific theater of operations. A new powerful impetus to this program was given by the war in Korea, when up to 4 thousand cars were restored monthly. This made it possible to open about 30 thousand jobs, up to a dozen companies were engaged in the repair of American equipment.

The government took strict control over the development of the industry. Having strengthened the financial position due to orders from the US Army, updating equipment, the automotive industry in Japan began to develop rapidly. For investments until the end of the 50s. it took second place among other industries, and in the 60s it came out on top.

In the 60s. in the largest Japanese automobile companies, a radical restructuring of the organizational and production structure began. A contract-based system of interaction was created with strict planning at all stages. At present, some automotive manufacturers in Japan have third, fourth and even fifth stages of subcontracting. At first glance, this is a cumbersome pyramid, but it works clearly, without disruption, thanks to strict planning and control over the work and the state of each link of the subcontracting system. As a result, each company of such a pyramid was able to set monthly, weekly and even daily schedules for production and shipment of products. And this, in turn, ensured the most efficient loading of equipment both at the parent enterprises and at the enterprises of subcontractors. As a result of this restructuring, production costs have been significantly reduced, and competitiveness has been raised to world-class levels.

70s became triumphant for Japanese automobile companies. It was then that they started talking about the "Japanese" stage in the global automotive industry. The "oil shock" of 1973 caused a rise in gasoline prices. As a result, buyers began to give preference to small-sized, economical cars, and Japanese designers worked on such models for many years, based on the conditions of the domestic market. In the US, buyers were prepared to wait months for deliveries of Japanese cars. American dealers traveled to Japan to expedite shipments. Already in 1974, Japan surpassed Germany in car exports and since then it has not yielded to the first place in the world in this indicator. By 1980, in value terms, the share of car exports in the country's total exports increased to 20%. Major Japanese manufacturers More than half of the produced cars were exported.

In 1980, for the first time, Japan passed the 10 million milestone in car production. That year, 11,043 thousand pieces rolled off the assembly lines. Japan came out on top in the world in car production and held it for 15 years. It should be noted that the automotive industry in Japan in 2006 returned to the first position in the production of cars, overtaking the US automotive industry. However, literally 3 years later, in 2009, for the automotive industry in Japan, there was landmark event, with a minus sign, for the first time the country was surpassed in terms of the number of cars produced by China, where 13.8 million cars were produced last year, as mentioned earlier. According to the Japan Automobile Manufacturers Association (JAMA) last year in the country rising sun 7.93 million vehicles were produced. This is 31.5% less than in 2008. The scale of production cuts was the largest since 1966.

The number of cars produced also set a sad record - for the first time since 1976, it fell below the mark of 8 million.

The decline in production, caused by a decline in car sales in the world due to the crisis, continues for two years in a row. Compared to the peak of production in the 1990s, when 13.5 million vehicles rolled off the production lines in Japan, the decline in production in 2009 is more than 40%. However, the end of the year showed a clear trend towards improving the situation: thanks to the compensation measures introduced by the government and tax incentives for the purchase of an environmentally friendly and economical car, the growth in production in the country in December last year amounted to 8.6%, 788 thousand cars were produced.

Despite the economic crisis, Japanese cars continue to be affordable at prices that are significantly lower than the prices of cars produced by their foreign competitors, especially those based in the US and Western Europe.

The Japanese auto industry has grown in the domestic auto market as well as in auto markets around the world, mainly through the production of small cars, which has made cars more affordable and also reduced tax payments.

Japan is actively cooperating in the global "Automotive Industry Development Program", which involves 7 countries with a developed automotive industry (USA, Japan, Germany, France, Italy, Great Britain, Sweden). These countries account for 3/4 of world car production, 2/3 of new car sales. All program participants are unanimous in their opinion that severe trade restrictions, protectionism and market isolation are incompatible with the development of the global automotive industry.

Japanese companies proceed from the fact that the domestic market should be filled with local production, providing employment, and the fundamental technological secrets should be kept inside the country. Transferring production abroad, they reserve the manufacture of the most important components - engines, gearboxes. In this regard, Japanese companies are increasing their exports of components for car assembly plants abroad, and not only Japanese ones.

Japanese companies began developing their production in all existing and potential automotive markets. Companies tend to create production bases directly in the US, Europe, Asia. The enterprises included in these bases must supply products to their regions in accordance with local requirements and demand. First of all, Japanese companies began to establish their own production in the capacious American market.

