Reconstruction project for the maintenance and repair area at the service station. Characteristics of the object for reconstruction of the maintenance and repair zone Reconstruction of the maintenance zone 1

03.03.2021

Having analyzed the work of the enterprise, I came to the conclusion that the level of car servicing at the enterprise is unsatisfactory and is accompanied by a large expenditure of time and money. As a result, I chose the topic of my diploma project in which I set myself the task of reconstructing the production technical base and installation of additional equipment: lifting mechanism in order to increase labor productivity, reduce the labor intensity of work and reduce time spent on repairs.

The diploma project consists of a calculation and explanatory note and a graphic part on 10 sheets.

The first sheet of the graphic part presents the general plan of Severgazstroy LLC.

The types of activities of the enterprise are: organizing the transportation of technological and economic cargo, watch personnel and providing units with vehicles and special-purpose equipment.

The general plan of the enterprise is presented on the first sheet of the graphic part, it includes: maintenance and repair zones, specialized areas, warehouses, parking areas; administrative and amenity premises.

The second sheet shows the production building of the enterprise intended to perform the necessary list of maintenance and repair work. There are various areas in the production building.

The third sheet shows the maintenance and repair zone of the production and technical base of Severgazstroy LLC before reconstruction.

The fourth sheet shows the maintenance and repair zone of the production and technical base of Severgazstroy LLC after reconstruction. As a result of the reconstruction of the production and technical base, the missing equipment was purchased.

The calculation and design section shows the calculation of the movement mechanism of a single-girder overhead crane, the selection of an electric motor and the selection of a brake.

The sixth and seventh sheets show the assembly drawing of the metal structure and the end beam of the designed overhead crane. It is a structure made of angles, channels and sheet metal, fastened with welded and bolted joints.

The occupational safety section provides an analysis of dangerous and harmful factors in the reconstructed production and technical base; measures have been developed to improve the working conditions of repair workers and reduce injuries. A calculation of lighting, general ventilation, heating, a calculation of the amount of production waste for the commissioned enterprise was made, and fire safety standards in production with the placement of fire equipment were also given.

The ninth sheet shows a diagram of general ventilation with necessary equipment.

The tenth sheet shows the indicators economic efficiency project from the implementation of the project, the economic profit of the second year amounted to 1,691,964 rubles, the profitability index was 1,733 rubles, the payback period was 1,198 years. Based on the calculation results, we conclude that the project can be implemented, as it meets the investor’s expectations in terms of payback period and design solution.

Introduction 5

1 Analytical section 7

1.1 Characteristics of the enterprise 7
1.2 Financial and economic activities of the enterprise 9
1.3 Management structure 9
1.4 Number of rolling stock 10
1.5 Climatic conditions 12
1.6 Organization of maintenance and repair 13
1.7 Scheme of the master plan of Severgazstroy LLC 16
1.8 Justification for choosing the topic of the graduation project 18

2 Calculation and technological section 20

2.1 Initial data for calculation 20
2.2 Calculation of the production program 23
2.3 Determining the frequency of maintenance and repairs 23
2.4 Determination of the number of maintenance and repair work per vehicle per cycle 25
2.5 Determination of the number of maintenance and repair work for one car and the entire fleet per year 25
2.6 Number of technical impacts 26
2.7 Number of maintenance services for the entire fleet per year 26
2.8 Annual volume of maintenance and repair 27
2.9 Distribution of the scope of maintenance and repair work 29
2.10 Calculation of the number of maintenance and repair posts 30
2.11 Calculation of the number of production workers 31
2.10 Calculation of the number of maintenance and repair posts 31
2.11 Calculation of production areas of the TO and R 32 zone
2.12 Equipment for the maintenance and R 32 area
2.13 Process diagram 33
2.14 Justification for the choice of technological process for vehicle maintenance and repair for the production and technical base 33
2.15 Layout of the production and technical base with placement technological equipment 34

3 Calculation and design section 38

3.1 Determining the dimensions of the running wheels 39
3.2 Determine the static resistance to movement of the crane 41
3.3 Selecting an electric motor 42
3.4 Brake selection 45

4 Labor protection and environmental safety 49

4.1 Goals and objectives for labor protection in the industry 49
4.2 Main directions of state policy in the field of labor protection 49
4.3 The procedure for selecting and training personnel to work at Severgazstroy LLC 50
4.3.1 Requirements for personnel at the enterprise by qualification 50
4.3.2 The procedure for selecting performers and preparing employment documents 51
4.3.3 Procedure and topics of labor safety briefings 52
4.3.4 Training and internships for performers, testing knowledge of safe work practices and obtaining permits to independent work at Severgazstroy LLC 53
4.3.5 Frequency of briefings and training of personnel in subsequent periods of work 54
4.4 Analysis of hazardous and harmful factors during work and measures to protect personnel from exposure to harmful and dangerous factors 55
4.4.1 List of dangerous (traumatic) and harmful (disease-causing) factors at the site 55
4.4.2 Measures to protect personnel (mechanics) from harmful and dangerous factors arising during work in the maintenance and repair area 56
4.4.3 List, procedure for issuing, maintaining, using and replacing personal protective equipment for personnel at the design site 56
4.4.4 The procedure for providing mechanics with first aid equipment, sanitary facilities for short-term rest, meals, and personal hygiene measures 57
4.5 Occupational safety requirements for lighting, heating and ventilation at Severgazstroy LLC 57
4.5.1 Lighting and costs electrical energy for lighting the maintenance and R 57 areas
4.5.2 Thermal energy consumption for heating to ensure standardized values of air temperature in the working area during the heating period of rolling stock storage areas 60
4.5.3 Calculation of ventilation in order to dissolve harmful impurities in the air of the working area within the permissible concentration of rolling stock storage areas 60
4.5.4 Calculation of thermal energy consumption for ventilation of rolling stock storage areas 61
4.6 System of protection measures environment when implementing the project 62
4.6.1 Analysis of production processes at the designed facility to determine the mass of waste considered as environmental pollutants 63
4.7 Fire protection system of the diagnostic station 63
4.7.1 General fire safety requirements for the maintenance and R 63 area
4.7.2 Regulatory requirements for providing the production site with fire extinguishing means 64

5 Economic section 65

5.1 Calculation of investments for the project 65
5.1.1 Calculation of current (operating) costs 69
5.2 Salary costs 72
5.3 Calculation of insurance premiums 74
5.4 Calculation of depreciation charges 75
5.5 Calculation of other costs 76
5.6 Total cost 78
5.7 Income from commercial activities 78
5.8 Calculation of balance sheet profit 78
5.9 Calculation of UTII tax 79
5.10 Economic profit for the project 79
5.11 Calculation of the commercial efficiency of the project 80
5.12 Net present value 80
5.13 Project profitability index 82
5.14 Project payback period or return on investment period 83

Conclusion 85

Bibliography 86

Explanatory note

for the graduation project

DP.190631.20.1009.2015.PZ

AGREED Project Manager

Chairman _______R.G. Yusubaliev

subject commission ___________________

_______ N.V. Kovbasyuk Consultant on

____________________ economic part

Standard control ______ R.F. Ishmatova

_____ G.G. Ryazanova

____________________ Developed by a student

groups TOP-11

____R.A. Tutaev

___________________

Introduction........................................................ ........................................................ ... 3

1. General part................................................... ............................................... 8

2. Calculation part................................................... ........................................ 27

3. Economic part................................................... ........................... 42

4. Occupational safety................................................... ........................................... 50

5. Nature conservation................................................... .................................... 53

6. Requirements for workwear.................................................... ........................... 55

7. Ventilation................................................... ............................................... 56

8. Lighting........................................................ ............................................... 57

9. Special part................................................... ................................... 58

10 Disadvantages in the work of the unit .................................................... ....... 61

Conclusion................................................. ........................................... 64

Literature................................................. ................................................... 65

INTRODUCTION

One of the most important directions in the transition of the national economy to market relations is the widespread, rational use of raw materials, fuel, energy and other material resources. Strengthening work in this direction is considered an integral part of the economic strategy, the largest lever for increasing production efficiency in all parts of the national economy.

In Russia, road transport at the stage of formation of market relations received a new impetus for its development and is currently one of the fastest growing sectors of the national economy of Russia.

Socio-economic reforms have led to radical structural changes in motor transport as an industry. At the same time, changes in the system of economic relations and the development of domestic and international commodity markets have posed new challenges for motor transport and opened up great prospects for it. The process of democratization of society and liberalization of the economy helps to unlock the enormous potential that road transport contains.

The car has become the main factor providing social mobility for the population in the industrial and recreational spheres. Mass motorization has a significant impact on the development of territories and settlements, on the processes of trade and consumption, on the development of entrepreneurship, and on the way of life of millions of Russians.

Freight road transport in market conditions is experiencing a period of particularly rapid development. The growth of Russian commodity markets is ensured, first of all, due to the speed of transportation, reliability and the possibility of direct door-to-door delivery of shipments, which only a car can provide. Most fully these features of the automobile

transport are revealed in the field of international transport.

Behind last years The monopoly of state enterprises in motor transport has been eliminated. As a result of corporatization or privatization, this sector has largely left the sphere of state entrepreneurship and is now a “testing ground” where forms and methods of effective development of small and medium-sized businesses are being developed. The real factor stimulating the development of motor transport was competition both within the sub-industry itself and with enterprises of other modes of transport.

In place of the structures of centralized sectoral management of motor transport, a new system is being formed that meets the requirements of a market economy, based on licensing and certification mechanisms, combining administrative and economic management levers.

Motor transport accounts for the bulk of the harmful environmental impacts of transport, as well as the bulk of the damage caused by transport accidents.

