High material and labor intensity of ship production

The role of shipbuilding among mechanical engineering branches is gradually decreasing;

In ship production, the share of passenger transport is decreasing and the share of special transport is increasing (tankers, container ships, icebreakers, research vessels, etc.);

The shipbuilding center moved from Western Europe and the USA to Asia (Korea, Japan, China);

Production of railway equipment– the oldest branch of transport engineering, producing locomotives, various freight cars, tanks, passenger cars, etc.

The production of railway equipment is gradually declining in Western Europe, the USA, and Russia, but is increasing in Asia (China, India). Europe is increasingly moving towards the production of high-speed passenger trains.

3. Electrical engineering, including electronics .

The most knowledge-intensive branch of mechanical engineering;

The fastest growing branch of mechanical engineering;

High degree of concentration of production (production is mainly concentrated in large companies in the USA, Japan (the USA and Japan produce 90% of microcircuits), Southeast Asia (Korea, Taiwan), Western Europe);

Rapid growth of systemic connections both within the industry and with other industries;

Within the industry, the growth rate of production of consumer electronics is declining, while computers and microcircuits are growing (the production of computers and microcircuits accounts for 40–45% of the total production of electrical engineering and electronics).

Location of mechanical engineering industries.

The location of mechanical engineering enterprises is largely influenced by:

availability of qualified work force;

availability of scientific centers;

developed infrastructure;

consumers.

1. Until recently, 90% of mechanical engineering products were produced by developed countries, and only 10% by developing countries. But today the share of developing countries is already 25% and continues to increase.

2. The world's mechanical engineering industry is dominated by a small group developed countries- USA, which accounts for almost 30% of the cost of engineering products, Japan - 15%, Germany - about 10%, France, Great Britain, Italy, Canada. These countries have developed almost all types of modern mechanical engineering, and their share in global exports of machinery is high (developed countries in general account for over 80% of global exports of machinery and equipment). With an almost complete range of engineering products, a key role in the development of mechanical engineering in this group of countries belongs to the aerospace industry, microelectronics, robotics, nuclear power engineering, machine tool building, heavy engineering, and automotive industry.

The group of leaders in global mechanical engineering also includes Russia (6% of the value of mechanical engineering products), China (3%) and several small industrialized countries - Switzerland, Sweden, Spain, the Netherlands, etc.

3. Mechanical engineering has greatly advanced in its development in developing countries. Unlike developed countries, whose mechanical engineering is based on a high level of research and development (R&D), highly skilled labor and is focused mainly on the production of technically complex and high-quality products, mechanical engineering in developing countries is based on the low cost of local labor , specializes, as a rule, in the production of mass-produced, labor-intensive, but technically uncomplicated, low-quality types of products. Among the enterprises here there are many purely assembly plants that receive kits of machines in disassembled form from industrialized countries. Few developing countries have modern machine-building plants, primarily the newly industrialized ones - South Korea, Hong Kong, Taiwan, Singapore, India, Turkey, Brazil, Argentina, Mexico. The main directions of development of their mechanical engineering are the production of household electrical appliances, automotive industry, and shipbuilding.

4. The main exporters of mechanical engineering products are: Japan, Germany, USA, France, Great Britain, Italy, Canada.

5. The geography of location of some branches of mechanical engineering is presented in the table.

The largest producers and exporters of products general mechanical engineering in general - developed countries: Germany, USA, Japan, etc. Developed countries are also the main manufacturers and suppliers of machine tools to the world market (Japan, Germany, USA, Italy and Switzerland). The general engineering industry of developing countries is dominated by the production of agricultural machinery and simple equipment.

World leaders in the field electrical engineering and electronics - USA, Japan, Russia, Great Britain, Germany, Switzerland, the Netherlands. The production of household electrical appliances and consumer electronics products has also developed in developing countries, especially in East and Southeast Asia.

Among industries transport engineering most dynamically developing automotive industry . The area of ​​its spatial distribution is constantly growing. Back in the first half of the 20th century, the automotive industry was dominated by one country - the United States (83%), but then the transition to a polycentric model began. In the second half of the twentieth century, three centers emerged: the USA, Western Europe, and Japan. In the 90s, the automotive industry began to spread to Asia (R. Korea, China, India, Turkey, Malaysia) and Latin America (Brazil, Mexico, Argentina, Venezuela, Ecuador, Chile, Peru, Uruguay). However, the countries of Foreign Europe (Germany, France, Spain, etc.), the USA and Japan remain leaders and produce more than 70% of all cars in the world. In addition, most of the automobile factories located in developing countries belong to leading companies in these countries.

The top ten countries for car production are presented in the table. It can be added that countries with a car production rate of over 1 million per year also include Mexico, Russia and Belgium.

The largest exporters of cars: Japan (4.6 million per year), Germany (3.6), France.

Unlike the automobile industry, aircraft manufacturing, shipbuilding, and the production of railway rolling stock are experiencing stagnation. The main reason for this is the lack of demand for their products.

Shipbuilding moved from developed countries to developing ones. The largest manufacturers of ships were South Korea (ahead of Japan and took first place in the world), Brazil, Argentina, Mexico, China, and Taiwan. At the same time, the United States and Western European countries (Great Britain, Germany, etc.), as a result of the reduction in ship production, ceased to play a significant role in global shipbuilding.

Aviation industry concentrated in countries with a high level of science and workforce qualifications - the USA, Russia, France, Great Britain, Germany, the Netherlands.

Thus, in the territorial structure of mechanical engineering we can distinguish four main engineering regions:

North America (USA, Canada, Mexico);

Foreign Europe (Germany, France, Great Britain, Italy, Spain);

East and Southeast Asia;

To North America(USA, Canada) accounts for approximately 1/3 of the cost of mechanical engineering products. This region produces almost all types of engineering products of any level of complexity, but in the international division of labor the region acts, first of all, as the largest manufacturer and exporter of highly complex machines, heavy engineering products and knowledge-intensive industries. Thus, in the United States, which occupies a leading position in the region and the world in terms of the total value of mechanical engineering products, a large role belongs to aerospace engineering, military-industrial electronics, computer production, nuclear power engineering, military shipbuilding, etc. The United States ranks third in the world on the export of mechanical engineering products and the first - on imports.

To European countries(without the CIS) also accounts for about 1/3 of the world's mechanical engineering products. The region produces mainly mass engineering products, but maintains its position in some of the newest industries. The region is particularly distinguished by general mechanical engineering (machine tool building, production of equipment for metallurgy, textile, paper, watchmaking and other industries), electrical engineering and electronics, and transport engineering (automotive, aircraft, shipbuilding). The leader of European mechanical engineering, Germany is the largest exporter in the region and the second largest exporter of mechanical engineering products in the world.

Region including countries of East and Southeast Asia, provides approximately a quarter of the world's mechanical engineering output. The main stimulating factor in the development of mechanical engineering in the countries of the region is the relative cheapness of labor. The leader of the region is Japan - the second mechanical engineering power in the world, the world's largest exporter of mechanical engineering products, especially products of the most skilled industries (microelectronics, electrical engineering, aircraft engineering, robotics, etc.). Other countries - China, the Republic of Korea, Taiwan, Thailand, Singapore, Malaysia, Indonesia, etc. produce labor-intensive but less complex products (production of household electrical appliances, cars, ships, etc.) and are also very actively involved in working on the foreign market . Thus, the region produces both mass engineering products and highly complex products.

A special region of world mechanical engineering is formed by CIS countries. They have a full range of engineering production. For most countries in the region, mechanical engineering is one of the main branches of international specialization. The branches of the military-industrial complex, the aviation and rocket-space industries, consumer electronics, and certain simple branches of general mechanical engineering (production of agricultural machinery, metal-intensive machine tools, power equipment, etc.) have received especially great development here. At the same time, there is a serious lag in a number of industries, especially knowledge-intensive ones. The leader of the CIS - Russia, despite the enormous opportunities for the development of mechanical engineering (significant production, scientific, technical, intellectual and resource potential, a capacious domestic market with great demand for a variety of engineering products, etc.), in the international division of labor stands out only for the production of weapons and the latest space technology and is even forced to import many types of machines.

Outside the main machine-building regions, there are mechanical engineering centers that are quite large in scale and complexity of production structures - India, Brazil, Argentina. Their mechanical engineering mainly works for the domestic market. These countries export cars, sea vessels, bicycles, and simple types of household appliances(refrigerators, washing machines, air conditioners, vacuum cleaners, calculators, watches, etc.).

Chemical industry of the world provides industry and construction with new materials, supplies agriculture with fertilizers and plant protection products.

Peculiarities:

One of the dynamic industries that largely determines scientific and technical progress along with mechanical engineering;

High knowledge intensity (at the electronics level);

The chemical industry is a very large consumer of raw materials, unit costs which in some cases significantly exceed the weight of the finished product (production of soda, synthetic rubber, plastics, chemical fibers, potash and nitrogen fertilizers, etc.).

In addition to a large amount of raw materials, the chemical industry (production of synthetic materials, soda, etc.) consumes a lot of water, fuel and energy;

Availability various connections with other industries and agriculture;

Relatively low labor intensity, but special requirements for the qualifications of the workforce;

High capital intensity;

Sophisticated equipment and technologies;

Complex industry structure.

Industry composition

There are different approaches to identifying branches of the chemical industry

The chemical industry includes:

1) mining and chemical industry (extraction of raw materials - apatite and phosphorite, table and potassium salts, sulfur and other mining chemical raw materials);

2) the main chemical industry producing inorganic compounds (acids, alkalis, soda, mineral fertilizers, etc.);

3) chemistry of organic synthesis, including the production of polymer materials (synthetic rubber, synthetic resins and plastics, chemical fibers) and their processing (production of tires, plastic products, etc.);

4) microbiological industry.

There is another approach that distinguishes in the chemical industry semi-finished production (production of salts, acids, alkalis, etc.), basic production (production of polymers, mineral fertilizers, etc.), processing production (paint and varnish, formacetic, rubber, etc. production ).

The greatest development in the chemical industry of the scientific and technological revolution era was the production of polymers, the raw materials for which are semi-finished petrochemical products. Polymers are the most important structural material for industry and construction.

Chemical industry location determined by a combination of many factors.

For the mining and chemical industry, as for any mining industry, the main factor of location is natural resource.

High-tech chemical production (production of varnishes, dyes, reagents, pharmaceuticals, photo and toxic chemicals, high-quality polymer materials, chemicals special purpose for electronics, etc.) place high demands on level belowcooking workforce, R&D development, spe productioncial equipment (instruments, devices, machines).

In addition, many basic chemistry and organic synthesis chemistry enterprises are focused on availability of water resources and electricity.

For enterprises producing finished products, an important factor is consumer.

General placement trends.

The strengthening of the knowledge intensity of the chemical industry as a whole and especially its individual productions has predetermined the priority for the development of the industry in highly developed countries. Many traditional branches of the chemical industry - mining chemistry, inorganic chemistry (including the production of fertilizers), and the production of some simple organic products (including plastics and chemical fibers) have been developing rapidly in recent years in developing countries.

Industrialized countries are increasingly specializing in the production of the latest science-intensive types of chemical products.

There are four main regions in the global chemical industry:

1. Foreign Europe, primarily Germany, Italy, France, Great Britain, the Netherlands, Belgium, providing 23-24% of world production and export of chemical products. The most “chemicalized” country in this region is Germany. After the Second World War, the petrochemical industry, focused mainly on imported raw materials, came to the fore in this region. This led to a shift of the chemical industry to ports (Rotterdam, Marseille, etc.), as well as to the routes of large oil and gas pipelines from Russia (this mainly concerns Eastern European countries).

2. North America. The United States especially stands out here - the world's largest producer and exporter of chemical products (about 20% of world chemical products and 15% of its world exports).

3. East and Southeast Asia. Japan (15% of world production and export of chemical products), China, and Korea stand out here.

