I. S. Nazmutdinov, D. V. Vedishchev
VUNTS Air Force "VVA them. professors N. E. Zhukovsky and Yu. A. Gagarin»
The purpose of determining the efficiency is to optimize the technical support (TO) system in the process of its creation and selection of an option for the implementation of the one closest to the optimal one in terms of the chosen efficiency indicator and modernization of the existing system.
Under the efficiency of the TO system, it is customary to understand its properties to create a useful result for a certain period under certain conditions, the degree of adaptability to perform certain functions in specific conditions for a given time. At the same time, to evaluate the effectiveness, a generalized and a number of private indicators are used that characterize the degree of fulfillment of tasks for the maintenance and repair of radio equipment (RTS).
In accordance with the results of scientific research, it is recommended to evaluate complex systems, which include the maintenance system, based on a separate assessment of the technical and economic efficiency the system under study, i.e. according to the complex criterion "efficiency - cost". The criterion of technical efficiency is the result of a comparison (for example, in the form of a difference or ratio) of the technical efficiency of real and ideal systems, or the result of a comparison of the real efficiency of the system with its required level, i.e.
The criterion of economic efficiency is the result of comparing the real cost of implementing the maintenance system (costs for ensuring the technical efficiency of Y) with the minimum possible:
The approach to assessing a generic indicator can be broken down into sequential steps that involve:
determining the purpose of the system;
determination of the range of tasks and conditions for the functioning of the system;
the choice of generalized and particular performance indicators, and, if necessary, a complex system is divided into constituent elements;
determination of the most probable state of the system elements; assessment of the system's effectiveness according to the selected indicator.
To evaluate the effectiveness of the maintenance system, it is necessary to have some indicators. The main requirements for indicators are reduced to the fact that these indicators make it possible to measure efficiency in strict accordance with the purpose of the system, characterize the quality of task performance, and evaluate the effectiveness of solving problems by the system. They must be sensitive to changes in the situation, have a quantitative expression, have reliability and accuracy, have a simple expression and have a physical meaning. In addition, system performance indicators are selected taking into account a systematic approach. It is desirable that the indicator be one - generalized, since the solution of the problem in the presence of two or more indicators is difficult and can lead to all kinds of unreasonable decisions. The maintenance system is characterized not only by a large number of elements, but also by complexity. internal structure. Therefore, it is first necessary to solve a number of issues in a structural order:
evaluate the quality of maintenance, repairs and logistics;
perform measures aimed at improving the serviceability of the RTS; create an optimal structure of the maintenance system;
meet the requirements for operational flexibility and survivability of the system;
determine (limit) at some level the costs of the system.
If we analyze the main characteristics of the maintenance system, with the help of which it is possible to evaluate the effectiveness, then these characteristics can be conditionally combined into three groups.
The first group - characteristics that determine the operational-tactical effectiveness of the system, assess the degree of fulfillment of the tasks facing the maintenance system.
The second group - characteristics that determine the technical efficiency of the system, are quantified by operational and technical indicators.
The third group - characteristics that determine the economic efficiency of the system.
Consider the above groups.
Under the operational-tactical effectiveness of the system is understood as a set of indicators quantitatively characterizing the ability of the system to solve the tasks facing it. The operational and tactical efficiency of the system helps to identify the degree of compliance of the MRO system with the requirements of the tasks being solved.
Under technical efficiency understand indicators quantitatively determining technical side system, the capabilities of the RTS used in the system.
Economic efficiency - a set of indicators characterizing the material costs of the system. To determine the economic efficiency of the system means to answer the question: at what cost is the operational-tactical and technical efficiency achieved.
To assess the effectiveness of the TO system, it is necessary to determine the degree of its influence on the supersystem, i.e. to a higher order system. Take as a supersystem radar system(RL system), by which we mean a set of radio equipment, located in a certain way on the territory and functionally interconnected to solve the problems of airspace control.