Thus, the realization of the undeniable advantages of road transport at the transformation stage is inextricably linked with numerous problems, the solution of which will require considerable time and considerable effort.

The main strategic goal of the reforms carried out in the transport complex is the creation in the country of transport systems focused, first of all, on meeting the needs of citizens, cargo owners, society as a whole and ensuring the efficient and safe use of Russia's national resources.

At the present stage of reforms, the following tasks in the field of road transport are considered:

1.Development of a modern legal and regulatory framework for road transport.

The new regulatory framework should ensure the effective and stable functioning of the sub-industry, a sufficient level

road transport services for all social groups and sectors of the economy, effective protection of the legal rights of consumers of transport services and transport enterprises, safety of the transport process and environmental protection from the harmful effects of road transport.

The goal is also to gradually harmonize the regulatory framework of road transport with the legal norms in force in the EU countries.

2. Formation of a market for motor transport services, developing on the basis of fair competition between enterprises of various forms of ownership with a predominance of non-state ownership.

This task is solved on the basis of denationalization and privatization, the formation of favorable economic conditions for motor transport entrepreneurship, and economic regulation of the market of motor transport services. The protection of Russian road carriers operating in international markets is considered as an independent area of activity of states.

3. Creation of a vehicle management system that meets new economic conditions.

It is assumed that the management system of the motor transport sub-industry should be based on a combination of the principles of state regulation of administrative control over the fulfillment of established requirements by participants in motor transport activities and industry self-government through associations, etc. organs.

An independent and very important task is to determine the role and functions of regional motor transport management bodies, as well as the relationship between the powers of the federal and regional levels of government.

4. Creation of a system of targeted state support for certain most important types of motor transport activities.

The state has completely abandoned direct budget financing of road transport, considering the sub-sector as a whole as independent in economic and financial terms. At the same time, there are two areas in which government support is considered necessary: urban and suburban transportation passengers by bus (the solution to this problem requires, first of all, the creation of stable organizational and legal mechanisms for financing urban passenger transport) .And the creation of capital-intensive motor transport infrastructure facilities, primarily cargo terminals (here support should be not only financial in nature, but also provide solutions to issues of land allocation, coordination of interests of government bodies at various levels and various departments, etc.).

5. Reducing the number of deaths and injuries, as well as material damage as a result of road accidents.

This task involves, first of all, the creation new system ensuring traffic safety in motor vehicles, which should replace the previous vertical industry-wide safety management system.

6. Stabilization, and in the future - reduction of the harmful impact of vehicles on the environment.

This problem is complex. Its solution involves improving the regulatory framework and economic legislation, creating effective control systems, forming new requirements for the automotive industry and the fuel and energy complex, etc. The main difficulty in solving this problem is the need for significant investments in various sectors of the economy, which cannot be satisfied in the current situation.

7. Ensuring the development of the industry’s human resources potential and creating a favorable social and professional environment in motor transport. Solving this problem involves improving the system vocational training, retraining and reorientation of specialists in accordance with the economic situation, as well as the formation of a new system of labor relations in road transport.

The listed areas are primarily related to problem solving transition period and are aimed at stabilizing the situation in the industry. A comprehensive solution to the problem of motorization of the country begins with the formation of optimal proportions between automobile and other modes of transport for long-distance transportation of goods, the creation of systems and transportation with the participation of automobile transport, and improving the efficiency of motor transport.

The Russian road transport system will integrate at an increasingly rapid pace into the European and global transport system. Milestones favorable for Russian carriers should be the development by domestic enterprises of the production of rolling stock that meets international requirements, as well as the creation on the territory of Russia of a strict legal regime international transportation, supported by a system of effective control.

Environmental requirements for road transport will become increasingly stringent not only when carrying out international transport, but also when working on domestic market. The lever of “environmental regulation” is gradually acquiring the role of the most important instrument of government management in the motor transport industry.

1 GENERAL PART

1.1 Purpose of the enterprise

Sibay motor transport enterprise of the branch of the State Unitary Enterprise "Bashavtotrans" of the Republic of Belarus, date of creation - December 2006.

Full name: Sibay motor transport enterprise, a branch of the State Unitary Enterprise "Bashavtotrans" of the Republic of Belarus.

Short name: Sibay ATP - branch of State Unitary Enterprise BAT.

Location of the enterprise: Sibay, Zilairskoe highway, 2. The main goals of the activities of the Sibay ATP are:

Providing transport services to most fully meet the transportation needs of the national economy and the population of the serviced region;

Active social service to the team and improving the well-being of its members.

To achieve the goals of its activities, Sibay ATP carries out:

Transportation of goods and passengers in a developing market for transport services, including interregional and intercity freight and Passenger Transportation;

Efficient use of rolling stock, buildings, structures, other production assets, material and energy resources;

Maintenance and repair of rolling stock, its storage and preparation for work on the line;

Construction, expansion and reconstruction of industrial and social development facilities;

Introduction of new progressive forms of organizing transport progress and freight forwarding services;

Implementation of programs to meet environmental requirements for vehicles;

Definition optimal options remuneration, stimulation of production efficiency;

Measures to prevent accidents, create healthy, safe working conditions;

Organizational and technical maintenance, repair and storage of vehicles owned by citizens.

1.2 List of vehicles, trailers

Table 1

No.	Rolling stock brand	State Number	Year of issue	Mileage per month	Mileage since initial operation
CARS

	GAZ-3110	B550NN
	GAZ-3102	V900ХР
	Toyota Camry	T 911 EC
	Hyndai Sonata	S929VT
BUSES
	PAZ 32060R	EO165			38 241
	PAZ 32050R	EO164			35 628
	PAZ - 3205	AX 644			1 203 316
	PAZ - 32050S	AE 161			921 959
	Ikarus S280	VA 507			112 227
	SETRA 215	JSC 358			1 073 325
	SETRA S216HDС	AE 188			1 356 272
	Nefaz 5299-10-17	EN 614			825 270
	NEFAZ 5299-10-17	AX 601			1 010 242
	NEFAZ 5299-10-17	AX 602			938 723
	NEFAZ 5299-10-17	EN 615			870 794
	NefAZ 5299 08	AE 222			1 313 778
	Nefaz 5299-17-32	EO 169			177 172

Continuation of Table 1


Nefaz 5299-17-32	EO 168	155 171
NefAZ 5299 10 08	BE 917	836 572
NefAZ 5299 08	VM 014	372 343
NEAZ 5299 20 22	AX 673	369 112
NEAZ 5299 20 22	AX 672	341 332
NEAZ 5299 20 22	EO163	325 232
NEAZ 5299 20 22	AX 674	392 074
NEFAZ 5299 30 32	AU 871	134 621
NEFAZ 5299 30 32	AU 870	126 250
NEFAZ 5299	AE 146	655 589
NEFAZ 5299	AE 147	540 533
NEFAZ 5299	AE 148	623 247
NEFAZ 5299	AE 144	466 104
NEFAZ 5299 10	AE 145	530 667
NEFAZ 5299 10	AE 171	468 784
NEFAZ 5299	AE 176	627 482
NEFAZ 5299 10	AE 178	532 032
NEFAZ 5299 10	AE 229	545 465
NEFAZ 5299 10 15	AX 654	461 476
NEFAZ 5299 10 15	AX 654	461 476
NEFAZ 5299	AX 629	382 053
NEFAZ 5299 10	AM 019	273 654
NEFAZ 5299	VA 092	546 863
NEFAZ 5299	VK 543	450 130
NEFAZ 5299	VK 533	369 546
NEFAZ 5299	BE 766	351 225
NEFAZ 5299	EE 926	199 190
NEFAZ 5299	AR 260	430 386
NEFAZ 5299 10	AK 365	445 272
NEFAZ 5299	AC 366	301 244
NEFAZ 5299	EK 416	340 262

Continuation of Table 1


NEFAZ 5299	VA 417	335 720
MB Sprinter 515	EB 452	502 141
Sprinter 515 CDI	EB 008	476 652
MB Sprinter 515	EB 221	488 990
MB Sprinter 515	EB 229	402 261
MB Sprinter 515	EA 041	577 908
MB Sprinter 515	AX 640	489 755
Sprinter 515 CDI	AX 646	653 373
MB Sprinter 515	AX 647	429 614
MB Sprinter 515	AX 650	612 298
Sprinter 515 CDI	AX 653	539 040
MB Sprinter 515	EB 481	654 687
MB Sprinter 515	EB 492	535 730
MB Sprinter 515	EB 493	318 505
MB Sprinter 515	VX 621	509 496
Sprinter 515 CDI	VX 513	715 120
Sprinter 515 CDI	VX 516	610 963
M. Sprinter 413 CDI	AX 648	305 786
M. Sprinter 413 CDI	AX 649	429 139
M. Sprinter 413 CDI	BC 107	265 410
M. Sprinter 413 CDI	BB 037	369 410
M. Sprinter 413 CDI	VT 872	254 535
M. Sprinter 413 CDI	VT 860	255 950
M. Sprinter 413 CDI	BC 115	340 475
M. Sprinter 413 CDI	VT 863	320 855
M. Sprinter 413 CDI	BC 109	440 842
M. Sprinter 413 CDI	BC 106	320 543
M. Sprinter 413 CDI	VU 168	291 232
M. Sprinter 413 CDI	VU 176	291 117
M. Sprinter 413 CDI	VU 947	219 133