Japanese companies are paying great attention to creating their production base in Asian countries, especially in China, whose car market is already proving to be promising.

Most experts state the change in the balance of power in the global automotive industry and recommend using, if possible, the Japanese experience in organizing production and management.

The Japanese automotive industry leads the world in low production costs. According to foreign experts, this leadership is noticeable, for example, in the organization of inventory management. If General Motors could manage its inventory as efficiently as Toyota, it could free up several billion dollars that it has frozen in warehouses and shops in the form of work in progress, raw materials and parts. Working on the system of "delivery just in time", Japanese companies create significant reserves to fight price competition in foreign markets.

Unlike large American companies that tried to reduce production costs by increasing the number of cars in the series, Japanese companies began to focus on the introduction of flexible production systems that allow the production of small series of models on the same conveyor, taking into account the personal requests of customers.

The leadership of Japanese companies focuses on the creation of global production systems, which are believed to be more stable than in individual countries, and less prone to political and economic upheavals that can occur in a single country. It is envisaged to reduce suppliers, focusing on those capable of providing world standards. It is also taken into account that different regions have their own advantages in the manufacture of a particular product. Inter-regional cooperation in the production of components, according to Japanese economists, will reduce production costs, make better use of competitive leverage.

4. US automotive industry

In the 90s. In the 20th century, the United States was one of the world leaders in the automotive industry. The enterprises of this country produced 22% of all cars in the world. The volume of annual sales of products of American enterprises in the US and abroad exceeded 12 million units. Almost 270 thousand people were employed in the industry. The value of shipments of products reached almost 228 billion dollars.

The largest enterprises in the US automotive industry are located in the Midwestern states near the Great Lakes. Each of the following four listed states: Michigan, Ohio, Missouri and Kentucky produces over 1 million cars a year. Nineteen Ford Motors, General Motors, and Daimler-Chrysler enterprises are concentrated in the Detroit area.

The influence of the processes of globalization of the world market is reflected in the processes of concentration of production. Production of cars and trucks in North America practically monopolized by three companies.

Medium and heavy trucks are produced by 7 companies, but 2/3 of their production is accounted for by only 3 companies: Freightliner (a subsidiary of Daimler), Navistar and Ford. Buses are produced by 5 companies, of which Navistar stands out.

Under the influence of globalization processes, large American corporations, including General Motor and Ford, are moving part of their assembly plants to Europe and Mexico in order to reduce production costs. On the other hand, many Japanese and European companies started in the 1990s. assembly of their cars in the USA.

American-made passenger cars, by virtue of their, as a rule, superior comfort, medium reliability, as well as higher fuel consumption compared to European and Japanese models, are used mainly in the US domestic market. At the same time, the popularity of American-made trucks abroad is growing. As a result, their exports expanded to almost 700 thousand units against a little over 300 thousand units. in the early 90s.

The main market for American cars is neighboring Canada. Trade with Canada is developing on the basis of the intercompany exchange of enterprises of the "big three" American automobile transnational corporations in the interests of expanding the range of goods sold in both countries. In 1997, the United States exported 72,000 cars to Canada and imported 2.1 million cars from Canadian enterprises. After the conclusion of the NAFTA agreement, an increase in American exports to Mexico was also noted. In terms of value, exports of US automotive products to Mexico increased from $167 million. in 1993 to 2 billion dollars. at present, however, imports have increased accordingly from 3.7 to 12.1 billion dollars.

Since the beginning of the 90s. over 30% of domestic US consumption in cars is met by imports. In recent years, small "parquet SUVs", as well as compact cars, produced mainly by European and Asian firms, have gained great popularity in the American market. A deterrent to U.S. imports from developing countries is relatively high environmental protection requirements. However, out of all American states The most stringent environmental requirements are set in California.

Now the American auto industry is going through hard times. better times. On the verge of bankruptcy were two of the three US automakers - General Motors and Chrysler LLC.

Market capacity, competitiveness of companies and, most importantly, the ability for technological innovation, based on a developed system of universities and research centers, underlie still relatively high level competitiveness of the US economy. However, problems associated with macroeconomic imbalances in the world in 2008-2009 created risks for the competitiveness of American industry, including automakers.

It is significant that the volume industrial production The United States from February 2008 to March 2009 decreased by almost 13% (the worst indicator since the end of World War II), and the number of company bankruptcies in the first quarter of 2009 compared to the same quarter of the previous year increased by 52%. Approximately 4/5 of US citizens have postponed the purchase of new cars for a while.