Since the main purpose of the radar system is timely detection, identification, determination of current coordinates, and continuous tracking of airborne objects, operational-tactical efficiency, that is, a set of indicators that determine this efficiency, is of paramount importance in assessing the effectiveness of maintenance.
In addition, the quantitative result of achieving efficiency is determined by the readiness of the RTS for use. With this in mind, a generalized (integral) indicator of the efficiency of maintenance can be proposed to assess the effectiveness of the maintenance system. The coefficient, which is determined by the following formula:
where To^ - realizable and required coefficients of trace continuity; K ° r, - realizable and required frontier security coefficients; K rlp, K^ p- realizable and required coefficients for the area of the radar field; - availability factor of RTS used in the radar system.
The readiness factor of radio equipment can be determined by the formula:
where M correct - the number of serviceable RTS; M total- total RTS; K t(- readiness factor of the 1st RTS.
The number of serviceable radio equipment is determined as follows
If a Kef.calc > Kef.tr, then the maintenance system ensures the fulfillment of the task. If not, then it is necessary to increase the number of RTS, increase the production capabilities of the maintenance system.
Thus, the calculation of the generalized indicator of the efficiency of the maintenance and repair system of the proposed option may look like this:
- 1. We calculate the efficiency of the maintenance system according to the selected indicator.
- 2. Calculate the maintenance efficiency factor, taking into account the serviceability of the RTS, production possibilities repair bodies, materiel, forces and means of repair.
- 3. The efficiency factor is calculated after the restoration of faulty RTS.
- 4. The calculation results are analyzed.
- 5. The calculated efficiency of maintenance is compared and measures are determined to improve the existing system.
LITERATURE
- 1. Oleinikov L.F. Maintenance and repair of weapons and military equipment radio engineering troops at the stage of rearmament. - M.: Military Publishing, 1990. - 216 p.
- 2. Scientific and technical report on research "Mycelium". - Tver: military unit 03444, 2000. - 92 p.
At present, the situation has developed that in road transport the efficiency social production First of all, it is determined by the efficiency of the use of rolling stock, on which labor productivity, the cost of transportation, the amount of profit and the level of profitability of the motor transport enterprise depend.
As noted by D.P. Velikanov, the efficiency of using a vehicle can depend and be determined, on the one hand, by the perfection of its design and compliance with operating conditions - transport, road and climatic, on the other hand, it depends on the organization of transportation; the duration of the daily time on duty, the number of days of work per year, the rational organization of transportation routes, the mechanization of loading and unloading operations,
Experience in evaluating the performance of rolling stock road transport shows that the indicator "tonne-kilometre" has serious shortcomings. Natural ton-kilometers, which determine the volume of transportation work, are the product of weight and travel distance. Therefore, each ton-kilometer separately characterizes one unit of work performed, regardless of the nature and conditions of transportation and labor costs for their implementation. Since a wide variety of transportations are carried out by road transport, differing both in the nature of the transported cargo, and in the distance of transportation, and in their quality, then in specific conditions of transportation per unit of work, expressed in one ton-kilometer, there may be a very different amount of labor costs. A natural ton-kilometer does not characterize the usefulness and consumer value of the work performed, as well as the amount of labor costs socially necessary for the production of work, does not establish a connection between the transportation process and the national economy.
The indicator for evaluating the efficiency of the transport process "ton" also has disadvantages. It only determines the amount of transported cargo and does not characterize the economic costs associated with its movement. And society is interested not only in the fact that the cargo is transported, but also in the fact that the transportation costs are as low as possible. The profitability calculated as the ratio of profit to production assets cannot be used to assess the efficiency of the transportation process. As experience shows, profit in road transport is not an objective factor in assessing the activities of a motor transport enterprise, the efficiency of using various types of rolling stock. Profit depends not only on the technical, operational and economic indicators work of the motor transport enterprise, but also from the tariffs for the transportation of goods. Tariffs, on the basis of which the income of the enterprise is formed, are not entirely perfect and can put some enterprises in more favorable conditions than others.