Continuation of Table 1


	M. Sprinter 413 CDI	VU 665	305 474
	M. Sprinter 413 CDI	EE 237	344 420
	M. Sprinter 413 CDI	EE 235	255 053
	M. Sprinter 413 CDI	EE 776	395 770
	NZAS 42112	B725 AM	374 700
CARGO
	KamAZ 55111A	B 569 NN	677 059
	KamAZ 55111N	In 018 UE	418 487
	KamAZ 55111N	In 019 UE	408 346
	KamAZ 55111S	B 027 HC	414 112
	KamAZ 55111N	From 168 EO	446 992
	KamAZ 55111N	In 041 UE	436 151
	KamAZ 55111S	B 042 HC	483 132
	KamAZ-65-115-06	C 768 EH	399 923
	KamAZ 5410	B 943 OX	1 511 520
	KamAZ 53213	At 855 MS	520 022
	Tatra T815-250S01	With 241 EO	404 877
	Tatra T815-250S01	With 243 EO	331 577
	Tatra T815-250S01	From 244 EO	450 920
	Tatra T815-250S01	From 245 EO	280 225
	Tatra T815-250S01	C 119 EH	419 202
	Tatra T815-250S01	From 120 EH	327 399
	Tatra T815-250S01	C 122 EH	394 208
	Tatra T815-250S01	C 124 EH	201 141
	Tatra T815-250S01	From 125 EH	407 767
	Tatra T815-250S01	C 126 EH	234 812
	GAZ 531201	With 828 W	279 825
	GAZ 2705	At 779 ohm	671 365

Continuation of Table 1

TRAILERS AND SEMI-TRAILERS

	A 349	AB2343	763 747
	A 349	AO6776	834 536
	A 349	AO6780	827 757
	A 349	AO6782	938 336
	A 349	AM4814	803 326
	A 349	AM4815	548 829
	A 349	AM4816	465 971
	A 34901	AN9584	881 568
	A 34901	AO6781	927 265
	A 34901	AS9546	1 183 509
	A 349 02	AK5185	838 654
	GRPRA 349	AB2334	1 044 571
	GRPRA 349	AM6577	562 507
	GRPRA 349	AM7947	487 255
	GRPRA34901	AN9597	867 093
	GRPRODAZ9370	AO6787	1 469 574
	SZAP 8551	AN9581	521 630
	SZAP 85512	AM0743	586 576
	SZAP85512	AM0863	488 859
	SZAP 85512	AM4810	422 789
	SZAP 85512	AM4811	466 825
	ODAZ 9370	AE4661	467 084
	ODAZ 9370	AB 4857	306 869
		AE 8499	522 775

1.3 Operating conditions of rolling stock

Operating mode of rolling stock:

250 working days per year;

Time spent in the outfit is 8 hours;

Average daily mileage;

The time and procedure for releasing rolling stock onto the line and its return.

Daily plan - outfit freight transport. The head of the convoy gives the technical condition of all cars and trailers the next day, and the dispatcher draws up a plan for the cars to enter the line. In the morning, the driver is given a ticket indicating where he should go and the time of issue is noted. The release mechanic sets his time of leaving the garage and returning to the garage at an average of 8ºº to 17ººh.

1.4 Operating modes of rolling stock

Buses leave for the city cycle at 5.30 a.m. and operate until 12 p.m., after which they are replaced by others, but again they start their shift at 5 p.m. Commuter drivers work on a staggered schedule.

Federal Agency for Education GOU SPO

Rubtsovsky Mechanical Engineering College

COURSE WORK

Topic: “Technological calculation of the TO-1 zone for an ATP consisting of 210 VAZ-21102 vehicles with an actual mileage of 242 thousand km since the start of operation.

Completed by: Student gr. 9TO-06

Zaika E.S.

Gornyak 2009

Introduction

1. Research part

1.2 Characteristics of the TO-1 zone

2. Calculation part

2.1.1Selection of source data

2.1.3 Correction of mileage before TO-2 and TR

2.1.9 Annual mileage

2.7 Calculation production area

3. Organizational part

3.1 Organization of ATP

4.2 Safety requirements for maintenance and repair

4.5 Electrical safety measures

4.6 Calculation of area lighting

4.7 Calculation of ventilation

Conclusion

Introduction

A car is the most common mechanical vehicle in the modern world. The appearance of the engine internal combustion, light, compact and relatively powerful, opened up wide possibilities for the car. And in 1885, the German inventor G. Daimler created the first motorcycle with gasoline engine, and already in 1886 the German inventor K. Benz patented a three-wheeled car. Industrial production of automobiles began in Europe, and in 1892, the American inventor G. Ford built a conveyor-assembled car. In Russia, cars began to be assembled in 1890 from imported parts at the Frese and Co. 0 factories. In 1908, the assembly of Rus-so-Balt cars began at the Russian-Baltic Carriage Plant in Riga, first from imported parts, and then from parts domestic production. However, the beginning of the domestic automobile industry is considered to be 1924, when the first domestic 1.5-ton trucks AMO-F with a 30 hp engine were manufactured at the AMO plant (now ZIL - Moscow Likhachev Plant). With.

In 1927, the first domestic new car, NAMI-1, appeared with an 18.5 hp engine. With the commissioning of Gorkovsky in 1932 automobile plant Intensive development of the domestic automobile industry began. A big breakthrough in the production of domestic passenger cars was the commissioning of the Volzhsky Automobile Plant (VAZ, 1970) and the Kama Automobile Plant (KAMAZ, 1976) for the production trucks.

Currently, there is an intensive improvement of vehicle designs, increasing their reliability and productivity, reducing operating costs, increasing all types of security. Produced models are updated more frequently, giving them higher consumer qualities that meet modern requirements.

Car repair is an objective necessity, which is due to technical and economic reasons.

Firstly, the national economy's needs for cars are partially satisfied by using refurbished cars.

Secondly, repairs ensure the continued use of those car elements that are not completely worn out. As a result, a significant amount of past work is retained.

Thirdly, repairs help to save materials used for the production of new cars. When restoring parts, metal consumption is 20...30 times lower than during their manufacture.

Automotive repair production, having received significant development, has not yet fully realized its potential. In terms of its effectiveness, organizational and technical level it still lags behind the main production - automobile manufacturing. The quality of repairs remains low, the cost is high, the level of mechanization reaches only 25...40%, as a result of which labor productivity is two times lower than in the automotive industry. Car repair and transport enterprises are equipped mainly with universal equipment with a high degree of wear and low accuracy. These negative aspects of the current state of auto repair production determine the path of its development.

Analysis, calculations and practice show that the structure of the repair base of road transport should consist of three types of enterprises corresponding to the level of technological complexity of the work performed repair work:

ATP workshops that perform minor routine repairs without disassembling units;

Without centralized, the most complex ongoing repairs associated with the development of a unit for replacing components;

Plants for the overhaul of units, the organizational basis of which should be a non-impersonal repair method.

In this course project, we calculate the TO-1 zone in a motor transport enterprise and analyze organizational work. As well as an analysis of safety work in the TO-1 zone.

1. Research part

1.1 Characteristics of the motor transport enterprise

The importance of road transport in the development of production improvement is increasing. Special attention while focusing on improving quality Maintenance and current repairs - one of the most important conditions for the proper use and technical readiness of vehicles, reducing repair and operating costs.

Repairs in ATP conditions must be carried out in the presence of qualified repair personnel, the necessary equipment and spare parts.

This ATP is located in Barnaul and transports passengers. This enterprise contains 210 VAZ-21102 cars. The company carries out all types of maintenance and repairs.

The ATP monitors the quality of maintenance and repairs, as well as compliance with safety requirements for the technical condition of vehicles and the use of methods for checking them in accordance with current state standards and other regulatory and technical documents. Take measures for the rational distribution of rolling stock, spare parts, operating materials, equipment and fixtures necessary for timely and high-quality maintenance and repair.

To maintain the vehicle fleet in good condition and ensure the required technical readiness, the company has a complex of departments for maintenance and repair, which includes the necessary buildings, structures and equipment. The complex of repair units includes the designed zone TO-1.

1.2 Characteristics of the TO-1 zone

Zone TO-1 is intended for vehicle maintenance, as well as for vehicle repair and ensuring the working condition of rolling stock with the restoration of its individual units, components and parts that have reached their limiting state. Maintenance is understood as a set of operations (adjusting, lubrication, fastening), the purpose of which is to prevent the occurrence of malfunctions (increase reliability) and reduce wear of parts (increase durability), and, therefore, maintain the vehicle for a long time in a state of constant technical readiness and serviceability for work.

Zone TO-1 operates a five-day work week in one shift from 8-00 to 17-00 with a lunch break from 12-00 to 13-00.

The development of a project for the TO-1 zone for a vehicle fleet is of great importance, and the selection and arrangement of equipment was made based on the technological process of maintenance and overhaul of VAZ-21102 vehicles.

2. Calculation part

2.1 Calculation of the annual production program

2.1.1 Selecting source data

Initial data and tasks for design:

1. Type of rolling stock – VAZ-21102

2. Listed number of Aspis cars. = 210

3. Vehicle mileage since the start of operation Ln = 242,000 km

4. Average daily mileage of a car Lcc = 400 km

6. Natural and climatic conditions – moderate-cold climate

7. Number of working days in a year Drg = 253 days

8. Time on duty – 24 hours.

The initial data taken from the normative literature is entered into Table 1.