4. CIS, where Russia stands out (3-4% of world chemical production).

In addition, a very large region specializing in the production of chemical products (mainly semi-products of organic synthesis and fertilizers) has developed in the Persian Gulf area. The raw material for production here is the huge resources of associated (oil production) gas. The oil-producing countries of the region - Saudi Arabia, the UAE, Kuwait, Iran, Bahrain, etc. produce 5-7% of the world's chemical products, which are almost entirely export-oriented.

Outside these areas, the chemical industry is developed in India, Mexico, Argentina, Brazil and other countries.

Location of chemical industries.

Among the industries, the leading place is occupied by the polymer materials industry, based on oil and gas or petrochemical raw materials. For a long period of time, the raw material base of the polymer materials industry was almost universally coal chemicals and plant raw materials. The change in the nature of the raw material base also significantly affected the geography of industry - the importance of coal regions decreased, the role of oil and gas production areas and coastal regions increased.

Currently, the most powerful organic synthesis industry is in economically developed countries that have large reserves of oil and gas (USA, Canada, Great Britain, the Netherlands, Russia, etc.), or occupy a favorable position for the supply of these types of chemical raw materials (Japan, Italy, France , Germany, Belgium, etc.).

All of the above countries occupy leading positions in the global production of synthetic resins and plastics and other types of synthetic products. Of the polymer industries, only the production of chemical fibers has seen a noticeable shift towards developing countries. In this type of production, along with the traditional leaders - the USA, Japan, Germany, etc., are among the largest producers in last years also included China, the Republic of Korea, Taiwan, and India.

In contrast to the polymer materials industry, the mining and basic chemical industries are widely represented not only in economically developed countries, but also in developing countries.

Leading manufacturers mineral fertilizers are China, USA, Canada, India, Russia, Germany, Belarus, France, Ukraine, Indonesia. At the same time, in terms of mining and processing of phosphorites, along with the United States, the countries of Africa (Morocco, Tunisia, Algeria, Senegal, Benin), Asia (Jordan, Israel), the CIS (Russia, Kazakhstan), Christmas Island and Nauru stand out. The overwhelming majority of the world's production and processing of potassium salts is carried out by the USA, Canada, Germany, France, Russia, and Belarus.

The main raw material for the production of nitrogen fertilizers is natural gas. Therefore, among the most important producers and exporters of nitrogen fertilizers are, first of all, countries rich in natural gas (USA, Canada, the Netherlands, Norway, Russia, Gulf countries). Large quantities of nitrogen fertilizers are also produced by France, Germany, Poland, Ukraine, China, and India, whose nitrogen fertilizer industry is closely connected with the ferrous metallurgy of these countries.

Sulfur producing countries are the USA, Canada, Mexico, Germany, France, Poland. Ukraine, Russia, Turkmenistan, Japan, etc. The largest producers of sulfuric acid are the USA, China, Japan and Russia (they account for more than half of world production).

Geography of individual branches of the chemical industry

Forestry industry- one of the oldest industries producing construction materials and consisting of the following interrelated industries, which differ from each other in production technology and purpose of the products, but use the same raw materials:

Logging (felling, trailing)

Mechanical processing - includes sawmilling, plywood, lumber, furniture, matches, parquet, etc.

Wood chemistry (production of charcoal, resin, alcohol, rosin, acetic acid, turpentine, feed yeast, etc.)

The pulp and paper industry occupies an intermediate position, where chemical technologies are combined with mechanical processing, and includes the production of pulp, paper, and cardboard.

Logging . It has transformed from a seasonal industry into an industrial production sector with permanent, qualified personnel and high-quality equipment. This industry belongs to the mining industry.

Sawmilling - the main consumer of industrial wood at the logging stage, from where wood makes up 25% (boughs, bark, needles) in sawmilling - sawdust, shavings, humps, slats (they increase to 40%). Sawmill centers are usually located in logging areas, but can also be located in other areas where there is a huge mass of round timber transported by various modes of transport.

Sawmilling serves as the basis for subsequent processing of raw materials. In close connection with it, standard house building, the production of furniture, chipboard, plywood, and matches received widespread development. The placement of industries for the mechanical processing of wood should take into account such features of the forest industry as the high specific costs of raw materials for the manufacture of products (1 ton of wood pulp - 3 m 3), and waste at the stages of logging and sawmilling. With such specifics, it is necessary to bring production closer to sources of raw materials or transport routes. However, moving furniture is more expensive than moving wood and requires highly skilled labor to produce it. Therefore, as a rule, furniture production is located at the consumer.

Timber chemistry , like most branches of mechanical wood processing, gravitates towards logging sites. Very often, wood chemical enterprises are located near sawmill centers, as they use waste from this production.

Pulp and paper industry differs in material intensity (1 ton of cellulose - 5 m 3 of wood) and water intensity (1 ton of products - 350 m 3 of water). Pulp and paper production is often associated with sawmilling and uses waste from mechanical wood processing - the so-called paper pulp. So, the main factors for the location of central bank production are raw materials (approximation to forest-abundant areas) and water. Very often, rivers are used as timber transportation routes and sources of water supply.

Thus, The geography of the forest industry is largely determined by the distribution of forest resources in the world (northern and southern forest belts).

Within northern forest belt Mainly coniferous wood is harvested and all types of forest industry are developed. The most effective form of organizing the timber industry in these areas is LPK(timber industry complex), which includes timber harvesting, different kinds processing, including waste disposal, production of fiberboard and fiberboard.

For some countries in this belt (Russia, Canada, Sweden, Finland), the logging and wood processing industries have become industries of international specialization.

Within southern forest belt deciduous wood is harvested. Three main areas of the timber industry have developed here: Brazil, Tropical Africa, and Southeast Asia. Most of the wood harvested in this belt is exported to Japan and Western Europe or used for firewood. The woodworking industry here is less developed than in the northern forest belt.

To make paper in the countries of the southern forest belt, non-wood raw materials are very often used: bamboo (India), bagasse (Peru), sisal (Brazil, Tanzania), jute (Bangladesh).

Light industry of the world has enormous social significance, because it produces various types of products for personal use and thereby forms one of the most important components of people’s material well-being.

Peculiarities:

Particularly close connection with the consumer, dependence on the historical, geographical and socio-economic level of development of the population of a particular territory;

The particular dynamism of the industry, expressed in the rapid change in the range of products due to changes in fashion, tastes, etc.;

Variability of requirements for raw materials, semi-finished products, accessories and their design, as well as for technologies and organization of production;

Special requirements for the quality of the workforce (the presence of artistic culture, taste, etc.).

Industry composition .

Light industry has a rather complex industry structure. It includes:

- raw materials production: production of cotton and raw cotton, processing of hides, etc.;

- semi-finished production: spinning, textile, dyeing, leather, fur, etc.;

- production of final products: sewing, knitwear, carpet, haberdashery, footwear, etc.

Currently, in light industry there is a shift towards end-product industries (by value). This is explained by the fact that the cost of final goods significantly exceeds the cost of raw materials and semi-finished products, and therefore final products take a much wider part in international trade. This is especially noticeable in the clothing and footwear industries.

Among the semi-product industries, the textile industry occupies the most prominent position.

Thus, light industry unites many industries and sub-sectors, the main ones being textile, clothing and footwear.

Textile industry

In the era of scientific and technological revolution, its structure significantly changed. Currently, in the textile industry, depending on the raw materials used, cotton, wool, silk, linen sub-sectors and the production of non-woven materials (artificial fibers) are distinguished.

For a long period of time, the main branch of the world's textile industry remained cotton, followed by wool, linen and processing of man-made fibers. Currently, the share of chemical fibers in global fabric production has increased significantly, while the share of cotton, wool and especially flax has decreased. The creation of mixed fabrics from natural and chemical fibers and knitwear (knitted fabric) was of great importance. The share of chemical fibers in the textile industry of developed countries has especially increased. In the economies of developing countries, the main types of textile raw materials remain cotton, wool, and natural silk, although the share of products made from chemical fibers has recently increased significantly. Today the structure of the textile industry looks like in the following way: cotton – 67%, chemical fiber production – 20%, wool – 10%, linen – 1.6%, others – 1.4%.

The textile industry as a whole is developing at a faster pace in the group of developing countries. Today, the global textile industry has five main regions: East Asia, South Asia, the CIS, Foreign Europe and the USA. Asia has become the main region of the textile industry in the world, providing today about 70% of the total amount of fabrics, more than half of the production of cotton and woolen fabrics.

Main producers cotton weavingher are China (30% of world production), India (10%), USA, Russia, Brazil, Italy, Japan, Taiwan, Germany, France (see table 28 of the textbook, page 394.).

Leading producers wool and woolen fabrics are Australia, New Zealand and China.

And in the production of the most expensive silk fabrics, with the absolute leadership of the United States (over 50%), the share of Asian countries is also very large, especially India, China and Japan (over 40%).

Production decreased significantly linen weavingher. They are produced in large quantities only in Russia and Western European countries (France, Belgium, the Netherlands, Great Britain).

Developed countries of the world (especially the USA, Italy, Japan, Germany, France), while their share in the production of cotton and woolen fabrics is decreasing, remain the largest producers of knitwear and fabrics made from chemical fibers (synthetic and blended). Although in these types of textile industries their role is steadily declining due to the organization of production in developing countries (India, China, the Republic of Korea, Taiwan, etc.). The ten largest producers of chemical fibers (see the section “chemical industry”, table 27 of the textbook, p. 394).

In Russia, which was one of the largest manufacturers of all types of natural fabrics in the world, their production is experiencing a severe decline.

Garment industry. It has become a leading branch of light industry, consumes the vast majority of fabrics produced in the world, is characterized by high labor intensity, active demand for products, especially fashionable ones, as well as an extraordinary variety of goods.

As in the textile industry, developing countries are of great importance in the clothing industry. Many of them, primarily China, India, South Korea, Taiwan, and Colombia, have become the largest producers and exporters of ready-made clothing. Developed countries (especially the USA, France, Italy, etc.) are increasingly specializing in the production of fashionable, elite, individual products.

Shoe industry.

The assortment of this industry is quite high, although somewhat inferior to the clothing industry. The industry is characterized by a variety of raw materials for production. In addition to natural Lately Synthetic raw materials are increasingly being used, which are much cheaper. Expensive leather shoes today makes up no more than 1/3 of the total number of shoes produced (12 billion pairs per year).

The footwear industry, among light industries, has moved the most from developed countries to developing countries. The leaders in the production of shoes have become the People's Republic of China (which has overtaken the former leaders Italy and the USA in its production and produces more than 40% of the world's shoes) and other Asian countries - the Republic of Korea, Taiwan, Japan, Indonesia, Vietnam, Thailand. In developed countries (Italy, USA, Austria, Germany stand out), the production of leather shoes from expensive raw materials, with high labor intensity of production, has been preserved. The largest manufacturer and exporter of such shoes is Italy. In Russia, shoe production has decreased several times in recent years, and the country has transformed from the world's largest shoe producer (in 1990, second only to China) into a significant importer.

Thus, the main branches of light industry are currently developing especially rapidly in newly industrialized countries and other developing countries, which is largely due to their high supply of raw materials and cheap labor. Industrialized countries, having lost their positions in a number of traditional mass, technically uncomplicated industries (cheap types of fabrics, shoes, clothing and other types of consumer products), retain a leading role in the manufacture of especially fashionable, high-quality, expensive products oriented towards high technology and labor qualifications, a limited circle of consumers (production of carpets, furs, jewelry, standards of shoes, clothing, fabrics from expensive raw materials, etc.).