The cost of rolling stock is not proportional to its carrying capacity. Motor transport enterprises with different rolling stock will be in unequal economic conditions, i.e. will have different specific gravity profits per ruble of production assets with the same income. Therefore, profitability, defined as the ratio of profit to the production assets of a motor transport enterprise, does not objectively reflect the efficiency of the transportation process.
In the conditions of the modern division of social labor, the efficiency of road transportation consists of the following components: the degree of satisfaction of the needs of the serviced enterprise in the transportation of goods, the efficiency of using the rolling stock of road transport and the efficiency of using loading and unloading and other means. Therefore, the performance indicator should combine the efficiency of the functioning of the transport team and the impact of cargo transportation on the activities of the serviced enterprises.
Efficiency is a socio-economic category that characterizes objective causal relationships or quantitative relationships between costs and results. There is a difference between the concepts of "production effect" and "production efficiency". The effect of production is its result. Production efficiency is not the result itself, but its relation to costs, that is, efficiency is the ratio of the beneficial effect (result) to the costs of obtaining it. Evaluation of the effectiveness of such complex system, as a transport process that changes depending on changes in the external and internal conditions of the organization of transportation, should include a combination of many properties and indicators of individual links and components of the transport complex organized for the carriage of goods. The efficiency indicator of the transportation process, on the one hand, should characterize the volume of transportation performed, and on the other hand, the consistency of the transportation performed with the satisfaction of the needs of the enterprises served, with the stability and proportionality of the functioning of the links of the transport complex. The complexity of the assessment lies in the fact that road transport transports a wide variety of goods and rolling stock operates in a wide variety of conditions. The problem lies in finding a specific form of interconnected summation of the quantitative and qualitative functioning of individual links and components of the transport complex.
At present, comparable indicators of the functioning of various components of the transport complex can be cost or labor costs. At the current level of economic development, cost costs are used to determine the efficiency of production processes. In the current and proposed methods for determining economic efficiency, it is recommended to take into account: the time factor; integral economical effect; economic efficiency of the use of new technology; assessment of the effectiveness of measures to improve nature management; foreign economic, social, environmental factors and uncertainty factors; taking into account the spillover effect (which may occur in industries or areas not directly related to those in which the activity is carried out); formation of a system of payments for various types of resources used.
At present, it is generally accepted that a reduction in transportation time leads to a decrease in the volume of cargo mass in transit, and, as a result, to a reduction in working capital. This statement is true only for consumer goods, the volume of transportation of which is about 3%. For the sphere of production, in which 96% of the volume of transportation is carried out, it is not the speed of transportation that is characteristic, but the delivery time of the cargo. In this area, an increase in the speed of rolling stock, and consequently, a reduction in the delivery time can even lead to undesirable consequences - the need for warehousing at the recipient, storage of cargo and additional costs caused by this. Therefore, when measuring the efficiency of the transportation process, all these factors must be taken into account.
As a rule, transport complexes are organized for a short time, usually for a year. This is due to the fact that every year there is a redistribution of assignment of suppliers of products to consumers, as well as clarification and change in the volume of cargo transportation. In addition, a significant part of the transportation of goods by road is seasonal. Therefore, it is necessary to evaluate the efficiency of transportation performed for the entire planning period(year or season) for which the technological project of cargo transportation is developed.
Evaluation of the effectiveness of the functioning of transport complexes does not affect long-term economic standards. When determining the national economic costs associated with the implementation of the transportation process, it is necessary to take into account the technical and economic indicators of the rolling stock used (carrying capacity, technical speed, use of the rolling stock, downtime under loading and unloading operations, etc.), transportation distance, costs associated with the implementation loading and unloading operations, with damage and loss of cargo, with violation of the delivery time of cargo and others.
In our case, the cost of transportation will serve as a criterion for the efficiency of the transportation process. Due to the fact that our proposals will only directly affect the process of centralized delivery of goods, the economic effect of the introduction of new technologies will be measured simply as the difference between the cost of transportation on existing routes and on the planned ones:
E \u003d C pr - C noun, (16)
where E is the economic effect of the introduction of new technologies;
С pr - the cost of transportation on the designed routes;
With noun - the cost of transportation on existing routes.