Table 1 – Initial data

2.1.2 Adjusting the frequency of maintenance and repair

The adjusted frequency value of TO-1 and TO-2 is determined by the formula:

L1 = Li*К1*К2*К3,

where Li is the standard maintenance frequency;

K1 – coefficient of adjustment of standards depending on the category of operation;

K3 – coefficient of adjustment of standards depending on periodic climatic conditions;

L1 = 4000 km; K1 = 0.8; K2 = 1.0; K3 = 0.9; L2 = 16000 km;

L1 = 4000*0.8*1.0*0.9 = 2880 km;

L2 = 16000*0.8*1.0*0.9 = 11520 km;

The adjusted mileage to the Kyrgyz Republic is found by the formula:

Lcr = Lcr.n*K1*K2*K3,

Where Lcr.n is the mileage rate to the Kyrgyz Republic;

K1 – coefficient taking into account the category of operating conditions;

K2 – coefficient taking into account the modification of rolling stock;

K3 – coefficient taking into account climatic conditions;

Lcr.n = 180000 km; K1 = 0.8; K2 = 1.0; K3 = 0.9;

Lcr = 180000*0.8*1.0*0.9 = 129600 km.

2.1.3 Correction of mileage to TO-2 and TP by multiple of the average daily mileage

The multiplicity factor between the values of the frequency of maintenance of the average daily mileage is found by the formula:

n1 = L1/Lсс,

where L1 is the standard frequency of TO-1;

Lсс – 400 km; L1 = 2880;

n1 = 2880/400 = 7.2 (assuming 7).

Then the accepted value with the standard frequency TO-1 is found by the formula:

L1 = Lсс*n1,

where n1 is the correction factor

L1 = 400*7 = 2800 km.

The multiplicity factor between the frequency values of TO-2 and the accepted TO-1 is determined by the formula:

n2= L2/L1,

where L1 and L2 are the standard frequency of TO-1 and TO-2;

n2 = 11520/2800 = 4.1 (assuming 4).

Then the accepted value of adjusted TO-2 is determined by the formula:

L2 = L1*n2,

where L1 is the standard frequency of TO-1;

n2 – correction factor;

L1 = 2800; n2 = 4;

L2 = 2800*4 = 11200 km.

The multiplicity factor between the values of the average cycle mileage of the accepted periodicity of TO-2 is determined by the formula:

n3 = Lcr/L2,

where Lcr is the mileage rate to the Kyrgyz Republic;

Lcr = 129600; L2 = 11200;

n3 = 129600/11200 = 11.57 (assuming 12).

Then the accepted value of the average cycle mileage is determined by the formula:

Lcr = L2*n3,

where L2 is the standard frequency of TO-2;

n3 – correction factor;

L2 = 11200; n3 = 12;

Lcr = 11200*12 = 134400 km.

2.1.4 Adjusting the norm of downtime days in maintenance and repair

Adjustment of the norm of downtime days in maintenance and repair is determined by the formula:

dto and tr = d n then and tr * K4(avg), days/1000 km

where K4(ср) is the coefficient for adjusting the standards for the specific labor intensity of current repairs and the duration of downtime in maintenance and repairs, depending on the mileage from the start of operation.

Since our mileage since the beginning of operation is 242,000 km, and the mileage for the VAZ-21102 to the Kyrgyz Republic is 180,000, then the share of mileage since the beginning of operation will be 242,000/180,000 = 1.34. Then K4(avg) = 1.4

dto and tr = 0.3 * 1.4 = 0.42 days/1000 km

2.1.5 Adjustment of specific labor intensity of TO-1

Adjustment of the specific labor intensity of current repairs is determined by the formula:

tto-1 = t n to-1 * K1 * K2* K3* K4* K5, person-hour/1000 km

where K1 = 1.2 is the coefficient of adjustment of standards depending on the category of operation

K2 = 1.0 – coefficient taking into account the modification of rolling stock

K3 = 1.1 – coefficient of adjustment of standards depending on natural and climatic conditions

K4 = 1.6 – correction factor for the specific labor intensity of current repairs and the duration of downtime in maintenance and repairs, depending on the mileage from the start of operation

K5 = 0.95 – labor intensity adjustment factor

tto-1 = 2.3*1.2*1.0*1.1*1.6*0.95 = 4.6 person-hour/1000 km

Based on the results of the calculations, we will draw up a table for adjusting the mileage of cars to TO-1, TO-2 and KR for a motor transport enterprise (taxi fleet).

Table 2 - Correction of mileage to TO-1, TO-2 and KR

2.1.6 Calculation of the amount of maintenance per 1 vehicle per cycle

The quantity of TO-2 is found by the formula:

N2 = Lcr/L2-Nk,

L2 – standard frequency of TO-2;

Nк – number of CR per cycle;

Lcr = 134400 km; L2 = 11200 km; Nк = 1;

N2 = 134400/11200-1 = 11.

The quantity of TO-1 is found by the formula:

N1 = Lcr/L1-Nk-N2,

where Lcr is the value of the distance to the CR;

L1 – standard frequency of TO-1;

Nк – number of CR per cycle;

N2 – number of TO-2 per 1 car;

Lcr = 134400 km; L1 = 2800 km; Nк = 1; N2 = 11;

N1 = 134400/2800-1-11 = 36.

The number of EOs is determined by the formula:

Neo = Lcr/Lcc,

where Lcr is the value of the distance to the CR;

Lсс – average daily mileage of the car;

Lcr = 134400 km; Lсс = 400 km;

Neo = 134400/400 = 336

2.1.7 Technical readiness factor

The technical readiness coefficient for each vehicle at the enterprise is determined by cycle mileage:

αt = De/(De + Dto and tr + Dcr),

where De are days of operation per cycle run:

De = Lcr/ Lss, days

where Lcr = 134400 km – calculated value, adjusted standard of overhaul mileage

Lсс = 400 km – average daily mileage

De = 134400/400 = 336 days

days of downtime in maintenance and repair services per cycle mileage:

Dto and tr = Lcr * dto and tr /1000, day

where dto and tr = 0.42 – calculated value

Dto and tr = 134400*0.42/1000 = 57 days

days of downtime in the Kyrgyz Republic:

Dcr = dcr + dtrans, dn

where dcr = 18 days – initial standard

dtrans = 0.15* d cr, days – days of transportation

dtrans = 0.15*18 = 3 days

Dkr = 18 + 3 = 21 days

αт = 336 /(336 + 57 + 21) = 0.81

2.1.8 Car utilization rate

The vehicle utilization rate is determined by the formula:

αi = Drg*Ki* αt /365

where Drg is the number of working days per year

αт – technical readiness coefficient

Ki = 0.93 – coefficient of the system of using technically sound vehicles for organizational reasons

αi = 253*0.93*0.81 / 365 = 0.52

2.1.9 Annual mileage

Annual mileage is determined by the formula:

∑Lg = 365*Au*lcc*αi, km

where Ai = 210 – list number of ATP vehicles, pcs.

lсс = 400 km – average daily mileage

αi – vehicle utilization rate

∑Lg = 365*210*400*0.52 = 15943200 km

We find the coefficient of transition from cycle to year using the formula:

hg = Lg/Lcr,

where Lg = ∑Lg/Ai – annual mileage car;

Lcr – value of the mileage to the CR;

Lg = 15943200/210 = 75920 km; Lcr = 134400 km;

hg = 75920/134400 = 0.56

The annual production program is determined by the formula:

Ng = åLg/Lcr;

Ng = 15943200/134400 = 119

The shift program is calculated using the formula:

Ncm = Ng/Drg * Ccm * hg

where Сcm = 1 – single-shift operating mode;

Ncm = 119/253*1*0.56 = 1.36 (take Ncm = 2)

2.1.10 Total annual labor intensity of TO-1

The annual volume of work (the time that production workers need to spend to complete the annual production program) represents the annual labor intensity of product repair in man-hours.

∑Tto-1 = tto-1*∑Lg/1000, person-hour

where tto-1 = 4.6 man-hour – adjusted specific labor intensity;

∑Tto-1 = 4.6 * 15943200/1000 = 73338.7 person-hour

2.2 Calculation of universal posts TO-1

The fasting tact is determined by the formula:

τ = (tto-1*60/Рп) + tper.,

where tto-1 is the labor intensity of work on TO-1;

Рп – average number of workers simultaneously working at the post;

tper – time of movement of the vehicle when it is installed at the post;

tto-1 = 4.6; Рп = 2; tper = 2;

τ = (4.6*60/2)+2 = 140;

Knowing the operating mode of the zone and the daily production program, the rhythm of production is determined:

Rto-1 = Tsn*C*60/Ns to-1,

where Тсн is the frequency of work shifts in the TO-1 zone;

C – number of work shifts in the TO-1 zone;

Nc to-1 – daily production program of zone TO-1;

Tsn = 7; c = 1; Nc to-1 = 17;

Rtr = 7*1*60/2 = 210

The number of universal posts for performing technical requirements is determined by the formula:

Xto-2 = Rto-1 /τ

where τ is the clock cycle of the TO-1 zone post;

Rtr – production rhythm of the TO-1 zone;

τ = 140; Rto-2 = 210;

Xto-1 = 210/140 = 1.5 (accept 2 posts).

2.3 Calculation of the number of production workers

The number of performers who are technologically necessary and actually report to work in the TO-1 zone is calculated by the formula:

RT = ∑Tto-1 /Fm, person

where ∑Tto-1 is the annual labor intensity of work in the TO-1 zone;

Fm = 1860 – annual time fund.

c – distribution of people simultaneously working at posts.

c = 8,

RT = 73338.7/1860*5 = 4.92 people (we accept 5 car mechanics)

2.4 Selection and justification of the method of organizing the technological process

The choice of method for organizing the technological process is determined by the shift (daily) program Ncto-1 = 2, which is less than that recommended for the flow method (Ncto-1 = 6 - 8) services, therefore in this case either the method of dead-end specialized posts should be used, or the method of universal posts. The method of universal posts leads to frequent transitions of workers of certain specialties between posts, to movement from place to place with equipment and devices. To avoid this, most posts have to be equipped with a whole set of technological equipment, knowing that the need for it will arise only occasionally.