Food industry Together with light industry, it is part of the complex for the production of consumer goods and services. At the same time, it is the main processing industry within the agro-industrial complex (AIC). The food industry gravitates more towards the agro-industrial complex than towards the complex for the production of consumer goods and services. The main purpose of this industry is food production. The food industry includes over 20 industries. The territorial organization of this industry is greatly influenced by raw materials and consumer factors . Based on the nature of the raw materials used and the principles of location, the food industry can be combined into the following three groups:

Industries focused on raw material sources - sugar, butter, cheese, canned milk, oil and fat, fruits and vegetables, canned fish, alcohol, starch and syrup and others. When locating these industries, the costs of raw materials per unit of finished product are taken into account. Typically, these industries focus on raw materials, and at the enterprises of these industries there is high consumption(for example, in sugar production, sugar beet waste accounts for 85%). In addition, many types of raw materials are not subject to long-term transportation and storage.

Industries gravitating towards places of consumption of finished products , - bakery, brewing, confectionery, sugar refinery, pasta and others. Enterprises in these industries, as a rule, use raw materials that have already undergone primary processing or produce perishable products, so they are located near populated areas.

Third group - industries that focus on both raw materials and consumers . These are the meat, dairy and flour milling industries.

The approach of the food industry to raw material bases and places of consumption of finished products is achieved in some industries through the specialization of enterprises by stages of the technological process: primary processing of raw materials is located near sources of raw materials, and production finished products- in consumption centers. This division of the technological process can be observed in the tobacco, tea and wine industries.

An important branch of the food industry is fish , which is distinguished by the peculiarities of its raw material base and technological processes. Primary processing of the fish catch is carried out in the open sea at large floating fish factories, and then at fish processing plants located on the shore.

World production of fish and seafood reaches 130 million tons per year, of which 4/5 comes from the seas and oceans, and 1/5 from fresh water bodies.

The geography of world marine fisheries underwent great changes in the second half of the 20th century. The “epicenter” of this industry has moved from the North Atlantic (Norway, Great Britain, Denmark, Germany, USA) to the North Pacific. Today, China, Peru, Japan, India, the USA, Indonesia, Chile, Russia, Thailand, and Norway are the leaders in terms of fish catch and seafood production (see table 30 of the textbook, p. 395). For some countries, the fishing industry has become an industry of international specialization (Norway).

Geography of the world Agriculture

Agriculture is included in the primary sectors of the economy. This is the oldest branch of material production (10 thousand years old) and has enormous social significance. Its main function is the supply of food and agricultural raw materials.

Industry Features:

It has no equal in territorial distribution (in almost all countries);

Huge variety of products;

Contrasts between farms in different countries, and sometimes between farms in the same country, in terms of the size of the territory occupied, the cost of marketable products, the size of the herd, the number of workers, their social status, etc. (for example, the average farm area in Australia is 3000 hectares, in the USA and Canada - 200 hectares, in Japan - 1.5 hectares).

Significant differences in the level of technical equipment of agricultural developed and developing countries;

The special way of life of the agricultural population (family work is widespread, activities are subject to natural biorhythms, etc.);

It has no equal in the number of employed (1.3 billion people - 46% of the economically active population);

But in terms of the number of people employed in agriculture, there are large differences between regions and individual countries and, above all, between developed and developing countries (see table).

Employed in agriculture (1998)

Largest countries by number of people employed in agriculture

Industry development trends:

1. Global trend towards a decrease in the share of agriculture, which was previously the main industry everywhere. The decline occurs both in the number of employees (less than 46%) and in economic importance (4% of GDP). At the same time, the decline in the role of agriculture in developed countries is faster than in developing countries.

2. Transfer of many production functions from agriculture to other sectors (industry, trade) and the formation of agro-industrial complexes (AIC) on this basis. These complexes began to take shape in the mid-20th century, first in developed countries and then throughout the world. They unite agriculture, industries involved in the production of means of production for the agricultural sector, as well as processing, transportation and distribution (trade) of agricultural products

3. Strengthening the role of the state in regulating agrarian relations (states, by influencing the production of agricultural products and trade in them, strive to protect agricultural producers, mitigate social conflicts and ensure food security.)

4. Exacerbation of environmental problems associated with agriculture and their rise to the international level (soil depletion, pollution of land, water, air due to irrational land use).

5. Increasing the role of intensification in the growth of agricultural production, i.e. not through expanding the acreage and increasing the number of livestock, but through the use of fertilizers, the use of high-yielding plant varieties and highly productive livestock breeds, etc. The transformation of agriculture based on modern agricultural technology is called "green revolution" . It represents one of the forms of manifestation of scientific and technological revolution.

Agriculture is distinguished by a wide variety of its types (more than 50). But all these types can be conditionally combined into two groups:

Commercial agriculture, focused on the production of agricultural products for the domestic and especially foreign markets.

Consumer agriculture providing food for rural families.

Sectoral structure of agriculture

Agriculture consists of two large interrelated sectors: agriculture (crop production) and livestock farming. A general idea of ​​the sectoral structure of agriculture can be obtained using indicators of the value of gross and marketable agricultural products by type. In this case, the sectoral structure of agriculture is determined by the share of cost individual species agricultural products in their total value, calculated in uniform comparable prices. In the structure of world agriculture, the shares of agriculture and livestock farming are approximately equal, but livestock farming is the predominant industry in industrialized countries, and crop farming in developing countries.

Agriculture (crop production).

Identification of sub-sectors in crop production mainly depends on the grouping of cultivated plants. Depending on the chosen basis for division, there are different approaches to such grouping. For example, depending on the purpose of production, a distinction is made between cash crops and consumer crops (used not for sale, but in agriculture itself). There is a division of food crops, industrial crops and fodder crops. However, many plants can be simultaneously used as food, feed, and technical. All this significantly complicates the classification of crop production sectors. The most common sectors in agriculture are the following:

Branches of crop production are characterized by the composition of crops; agricultural system (set of production methods); material and technical equipment; productivity and other indicators.

Peculiarities of placement of crop production (agriculture).

When locating agricultural sectors, it is necessary to take into account that 90% of the land has various natural limitations for the development of agriculture (permafrost, swamps, deserts, mountains, droughts, etc.). Therefore, crop production, like agricultural production in general, is concentrated mainly in temperate and hot zones. At the same time, agricultural land, i.e. Cultivated lands and pastures occupy 4.8 billion hectares, which is about 37% of the land surface. Of these lands, 70% are pastures, i.e. lands largely associated with livestock farming. Of the cultivated lands (30%) directly related to crop production, the majority are arable lands (28%), and perennial plantations (gardens, plantations) account for only 2% of agricultural land.

By the total size of agricultural land, China, Australia, the USA and Russia are distinguished, and by the area of ​​arable land - the USA, India, Russia, China.

Features of placement of grain crops.

Growing grain crops is the main branch of world agriculture. Grain crops are cultivated almost everywhere where farming is carried out, occupying approximately half of all sown areas.

Cereal grains have multiple purposes - they are used as food and livestock feed. In developed countries, most of the grain is fed to livestock (up to 75%), in developing countries, on the contrary, it is used for food needs (up to 90%). Globally, 55% of grain is used as food and 45% as feed.

The current structure of sown areas of grain crops is as follows: wheat - 30%, rice - 28%, corn - 25%, barley - 9%, oats - 3%, rye - 2%, others - 3%. (see Fig. 38 of the addition to the textbook, p. 134).

In the global gross grain harvest (2000 million tons), approximately equal positions are occupied by three crops: wheat (29%), rice (30%) and corn (30%). This is followed by: barley (6%), rye (1%), oats (1%). (see Fig. 31 of the textbook, p. 144).

Thus, the main grain crops are wheat, rice and corn. They provide the bulk of the gross harvest and occupy the largest part of the sown area.

Wheat gives good results on chernozem soils. According to natural conditions, the most favorable conditions for wheat are the steppe and forest-steppe regions of the temperate zone of the globe, where it is the main food grain crop.

The main areas of commercial wheat production are confined to the steppe and forest-steppe regions of temperate climate. In areas of continental climate with cold winters (steppe provinces of Canada, regions of the Asian part of Russia, Northern Kazakhstan, Mongolia, etc.) spring wheat is grown. In areas of temperate continental climate with mild winters (USA, countries of Western and Eastern Europe, etc.), more productive winter wheat is grown.

Wheat is grown in almost 70 countries around the world, but the vast majority of its gross harvest comes from a few countries. The world's largest wheat producers are China (about 100 million tons per year), India (70), USA (60), France (35), Russia (35), Canada (25), Australia (22), Pakistan (20) , Germany (20), Turkey (18), Argentina (15), Great Britain (15), Ukraine (13), Kazakhstan (9). (see Fig. 32 of the textbook, p. 144).

Among the regions, places for wheat production are distributed as follows (Table 7 of the textbook, p. 144).

With the average volume of wheat production in the world just under 600 million tons, its annual exports amount to 90-100 million tons, i.e. up to 15%. This is explained by the fact that its largest producers are also its largest consumers. China, the leader in world wheat production, together with Japan, Brazil and Egypt, imports it in larger quantities.

The main exporters of wheat are traditionally the USA, Canada, Australia and France.

In some years, Russia increases the number of wheat importing countries.

Rice demanding of soil, thermophilic and moisture-loving. Fields where rice is grown are usually flooded with water during the growing season. Without irrigation, rice can be cultivated only in areas with very high rainfall (1500-2000 mm). The natural conditions of the tropical and subtropical zones of the globe are most favorable for rice cultivation. The homeland of rice is China. In the countries of East, Southeast and South Asia (China, North Korea, Republic of Korea, Japan, Thailand, Myanmar, Vietnam, Laos, India, Pakistan, Indonesia, Philippines, etc.), rice is the main food product. The development of rice cultivation here, in addition to favorable natural conditions, is facilitated by a high supply of labor (rice is a labor-intensive crop). In addition to Asian countries, rice is cultivated in the countries of Northern and Latin America(USA, Brazil, etc.), Africa (Egypt, etc.), CIS (Central Asian republics, Azerbaijan, etc.). Places among regions for rice production (Table 7 of the textbook, p. 144).

The main rice producers are China (190 million tons per year, more than 1/3 of world production), India (130), Indonesia (50), Bangladesh (35), Vietnam (32), Myanmar (30), Thailand (25) , Philippines (12), USA (10), Brazil (10), Japan (10), South Korea (9), North Korea (6) (Fig. 33 of the textbook, p. 145).

Foreign trade in rice is even less common than international trade wheat (out of 500 million tons of its annual production, less than 5% is exported), and interstate flows are limited primarily to Asian countries. The main exporters of rice are Thailand, USA, Vietnam, Myanmar. The largest importers are Indonesia, Bangladesh, Iran, North Korea, Saudi Arabia, Japan, and foreign European countries.

Corn - a heat-loving plant, quite demanding on soils. Among grain crops, it ranks second in world trade and has the highest yield. The birthplace of corn is America.

Corn is both a food and feed crop. Therefore, in countries with developed livestock farming, a significant part of the sown area is allocated to corn. A significant part of world corn production, amounting to 450-500 million tons per year, occurs in two countries: the USA (265 million tons) and China (105 million tons). Other countries include Argentina, Brazil, and Mexico. Mainly for their own food needs and in order to strengthen the feed base, corn is also grown in many European countries (France, Hungary, Romania, Moldova, Ukraine, Russia, etc.) and African countries (South Africa, Kenya, Angola, Mozambique, Malawi, etc. .).

The USA is the absolute leader in corn exports (more than 70% of world exports). Following the United States, Argentina is its leading supplier to international markets.

Millet and sorghum - heat-loving and drought-resistant, cultivated mainly in the USA (1/4 of world production), in the steppe and semi-desert regions of Asia (India and China stand out) and Africa.

Rye less demanding on soils, not as thermophilic as wheat, and therefore works well on forest soils of the temperate zone. More than 90% of the world's rye harvest comes from Western and Eastern Europe, including about 1/3 of its production from Russia.

Barley and oats , as the least heat-loving and early-ripening grain crops, are mainly grown in the forest zone countries of North America (Canada, USA) and Europe (Great Britain, France, Germany, Poland, Estonia, Latvia, Lithuania, Russia, etc.).