In turn, the cost of transportation is determined as the sum of:
C \u003d C at + C cm + C then, p + C ash + C amo + C from + C nr, (17)
where C at - the cost of automotive fuel;
C cm - the cost of oils and lubricants;
C then, p - the cost of maintenance and repair;
C ash - the cost of restoring wear and repair tires;
C amo - depreciation deductions for the restoration of rolling stock;
From - wage fund;
С нр - overhead costs.
Let's now consider each of these indicators:
1. Car fuel costs:
С at \u003d (L total * P) / 100 * C t (18)
where L total - total mileage per day, km;
P - fuel consumption per 100 kilometers, l;
Ct - the price of one liter of fuel.
2. The cost of oils and lubricants - are determined in the amount of 10% of the cost of fuel:
C cm \u003d 0.1 * C at (19)
3. Costs for maintenance and repair of vehicles operating on the route:
C then, p \u003d 0.001 * (N cp + N cf + N mat) * L total * A e, (20)
N zp - the rate of costs for maintenance and repair in part wages repair workers equal to 1,051 rubles per 1,000 kilometers;
N sch - consumption rate for spare parts, equal to 589 rubles per 1000 kilometers;
H mat - the cost rate for materials, equal to 10% of the cost rate for spare parts;
A e is the number of cars in operation.
4. Costs for restoration of wear and repair of tires:
C ash \u003d L total * A e * (N w * C w / L w), (21)
where N W - the number of tires of the vehicle;
C w - the price of a car tire, rub.;
L w - car tire range
5. Depreciation deductions for the restoration of rolling stock:
C amo \u003d C b * N am * L total / 100 (22)
where C b - book value of the car;
N am - depreciation rate equal to 0.3% of the book value of the car;
6. Payroll fund:
Partial wages of drivers:
ZP sd \u003d Q months * T * K prem * K inf, (23)
where Q months - the volume of delivery of products per month;
T - piece rate;
K prem - premium coefficient;
K inf - coefficient of inflation.
Bonus payroll premiums are determined at the rate of 57% of the piecework wages of drivers:
FOT prem \u003d 0.57 * ZPs d (24)
Wages for unworked time (holidays, days off) are set at 9.5% of the FOTprem:
ZP additional \u003d 0.095 * Payroll premium (25)
The total salary of drivers is determined by:
ZP total \u003d ZP sd + ZP additional + PAYMENT prem (26)
The contributions to social needs and the pension fund account for 37% of the total wages of drivers:
OTCH soc \u003d 0.37 * ZP total, (27)
The wage fund on the route is determined by:
FOT \u003d ZP total + OCH soc. (28)
7. Overhead costs up to 40% of drivers' wages:
C nr \u003d 0.4 * ZP total (29)
Thus, as a result of studying various methods optimization of transportation during the transportation of goods, we can draw the following conclusions:
1. Vehicle performance is significantly affected by such technical and operational indicators as the load capacity utilization rate, the mileage utilization rate, the technical speed of the vehicle, idle time under loading (unloading), and others. So, for example, the value of the performance of a car will be the greater, the greater the utilization rate of the run and the higher the technical speed. An increase in the length of the journey with a load and the idle time of the rolling stock under loading and unloading leads to a decrease in productivity. The degree of influence of the use of mileage becomes especially significant when driving a car with high speeds, increasing load capacity and reducing downtime under loading and unloading operations. At low values of the technical speed, its change will have a much greater impact on the change in the performance of the car than at large ones. With an increase in idle time for loading and unloading, productivity will decrease, and approaching zero, and the degree of influence of time for loading and unloading on productivity will be the smaller, the greater the value of the idle time of the car.