The method of specialized posts creates an opportunity for broader mechanization of work, helps to increase labor and technological discipline, reduces the need for the same type of equipment, and increases the quality of repairs and labor productivity. Thus, we choose the method of dead-end specialized posts.

2.5 Distribution of workers by specialty, qualification and workplace

Table 3 – Distribution by post

Table 4 – Distribution of workers by specialty, qualifications and jobs

Worker No.	Number of performers	Speciality	Qualification	Serviced
				Clutch, gearbox, wheel drive, brake system
				Steering, front and rear suspension
				Tires and hubs
				Diagnostics and adjustment of the car.
		Auto electrician		Electrical equipment and power supply system.

2.6 Selection of technological equipment

This project provides for the organization of TO-1 at dead-end posts by specialized units of workers; in the TO-1 zone, related maintenance work is carried out.

Table 5-List of technological equipment

	Name of equipment		Dimensional dimensions, m

	Oil distribution tank

	Air dispenser
	Exhaust gas suction unit
	Wooden grate for feet		Not standard
	Brake Test Kit
	Waste bin
	Chest for cleaning materials
	Metalworking workbench
	System electrician post
	Cabinet for instruments and fixtures
	Tool box
	Transport trolley batteries
	Fire shield and sandbox
	Tank for brake fluid
	Hydraulic mobile lift
	Compressor for tire inflation
	Transport trolley
	Inspection ditch
	Revolving rack
	Cathead
	Electric groove wrench
	Assembly table

2.7 Calculation of the area of the TO-1 zone

The area of the zone is determined by the formula:

Fto-1 = fo*Kn+Xto-1*fa,

where fa is the area of the car in plan;

Xto-1 – number of universal posts;

Кn – coefficient of density of placement of posts taking into account the presence of passages and driveways;

fo – equipment area, sq.m.;

fa = 1.65*4.33 = 7.14 m2; Xto-1 = 2; Kn = 4.5;

Fto-1 = 11.159*5.0+2*7.14 = 70.075 µV.

We assume the area of the zone is 71 μm, namely 9 m in length and 8 m in width.

3. ORGANIZATIONAL PART

3.1 Organization of ATP

Before entering the territory of the ATP, the car passes through a checkpoint (checkpoint), where it is inspected by the mechanic on duty. Then, in the EO zone, the car is cleaned, washed and dried, that is, prepared for use the next day. These works are carried out at several sequentially located sites - posts.

Figure 1 – Scheme of TP for car servicing in ATP

A separate room is allocated to the ATP for carrying out maintenance-1. Several cars are serviced in the zone at the same time; they are usually located one after the other. A large area is occupied by the TO-2 and current repair (TR) zones, which are combined in one room. In these zones, cars are parked for a relatively long time, and therefore they are located so that cars do not interfere with each other when entering and exiting, and it is convenient for workers to work.

The technical condition of cars is checked, as a rule, before sending them to the TO-1, TO-2 or routine repair zones. This work is carried out at the diagnostic point. A car can be subjected to repeated inspection after maintenance and repair, and therefore diagnostic points are located near technical areas.

In the auxiliary production departments of the ATP, they inspect and repair parts and assemblies removed from vehicles. Some departments serve only the repair area of the enterprise, while others, in addition to repair work, carry out preventive work.

3.2 Management organization technical service ATP

The technical service of the ATP is designed to maintain the rolling stock in technically sound condition throughout its entire service life, right up to decommissioning. To this end, the technical service organizes all types of preventive maintenance, routine repairs, preparation of vehicles and units for major repairs, storage of vehicles and the performance of a number of other functions.

At the same time, this service monitors the correctness technical operation cars on the line.

The organizational structure of technical service management is built on a linear principle, when each department has one immediate supervisor.

The management structure of the ATP is presented in Figure 2.

Figure 2 – Diagram of the management structure of the ATP.

The technical service is headed by the chief engineer of the ATP, to whom several functionally independent divisions are subordinate. The number of such divisions depends on the capacity and purpose of the enterprise, as well as on the adopted organizational management structure.

The leading role among all technical divisions of the ATP belongs to the production department (workshops), to which all technical areas, sections and workshops with workers are subordinated. The department carries out operational management of all work through a shift technical production manager. At automobile transport enterprises, a centralized technical service management system has become widespread, which is the prototype of an automated management subsystem for the entire motor transport industry as a whole. It provides for a clear separation of administrative and operational functions of management personnel and the concentration of all operational work in the production control center (PCC).

The production control center consists of two groups: an operational planning group, which includes technical production dispatchers, and an information processing and analysis group, which has close operational links with other departments of the ATP. The control center provides for work based on the technological principle of forming production units. In this case, each type of technical impact is performed by a specialized team or section. The team and sections performing work of a similar nature are combined into production complexes.

Five independent complexes have been created at the production control center: diagnostics, technical maintenance (including EO, TO-1, TO-2), routine repairs and repair areas (shops) and, finally, a production preparation complex. Each complex includes several teams and sections. Thus, the production preparation complex includes a procurement area (selection of working capital, spare parts) and an intermediate warehouse.

As a function of the department technical control(QC) includes checking the quality of work performed by production department workers, as well as monitoring technical condition all vehicles regardless of their location. The quality control department is administratively subordinate to either the chief engineer or the director of the enterprise. The latter is preferable, as it increases the authority of the quality control department and creates more favorable working conditions for its employees. An important step In the quality control organization, personnel selection is carried out, in which the principle must apply: the superiority of the knowledge of the controller over the knowledge of the controlled. A quality control employee must have a good knowledge of the technological process, be able to not only detect product defects, but also establish the cause of their occurrence, and also participate in the development of measures to improve the quality of product output.

3.3 Workplace organization

The place where work is carried out must be so adapted that everything contributes to the most successful completion of the work. In particular:

The entire work environment should contribute to increasing labor production and quality, tools should be at hand, convenient places should be allocated for them;

All working equipment must be in good working order and in sufficient quantity; appropriate places should also be allocated for materials so that these materials would not have to be searched for;

The room must comply with the working conditions in all respects in terms of lighting, temperature, humidity.

Any production work must be pre-prepared, that is, equipped with all the necessary equipment for its uninterrupted progress. Namely:

Before starting work, tools that are completely appropriate and in good working order must be prepared;

All materials and parts that will be needed to complete the work must be delivered to the place of work;

If drawings or designs are required, they must be prepared and issued to the worker;

Special devices must also be ready and selected in accordance with the work to be started.

Some generally accepted ways of working may be radically changed, obtaining the same results as usual, but in other, faster and easier ways. The initiative and ingenuity of individual workers can and in many cases have played an outstanding and decisive role here. The intensity of work of each worker should be such that, in conditions of good preparedness of all necessary work was carried out without any interruptions, without weakening the pace. One of the basic conditions for productive work is a clear division of labor and the organization of the workforce in accordance with qualifications and abilities. Thus, so that a highly skilled worker performs only highly skilled work corresponding to his specialty, and all prepared work that does not require qualifications is performed by auxiliary workers. The work of an innovator, in addition to high achievements in terms of increasing labor productivity, that is, saving labor, must also be accompanied by savings in materials. After all, every material is also the result of the productivity of someone’s labor.

Using the full maximum power of the equipment is mandatory.

4. Safety precautions and measures for labor protection and environmental protection

Labor protection is understood as a system of legislative acts and corresponding measures aimed at preserving the health and performance of workers. A system of organizational and technical measures and means that provide prevention industrial injuries, is called safety precautions.

Industrial sanitation includes measures to the correct device and maintenance of industrial enterprises and equipment (proper lighting, correct location of equipment, etc.) creating the most healthy and favorable working conditions that prevent occupational diseases of workers. The Labor Code is the main provision for labor protection.

Industrial hygiene aims to create the healthiest and most hygienically favorable working conditions that prevent occupational diseases of workers.

4.1 Procedure for conducting briefing

At automobile enterprises, the organization of work on safety precautions and industrial sanitation is entrusted to the chief engineer. In workshops and production areas, responsibility for labor safety rests with shop managers and foremen. The implementation of safety measures and industrial sanitation is controlled by a senior safety engineer and trade union organizations (if any). The instructions of the senior safety engineer can only be overridden by the head of the enterprise or the chief engineer. One of the main measures to ensure occupational safety is mandatory training for newly hired workers and periodic training for all employees of the enterprise.

The briefing is conducted by the chief safety engineer. Newly hired employees are introduced to the basic provisions on labor protection, internal regulations, fire safety requirements, protective equipment for workers and methods of providing first aid to victims, etc. Of particular importance is on-the-job training that demonstrates safe working methods.

All employees, regardless of production experience and qualifications, must undergo repeated training once every six months, and persons performing high-safety work (welders, etc.) - once every three months.

4.2 Safety requirements for vehicle maintenance and repair

When maintaining and repairing vehicles, it is necessary to take measures against their independent movement. It is prohibited to maintain or repair a vehicle with the engine running, except for adjustments.

Lifting and transport equipment must be in good condition and used only for its intended purpose. While working, do not leave tools on the edge of the inspection ditch, on the running boards, hood or fenders of the vehicle. During assembly work, it is forbidden to check the alignment of the holes in the parts being connected with your fingers: to do this, you must use special crowbars, bits or mounting wrenches.

When disassembling and assembling components and assemblies, special pullers and keys should be used. It is not allowed to unscrew the nuts with a chisel or hammer. It is prohibited to block the passages between workstations.