In general, the following countries are distinguished by the size of their gross grain harvest (Table 29 of the textbook, p. 395).

It should be noted that grain crops are the basis for ensuring food security in countries. Today, countries such as Japan, Republic of Korea, Taiwan, Cuba (up to 70% of needs are covered by imported grain), Egypt, Algeria, Saudi Arabia, Iran (30-60%) are in the maximum dependence on imported grain.

Features of placement of industrial crops

Industrial crops include plants used as raw materials in various industries light and food industries.

Sugar crops

The most important sugar crops are sugar cane and sugar beets. Their distribution areas are completely different. About 125 million tons of sugar are produced annually in the world: 2/3 of sugar cane, and 1/3 from sugar beets.

Sugar cane - a perennial heat-loving and moisture-loving plant, cultivated in tropical and subtropical regions of the globe. Its homeland is South Asia. The main producers of sugar cane are the countries of Latin America, East and South Asia, and Australia. The following countries are leaders in sugar cane production (Fig. 34 of the textbook, page 145): Brazil (340 million tons per year), India (170), Cuba (70), China (50), Mexico (40), USA (27), Pakistan (27), Colombia (25), Australia (25), Indonesia (25).

The main suppliers of raw cane sugar to the world market are Brazil, Cuba, and Australia. India, Thailand, and Mauritius also supply cane sugar. Main cargo flows:

Brazil - USA, Foreign Europe;

Cuba - CIS, Foreign Europe;

Australia - Japan, SW Asia, Foreign Europe.

Sugar beet - the crop is less heat-loving than sugar cane, common in temperate regions (Europe, USA, China). In terms of sugar beet collection, France and the USA are ahead (30 million tons per year). This is followed by: Germany (26), Turkey (17), Russia (15), Ukraine (13), Italy (12), Poland (12), Spain (8), Great Britain (8), China (8) (Fig. 34 textbooks, p. 145). Beet sugar is less involved in international trade. The leading supplier of beet sugar to the world market is France.

Fiber crops

The main spinning crop, which has the widest distribution among fibers, is cotton. Cotton requires a lot of heat, sunlight and well-moistened, nutrient-rich soils. The natural conditions of the tropical and subtropical zones of the globe are most suitable for cotton. The main regions producing cotton are foreign Asia (60% cotton) and North America. Africa ranks third. The leading countries are: China (4.5 million tons per year, 1/4 of world production), USA (3.7), India (2.1), Pakistan (1.5), Uzbekistan (1.2), Turkey (0.8), Australia (0.7), Brazil (0.5), Egypt (0.3). In addition, Vietnam, Syria, Sudan, Mexico, Peru, etc. stand out for their large cotton harvests. The best varieties Egypt is famous for long-staple cotton.

The main exporters of cotton are the USA, Pakistan, Egypt, Sudan, and Uzbekistan.

The distribution areas of other fiber crops are more limited

Fiber flax - culture of the temperate zone of deciduous forests, the main producers are Belarus and Russia (3/4 of world production).

Jute - a herbaceous plant (subequatorial and equatorial climates), the fibers of which are used to make coarse fabrics, ropes, ropes; production is concentrated in Asian countries. The leading producer is Bangladesh. Jute is also produced in China and India.

Sisal - a fiber produced from the leaves of the herbaceous tropical plant agave. It is grown in Brazil and African countries (Tanzania, Kenya, etc.).

Rubber plants

Tropical rainforest tree - Hevea used on the farm for the production of natural rubber. The world's largest rubber plantations (hevea) are located in the countries of Southeast Asia (85% of natural rubber production), especially the countries: Thailand, Indonesia, Malaysia.

Stimulating (tonic)- h ah, coffee, cocoa, tobacco- heat-loving and moisture-loving plants, mainly cultivated in those tropical and subtropical regions of the globe where there is a lot of rainfall.

Tea gained enormous popularity in the 17th century. Its homeland is China. And today 4/5 of the world's tea harvest comes from Asian countries. The world's largest producers and exporters of tea are India, China, Sri Lanka, Indonesia, Turkey;

Largest producers coffee - Brazil, Colombia, Mexico, Ethiopia (the birthplace of coffee); cocoa beans - West African countries (Ivory Coast, Ghana, Nigeria, Cameroon, etc.) and Brazil; tobacco - China, India, USA, Brazil.

Oilseeds occupy second place in the diet of the world's population after grains (especially in Asia, Africa and Latin America). 2/3 of the fats consumed by humanity are of plant origin.

Soybeans - the most important oilseed crop, most widespread in the USA (about half of the world production and export of soybeans), China, Brazil, and Argentina.

Other oilseed crops are also of great importance - sunflower (Russia Ukraine), olive Tree (Mediterranean countries, especially Italy), oil palm (countries of Western and Equatorial Africa, Malaysia, Indonesia), peanut (tropical countries of Asia, especially India, America, and Africa), rape (Canada, India, Argentina), sesame (Asia).

Club non-production

The most common tuber crop is potato. Its homeland is South America. But currently it is most widespread in the temperate zone of the northern hemisphere. Leading countries: China, Russia, India, USA, Poland.

Vegetable growing widespread throughout the world. Moreover, in terms of production volume it significantly exceeds fruit growing (600 million tons and 430 million tons, respectively). Specialized areas of vegetable growing are confined mainly to suburban areas. Almost 70% of vegetables are grown by Asian farmers.

Fruit growing distributed only in a few places with the most favorable natural and transport conditions. Among the specialized fruit growing areas there are many areas in the tropical and subtropical zones.

40% of all fruits are harvested annually in Asia.

Viticulture became widespread in the subtropics, especially in the Mediterranean. In terms of grape harvest, Italy, France, Spain and the USA stand out.

Largest world production areas citrus also located in the subtropics. Particularly prominent are the territories of North America (USA), South America (Brazil), Southern Europe (Spain, Italy), East Asia (China, Japan).

Bananas are widely distributed in tropical areas of Asia, Central and South America and Africa. The main producers are India, Ecuador, Brazil, the Philippines, and Mexico.

Animal husbandry.

Industry composition livestock farming is largely determined by the types of farm animals, which include cattle, buffalo, deer, yaks, horses, camels, donkeys, mules, pigs, sheep, goats, poultry (chickens, turkeys, geese, ducks), bees, mulberry silkworm. A special branch is fur farming - mainly the breeding of fur-bearing animals (foxes, mink, sable). There are specific farms where crocodiles, ostriches, etc. are bred.

There are also four main livestock farming systems: nomadic, semi-nomadic, grazing and stalled. The stall system is the most intensive and can be used both in cold seasons and all year round.

Among the livestock sectors, dairy and beef cattle breeding, pig farming, sheep farming and poultry farming have gained worldwide importance.

Features of the location of the main livestock sectors .

The level of development and specialization of livestock farming largely depends on the size and nature of the food supply. Cattle, especially dairy cattle, place the highest demands on the feed supply.

For large cattle in general, it is characterized by uniform distribution, with the exception of only the tropical regions of Africa, where its development is hampered by the spread of the tsetse fly, a carrier of the causative agents of sleeping sickness.

Dairy farming mainly confined to temperate climate regions of the forest and forest-steppe zones of the globe, rich in natural meadows, where, under conditions of a relatively small temperature range and uniform precipitation throughout the year, there is an abundance of succulent and varied food. It has become most widespread in the industrialized countries of North America (especially in the USA in the western Lake States), Northern Europe, New Zealand and in some countries with transition economies - the Baltic countries, Belarus, Russia (North-West and the Center of its European part) . At the same time, in some countries (Australia, New Zealand, etc.) climatic conditions allow year-round grazing of livestock on pastures, in others (for example, Finland, the Netherlands, Denmark, Belarus, Russia) pasture housing is combined with stall housing in the winter.

In highly developed countries, dairy farming is carried out on an intensive basis (much attention is paid to reclamation, fertilization and development of natural forage lands, breeding selection of highly productive breeds, mechanization of the most labor-intensive work, etc.), as a result of which high productivity indicators of dairy cattle are achieved (milk yield of cows). , fat content of milk). In the USA, Denmark, the Netherlands, and Sweden, milk yield per cow exceeds 6 thousand kg, in Japan - 5 thousand kg. While in Russia this figure is 2.8 thousand kg, Argentina - 2.6 thousand kg, China - 1.6, Mongolia - 0.35. In developing countries, dairy farming has not received much development and is mainly concentrated in peri-urban areas.

Every year, the world produces about 500 million tons of cow's milk, or less than 100 kg per person. Leaders: USA, India, Russia, Germany, France. The leaders in milk production per capita are New Zealand (2400 kg), Ireland (1500 kg), the Netherlands (900), Belarus (700), Denmark (500), France (490), Germany (450). These same countries produce and export large quantities of dairy products (butter, cheeses, condensed milk, etc.). Russia, whose per capita milk production volume is 300 kg, is a large producer (animal oil, cheese, etc.) and at the same time an importer of dairy products.

Beef farming .

Beef cattle are less demanding and can be raised on natural steppe-type pastures. The steppe regions of the temperate zone concentrate most of the livestock raised for meat.

India, where its slaughter is limited due to religious prohibitions, Brazil, China, the USA, Argentina, Ethiopia, Sudan, Mexico, Russia, Australia and other countries have a significant number of cattle (see Fig. 36 of the textbook, p. 146).

Cattle account for about 30% of global meat production. The main producers and suppliers of beef to the world market are Australia, Brazil, the Netherlands, Canada, the USA, and Argentina.

Sheep breeding , As the least demanding type of animal husbandry in terms of natural conditions and food supply, it has a vast geography, but is most developed in countries where dry steppes, semi-deserts and mountainous areas occupy vast territories. Australia (130 million heads), China (120 million heads), New Zealand, India, Turkey, Kazakhstan, Russia, Mongolia, Argentina, Uruguay have large sheep populations. These same countries are leaders in the production of lamb and wool. The main exporters of lamb and wool are Australia, New Zealand, and Argentina.

Pig farming highly developed in countries with high population density (non-Muslim), since food industry waste and food waste are widely used for fattening pigs. In addition, pig farming has a significantly shorter production cycle compared to cattle farming. The industry produces 40% of world meat production, a significant part of leather raw materials, and bristles. In terms of pig population, China (more than 40% of the population), the USA, Brazil, Mexico, Germany, Poland, Russia, Ukraine, and Japan stand out. The largest exporters of pork are the Netherlands, Poland, and the USA.

Poultry farming - a rapidly growing livestock industry, it is a supplier of meat (20% of world production), eggs, down and feathers. In the USA, Great Britain, Japan and other developed countries of the world, large industrial enterprises have been created for the production of specially bred meat chickens - broilers. China (3.1 billion birds) and the USA (1.6 billion birds) have very large poultry populations, followed by Brazil, India, Russia, and Mexico.

China and the United States, along with Japan and Russia, also stand out in egg production.

The main exporters of poultry are the USA, France, and Brazil.

In general, about 220 million tons of meat are produced annually in the world - most of all pork, then beef, poultry, and lamb. The leading group of countries consists of: China, USA, Brazil, France, Germany, Russia.

Very large differences are observed between developed and developing countries in per capita meat consumption. In developed countries this figure is 80–100 kg per year per person (the leader is New Zealand (400 kg)), in developing countries it is 15–20 kg.

Currently, on the basis of national production, a global system of commercial agriculture has emerged. In terms of the value of commercial agricultural products, China, the USA, Russia, India and Japan stand out. These five countries account for 2/5 of the world's agricultural production.

Agricultural trade is carried out mainly between developed countries (Western Europe, North America, Japan, Australia, South Africa, Israel). Developing countries export mainly tropical products (cocoa, coffee, tea, bananas, sugar) and import food.