2. One of the main ways to reduce the costs of the transport process is the optimal choice of the mode of transport. There are several methods for choosing the type of vehicle. The simplest and most efficient method is comparative analysis according to a generalized indicator, the essence of which is as follows:
First, a set of indicators is determined by which it is supposed to evaluate the rolling stock;
For each indicator, the best value of all options is selected and taken as one, the remaining values are represented by relative values that will reflect the degree of deterioration of the value of this indicator compared to the best;
The indicators under consideration have a different influence (weight) in the formation of a generalized criterion, therefore an additional column "rank" is introduced and the indicators are placed in significance from 1st to 10th place;
Then each relative value of the indicators is divided by its rank and added up by columns;
The resulting value is the value of the total coefficient, which is taken as a generalized indicator;
The highest value of the total indicator corresponds to the best option.
3. One of critical tasks during the delivery of goods is the compilation of routes for the movement of rolling stock. Of the whole set of methods for solving routing problems, we are interested in the method of "benefit" functions and the method of sums - the "traveling salesman problem". The method of "benefit" functions is based on the concept of the effect (benefit), which is obtained from the combination of two pendulum routes into one circular one. Some routes can be combined, according to the value of the "benefit", into larger routes. If, at the same time, for possible associations, routes are used, the value of the “benefit” on which is of the greatest importance, then we can expect that the resulting solution will be close to optimal and the costs associated with transportation will be minimal.
The decision ends when no further merging of routes becomes possible. This can be for two reasons: either there is not a single positive benefit value left (that is, it is unprofitable to merge), or when merging, the car's cargo capacity is exceeded.
4. When implemented in manufacturing process new technologies, it is necessary to evaluate the effectiveness of innovations. Currently, several indicators are used to measure the efficiency of the use of rolling stock: profit, profitability, productivity of the rolling stock in tons and ton-kilometers, specific productivity of the rolling stock, etc. The most accessible and convenient criterion for evaluating the effectiveness of transportation is the cost of transportation. Due to the fact that our proposals will affect only the process of cargo delivery itself, the economic effect from the introduction of new technologies will be measured simply as the difference between the cost of transportation on existing routes and on those being designed.
1This article reflects measures to unite the efforts of disparate and independent functioning economic entities aimed at the formation of a single, integral, production system in order to ensure the rational maintenance of technical capacity. The level of agricultural development is determined by the food security of the country, the provision of the population with food and raw materials for the processing industry, and largely depends on the degree of equipment of agriculture with the means of production, their novelty, duration of use, and rate of renewal. Limited resources and growing demand for the final product produced in agriculture, predetermines the processes of reproduction of technical potential in modern conditions. The article substantiates the need to use a set of technological, technical, financial and economic indicators that characterize the efficiency of the organization's production and economic activities. It is shown that the statistical methods of multidimensional classification allow not only to minimize their number, but also to detect correlations for each indicator, which are the basis for improving the methodology of an integrated approach to assessing the performance of organizations.
material and technical base
machine and tractor fleet
fare
repair services
repair products
1. Vakhrushina M.A. Management analysis: choosing the optimal solution. – M.: Omega-L, 2005.
2. Vikhansky O.S. Strategic Management. - 2nd ed., revised. and additional – M.: Gardariki, 2007. – 296 p.
3. Kudryashov V.I., Polunin S.V. Cooperation of peasant farms: problems, solutions, experience. - M.: GUP Agroprogress, 2010. - 200 p.
4. Mkhitaryan Yu.I., Lagutin V.S. Business improvement based on the assessment and quality management of services. – M.: Interekoms, 2004. – 165 p.
5. Tikhonov V.A. Economics and organization of the use of technology in agriculture. – M.: Kolos, 2007. – 343 p.
6. Shatalova, T.N., Chebykina M.V. Resource potential of agricultural enterprises. - Orenburg, 2009. - 262 p.
7. Baskakova N.T. Conceptual approaches to the choice of the option of reproduction of agricultural machinery // Economic analysis: theory and practice. - 2009. - No. 8. - S. 29-38.
