Import will not save to the local "stuffing"

"Our auto industry should not become a playground for resale automotive components". In this sentence, the essence of the interview Alexei Rakhmanov, Director of the Department of industry of the Ministry of the RUSSIAN FEDERATION, which he gave at the wheel. THE RUSSIAN FEDERATION ". But interesting details.
If you want fat, Cars are bearing the logo of the companies that collect them, which is not quite fair. The fact that each car "invests" in the assembly plants, in total material and labor costs, is only a tenth of a small part. 9/10-parts, nodes and aggregates (components) coming to the pipeline from suppliers, and their "names" are known to a few. In the meantime, the level of sophisticates is largely determined by the technical level of the machine. When the car inroads were deployed in Russia, the lion's share of the components was imported from abroad, only a small part, under conditions, they were obliged to produce them in Russia (localize production). This proportion of the imported and local regulations allowed the regulations of the promsbork1, but its duration shall be terminatedNew rules, bassembly-2, with more stringent conditions: if you want to make cars here and keep "fat" privileges on imported components-substantially raise the degree of localization. Russian motives are such: new jobs should be created in the country; added value should be created in the country, not abroad; progressive technologies should come to our automotive industry so that we will eventually learn to do modern technology. However, the interests of foreigners differed. To create a critical mass-Alexey Lvovich, here is a quote: "Foreign producers of car components do not yet have the economic sense to build factories in Russia, and for car cleaners, imported components cost about 20% cheaper than local cars." The argument was not brought by anyone, but Mikhail Blokhin, the gene. Director of NAPAC (National Association of Automobile Manufacturers), when the pro-assembly-2 regime was still being developed-These considerations were fair to the assembly1, when the mandatory maximum for foreigners was only 25,000. vehicles per year. They are now overtaken by events. We weren't the first to have been in this situation. In his time, car inophiles, which were justified in China, purchasing components in China were more expensive than they were even from a distant Europe. Like the Chinese, we have raised the production volume for "guest" car manufacturers to such measures to form a "critical mass" and start to work out the laws of the economy-suppliers would not be more profitable to bring components in the country, but invest them in the field and integrate into the technological chain of the local automotive industry. When it's cheaper to spend, what's good? Modern manufacturing plants with the highest level of technology and performance. Typical for European components, the situation is to produce a batch of parts or knots for 25-50,000 pieces. cars, most often take a maximum of six months or a month, often a week. And the rest of the power will be idle? It is unwise to invest millions in enterprises that do not pay off, and the costs are so high that no one wants to buy. But if the component is confident in stable orders for hundreds of thousands of units, when customers are several, then deduct that the cost of transporting parts to the recipient can be broken. And then it's cheaper to spend one day, but getting closer to the highway. This is why the bar in the regulations of the project was installed at the level of 300 and more than a thousand cars per year for each producer or alliance (so much to the end of the agreements with the Russian government). Soon after the introduction of the new regulation, we received more than 400 bids from almost 200 component companies, and now some 320 contracts have been signed. We hope that the new wing of the branch-component wing will form the backbone of Russia's inophilus. That these enterprises will increasingly use Russian metal, plastics, and electronic products in our market as we move into the market, that the products will be competitive. And eventually the plants will become an integral part of the global component production. Those who want to, but can't-But will there be a place under the car sun for Russian companies? Or are they condemned to compete with varigamia-inofim? And then, the place is going to be occupied by those who want to, but they can't ...-There's a chance. From the practice: looking for suppliers among Russian components, one of the "foreigners" enterprises sent 130 requests to potential relevant partners. It would seem that now is the time when everyone clings to any opportunity to get an order. But only 30 responses were received, and only seven of them were satisfied with the inophilus. This is an indication that many of our components are really "not drawn", and others try to look better than they are. We are particularly careful about the applications of those who remained a breeder or shop in the Soviet car industry for years, and in the 90s, we have undocked (we have about 800 VW suppliers). We expect those who last 25 years, put on probation, the uphill of the right doors of the VAZ-2105, and nothing more. They have no engineering, equipment is worn, the quality certificate is blurred and specialists are guided by Soviet industrial standards. commerce is exactly enough to negotiate the price with the recipient-and no more ... So we say, you don't have a business, and there's no prospect ... We do not go to an agreement and in case there is a suspicion that the applicant will be "punking and raking." Another matter is that several Russian components are actively looking for strong foreign partners to join the alliance with them. We can't get them out of the doorway, why not give it a chance?Priority companies with reputation, for example, Magna, which has already built a stamp factory that does not need recommendations,-Gestamp, Bosch, Continental, Nokian and similar. The best will be brought ...