Transport - a special sphere of material production, the basis of the geographical division of labor. Unlike agriculture and industry, it does not create a new product during the production process, does not change its properties (physical, chemical) and quality. Transport products are the movement of goods and people in space, changing their location. Therefore, the indicators of transport performance are, respectively, freight turnover in ton-kilometers (t-km) and passenger turnover in passenger-kilometers, which is the product of the volume of transportation (in tons or passengers) by the distance (in km). The sum of ton-kilometers and passenger-kilometers is called reduced ton-kilometers, or reduced transport products.

Main types of modern transport:

A) Land transport:

automotive,

railway,

pipeline,

B) Water transport:

B) Air transport.

Together they form a unified transport system of the world.

The level of development of the transport system by type of communication routes is assessed using indicators - the length (extension) and density of the transport network (the latter is defined as the ratio of the length of the routes to a unit area of ​​the territory or to a certain number of residents); the share of a particular type of transport (in%) in transport work (in total freight turnover).

Road, pipeline and air transport have developed the fastest in recent years. The importance of maritime transport has increased. In almost all developed countries of the world, the position of railway transport has deteriorated.

In general, world transport is characterized by the following indicators (Fig. 40, 41 additions to the textbook):

Transport network of the world (in thousand km):

Highways – 28,000;

Air routes – 10500;

Pipelines – 1960;

Railways – 1250;

Inland waterways – 550.

Structure of global cargo turnover(2000)

Maritime transport – 61%

Zheleznodorozhny – 14%

Pipeline – 12%

Automotive – 10%

River transport – 3%

Structure of global passenger traffic

Road transport – 80%

Rail transport – 10%

Air transport – 9%

River transport - 0.5%

Maritime transport – 0.5%

Transport system of the countries of the world

In general, the following can be observed in the world: development trends transport network:

1. Constantly growing quality transport network (the length of electrified railways, paved highways, and a network of larger diameter pipelines is growing).

2. The directions of cargo flows are changing.

3. The development of a container system for cargo transportation is underway (about 40% of general cargo is transported in containers). Transcontinental container “bridges” are being formed - a combination of sea transport with route trains and road trains. The most widespread “bridges” are on the routes Japan - the east coast of the United States (via Seattle and the continental United States). The largest container ports in the world are: Hong Kong, Singapore, Rotterdam (Netherlands), Kaohsiung (Taiwan), Kobe (Japan), Busan (Korea), Hamburg (Germany), Kelang (Malaysia), New York, Los Angeles.

4. Duplication of transport communications of global importance (laying oil pipelines, highways parallel to canals, other communication routes, or bypassing “hot spots” - for example, oil pipelines were created parallel to the Suez and Panama Canals, the Transpyrenian Highway along the Strait of Gibraltar, the Trans-Arabian Oil Pipeline in Saudi Arabia was built to avoid the passage of tankers through the Iranian-controlled Strait of Hormuz, etc.);

5. Creation of transport corridors (multi-highways) for the transportation of goods through the territory of several states, for example, nine transport corridors have been allocated in Europe, and two transport corridors in Russia:

Berlin - Warsaw - Minsk ---- Moscow - Nizhny Novgorod,

Helsinki - St. Petersburg - Moscow - Kyiv - Odessa with continuation to Novorossiysk and Astrakhan).

The vast majority of all Vehicle and communication routes are concentrated in developed countries (about 80% of the total length of the global transport network). The transport system of industrialized countries has a complex structure and is represented by all types of transport. Developed countries account for approximately 85% of the cargo turnover of global inland transport (excluding long-distance maritime transport), 80% of the automobile fleet, 2/3 of the world's ports, carrying ¾ of the world's cargo turnover. The passenger turnover of developed and developing countries also varies greatly. Thus, the “mobility” of the population in Western countries is 10 times higher than in the countries of Asia, Africa and Latin America.

Developing countries are much worse provided with transport than developed countries. Their transport systems are at the stage of formation, the role of horse-drawn transport is still great, some types of modern transport are poorly developed or absent altogether (railroads, pipeline transport and etc.). The transport systems of these countries reflect the general territorial structure of the economy. In most cases, roads only connect mineral or plantation areas to port cities. Developing countries are characterized by a significant predominance of one or two modes of transport: railway (India, Pakistan, Brazil, Argentina), pipeline (Near and Middle East), river (countries of tropical Africa).

Since there are differences in the development of transport between different regions, in the global transport system it is customary to distinguish territorial transport systems: North America, foreign Europe, the CIS, Latin America, Foreign Asia, Africa and Australia. The first three stand out the most.

Transport system of North America , leads the world in terms of the total length of communication routes (about 30% of the global transport network) and in freight turnover of most modes of transport. Passenger turnover in North America has its own characteristics: 83% of it is provided by road transport (with 81% by cars and 2% by buses), 16% by air, and only 1% by rail. Due to the large size of the United States and Canada, the density of the North American transport network is small

Transport system of foreign Europe surpasses systems in all other regions in terms of network density and traffic frequency. In terms of freight and passenger turnover, road transport is the leader here;

Transport system of the CIS countries (10% of the global transport network), ranks first in terms of total cargo turnover. The railways have the highest freight density here.

IN foreign Asia There are large differences between countries in the level of transport development. Therefore, it is advisable here to highlight the highly developed transport system of Japan, the transport system of China, the system of India and Pakistan, and the countries of South-West Africa.

Large differences in transport development are also evident in Africa and Latin America.

Sea transport

Maritime transport is of paramount importance for the implementation of foreign economic (interstate, intercontinental) relations. It provides more than 4/5 of all international transport. They include a particularly large share of bulk cargo (oil, petroleum products, ores, coal, grain, etc.). But recently the share of container transportation of so-called general cargo (finished products and semi-finished products) has been increasing.

Along with intercontinental, interstate transportation, maritime transport carries out large-scale transportation of goods by large and small cabotage within its country. Large cabotage is the navigation of ships between ports of different sea basins (for example, Vladivostok - Novorossiysk, Novorossiysk - Arkhangelsk); small cabotage - transportation between ports of the same sea (Novorossiysk - Tuapse).

In terms of cargo turnover (29 trillion t-km) and labor productivity, maritime transport significantly exceeds other modes of transport. The cost of transporting goods by sea is the lowest in transport. The most effective use of sea transport is when transporting goods over long distances. Maritime transportation in domestic communications is less efficient.

To carry out transportation, sea transport has a complex diversified economy: fleet, seaports, ship repair yards, etc.

Sea transportation services several tens of thousands of passengers. ships, with a total tonnage of more than 550 million gross registered tons (GRT). Of the total composition of the world merchant fleet, 1/3 of the ships are registered under the flags of industrialized countries, 1/3 also belong to shipping companies of developed countries, but sail under the “convenient” (cheap) flags of developing countries, less than 1/5 are the share of developing countries, the rest falls on the share of countries with economies in transition. The largest fleets have Panama (112 million gross reg tons), Liberia (50), Bahamas (30), Malta (27), Greece (26), Cyprus (23), Norway (22), Singapore (22), Japan (17), China (15) (see table 32 of the textbook, p. 396). However, the world leadership of Panama, Liberia, Cyprus and the Bahamas is very conditional, since a significant share of their fleets is the property of the United States and Western European countries (including France, Great Britain, Germany), which use the “flag of convenience” policy to evade high taxes.

Approximately 40% of the world's fleet are tankers carrying out international transportation of oil and petroleum products.

Total seaports on Earth exceeds 2.2 thousand, but the so-called world ports, i.e. giant ports that annually transship more than 100 million tons of cargo 17 (see table). Sea ports with a cargo turnover of 50-100 million tons – 20; There are about fifty ports in the world with a cargo turnover of 20-50 million tons.

The largest seaports in the world (Table 48 of the supplement, page 147)

Ports with a total cargo turnover of 50-100 million tons: Tokyo, Kitakyushu, Kobe, Osaka, Kawasaki, Kure (Japan); Ningbo (China); New York, Philadelphia, Tampa, Valdez(USA); Vancouver (Canada); Tampico(Mexico); Tubaran(Brazil); Marseille, Le Havre (France); Hamburg (Germany); London, Great Britain); Genoa (Italy); Alexandria (Egypt); Mina El Ahmadi(Kuwait); Hark(Iran); Ras Tanura(N.Arabia); Richards Bay(SOUTH AFRICA).

An analysis of the list of the world's largest ports shows that a significant part of them (11 out of 17 largest) are located in Asia. This indicates the growing role of the Asia-Pacific region in the world economy.

All major seaports are divided into two types: universal and specialized. Most of the world's ports are of a universal type. But along with universal ones, there are ports specialized for the export of oil (for example, Ras Tanura, Mina El Ahmadi, Hark, Tampico, Valdez), ore and coal (Tubaran, Richards Bay, Duluth, Port Cartier, Port Hedlen ), grain, timber and other cargo. Specialized ports are common mainly in developing countries. They are focused on loading goods that are the subject of export of a given country.

IN structure of world maritime transport changes have taken place in recent decades: before the energy crisis, the main feature of these changes was an increase in the share of liquid cargo (oil, petroleum products and gas). Due to the crisis, their share began to decrease, while the share of dry cargo and general cargo (finished products and semi-finished products) increased. Although it should be noted that, in general, the volume of maritime transport, including petroleum products, is growing.

Main directions of sea transportation:

Among ocean basins, the first place in terms of sea cargo transportation is Atlantic Ocean(1/2 of all maritime transport), along the coast of which the largest seaports of foreign Europe and America are located (2/3 of all ports). Several directions of maritime shipping have formed in the Atlantic Ocean:

1. North Atlantic (the largest in the world), connecting Europe with North America.

2. South Atlantic, connecting Europe with South America.

3. Western Atlantic, connecting Europe with Africa.

The Pacific Ocean ranks second in terms of maritime transport volume. It still lags far behind the Atlantic, but has the highest growth rates in cargo turnover. The potential of this ocean is very great. Its shores are home to 30 states with a population of 2.5 billion people, many of which (Japan and the NIS countries) have high rates of economic development. On the shores of the Pacific Ocean there are many large ports of Japan, China, South-East countries Asia, Australia, USA and Canada. The largest cargo flow here is between the USA and Japan.

The third place in terms of maritime transport volume is occupied by Indian Ocean, which is bordered by 30 states with a population of 1 billion people. The most powerful cargo flows here occur in the Persian Gulf region.

The geography of maritime transport is greatly influenced by the sea straits (English Channel (the most ships pass through it - 800 per day), Gibraltar (200 ships per day), Hormuz (100), Malacca (80), Bosphorus (40), Bab El-Mandeb, Dardanelles, Skagerrak, Polk, Bering, Mozambique, etc.), as well as sea shipping canals (Suez, Panama, Kiel).

Main directions of global cargo transportation:

Oil and petroleum products:

From the Middle East to Western Europe, USA and Japan;

From the Caribbean to the USA and Western Europe.

Coal:

From Australia, South Africa, USA to Western Europe and Japan.

Iron ore:

From Brazil to Japan;

From Australia to Western Europe and Japan.

Cereals:

From the USA, Canada, Australia and Argentina to developing countries in Africa and Latin America.

River transport . The positive features of this type of transport are its high carrying capacity (on deep-water rivers), relatively low transportation costs and costs for organizing shipping. River transport uses navigable rivers, canals, lakes and other inland bodies of water, so its development and geography are largely determined natural conditions. In this regard, many countries in North and Latin America, Europe and Asia have great opportunities for organizing river navigation. The network of transport routes is formed by the following main rivers and canals:

In Europe- Seine, Rhine with its tributaries, Elbe, Odra, Vistula, Danube, Dnieper, Volga, Don, etc.

INAsia- Ganges, Indus, Irrawd, Yangtze, Ob with the Irtysh, Yenisei with the Angara, Lena, Amur, Grand Canal (China), etc.

In North America- Mississippi with tributaries, St. Lawrence, Mackenzie, Coastal Channel (USA), Great Lakes, etc.

INLatin America- Amazon and Parana.

In Africa.- Congo, Niger, Nile.

In Australia- Murray with the Darling tributary.