For entrepreneurs to survive in such conditions, it is necessary to produce more competitive products, and the efforts of American companies, supported by the government, began to be directed to this. Despite the economic downturn, large-scale investment in R&D continued.

The policy of the US government in the field of supporting the international competitiveness of national manufacturers, including automobile manufacturers, is primarily focused on improving the use of innovative and global competitive advantages. In particular, the government program, the American Competitiveness Initiative, provides for investments in research in the natural and technical sciences in the amount of $50 billion during 2006-2016. plus $86 billion in tax credits for companies investing in science and technology. Important areas of state support for innovative advantages are the promotion of a system of quality standards at the international level, the implementation of some innovative functions that are usually performed by companies. Government support for global benefits aims to ensure that companies comply with social and environmental standards.

The policy of American automakers is dominated by the transfer of production operations to foreign countries, as well as global mergers and acquisitions of companies, accelerating technological improvement of products, strategic partnership with the state to create a new generation of cars.

However, a very important factor is that the provision of the US population with cars has been continuously increasing and by 2009 came close to 800 cars of all types per 1000 inhabitants, including young children. Therefore, it should be expected that further development of the provision of the population with them will be slow, which will affect the potential demand.

5. Automotive industry in Western Europe

The automotive industry is currently one of the leading industries in Western Europe. It originated almost a hundred years ago in Germany and France, but the European automotive industry moved to mass production later than the American one (after the First World War). In the second half of the twentieth century. it has become an industry with a strong export orientation.

The migration of car factories from the metropolitan and old industrial areas to new areas with cheaper labor is intensifying. In Western Europe, there has been a distinct shift in production to the south. The most striking example of this kind is Spain, where in the last two decades the automotive industry has been developing at the fastest pace, having gone from small car assembly plants to large-scale mass production. Other examples are Portugal, Greece, the southern regions of Italy.

In addition to the factor of labor resources, the shifts in the geography of the automotive industry in Western Europe were significantly influenced by two more factors - the penetration of American and Japanese monopolies into its markets, as well as the development of international economic integration. If the expansion of American monopolies in the European automobile market began in the 50s. In the 20th century, Japanese companies began to penetrate Western Europe only at the end of the 60s, but very quickly gained a strong position here.

European car manufacturers are looking for new markets for their own products and are eager to get into countries of the world where there is a large population, a poorly developed automotive industry and a low level of motorization of the population. These countries are primarily China and Russia.

The Russian market is of great importance for the largest automotive companies in the world (including European ones). Although in the countries of the former CIS, European automobile companies take root with difficulty - all countries are trying to protect domestic manufacturers from the expansion of foreigners. In the late 90s of the twentieth century. The Russian car fleet consisted of approximately twenty million vehicles, of which only ten percent were imported models. But the share of the latter is steadily and rapidly growing.

Disputes about whether it is profitable or not profitable for Russia to organize the production of cars on its territory using the so-called screwdriver technology do not subside. There are only the first and not always successful experiments.

6. The main trends in the development of the automotive industry

Currently, there are a number of trends in the automotive industry that indicate the importance and significance of it, as well as related industries in the economies of industrialized countries. The modern global automotive market exists in conditions of oversupply, declining demand and fierce competition. This situation is forcing automotive companies that want to take a worthy position in the world market to follow the path of consolidation, concentration and drastic cost reduction.

The prospects for consolidated companies are quite predictable, it is somewhat more difficult to determine what awaits independent automakers, who find it increasingly difficult to survive and compete in a globalized global automotive market. Currently, most of the companies are owned or in alliances with automotive multinationals in other countries.

The purpose of marketing activities of TNCs in the global automotive market has changed. It consists in the need to structure the work of automotive companies in such a way as to obtain the largest market share and satisfy the increasing demands of consumers, and not just to get the maximum possible profit.

There is a completely new approach in the technical development of the car, the organization and technology of its production.

The scientific and technological trends are to reduce fuel consumption and reduce harmful emissions, develop an ultralight car, improve safety, quality, reliability and durability, as well as the development of intelligent road and road systems.

Decrease in production costs and, accordingly, the price of a car, and at the same time, the cost of new design developments and the introduction of new technologies is growing due to aggravated legislation and consumer demands.