-Alexei Lvovich, somehow the Prime Minister said on another occasion: "No one will be sharing modern technologies with us." But to adopt them is one of the goals of the road industry. Are the conditions of the promenuki-2 "taking" to us progressive ways of production? There are no control numbers in the new regulation, such as "installing so many robotic lines" or "implement so many workflows." Hard tasks are not required as it stimulates the demand: by 2018-2019, the value of the added value of the added value should be no less than 45%. A normal market situation will also encourage it. Who will come to Russia, where they know the use of cars, do not make cars with aluminum, say, roof, and with wooden?. And the robots and new workflows are already driving the logic of development. For example, the Volkswagen plant in Kaluga is a laser welding unit, which is far from all enterprises in other countries. The concept of "progressive technologies" cannot be narrowed to purely technical aspects, " Alexei Rakhmanov said. " Let us remember that when the Ford plant was launched near St. Petersburg, its personnel department refused to work for those who had managed to work in the Soviet car-they were considered to be permanently damaged by the old order. I share this caution. Based on their experience in GAZ (as a youth), I remember who made cars here: temporary workers from among the students from Central Asian republics, suspended criminals, who were then said, "in chemistry." This has been everywhere-hence the low level of human resources requirements. Foreign companies have transferred European production culture to Russian soil. 130,000 Russian workers employed in the enterprises of infim, including 13-15 thousand people. engineers and technologists, have already learned the experience of modern organization of labor, learned what is built-in quality, regulation of flows and processes, management of industry business, etc. They will be taken to any enterprise, even at the Toyota plant, which has been famous in the army discipline and where the words "quality" and "order" repeat as mantra. All this not only works for the future of the Russian automotive industry, but it already gives results. " The landscape of the fleet has changed, and experts will say that the landscape of the automotive industry has changed. The holding force of the price tag-Is it not going to happen that the price of cars will rise when the components start to be inofide-they will want to return the money invested in the production soon? And then, companies with loud names invest in the price of their products "brand tax" ...-Even before the first stroke in the project of each new model, the marketers of companies set the framework for the developers: the car should not be worth more than that. You can't lose to classmates from other producers in "competition of price". The price should not increase when components are imported or in localized production. At the auto plants, the "target cost" is constantly monitored-the manufacture of each component is bypassed. For example, suppose you want to pick up a percentage of the localization, the manufacturer: Do you want to import it, such as a radiator, to make it available locally? But if the calculations show that the cost of the details will increase, the option is cut off immediately. Freedom within the framework of the rules-no "strike out"-"plan" needs to be implemented. If you don't do it, you pay high import duties ...-which call the hot heads a hand-twisting. It's a lack of awareness. In the same case, duties are practically the same as ours, while in India the amount of duties and excises is close to 60-80% of the price of the car. I would like to draw the attention of the two countries to the WTO. But let' s go back to the ability to "execute the plan" for localization. Our new implementing regulations, unlike the previous one, provide room for manoeuvre: control figures are set for manufacturers, pay attention, on average, across the range. For example, one model can be produced at 70%, the second is 80%, the third is 30%, and the fourth can only collect only imported components (0%). The specialists of the companies are free to determine the production of which parts and sites it is more profitable to organize in Russia. Note that the regulation does not put the level of localization and production volumes into dependence. The parties of the same models, say, 10,000. units can be at the maximum level of localization, and cars with 100-thousand "circulation"-with minimal. Only the average rate in the annual report was not less than the benchmark of 60%. Promsbork-2 also provides other room for manoeuvre, but not in two words. Full parity-the Russian automotive industry should not become a "screwdriver" or a site for reselling the components, " Alexei Rakhmanov concluded. The tasks have become more intense, but they are strong and, no doubt, parity. For what we expect to receive, we are paying full price: inophilus, on the granted benefits, are exempt from the billionth of billion-dollar duties. And what is more valuable: in the Russian market, which is all called the most promising in Europe, foreign companies have a prospect for development, which means that they will increase their incomes.