The total length of navigable rivers and canals in the world is 550 thousand km, of which almost half is in Russia and China (more than 100 thousand km each), the USA (more than 40) and Brazil (30 thousand km). In terms of total cargo turnover of inland waterways, the United States ranks first, China second, Russia third, followed by Germany, Canada and the Netherlands.

River transport primarily serves the domestic needs of individual states, but sometimes also carries out international transport (for example, along the Rhine and Danube rivers in Europe, or along the St. Lawrence River and the Great Lakes in North America). There are a total of 214 so-called international rivers in the world (Danube, Rhine, Amazon, Zambezi, Nile, Congo, etc.).

Railway transport ranks second in cargo turnover (after sea) and second in passenger turnover (after automobile). Currently, its development is slowing down. By total length The road network (about 1.2 million km) is inferior not only to road transport, but also to air and pipeline transport. Main function railway transport - transportation of bulk industrial and agricultural cargo (coal, steel, grain, etc.) over long distances. A distinctive feature is the regularity of movement, regardless of the weather and time of year.

The development of railway transport is determined by the following indicators:

the total length of railways in a particular region,

density (density) of the railway network (length of railways per 100 or 1000 km 2).

Freight turnover and passenger turnover.

Besides, important indicators is the degree of electrification of railways and other indicators characterizing its quality.

The differences in the level of development of railway transport across regions and countries of the world are very large. For example, the countries of North America and Western Europe are oversaturated with railways, and some countries in Africa and Asia do not have them at all.

In general, in the world, due to competition with road transport, the length of the railway network is decreasing, mainly in developed countries (the USA and Western European countries). Their new construction is carried out only in certain, mostly developing countries and countries with economies in transition (Russia, China, etc.).

In terms of the length of the railway network, the leading countries in the world are occupied by the largest (in terms of territory) countries: the USA (176 thousand km), Russia (86), Canada (85), India, China, Germany, Argentina, Australia, France, Mexico. These countries account for more than half of the world's total railway length.

European countries are the leaders in the density of railways (their density in Belgium is 133 km per 1 thousand sq. km). The average density of the railway network in African countries is only 2.7 km per 1 thousand square meters. km.

In terms of the level of electrification of railways, European countries are also ahead of all (in Switzerland, about 100% of railways are electrified, in Sweden - 65%, in Italy, Austria and Spain - more than 50%, in Russia - 47%). Russia ranks first in the total length of electrified railways. US railroad electrification is very low (1%).

In certain regions and countries of the world, railways have different gauges. In the CIS countries the track is wider than in the countries of Eastern and Western Europe, North America, and Asia. The gauge of some other countries (for example, Finland, the countries of the Iberian Peninsula) does not correspond to the Western European gauge. In general, the Western European track accounts for up to 3/4 of the length of the world's roads.

In terms of cargo turnover, the leading positions in the world are occupied by the USA, China and Russia, in terms of passenger turnover - Japan (395 billion passenger-km), China (354), India (320), Russia (170), Germany - 60 billion passenger-km;

In a number of developed countries (France, Japan, Germany, etc.) super-high-speed (with a speed of more than 300 km/h) railways have been created.

The railways of the CIS countries, foreign Europe, North America within their regions are connected into a single transport system, i.e. they form regional railway systems. For example, to carry out transit transportation between foreign Europe and Japan, the Trans-Siberian “bridge” was laid across the territory of the CIS, along which cargo passes to the ports of Nakhodka and Vostochny and further to Japan by sea.

When characterizing railway transport, it is necessary to note qualitative changes in it on modern stage: the use of new types of engines, the creation of wheelless trains operating on an air cushion, magnetic and electromagnetic suspension.

Automobile transport plays a leading role in the transportation of passengers (provides about 80% of global passenger turnover), as well as cargo over short and medium distances (ranks first in terms of the volume of cargo transported). The main advantage of this type of transport is maneuverability (from home to home). Among other modes of transport, it also leads in terms of the length of its road network (28 million km, or 70% of the global transport network).

Most of the vehicle fleet and highway network is concentrated in developed countries. With a total number of cars in the world exceeding 650 million, about 80% of them are concentrated in the countries of North America, Western Europe and Japan. The leaders in terms of vehicle fleet size are: USA (215 million), Japan (64), Germany (45), Italy (35), France (33), Great Britain (28), Russia (20), Spain (20), Canada (20 ), Brazil (16) (see table 31 of the textbook, p. 395).

However, the level of motorization is more accurately indicated by the indicator of the number of cars per 1000 inhabitants. The leading countries here are: USA (765), Luxembourg (685), Malaysia (640), Australia (620), Malta (610), Brunei (590), Italy (565), Austria (560), Canada (560), New Zealand (560), Japan (545), Germany (540), Portugal (540), Kuwait (530), Iceland (525), etc. (see Fig. 42 of the supplement to the textbook, p. 145). This group contains not only developed countries, but also NIS countries, oil exporters and others.

The United States (6,300 thousand km), India (3,350), Brazil (1,725), China (1,700), Japan (1,160), Canada (900), France (900), Australia (810), Spain (665) have the greatest length of highways. , Russia (590).

European countries have the highest road density (primarily Belgium (4700 km/km 2), the Netherlands (2770), Switzerland (1800) and others), as well as Japan (3100). In giant countries, even economically highly developed ones, this figure is much lower, for example, the USA (670), Brazil (200), Canada and Australia (100), Russia (32).

The United States ranks first in terms of freight turnover by road transport.

In certain countries and regions of the world (CIS, foreign Europe, North America), highways form unified transport systems (state, interstate).

Pipeline transport , relatively young, but rapidly developing, serves for the transportation of liquid, gaseous and solid products. The largest volumes of natural gas, oil and petroleum products are transported through pipelines. The main advantages of pipeline transport are low cost, stability and reliability of transportation, and less environmental pollution.

Gas and oil pipelines (their total length in the world is more than 1.9 million km) are most widespread in the oil and gas producing countries of North America (USA, Canada), the CIS (Russia), the Near and Middle East, as well as in Western and Eastern Europe, poor in oil and gas resources, but consuming large quantities of these types of fuel.

In North America, pipelines are laid from oil and gas production areas to industrial consumption centers in the east of the continent.

In Western Europe, they run from seaports to industrial centers in the interior of the continent.

In the CIS, oil and gas pipelines are carried out from the regions of Western Siberia and the Volga region to the European part of Russia and further to Eastern and Western Europe

Among the countries in terms of the length of oil and gas pipelines, the following are the most significant:

Oil pipelines: USA (325 thousand km); Russia (66 thousand km); Canada (50 thousand km); China (8 thousand km); Saudi Arabia (8 thousand km); Mexico (6 thousand km); Algeria (5 thousand km); Romania (4 thousand km); Great Britain (4 thousand km).

Gas pipelines: USA (440 thousand km); Russia (148 thousand km); Canada (95 thousand km); Germany (55 thousand km); France (30 thousand km); Italy (18 thousand km); Romania (7 thousand km); Mexico (7 thousand km).

In terms of the volume of pipeline transport work, Russia surpasses everyone else (more than half of the global cargo turnover of this type of transport). This is ensured primarily due to the large pipe diameter and pressure.

Currently, pipelines are laid not only on land, but also under water. Therefore, pipeline transport is often not classified as a land transport type, but is classified as a separate group.

Air Transport , high-speed, but expensive, is of greatest importance in international passenger transport for connections with remote and hard-to-reach areas of the world.

Air transport mainly carries out passenger transportation. The number of air passengers reached 2.3 billion people per year. Air cargo transportation, despite its rapid growth, occupies an insignificant share (fractions of a percent) in the total volume of cargo turnover of all types of transport.

The air transport infrastructure is represented by a network of international and local airports. Airports provide flight control, reception of passengers, organization of their services, etc. More than 1 thousand airports participate in international air services. The largest airports in the world (from 30 to 70 million passengers per year) are located in the USA (Atlanta (the largest in the world), Chicago, Dallas, Los Angeles), Great Britain (London), Japan (Tokyo), France (Paris), Germany (Frankfurt am Main).

North America and Europe lead in terms of air transportation volumes. The largest number of air passengers cross the Atlantic Ocean from America to Europe. Among the countries in air transportation, the leaders are the USA, Japan, Great Britain, China, and France.

Services sector along with management, science, art, and personnel training, it is included in the non-production sphere and forms the basis of the tertiary sector of the economy. It includes a group of industries directly serving the population:

Department of Housing and Utilities;

Social security structures for the population (nursing homes, boarding schools, etc.);

Retail trade and catering (shops, kiosks, etc.);

Household services (sewing, shoe workshops, etc.);

Credit and financial services (banks, financial companies, investment funds, etc.);

Recreational services (sanatoriums, holiday homes, boarding houses, camp sites, etc.);

Communication services (mail, telephone, telegraph, etc.);

Cultural services (theatres, concert halls, museums, libraries, etc.);

Public services for education and training (nurseries, kindergartens, schools, etc.);

Medical care, etc.

All of the above sectors together constitute the social infrastructure of society. This is the role of the service sector in the economy.

Currently, there are two main trends in the development of the service sector:

1. Constant expansion of this sphere in the economies of countries, especially highly developed ones. Currently, in developed countries, the service sector ranks first.

2. Expansion of international trade in services. International trade in services is becoming an increasingly important and rapidly growing segment of global economic relations. Their main types are the export and import of transport and tourism services, banking, insurance, information, educational, medical, advisory and other services. In terms of growth rates, exports of services began to outpace exports of goods.

Geographical analysis of the service sector at the level of countries and macro-regions.

Western Europe remains the world leader in trade in services. Particularly developed here tourist services, which is due to the presence of unique recreational resources: historical and cultural monuments, recreation areas, developed recreational infrastructure.

The region also excels in the provision of financial services. Western Europe is the leader of the global financial system. It exceeds the US export of financial services by almost 2 times. The region has the most powerful banking infrastructure: out of the 10 leading stock exchanges in the world, 7 are located here: London (the largest in the world in terms of the number of transactions); Frankfurt, Paris, Zurich, Geneva, Luxembourg, Milan.

The region is of great importance in the provision of educational services, healthcare services, as well as transport services, communication and information services.

The largest volume of services in the region falls on France (8% in the world), Germany, Great Britain, Italy and the Netherlands.

Asia ranks second in exports of services and their total volume. The leading place here belongs to the provision of transport services.

North America– the third region in terms of the volume of services provided. The bulk of them are provided by the United States, which is the leader in the global services market (16%). A significant part of them passes through the channels of transnational corporations (TNCs). These are predominantly business services of a different nature, from computer and information services to medical and construction services. Close to them are the exports of services such as financial and educational services.

In the global financial system, North America competes with Western Europe, but is inferior to it in many respects.

The United States remains the leader in the ownership of securities in the world. The USA is the most profitable market for investment, which provides the country with financing for its economy. The main investors are Western Europe, Japan, Canada. There is a flow of foreign capital to the United States, which has made this country the largest debtor (25% of global debt). The current balance of payments in the financial sector is ensured by the issuance of dollars that are not backed by real resources, which creates a threat of bankruptcy of the country. The United States has a developed banking infrastructure within the country and abroad. However, only the New York Stock Exchange is among the top ten in the world.

Share of other regions of the world (Eastern Europe, South America, Africa and Australia) in the provision of international services does not exceed 10%.

At the end of January-November 2014, 35.9 million tons of compensated gross tonnage (CGT) were ordered, which is 41% lower than the same period of the previous year. In value terms, the volume of orders decreased by 30%.

Dynamics of new orders for the construction of ships in the world, 1996-11 months. 2014

Such negative data are associated primarily with the unstable situation in the global economy. The market grew mainly due to orders for offshore vessels (vessels for shelf development), gas carriers and bulk carriers of the Handysize and Capesize classes.

Structure of new orders for ship construction in 2014

The leaders in world shipbuilding are still South Korea, China and Japan (according to CGT) with a slight superiority of South Korea.