8. Baskakova N.T., Zhemchueva M.A., Kulikov S.V. Strategy for repairs and renewal of fixed assets // Economic analysis: theory and practice. - 2008. - No. 2. - P. 16–36.
9 Website of the Ministry of Industry and Trade of Russia: http://www.minprom.gov.ru/activity/auto/return/1.
On the present stage development of agriculture, the repair and maintenance base should be considered as a single complex that solves the problems of maintaining and restoring the efficiency and serviceability of machinery and equipment for agricultural production. The development and improvement of it takes place continuously in accordance with the development of the material and technical base of agriculture and its most active part - the machine and tractor fleet.
Maintenance and repair of the machine and tractor fleet developed in the farms and districts of the Chelyabinsk region along the path of concentration and specialization, repair enterprises and workshops were created to restore parts, assemblies, assemblies, engines, repair grain harvesters and other combines.
Repair enterprises, subdivisions and services of the agro-industrial complex developed along the path of isolation of repair enterprises into an industry specializing in the repair of agricultural machinery. This direction of development met the requirements of scientific and technological progress in the repair industry.
The components of the repair and maintenance base are the material and technical means repair purposes, technology and organization of production in repair enterprises.
The repair and maintenance base of farms includes specialized repair shops and agro-industrial complex plants, central repair shops, maintenance points, car garages, machine yards, oil depots, mobile maintenance and repair facilities for farm machines.
The need of commodity producers for technical services, in our opinion, should have increased, since the tractor fleet has aged significantly (almost 80% of tractors and other machines were operating outside the depreciation period by this time).
Taking into account the fact that the annual costs of repairing tractors are a manageable link, we carried out special studies, the analysis of the results of which made it possible to single out the following factors-conditions as the main ones for the regions of the Chelyabinsk region: the degree of availability of tractors with machine operators, the amount of arable land per tractor, the production area workshops on farms per tractor - m2, the production area of a specialized repair and maintenance base of the agro-industrial complex per tractor - m2, the production area of workshops for technical maintenance (maintenance points) per 1 tractor - m2 and determine the degree of influence of each specified condition with their cumulative impact on the specific index annual costs for car repairs.
The relationship between the annual costs per ruble of the book value for the repair and maintenance of machines and these conditions is described by the following linear equation:
where х1 - availability of machine operators, people/tractor; x2 - the amount of arable land per tractor, ha; x3 - production area of workshops on farms per tractor, m2; x4 - production area of a specialized repair and maintenance base for one tractor, m2; х5 - production area of workshops for technical service for one tractor, m2.
In the above equation, the coefficients for unknowns show how much the annual costs will increase (plus sign) and decrease (minus sign) per one ruble of the book value of machines if the value of the variables increases by one respectively (table).
Calculation of the coefficients of the influence of factors-conditions on the level of annual costs for the repair of tractors in the districts of the Chelyabinsk region
|
Odds |
||||||
From the analysis of the resulting equation, it follows, first of all, that the factors under consideration affect the annual unit costs to maintain machines in working condition (see table).
The capacities of specialized workshops of the agro-industrial complex of the region in the above equation are 1.6 times more positive influence to reduce the cost of repair and maintenance of machines than the central repair shops, and the workshops of the SPTO, respectively - more than 4 times than the CRM farms.
The statistical significance of these dependencies indicates the need to take them into account in the formation and development of the repair base of the CRM and STOT farms and a specialized service base, as special factors that significantly affect the cost of repair impacts.
These theoretical conclusions are confirmed not only by the practice of work of various levels of repair shops of farms and specialized repair enterprises of the agro-industrial complex, but also by foreign experience.
On the territory of the former Federal Republic of Germany, there are 5723 specialized enterprises for the maintenance and repair of agricultural machinery. At the same time, in groups of farms with a production volume of 0.25-0.50 million euros, maintenance and repair account for 86.6%, in groups of farms with 2-5 million euros, respectively, only 43.2%. The last large farms rely on the services of their repair shops.