The operations of removing and installing springs pose an increased risk, since significant energy is accumulated in them.

These operations must be performed on stands or using devices. Hydraulic and pneumatic devices must be equipped with safety and bypass valves. Working tools should be kept in good condition and clean.

4.3 Requirements for industrial sanitation and industrial hygiene

The premises in which workers carry out maintenance or repair of the vehicle must be located underneath it and must be equipped with inspection ditches, overpasses with guide safety flanges or pullers.

Supply and exhaust ventilation must ensure the removal of released vapors and gases and the supply of fresh air. Natural and artificial lighting of workplaces must be sufficient for safe performance of work.

On the territory of the enterprise it is necessary to have sanitary facilities - dressing rooms, showers, washrooms.

4.4 Fire safety measures

In all production premises it is necessary to comply with the following fire safety requirements: smoke only in specially designated areas; do not use open fire; Clean up spilled oil and fuel using sand, etc.

The success of extinguishing a fire depends on the speed of notification, its onset and implementation effective means fire extinguishing If it is impossible to extinguish with water, the burning surface is covered with special asbestos blankets, and foam or carbon dioxide fire extinguishers are used.

4.5 Electrical safety measures

It is allowed to work only with tools that have protective grounding. The plug connections for switching on the tool must be grounded. When moving an electrified tool from one place to another, do not pull the wire.

You can only work with electrified tools with voltages exceeding 42 volts while wearing rubber gloves while standing on a rubber mat. In rooms without increased danger, you can use portable lamps with a voltage not exceeding 42 volts.

4.6 Calculation of lighting in the TO-1 area

Calculation of natural lighting comes down to determining the number of window openings with side lighting.

The light area of the window bays of the zone is calculated by the formula:

F ok = F then-1 * a,

where F to-1 = 108 m 2 – floor area of the TO-1 zone;

a – light coefficient;

a = (0.25+ 0.30), take a = 0.28;

F approx = 71 * 0.28 = 20 m².

We accept 4 window openings with a total area of 20 m², which provides the necessary illumination of the TO-1 zone. Namely 2.5 meters high, 2.0 meters wide.

Total luminous power of lamps:

W osv = R*F then-1,

where R is the rate of electricity consumption W*m²; taken equal to 15 W* m²

W light = 15 * 71 = 1065 W

We take 5 incandescent lamps with a power of 200 W each, and 1 lamp with a power of 75 W.

4.7 Calculation of ventilation

Natural ventilation is provided in the TO-1 zone, and when performing certain operations with substances harmful to health, artificial ventilation is used.

Based on the volume of the room and the air volume ratio, we calculate the fan performance:

W = V c * K a,

Where V c = h*F then-1 – volume of the room, m 3;

h = 4.2 m – workshop height;

V c = 71 * 4.2 = 298.2 m 3;

K a = 4 – air volume ratio;

W = 298.2 * 4 = 1193 m3.

Conclusion

During the course design, I studied the structure and methods of operation of the ATP and in particular the TO-1 zone. Made calculations for this zone, namely the annual volume of work, area, number of workers. I selected TO-1 equipment for this zone.

I studied the organization of the work of the ATP and in particular the TO-1 zone, and calculated the lighting and ventilation of the zone.

Attention is focused on safety precautions, industrial sanitation, ecology and other technological indicators.

Number of cars: 210 pieces

Annual labor intensity of work 73338.7 people/hour

Number of production workers 5 people

Plot area 71 m2

Window opening area 20 m2

Lamp power 1065 W

Bibliography

1. Borzykh I.O., Sukhanov B.N., Bedarev Yu.F., “Maintenance and repair of automobiles”, M.: “Transport”, 1985.

2. Anisimov A.P. “Organization of planning and planning of work of automobile enterprises” - M.: Transport, 1982.

3. Baranov L.F. “Maintenance and repair of machines”, M.: “Urozhay”, 2001.

4. Barkov G.A. “Maintenance and repair of automobiles”, M.: “Rosselmash”, 1972.

5. Plekhanov I.P. “Car”, M.: “Prosveshchenie”, 1977.

6. Ghazaryan A.A. Automotive Maintenance, 1989

7. Nikitenko N.V. Car device. Transport., 1988

8. Shvatsky A.A. Mechanic's Handbook, M.: Transport, 2000.

9. Kuznetsov A.S., Glazachev S.I. " Practical guide for repair and maintenance of VAZ “Livre” cars, 1997.

Introduction
1. Service station characteristics
2.6 Remuneration system
3. Prospects for the development of service stations
Literature

Introduction

LLC STO "Pobeda" is one of the car dealerships of LLC "TD "SPARZ" - the official dealer of LLC "Commercial vehicles - GAZ Group", which carries out full service maintenance sold cars, and also supplies a wide range of original spare parts from manufacturers.

The service station maintains high quality of work by retaining highly qualified personnel. The station employs approximately 40 people.

Car repairs and maintenance are carried out in the repair area, where 10 lifts, a stand for setting wheel alignment angles, a diagnostic station, a tire fitting and balancing area are equipped for this purpose. The work is carried out using branded and high-quality equipment by qualified specialists. The enterprise is provided with full computerization, both for accounting and for car repairs (diagnostics) with the "WIS" program. At the service station, any type of car maintenance work is performed. Work with the client is carried out in accordance with all modern world requirements. An open parking lot is equipped for storing cars, where the client, in the event of a breakdown and (or) evacuation of the car, can park it at any time of the day before the repair begins.

1. Service station characteristics

1.1 Location of the service station. Work performed

The technical service station of STO LLC STO "Pobeda" is located in the city of St. Petersburg, st. Bukharestskaya, house 14.

The service station offers its customers a full range of services for servicing GAZ cars.

The structure and content of STO Pobeda LLC is fully presented in accordance with Figure 1.

Figure 1 - Service station diagram

1 - Parking

3 - Vehicle maintenance and repair area

4 - Tire service area

1.2 Characteristics of cars serviced at the service station

LLC STO "Pobeda" services all types of GAZ cars.

Data on motor vehicles serviced at the service station is presented in accordance with Table 2.1

Table 2.1 - Characteristics of cars serviced at the service station

Comparative characteristics
general characteristics
Car brand
Vehicle type
Overall length, mm
Overall width, mm
Total height, mm
Turning radius, m
Curb weight, kg
Adjustment parameters
Clutch	Free pedal travel	Free pedal travel
Steering	Should not exceed 25 0	Should not exceed 25 0
Basic engine parameters
engine's type	4 cylinder 4 stroke	4 cylinder 4 stroke
Power, l. With.
Working volume, cm 3
Output power, kW
Refill tanks
Clutches
Steering
Brake system
Transmission
Lubrication system
Fuel system

1.3 Characteristics production base ONE HUNDRED

For maintenance and repair vehicles LLC STO "Pobeda" has:

TO, TR zones;

diagnostic post;

tire fitting and balancing area;

1.4 General repair process

The areas allocated for car repairs are equipped with various devices and devices for performing work related to the area in which the equipment is located.

In the washing department - they wash rolling stock, as well as wash components and assemblies of cars.

In the diagnostic section, work related to finding and eliminating faults in the vehicle’s on-board network is carried out.

The technological process diagram of the maintenance and repair section is presented in Figure 2.

Figure 2 - Scheme of the technological process of the maintenance and repair zone.

1.5 Characteristics of production personnel

Mechanics of various categories work in the zones and sections of the enterprise. The most common are categories 3 and 4. Junior management and workers have secondary technical or higher education, and the management team has only the highest.

1.6 Production management in the MCC system, using ACS elements

Production management in the MCC system, using ACS elements, is shown in Figure 3.

Figure 3 Production management in the MCC system.

The technical director of the service station controls the work of the service departments, is responsible for everything that happens in the service to the general director, the head of marketing decides organizational issues, financial issues - the financial director, if such arise.

The foreman monitors the work performed by mechanics, moves the machine around the service area, the receiver accepts orders for work, communicates with clients, and ensures control of incoming spare parts.

Locksmiths carry out maintenance and repair work on cars.

The HR department ensures the selection of qualified personnel.

The chief engineer develops action plans to maintain equipment in working condition and replace outdated equipment.

car maintenance station

The operation service takes measures to maintain equipment in working condition.

The financial director controls the work of his department and reports to the network manager.

Accounting calculates production costs, profits, expenses, and maintains financial documentation.

At the Pobeda service station, the main document for carrying out maintenance or repairs is a work order for carrying out the required range of work. At the beginning, a primary work order is drawn up. It is designed by a master. This is a kind of agreement between the customer and the enterprise. It reflects:

company details

work order number

date the vehicle was accepted for service

completion date

car manufacturer, model

6-digit digital vehicle identification number

year of car manufacture

state registration number

Owner's name

types of ordered work

standard hours of ordered work

The work order is signed by both the master and the client.

When carrying out work on reading errors, camber/alignment, the contractor is obliged to attach a document on the quality of these works. Such a document is printed on a printer installed on each device intended for the work listed above.

After completing all the work on the work order, the receiver draws up a final work order, which, in addition to everything that was included in the initial work order, includes:

cost of work

cost of spare parts and materials

cost of refill fluids

list of completed work (it may be larger than the primary one, since any problems may be discovered during the work)

total amount

This work order is drawn up in two copies, one is issued to the client, the other remains in the service. An invoice is also drawn up indicating the exact cost of each item used for repairs.

All archival work orders are stored on computers, which is convenient for obtaining the necessary archival information, and the originals on paper are stapled and stored in a separate archive.

