Презентация по английскому языку на тему "Эволюция российского автопрома"

The evolution of the domestic automotive industry.

Background.
One of the pioneers of the automotive industry in the Russian Empire was E. A. Yakovlev, whose four-wheeled passenger car was successfully demonstrated in 1896 at the All-Russian Industrial Exhibition in Nizhny Novgorod. The first Russian truck built by Boris Lutsky was exhibited in 1900 at the World Exhibition in Paris and received a large silver medal.

Industrial production of cars was organized in Riga, at the Russian-Baltic Plant, where 450 cars were produced from 1908 to 1915. Subsequently, a number of private car companies appeared in Russia: P.D. Yakovlev and Lessner in St. Petersburg, Leitner & Co. Russia in Riga, Yu. A. Meller's Dux in Moscow, Aksai in Nakhichevan and some others. However, for one reason or another, they all moved away from the production of cars, and the St. Petersburg carriage workshop "Freze and Co." in 1909 was bought by the Russian-Baltic Wagon Factory, which organized body production at its facilities.

By 1912, there were only 2 operating automobile plants in Russia: the Russian-Baltic Wagon Plant in Riga, which had been producing Russo-Balts since 1909, and the Puzyrev Plant (RAZIPP) in St. Petersburg, which began producing cars of its own design in 1911.

History.
The first fully Soviet car AMO-F-15 was produced by the AMO plant in 1924. From this moment the development of the Soviet automobile industry begins. In 1931-1933, the AMO enterprise was reconstructed and, renamed ZIS, produced trucks under license from the American company Autocar, and in Nizhny Novgorod (later Gorky) in 1930-1932, the NAZ (GAZ) enterprise was built, which produced cars and trucks under license from Ford Motor.

In the 1950s and 70s, the development of the Soviet automotive industry continued with extensive methods, and until the early 70s, the main priority was given to trucks, in particular, army multi-axle tractors and four-wheel drive dual-purpose trucks.

By the 1980s, the Soviet automobile industry had achieved obvious success in mass production: in total production (2.2 million in 1985 and 1986), the USSR ranked fifth in the world (second only to Japan, the USA, Germany, France), in truck production — third place, in bus production - first. However, at the same time, crisis phenomena typical of the era of stagnation began to manifest themselves: in fact, the growth of passenger car production stopped (stabilized by 1.3 million per year), while their share was slightly more than half of the total car production (which is much less than in developed countries), R&D was excessively delayed, the quality of components and assembly remained poor, and a steady shortage of spare parts remained.

However, during this decade, fundamentally new front-wheel drive passenger models with hatchback bodies were mastered: VAZ-2108 "Sputnik", Moskvich-2141 "Aleko", VAZ-1111 "Oka" and ZAZ-1102 "Tavria" and mass production of diesel medium-duty trucks GAZ-4301 and ZIL-4331 and buses LiAZ-5256 and LAZ-4202. At the same time, in the second half of the 1980s, about a quarter of the production of passenger cars was exported. So in 1986, out of 1,340,272 cars produced[8], 305,540 cars were exported, of which a significant part went to Western European countries[9]. After 1981, a number of resolutions were adopted aimed at the accelerated production of gas-cylinder cars, the construction of a network of automobile gas-filling compressor stations and the manufacture of equipment necessary for them.

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