Increasing competition to create the car of the future to dominate the market, as well as the integration of automakers and component suppliers. Engineering and computerization of the development process make it possible to create new models in a short time. Specialization of research, development and production based on international division labor (only 35-50% of parts, components and assemblies are produced at the head enterprise today, the rest goes to the assembly plant through cooperation).

A variety of operating conditions has led to a wide specialization of vehicles, which are distinguished by specific properties that ensure their use in specific conditions with the greatest efficiency.

In addition, the American, European and Japanese markets (80% of world car sales) have already lost their growth rates. The American market is clearly oversaturated: products of European, Japanese, South Korean and actually American automobile companies are supplied there. Moreover, American companies are constantly increasing output in order to successfully compete with foreign manufacturers. In Germany and France, labor laws prohibit the closure of old factories and plants, although Renault was able to circumvent the law and close the plant. Now Ford Europe and GM Europe are trying to follow the example of this company.

Small Japanese companies cannot achieve sufficient profitability in the domestic market and therefore try to enter the European market. This also applies to large companies, although to a lesser extent. For them, the goal is the US market. From large companies only two remain in Japanese hands - "Toyota" and "Honda". The Asian financial crisis of 1997 dealt a heavy blow to South Korean auto companies. After him, only the Hyundai corporation was able to maintain independence. In China, the situation is also ambiguous: the economic boom contributes to the development of the industry, but for this it must be long-term, and economic growth must be sustainable.

For the period 1992 - 2007. total car production increased by 27%, but its geographical distribution (by country) was characterized by the fact that in the 5 largest producing countries - the USA, Japan, Germany, France and Italy - its volume remained generally the same (33.5 million cars), and their share in world output decreased from 73 to 58%. At the same time, production expanded in a number of former "secondary" producers (Canada, Spain, Belgium) and increased sharply in the largest developing countries (PRC, South Korea, Mexico, Brazil, India), which is facilitated by a competent investment state policy, geographical location , cheap work force, capacious domestic market.

The world's main producers were actively withdrawing their capacities to the territories of countries with cheap labor.

The trend towards building factories in developing countries and "third world countries" will intensify. New sales markets will be the subject of competition between the main giants of the global automotive industry.

The process of concentration of forces will intensify. One of the criteria for unification is the difference in cultures produced by cars. That is, joint ventures will be created, the founders of which will be companies from different countries and continents. In particular, it has become a fait accompli that the Japanese company Suzuki recently joined the European giant Volkswagen.

The following scenario is possible:

The General Motors concern will finally take control of the Isuzu and Subaru brands, which it now partially owns.

DaimlerChrysler will complete its merger with Mitsubishi, thus becoming a German-American-Japanese corporation.

European cooperation between the two concerns "PSA" and "Fiat Auto" is possible to strengthen their positions in the domestic market.

It is likely that Ford, Toyota and BMW will remain far from mergers and integration in the near future. The use of ISO 9000 series standards in contracting between firms contributes to the success of joining forces, which generates mutual trust and determines the high quality of the final product. The role of suppliers in the early stages of car development, starting with research and development, is also increasing. The supplier becomes a full partner of the car manufacturer, both in ensuring its quality and in the distribution of profits.

Conclusion

automotive economic competitiveness

The significance of the automotive industry and the prospects for its development are determined by the place that vehicles occupy in the transport and energy infrastructure, and its overall role in the national economy of a country. The leading countries in the automotive industry occupy the first positions in the world economy; the automotive industry directly affects technological progress and speaks better than many statistical calculations about the solvency of the population, and therefore about the standard of living.

The automotive industry is one of the most striking examples of the emergence of a truly global “super industry”. In world proportions, 1% growth in the automotive industry gives 1.5% growth in the country's GDP as a whole.

All this together brings the automotive industry to one of the leading positions in the global economy.

Bibliography

1. Website of the International Organization of Automobile Manufacturers - OICA (“Organization Internationale des Constructeurs d" Automobiles ”).

2. Website of the analytical agency "Avtostat".

3. Bulletins of foreign commercial information BIKI. 2009. No. 13, No. 39; 2006 No. 19.

4. Press release PricewaterhouseCoopers "2010 opens new perspectives for the automotive industry."

5. World economy / ed. A.S. Bulatov. - M.: Lawyer, 2007.

6. Strategy for the development of the automotive industry in Russia - M. RAS. Institute for Economic Forecasting, 2005.

7. Radjabova Z.K. World economy. M.: INFRA-M, 2008.

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