Of course, all the preparation of documentation in such a huge volume would be impossible without the use of the most advanced technology. This includes the entire range of office equipment and services: computers, printers, scanners, faxes, copiers, unlimited access to the Internet, local telephone network.

2. Characteristics of the object of reconstruction of the maintenance and repair area

2.1 Purpose of the reconstruction object

In the maintenance and repair area, work is carried out to replace certain vehicle components. Replacing and repairing spare parts parts, checking and replacing oils, fuels and lubricants.

2.2 Location of the maintenance and repair area

The area of the maintenance and repair area is 140 m2.

2.3 General technological process of motor work

After the car has been accepted by the acceptance specialist, this car enters the maintenance and repair zone. All necessary operations are performed there.

2.4 Number of employees, their qualifications, working hours

8 people work in the maintenance and repair area

This service station is open seven days a week. There are two shifts working three days every other day.

Lunch is provided at the service station (from 13:00 to 14:00). During this period of time you can relax or go to lunch.

2.5 Safety and fire safety rules at sites

General management and responsibility for the correct organization of work on safety precautions, industrial sanitation and fire safety, for compliance with labor legislation, implementation of decisions of higher organizations, instructions, rules and regulations on safety precautions and industrial sanitation in the enterprise as a whole rests with the director (manager) and chief engineer of the enterprise.

The direct organization of work on safety precautions and industrial sanitation and monitoring the implementation of measures to create safe working conditions at the enterprise are assigned to the safety department (bureau, engineer), subordinate directly to the chief engineer.

The number of safety workers is determined by the head of the enterprise depending on the volume of work, complexity and danger of the equipment used. technological processes and equipment.

For violation of labor safety rules and regulations, the administration may be held accountable. Depending on the consequences of violating labor safety rules and regulations, disciplinary, administrative and criminal liability may be applied. Officials who are entrusted with the responsibility for organizing and ensuring healthy and safe working conditions at the enterprise are held accountable.

Disciplinary liability of the administration occurs in cases where, through the fault of officials, violations of labor protection requirements are committed, which do not and cannot entail serious consequences. In this case, officials bear disciplinary liability in the order of subordination. Gross or systematic violation of labor protection legislation or failure to fulfill the obligations of a collective agreement may lead to the dismissal of the guilty officials or their removal from their positions at the request of the trade union body.

Administrative responsibility for violation of labor legislation is expressed in the imposition of penalties on guilty officials by technical or legal labor inspectors, bodies of the State Technical Supervision Authority of the Russian Federation, sanitary inspection bodies, the State Automobile Inspectorate and other bodies.

Criminal liability of officials for violation of labor protection legislation occurs in cases where this violation has resulted or may result in accidents with people or other serious consequences. Only those officials who, by virtue of their official position or by special order, are assigned responsibilities for labor protection, compliance with safety requirements in the relevant area of work or control over their implementation can be held accountable. For the release or operation of technically faulty vehicles or other gross violation of operating rules and traffic safety, officials may be held criminally liable.

Financial liability occurs in cases where, through the fault of officials, as a result of violation of rules and regulations on labor protection, damage to the health of the worker is caused. Depending on the degree of guilt of the official, such liability may be expressed in compensation to the employee for the damage caused (from one third of the monthly salary to full compensation for the damage caused).

2.6 Remuneration system

The following types of payment are available at the service station:

piecework-bonus payment - payment according to the order, that is, the standard time, prices and volume of work performed are taken into account; The average salary for experienced locksmiths is approximately from 50 to 70 thousand. rubles;

time-based - bonus payment - payment at tariff rates, that is, the tariff of the corresponding category and the amount of time worked are taken into account;

At this service station, wages are paid according to a time-based bonus system.

Salaries are regularly issued at the end of each month in the accounting department at certain hours.

The wage system and tariff rates are determined by the labor and wages department based on the labor intensity of the work, piecework and time rates.

The Department of Labor Organization and Wages conducts research on identifying and using reserves for increasing labor productivity, on organizing, rationing labor and wages; develops indicators for labor productivity, the number of workers, engineering and technical workers and other categories working on the basis of limits and standards established by a higher organization; determines the wage fund of the enterprise; participates in the development and establishment of labor intensity standards.

2.7 Disadvantages of the reconstruction project

In the maintenance and repair area, the technical process, in my opinion, is quite consistent with the volume of work performed and the quality of its implementation.

Accuracy of work performance high level, because Almost all work is carried out by qualified mechanics and when the work is checked by craftsmen.

However, there is a lack of modern technological equipment and tools, good ventilation and lighting. This significantly affects the quality and speed of work performed.

Also a partial violation of safety regulations.

2.8 Suggestions for eliminating deficiencies

To eliminate deficiencies in the maintenance and repair area, it is necessary to replace outdated and faulty equipment and tools. Strengthen safety controls and improve ventilation and lighting.

3. Prospects for the development of service stations

The pace of car sales is constantly growing. After the introduction of new equipment at the service station, labor intensity will decrease. After reducing the labor intensity of work, the speed of car servicing and quality of service will increase. These factors will attract new customers, and the service station will develop.

Literature

1. Bashkatova, A.V. Design of a text document: Methodological development - ATK2. MP0703.001 - St. Petersburg: 2003 - 28c

2. Polikarpov, I.V. Practice in the specialty profile / Polikarpov

3. Technical documentation of the enterprise.

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Introduction

working area TO-2

TO-2

3 Cost calculation for TO-2 zone

5 Conclusions

Literature

Introduction

The Russian road transport system will be integrated into the European and global transport system at an increasingly rapid pace. Milestones favorable for Russian carriers should be the development by domestic enterprises of modern methods of maintenance and repair of motor vehicles.

Today, about 65% of trucks are subject to write-off. The country's fleet is replenished mainly with foreign-made cars, so vehicle maintenance and repair enterprises are beginning to increase volumes and look for new methods of work. Service companies have to create a new technical base for new cars.

Enterprises are working to develop technological equipment for vehicle fleet maintenance and repair. Service companies often cooperate with manufacturing plants and are not only service companies, but also dealers of a particular plant. In the service and repair of foreign cars, there has been a clear progress towards improving quality. Our auto mechanics are trained in car maintenance and repair at branded service stations, thereby increasing our level of service for foreign cars.

Currently, the issue of technical re-equipment of ATPs and service stations that carry out maintenance and repair of rolling stock of road transport is more relevant than ever.

This paper discusses the issues of expedient reconstruction of the TO-2 zone.

1 Calculation of the actual labor intensity of work in the TO-2 zone

1.1 Characteristics of work performed in the TO-2 area

In this area, fastening and adjustment work is mainly carried out. The list of works is presented in Table 1.

Table 1 Name of work area

Name of works	The share of work%
Diagnostic
Adjustment
Lubrication and filling stations
Fastening
Electrical

Tire
Total

1.2 Organization of work of the TO-2 zone

Zone TO-2 operates in 3 shifts, each lasting 8 hours. The first shift starts at 8:00 and ends at 16:00, the second shift starts at 16:00 and ends at 00:00, the third shift starts at 00:00 and ends at 8:00. A break for rest and food is provided during working hours.

Work in the zone is carried out using the aggregate-zonal method, the essence of which is to carry out repairs and maintenance at separate posts specialized in individual vehicle components.

A disadvantage of organizing the work of the TO-2 zone can be attributed to the non-optimal option for selecting equipment and its placement.

1.3 Measures for the reconstruction of the TO-2 zone

To eliminate the noted shortcomings, we use new, more productive equipment, apply new forms of labor organization, and provide repair workers necessary tool and devices.

The list of equipment being implemented in the TO-2 zone is presented in Table 2.

Table 2 Additional equipment introduced into the zone

In rubles

Name of equipment	Type (model)	Quantity, units	Price	total cost
Impact wrench	ROTAKE RT-5880		16200	16200
Solid oil supercharger	ATIS HG-68213		12000	12000

We accept a possible reduction in the labor intensity of work in accordance with the data in Table 2 and the methodological instructions of ATEMC.

The reduction results are presented in Table 3.

Table 3 Reducing zone labor intensity

Name of works	Reduction percentage
Diagnostic
Adjustment
Lubrication and filling stations
Fastening
Electrical
Power supply system maintenance
Tire

1.4 Calculation of the actual labor intensity of work in the TO-2 zone

To calculate the actual labor intensity of the work, we use the data from tables 1, 2, 3; The data from the ATEMC guidelines and the calculation results are presented in Table 4.

Table 4 Labor intensity of work in the TO-2 zone

Name of works	Share of work, %	Labor intensity of work on the project (after rec.), people. h	Reduction in labor intensity, %	Actual labor intensity of work (up to rec.), people. h	Labor intensity per 1000 km, people. h
Name of works	Share of work, %		Reduction in labor intensity, %	Actual labor intensity of work (up to rec.), people. h			before reconstruction	after reconstruction
Diagnostic		2979,4		2979,4	0,221	0,221
Adjustment		4469,1		4469,1	0,332	0,332
Lubrication and filling stations		4469,1		5257,76	0,390	0,332
Fastening		10427,9		13034,87	0,968	0,774
Electrical		2979,4		2979,4	0,221	0,221
Power supply system maintenance		2979,4		2979,4	0,221	0,221
Tire		1489,7		1655,22	0,123	0,111
Total		29794		33355,15	2,476	2,212

2 Calculation of the labor plan and wage fund for repair workers

working area TO-2

2.1 Calculation of the annual working time of a car mechanic

Calculation of the annual working time of a car mechanic, h, is carried out according to the formula

, (1)

where number of calendar days in a year, days;

number of days off, days;

quantity holidays, days;

number of days of main vacation, days;

number of days of additional leave, days;

number of days absent from work due to illness, days;

number of days absent from work due to

fulfillment of government duties, days;

duration of work shift, hours;

number of pre-weekend days subject to

abbreviation, days;

number of pre-holiday days, days;

number of coincidences between pre-holiday and

pre-weekend days with vacation, days;

time of reduction of pre-holiday and pre-weekend

days, h

We accept in accordance with the operating mode of the zone:

days;

2.2 Calculation of the number of repair workers in the area

The number of repair workers in the area, people, is calculated using the formula

, (2)

where labor intensity of work performed in the zone, man/hour;

annual working time of a car mechanic, hours.