The growth in demand for gas carriers was facilitated by identified reserves of shale gas in the United States. In 2014, Evergas ordered 6 gas carriers to transport ethane to Europe from US facilities.
It is also noteworthy that MHI (Mitsubishi Heavy Industries) received the eighth order for the construction of the innovative gas carrier of the Sayaendo project, which was actively discussed back in 2013.

MHI gas carrier project "Sayaendo"

In general, the world portfolio of orders for the construction of ships is as follows:

Dynamics of the structure of the order portfolio for the construction of ships (according to CGT), 2012-2014.

The demand for bulk carriers of the Handysize, Handymax and Capesize classes is still growing. Significant share of the container ship segment. What stands out from the rest is the growing share of LNG carriers in the global order book. For other segments of the shipbuilding market, the situation is relatively stable.

Speaking of bulk carriers, it can be noted that in 2014, the number of orders for Crown 63 vessels reached the key milestone of 100 vessels. They constitute the largest share of the global market for the new ULTRAMAX class of bulk carriers. Today, Crown 63 bulk carriers are among the most energy efficient.

Energy efficient bulk carrier Crown 63 project

The market for construction of floating plants on the shelf shows high potential. The market is expected to grow to $500 billion by 2030.

In total, in 2014 (11 months), 1,681 ships were built with a compensated gross tonnage of 32 million tons. There has been a trend of decreasing volume of ship construction since 2011.

Dynamics of ship construction in the world, 1996-11 months. 2014

The leaders in construction in 2014 were South Korea, China and Japan. But we can also note the emergence of new players: the Middle East, some countries in Latin America and Africa.

In 2014, a significant share of investment was directed to Europe, where shipyards continue to focus on complex, capital-intensive projects. The specialization of European shipbuilding remains cruise ships, multifunctional vessels and vessels for shelf development.

Asian shipyards, on the contrary, are developing new segments, including the market for cruise ships, as well as floating factories on the shelf. Thus, in 2014, the Japanese company Mitsubishi Heavy Industries received an order to build two cruise ships for the largest cruise corporation, Carnival Corporation, which could mark the end of Europe’s absolute dominance in the segment in question.

general characteristics and composition of the shipbuilding industry, history and prospects for the development of domestic mechanical engineering

SHIPBUILDING or shipbuilding industry is a branch of the manufacturing industry, the main products of which are ships, ships and other products marine technology, as well as ship repair. Shipbuilding is classified as a branch of mechanical engineering and metalworking. It includes shipbuilding factories (associations, firms), ship repair yards, design and engineering, scientific organizations (independent or as part of associations and firms). In some countries, incl. In Russia, shipbuilding organizationally also includes enterprises of ship mechanical engineering and marine instrument making, supplying components for ships and vessels under construction. It is customary to divide shipbuilding into military (shipbuilding) and civil, sea and river. Sometimes they distinguish between wooden, reinforced concrete, small, sports, etc. shipbuilding.

(Shown “Demonstration materials on shipbuilding products”, ES, T 1.2)

1.1.2. World shipbuilding.

Shipbuilding originated in ancient times due to the need for ships of significant size. Developed shipbuilding existed in Ancient Egypt, Phenicia, Ancient China. In the Middle Ages, ships were built in significant quantities in Byzantium, in the states of the Mediterranean and Northern Europe, in Ancient Rus'. In the XV-XVI centuries. shipbuilding began to develop intensively in Portugal and Spain, and later in England, the Netherlands, France and other countries.

As global production increases, the role of sea ​​vessels as the main means of transport in world trade in the future will not only not decrease, but will also increase noticeably. The maritime fleet is intended to ensure stable foreign economic relations between individual countries, as well as to carry out normal life activities in those regions where the maritime fleet is the main or even the only mode of transport. Modern world shipping has an impressive transport potential, capable of providing all the world's vital transport communications in the World Ocean. As of January 1, 2000, it consisted of 38,900 transport vessels for various purposes and types with a total deadweight of about 762 million tons.

The largest sea vessels of their time

* in the numerator – along the flight deck, in the denominator – along the waterline

The shipbuilding industry, designed to provide river and sea transport with vessels and watercraft for various purposes, is a very complex industry. Shipbuilding stimulates the development of mechanical engineering, metallurgy, electronics and other industries. Therefore, the development of shipbuilding has always been an indicator of the scientific and technical level of the country and its industrial potential.

Until the end of the 60s of the 20th century, the main role in world shipbuilding was played by the countries of Western Europe. In the early 70s, Japan took first place in terms of shipbuilding volume. This was facilitated by the commissioning of a large number of large new shipyards, the introduction of advanced technologies and high labor productivity. At this time, 16 large dry docks were built in Japan for the construction of large-capacity ships with a deadweight of more than 200 thousand tons.

At the end of the 70s, South Korea entered the global shipbuilding industry, which in the 80s surpassed the countries of Western Europe in production volumes. Western Europe's share of the global shipbuilding industry market fell to 20% after 1990, forcing Western European shipbuilders to close shipyards or convert them to non-shipbuilding production. By 1998 the reduction had occurred to 13%.

In 1994, China took third place in shipbuilding.

World ship production peaked in 1975, exceeding 60 million tons. deadweida. The subsequent oil crisis and stagnation in the global economy led to a sharp drop in demand for ships. By 1988, the volume of shipbuilding fell more than four times - to 14 million tons. deadweida. After 1988, against the backdrop of favorable changes in the global economy and shipping, the volume of global shipbuilding began to increase again, reaching 37 million tons in 1998. deadweida.

Approximately three-quarters of the world's shipbuilding currently occurs in two countries - Japan and South Korea. In terms of the number of ships under construction, their share is more than half.

In contrast to Southeast Asia, European shipbuilding remained dispersed for decades. There are approximately 200 shipyards in Europe, distributed by country as follows: Netherlands - 38, Germany - 34, Italy - 30, Denmark - 15, Spain - 15, Norway - 11, Poland - 7, Finland - 6, France - 5, Greece – 3, Portugal – 2. These European shipyards compete with several powerful shipbuilding concerns of Japan and South Korea. Today, close cooperation and more intensive cooperation among shipyards are mandatory conditions survival in tough competition. Shipbuilding, limited to national enterprises, is becoming a thing of the past.

Table 1. The largest shipbuilding companies in the world.

Prospects for global shipbuilding

The shipbuilding business is a rather resource-intensive and knowledge-intensive production that shipyards in only a few countries around the world can handle. Such a business is always associated with multimillion-dollar investments and enormous competition. Find out who is at the top of the market for container ship production in 2015.

Every year, shipyards take on more and more ambitious projects to create new ships, breaking even last year’s capacity records. What are the latest announced giants from Samsung worth? The movement towards increasing the volume and displacement of the latest ships requires shipyards to use creative engineering solutions and maintain the economic attractiveness of projects.

The shipbuilding industry is traditionally dominated by shipyards of just a few countries: South Korea, Japan and China. This is especially evident in orders for ships with a capacity of 20 thousand TEU. Over the past years in the industry maritime transport The dominant trend is not only to increase capacity, but also to optimize power and fuel costs.

Some statistics: for the first half of 2015, the South Korean leader in shipbuilding Hyundai Heavy Industries Co. squeezed out all competitors, receiving the largest number of orders for new ships. And this is during a rather difficult period for the entire shipbuilding industry, when the total volume of orders for ships fell by more than half: from almost 27 million compensated tons (CTG) for the same period in 2014 to 13.28 in 2015. In fairness, it is worth noting that that South Korea took first place most likely due to the preservation of last year’s order volumes against the backdrop of a significant decrease in the market share of competitors.

In second place in terms of order volumes was Japan, which for the first time since 2005 left China behind in the semi-annual number of orders. However, China’s lag is almost symbolic: only 120 thousand CTG. As a result, the first three places in terms of volume look like this:

• South Korea – 5.92 million CTG
• Japan – 2.68 million CTG
• China – 2.56 million CTG

China's lag in semi-annual order volumes did not prevent the country from successfully maintaining first place in terms of cumulative orders on an increasing basis. On this scale, the top three are as follows:

• China – 40.96 million CTG
• South Korea – 32.8 million CTG
• Japan – 19.69 million CTG

South Korea's current leadership is due to many factors: excellent material and technical base, valuable human capital and advanced technologies. But one of the main success factors still remains constant competition and the desire to capture the largest market share.

Russian maritime transport is an integral part of international shipping, and trends in global shipping have a significant impact on it. At the present stage, the main maritime sectors of the world economy continue to face long-term problems - a heavy legacy of the previous decade.

Sergey Buyanov, CEO JSC "TSNIIMF"

Alexander Romanenko, Head of Department at ZAO TsNIIMF

Prospects are not encouraging

On the eve of the global crisis of 2008-2009. There was a rush and speculative influx of contracts for the construction of new ships, caused by a record high rise in rates and tariffs on the freight markets. Reports from shipowners testified to unprecedented profits and the advent of the “golden age” of maritime business, into which loan capital immediately rushed. On borrowed funds At the same time, many companies began large-scale fleet replenishment programs, which was accompanied by gigantic deliveries of newly built tonnage, not caused by the real needs of international shipping. The shipyards barely had time to cope with the influx of orders and were constantly increasing their shipbuilding capacity. The pace of development of the world merchant fleet accelerated sharply and began to significantly exceed the moderate growth in demand for maritime transport.

In the post-crisis period 2010-2012. many shipyards still continued to regularly fulfill previously concluded contracts. A further influx of excess tonnage into the world fleet, and at the expense of the latest high-performance vessels, caused a sharp deterioration in market conditions, a collapse in rates, and a long-term imbalance in supply/demand in all major charter sections.

Recently, merchant shipping has been gradually overcoming a period of protracted decline. Today we can already see some signs of stabilization, and in certain areas of the tanker market the situation is even improving significantly. The burden of carriers' operating costs has been eased, as the fall in oil prices has cut ship bunkering costs in half.

The state of the entire world economy is not particularly conducive to overcoming the accumulated problems of the maritime industry. Assessments of global prospects for the coming years are not optimistic. While there is no shortage of forecasts for the coming years, they all suffer from great uncertainty and are subject to frequent revision. Recently, the financial crisis in Greece and unexpectedly sharp fluctuations in Chinese stock markets have once again worsened the forecasts for the development of the world economy, even for the current year 2015. Most scenarios show low growth rates in the coming years and do not exclude their slowdown due to various existing risks.

Shipping

Despite complex and contradictory macroeconomic realities, global maritime trade is showing positive dynamics without significant fluctuations or failures. The progressive growth of global maritime transport continues, the volume of which at the end of 2014 for the first time in human history exceeded 10 billion tons (Fig. 1).

Rice. 1. Dynamics of global maritime cargo transportation, million tons

The dynamics of transportation of three main categories of cargo are of decisive importance for the demand for maritime transport services: liquid (including crude oil, petroleum products and liquefied gases) - this is 30.5% of the total volume in 2014; main bulk products (iron ore, coal, grain) – 28.6%; cargo in containers – 15.8% (Fig. 2).

Rice. 2. Dynamics of global maritime transport of main types of cargo, million tons

Along with general factors for all cargo, there are also specific factors for each type that affect the dynamics of maritime cargo flows.

The differences in traffic growth rates have become more noticeable different types cargo.

Relatively low growth rates characterize global maritime liquid cargo trade. Over the past 15 years, the volume of these transportations has generally increased by 36%, including for crude oil - by only 11%, finished petroleum products - by 1.9 times, liquefied gas - by 2.3 times.

Higher growth was noted in the transportation of bulk cargo: in general, over 15 years, their volume increased by 2.4 times, including iron ore - by 2.9 times, coal - by 2.4 times, grain - by 1.5 times . Over the same period, global container traffic increased by 2.6 times.

It is primarily these cargoes that determine the specialization of transport fleet vessels and the specifics of the main sections of the world freight market.