The calculation of the number of repair workers in the zone is presented in Table 5.

Table 5 Calculation of the number of repair workers

Indicator name	Indicator value
Indicator name		before reconstruction	after reconstruction
Number of repair workers

2.3 Distribution of repair workers by category

The distribution of repair workers by category is presented in Table 6.

Table 6 Qualification level of repair workers in the area

Name of works	Total labor intensity of work, people. h		Number of repair workers, people.		Discharge
Name of works		before reconstruction	after reconstruction	before reconstruction	after reconstruction	before reconstruction	after reconstruction
Diagnostic	2979,4	2979,4	1,85	1,65
Adjustment	4469,1	4469,1	2,775	2,475
Lubrication and filling stations	5257,76	4469,1	2,775	2,475
Fastening	13034,87	10427,9	6,475	5,775
Electrical	2979,4	2979,4	1,85	1,65
Power supply system maintenance	2979,4	2979,4	1,85	1,65
Tire	1655,22	1489,7	0,925	0,825
Total	33355,15	29794	18,5	16,5

2.4 Calculation of the total wage fund for repair workers in the zone

TO-2

The general wage fund for repair workers in the TO-2 zone consists of wages according to the tariff, bonuses and additional wages. Calculation of the average category of the repair work area is carried out according to the formula

, (3)

where category number of the corresponding type of work;

number of workers of the corresponding category, people.

Calculation of the average hourly tariff rate for the repair work zone TO-2, rub., is carried out according to the formula

, (4)

where is the hourly wage rate of a repair worker

corresponding category, rub.;

coefficient taking into account the presence of harmful working conditions in the zone.

We accept:

rub.;

Calculation of tariff wages for repair workers in the zone, rubles, is carried out according to the formula

. (5)

Calculation of additional payment for team management, rub., is determined by the formula

, (6)

where hourly wage rate of the foreman, rub.;

standard working time fund for a car mechanic for

month, h;

number of teams (foremen);

percentage of additional payment for team management.

We accept:

Calculation of the additional payment of repair workers for work in the evening (night) time, rubles, is carried out according to the formula

, (7)

where hours of work on the evening (night) shift;

percentage of additional payment for evening (night) work

shift.

We accept:

18.00-22.00 evening time;

22.00-06.00 night time.

The calculation of the bonus for repair workers paid from the wage fund, rubles, is carried out according to the formula

, (8)

where percentage of bonuses.

We accept:

Calculation of the main wage fund for repair workers in the zone, rubles, is carried out according to the formula

. (9)

Calculation of the percentage of additional wages, %, is carried out according to the formula

, (10)

where is the percentage of additional wages for the period

fulfilling government duties.

Calculation of the additional wage fund for repair workers in the zone, rubles, is carried out according to the formula

. (11)

Calculation of the total wage fund for repair workers in the zone, rubles, is carried out according to the formula

. (12)

Calculations of indicators are presented in Table 7.

Table 7 Calculation of the total wage fund for repair workers in the zone

Indicator name	Indicator value
Indicator name		before reconstruction	after reconstruction
Medium grade repair work area
Average hourly wage rate for a repair work area
Salary according to the tariff of repair workers zone

Continuation of table 7

Additional payment for team management
Additional payment for work in the evening and at night
Repair Workers Zone Award
Basic wage fund for repair workers of the zone
Percentage of additional salary
Additional wage fund for repair workers of the zone

3 Cost calculation for TO-2 zone

The costs of the TO-2 zone consist of the wages of repair workers, accruals for them, costs for spare parts, repair materials and overhead costs.

Calculation of mandatory insurance premiums, rubles, is carried out according to the formula

, (13)

where is the percentage of mandatory insurance contributions and deductions

V accident insurance fund, rub.

We accept:

Calculation of costs for spare parts, rubles, is carried out according to the formula

, (14)

where is the standard cost of spare parts per thousand kilometers, rub.;

coefficient taking into account the category of conditions

operation of rolling stock;

coefficient taking into account the modification of the mobile

composition;

coefficient taking into account natural and climatic

operating conditions of rolling stock;

percentage of labor intensity of work on current repairs,

performed in the zone;

price index.

We accept:

KrAZ 6510	ZIL 431410
rub.	rub.

Calculation of costs for materials, rubles, is carried out according to the formula

, (15)

where is the rate of costs for materials per thousand kilometers

corresponding type of impact, rub.;

percentage of labor intensity of work on the second technical

services performed in the area.

We accept:

KrAZ 6510	ZIL 431410
rub.	rub.
rub.	rub.

Calculation of overhead costs, rubles, is carried out according to the formula

, (16)

where is the aggregated percentage of ATP overhead costs.

We accept:

Calculations of zone cost indicators are presented in Table 8.

Table 8 Cost estimate

Indicator name	Indicator value
		before reconstruction	after reconstruction
General wage fund for repair workers of the zone
Payroll accruals (mandatory insurance premiums and contributions to the accident insurance fund)
Spare parts costs
Costs for repair materials
Overheads

3.1 Costing calculation

The cost of work in the zone is calculated for all cost items per thousand kilometers.

The cost calculation is presented in Table 9.

Table 9 Cost calculation

Cost type	Cost amount		Costs per 1000 km
Cost type		before reconstruction	after reconstruction	before reconstruction	after reconstruction
General wage fund for repair workers of the zone			419,15	370,90
Payroll accruals			127,00	112,38
Spare parts costs			51,40	51,40
Material costs			73,28	73,28
Overheads			310,17	274,46
Total

4 Calculation of technical and economic indicators of the zone’s operation

TO-2

Technical and economic indicators characterize the results of zone reconstruction.

Calculation of labor productivity of repair workers in the zone, thousand km/person, is carried out according to the formula

. (17)

Calculation of the average monthly salary of repair workers in the zone, rubles, is carried out according to the formula

. (18)

The calculation of savings in annual operating costs (cost), rubles, is carried out using the formula

. (19)

Calculation of the payback period of additional capital investments, years, is carried out according to the formula

, (20)

where additional capital investments (cost

implemented equipment), rub..

Calculation of savings of given annual costs, rubles, is carried out according to the formula

, (21)

where standard value of the economic coefficient

investment efficiency.

We accept:

Calculation of indicators is presented in table 10.

Table 10 Technical and economic indicators

Indicator name	Indicator value
Indicator name		before reconstruction	after reconstruction
Labor productivity of repair work area
Average monthly salary of a maintenance worker
Savings in annual running costs (cost)
Payback period of capital investments
Savings given annual costs

4.1 Calculation of deviations of technical and economic indicators

Calculation of deviations based on indicators obtained as a result of zone reconstruction is presented in Table 11.

Table 11 Deviations of technical and economic indicators

Indicator name	Indicator value		Indicator deviation
Indicator name		before reconstruction	after reconstruction	absolute	relative, %
Total vehicle mileage, km	13467624	13467624
Number of repair workers, people.	18,5	16,5		10,8

Continuation of table 11

Labor productivity of repair workers area	728,0	816,2	88,2	12,1
Average monthly salary of repair workers in the zone, rub.	25427,63	25227,91	199,72
Payback period of capital investments, years (years)		0,02
Savings in current annual costs (cost), rub.		1327558,76
Savings of given annual costs, rub.		1323328,76

5 Conclusions

As a result of the introduction of additional equipment into the TO-2 zone, the value of the following indicators has changed:

the number of repair workers decreased from 18.5 to 16.5 people;

the average monthly salary of a repair worker decreased from 25,427.63 to 25,227.91 rubles;

labor productivity of a repair worker increased by 88.24 thousand km/person;

optional equipment, introduced into the TO-2 zone, will pay for itself in 0.02 years;

savings in annual current costs amounted to 1,327,558.76 rubles, and savings in reduced costs amounted to 1,323,328.76 rubles.

The above data allows us to draw a conclusion about the feasibility of reconstructing the TO-2 zone.

Literature

Kononova, G.A. Economics of road transport Text  : textbook for university students / A.G. Budrin, E.V. Budrina,

M.G. Grigoryan and others; Ed. G.A.Kononova. - M.: Publishing center "Academy", 2005. - 320 p. - 4000 copies. - ISBN 5-7695-2195 - 3 (in the lane).

Position on the maintenance and repair of rolling stock of road transport.- M.: Transport, 1988.

Razdorozhny, A.A.Industry economics (road transport) Text  : textbook for university students / A.A. Razdorozhny. - M.: RIOR 2009. - 316 p. - 2000 copies. - ISBN 978-5-369-00509-5 (in the lane).

Turevsky, I.S. Economics and management of a motor transport enterprise Text  : textbook for students of secondary vocational education institutions / I.S. Turevsky - M.: graduate School, 2005. - 222 p.: ill. - 3000 copies. - ISBN 5-06-005102-1.

Ulitsky, M.P. Organization, planning and management in motor transport enterprises Text  : textbook for students of higher educational institutions / M.P. Ulitsky - M.: Transport, 1994. - 328 p. - 3500 copies. - ISBN 5-277-01039-4.

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