World transport fleet

As of April 1, 2015, the world merchant fleet included almost 87 thousand ships (from 100 GT and more) with a total deadweight of 1,741.1 million tons. The data presented indicate a continuing increase in the world fleet: during the period from 2001 to 2014, there was a 2.2-fold increase in tonnage, from 778.8 to 1741.1 million deadweight tons.

The average annual increase in ship tonnage over the period under review is about 6%. The largest increase was noted in 2011 – 9.3% compared to the previous period. In 2012-2013 The annual growth rate of tonnage (6.7-6.9%) was at the level of 2006-2009, in 2014 the increase was only 4.1%.

Judging by the order portfolio of the world shipbuilding industry, in 2015 and 2016. The marine fleet will be replenished with approximately 70 million GT of new construction annually.

There have been major structural changes in merchant tonnage since 2001, reflecting changes in global demand for fleet transport services. The share of tanker tonnage decreased from 42.0 to 35.4%, as well as the total tonnage of general cargo vessels from 12.7 to 6.7%. At the same time, the share of bulk tonnage increased from 35.7 to 44.0% and container tonnage from 8.8 to 13.5%. In addition, the number of small-tonnage offshore fleet vessels serving offshore oil and gas fields has increased significantly, but their total share in the world tonnage is relatively small. Today, the three main types of vessels by purpose - tankers, bulk carriers and container ships - occupy almost 93% of the total cargo capacity in the merchant fleet (Fig. 3).

Rice. 3. Structure of the world merchant fleet by vessel assignment, % by deadweight (2015)

In previous years, the excess replenishment of the merchant fleet with new tonnage was offset by increased scrapping of ships old building. If in the pre-crisis period about 500-600 ships per year were sent for scrapping on a global scale with a total tonnage of an average of 6 million GT, then in the post-crisis period the delivery of old ships for breaking began to increase rapidly and reached an average of about 1,700 ships annually in 2011-2014 with a total tonnage of over 30 million GT. As a result, total tonnage disposals in recent years have exceeded historical highs.

The average age of ships in the world fleet at the beginning of 2015 was 16.2 years. Overall, the world's merchant fleet is quite young: the share of tonnage under 10 years old is 66.5%, with ships under 5 years old accounting for 42.8%. The youngest vessels in the world fleet are container ships and bulk carriers. Their average age is 10.9 and 10.5 years, respectively.

The balance of power in global shipping has also undergone major changes. Currently, more than 150 countries and territories have ships under their own flag, but the actual control of the fleet is exercised by a much smaller number of states. Almost 63% of the total deadweight of the world merchant fleet is controlled by only 7 leading maritime powers (Fig. 4).

Rice. 4. Leading countries - owners of ships in the world merchant fleet, % by deadweight

The bulk of the fleet operates under “flags of convenience”, where about 70% of the total tonnage is currently registered. Therefore, formally leading positions in the world fleet today are occupied by three main countries with cheap “fake” flags - Panama, Liberia and the Marshall Islands. These top three flag countries accounted for more than 39% of the world's total tonnage by gross tonnage and 41% by deadweight in 2015. Fleets under the “flags of convenience” of Malta, the Bahamas, Cyprus and others also occupy a prominent place.

Russian shipping companies are also resorting to the use of “flags of convenience” on a large scale. Thus, at the beginning of 2015, 70.5% of the deadweight of the fleet of domestic shipowners was registered under various foreign flags. To solve this problem in Russian Federation The Russian International Register of Ships was created.

Taking into account the entire controlled tonnage, Russia in the world fleet today closes the top ten leading maritime countries in terms of the number of ships, but in terms of their total deadweight it is only in 19th place. In the world tanker tonnage, Russia is in prominent 10th place, and in the tonnage of general cargo ships, it is in 16th place. In the bulk carrier and container ship sectors, the share Russian owners extremely insignificant. The largest among Russian shipowners, PJSC Sovcomflot, with a large fleet of tankers and gas carriers, occupies a notable 6th place in the list of the main shipping companies in the world.

World freight market

A prolonged and deep downturn in all three major sections of the freight market will inevitably have adverse consequences for the dynamics of demand for existing transport tonnage and new shipbuilding products.

Especially critical situation is taking shape in the dry bulk tonnage market, which has experienced the most pressure from massive deliveries of new ships. Freight rates in this section have dropped to extremely low levels, often not even justifying the operating costs of carriers. For the largest ships of the Capesize class, last year there was a long-awaited increase in the level of rates, but in the first half of 2015 the rates again hit rock bottom. The owners of numerous Panamax class bulk carriers are also going through hard times.

The consolidated dry bulk market index Baltic Dry Index this year dramatically dropped below 600 points, while its average level even in the difficult years of 2011-2014. varied between 1000-1500 points (compared to a peak of 11,793 points in 2008).

Against the backdrop of a long depressive state bulk market new trend there was a significant improvement in the situation in the section oil tankers during 2015. Falling global oil prices are driving up demand for liquid fuels and increasing global shipping. As a result, in the first quarter of this year there was a rise in freight rates for tanker tonnage to a level not seen since the pre-crisis period. On average, rates have increased by approximately 70-75% compared to that period in 2014. By the middle of this year, 12-month time charter rates for large-capacity VLCC tankers had jumped to $45,000/day, up from an average of $28,000/day in 2014 and less than $20,000/day in 2013 .

This restoration of activity in the tanker market is perceived with great optimism in the shipping community. One can note the quick response of shipyards, ready to resume massive deliveries of liquid tonnage. In other main segments of the freight market, the situation remains unstable.

The situation in global shipbuilding

Today, in the context of globalization, Russian shipbuilding, like other sectors of the domestic economy, is highly dependent on global trends. The situation in the global shipbuilding market has a tangible impact on our shipbuilding industry against the backdrop of intense international competition in prices, terms and quality of ship construction. As in previous years, part of the orders for new transport vessels for the Russian civil fleet continues to go to foreign shipyards.

In recent years, the placement of new contracts has been affected by the fall in world prices for shipbuilding products, caused primarily by a huge oversupply of shipbuilding capacity and weakened demand from international shipping, which is also suffering from persistent oversupply of tonnage in the freight markets.

The order portfolio of the world's shipyards after the financial and economic crisis of 2008 experienced a strong and prolonged decline (Fig. 5). Compared to the peak level of 2008, the volume of orders by the end of 2012 fell by 2.3 times, which put most shipyards in a very difficult situation. Over the next three years, there has been a gradual resumption of the influx of orders for new ships, although on a moderate scale, far from ensuring the utilization of shipbuilding capacities.

Rice. 5. Dynamics of global orders for new vessels, million reg. tons

Severely fallen prices for the construction of ships gradually recovered to the level of 2006-2007. But for container ships and some other types of ships, contract prices now remain the lowest in the last decade.

All leading shipbuilding countries today face a chronic shortage of new contracts, so it is not surprising that they are pursuing an unusually active marketing policy, trying to possible ways attract customers from all over the world, offer discounts and other preferences.

As of March 1, 2015, world shipyards received orders for the construction of more than 5 thousand ships with a total deadweight of 308 million tons, and almost half of all ship orders by deadweight were concentrated in Chinese shipyards (Fig. 6).

Rice. 6. Global volume of orders for new ships by country, % by deadweight (2015)

But it is China that provides a striking example of the fact that in these difficult times, even large shipyards sometimes fail to maintain their positions. The largest private Chinese shipyard, Rongsheng Heavy Industries, which previously (2008-2011) built a series of 6 large-tonnage tankers for Sovcomflot, is in the stage of bankruptcy due to losses and lack of utilization. It is well known in the shipbuilding market for having recently completed a prestigious Brazilian order for a series of the world's largest bulk ore carriers with a deadweight of 400 thousand tons. However, now, as a result of the long-term downtime of the enterprise and financial problems, 30 thousand of its employees are threatened with dismissal.

To date, almost the entire geography of world transport shipbuilding has been focused in one region of the world - in East Asia, in the countries of the “Big Three” (China, Korea and Japan). These three countries annually provide 92-94% of all global deliveries of new transport fleet. A large gap behind them is now also a group of Asian countries that are striving to develop national shipbuilding - these are the Philippines, Taiwan, Vietnam, India.

The entire European shipbuilding industry currently accounts for less than 1% of global ship orders by deadweight. Almost all European countries that once had developed national shipbuilding - Germany, Great Britain, Holland, Italy, France and others - have lost their competitiveness on the world stage in the mass production of standard transport ships, unable to withstand Asian competition.

The balance of power in global shipbuilding looks different in terms of not the volume of tonnage, but the cost of the contracts received. In terms of this indicator, South Korea now remains the world leader; the positions of shipbuilders in European countries, which specialized in the construction of technically more complex and expensive vessels, such as offshore and cruise ships, look much better.

On the global shipbuilding market, Russia is a fairly prominent investor in the construction of a new merchant fleet. At the end of 2014, Russia accounted for over 13% of the total volume of such investments in European countries or 4.5% of the global volume of investments in new ships. However, almost all orders are placed at foreign shipyards. Over the ten-year period 2004-2014. Only 4% of the Russian fleet was replenished from domestically built vessels. The vast majority of the new tonnage was built at shipyards in South Korea (76%), China (8%), Croatia (5%) and other countries (7%).

The current portfolio of shipbuilding orders from different countries shows that the employment of shipyards is determined primarily by export contracts. Orders from national shipping companies account for 30% of the total order volume in China, in South Korea– 11%, in Japan – 26%. But in the developing BRICS countries, shipbuilding is more focused on fulfilling their national needs, in particular in Brazil - by 77%, in India - by 50%.

The demand for the construction of new ships is currently generated by three groups of countries - the economically largest and most developed with large volumes of maritime trade (USA, Japan, UK, Germany), traditional sea carriers (Greece, Norway) and the so-called new industrial countries (China, Singapore and other Southeast Asian countries). The world leaders in terms of investment in fleet construction are companies from the USA, Greece, Norway, China and Japan.

Large funds have recently been allocated to the construction of specialized ships - gas carriers, large-capacity container ships, supply ships, cruise ships. The influx of investment in the construction of tanker and bulk carrier fleets has sharply decreased, although their share in the order portfolio remains the highest (Fig. 7). In all three main sectors - bulk carriers, tankers and container ships - there is a clear trend of renewed demand for the construction of the largest vessels.

Rice. 7. Structure of the order portfolio in global shipbuilding by type of vessel, % by deadweight (2015)

Eight main takeaways

In conclusion, the following conclusions can be drawn:

1. Global maritime transport of goods has been increasing almost every year over the past 15 years (an overall increase of 1.7 times), including for the main types of cargo - liquid, bulk and cargo in containers.

2. The composition of the world transport fleet is also growing every year; over the same period, the composition of the world fleet has increased by 2.2 times.

3. Compared to 2001, serious structural changes have occurred in the merchant fleet: tankers, bulk carriers and container ships account for almost 93% of the total deadweight in the fleet.

4. There is a constant influx of excess tonnage into the world fleet, thanks to the latest high-performance vessels. Despite the significantly increased volume of tonnage disposal, there is an imbalance in the supply/demand balance regarding fleet availability.

5. Freight rates in the dry bulk market are at a fairly low level. The oil tankers section has seen a significant increase in freight rates in the first half of 2015. In other main segments of the freight market, the situation remains unstable.

6. The order portfolio of the world's shipyards experienced a prolonged decline after the financial and economic crisis of 2008. Over the past three years (2012-2014), there has been a gradual resumption of orders for new ships, albeit on a moderate scale.

7. The geography of world transport shipbuilding is focused in one region of the world - in East Asia, in the countries of the “Big Three” (China, Korea and Japan). These three countries annually provide 92-94% of all global deliveries of new transport fleet.

8. Russia is a fairly prominent investor in the construction of a new merchant fleet on the global shipbuilding market. At the end of 2014, Russia accounted for over 13% of the total volume of such investments in European countries or 4.5% of the global volume of investments in new ships.