The technical service system in the Republic of Korea is represented by dealer repair enterprises and own enterprises (farmers). The share of dealers in the repair of tractors is 66.3%, and on the farm - 33.7%, respectively, for combine harvesters - 65.9 and 34.1%. At the same time, the consumer is supplied with spare parts by dealer enterprises.
An analysis of the work of technical workshops of various levels for servicing the machine and tractor fleet showed that they are an effective form of agrotechnical service, significantly reducing the cost of maintaining machines in working order.
The methodology for determining the economic efficiency of performing maintenance and repair work on its own or in specialized enterprises of the agro-industrial complex was applied taking into account new principles of management in a market economy.
The main elements of novelty, along with the old ones, are: a new criterion of economic efficiency - profit growth (reducing the cost of production); determination of the overall (absolute) and comparative economic efficiency (new technologies of high efficiency compared to the basic ones, for example, for repairs, do not receive approval if their use does not increase profits); methods for calculating repair and maintenance costs have been clarified (they include interest on loans, taxes, and insurance).
Prior to determining the economic efficiency of repair and maintenance, a forecast calculation of the need and demand of agricultural producers for different kinds technical services, while it is envisaged that the volume of individual complex work will be carried out by the existing repair enterprises of the agro-industrial complex.
Economic justification A rational repair network involves the establishment of such sizes of repair plants and specialized workshops and their placement on the territory of the region, which should meet the needs of commodity producers at the lowest cost per unit of repair.
In the course of the study, three options for a network of repair enterprises were calculated.
The first option is provided that the entire prescribed volume of repair of tractors and combines of commodity producers is carried out in the central workshops of the former state farms.
The second option is the set volume according to current repairs is produced in the workshops of former state farms, and capital - at the presently existing plants with a capacity of 2 to 6 thousand conditional repairs.
The third option - the established volume of current repairs is carried out in the workshops of former state farms, and the capital one - at repair plants, general-purpose workshops and workshops of service stations for energy-saturated tractors and workshops of car service stations located in the agricultural regions of the region.
The calculations made show that the expansion of the network of existing repair shops in the regions of the Chelyabinsk region, the approximation of technical services directly to the requirements of agricultural producers, the specialization of regional repair shops with repair plants will not only significantly reduce the cost of maintaining machines on farms, but will also make it possible to better use the production capacities of repair enterprises and central repair shops of former state farms.
With the restoration of scientifically based production of agricultural products and with an appropriate machine and tractor fleet, taking into account the 3-fold increase in the number of commodity producers, it will be necessary to increase the capacity of workshops by 1.2-1.5 times by building new and reconstructing old ones in newly organized farms (without farms) if a repair specialization is not introduced.
Calculations show that with the current organization of machine repair only in the workshops of farms, production capacities of 40.1 thousand conditional repairs will be required, and with the projected specialization - only 17.7 thousand conditional repairs. Consequently, when organizing a specialized network of repair enterprises (when transferring a conventional unit of repair to the production area occupied by it, m2), it will require less area by 30 thousand m, or 21%, and capital investments - by 174,373 million rubles, or 82% less than the first option.
For a comprehensive justification of the economic efficiency of a specialized network of repair enterprises in the agro-industrial complex in comparison with workshops of farms, it should be noted that in the conditions of the region, the removal of products from 1 m2 of area on average in servicing repair shops and at agro-industrial complex plants is 685 rubles, while in state farms - 261 rubles, productivity at repair enterprises of 1 worker is 33.6, and in repair shops - 11.7 thousand rubles, or less than 2.9 times, and capital productivity, respectively, is 2.6 times higher.
A specific reserve for reducing repair costs is to reduce the cost of repair products. Calculations show that in the 3rd zone, which includes 6 districts of the Chelyabinsk region, occupying an area of 1848 thousand hectares, the repair work of machines is only 14% of the total, the specific total repair costs are much higher than the average for the Chelyabinsk region.
As the experience of many years and calculations show, the specialization of the repair of complex facilities at the district and zonal levels significantly reduces costs.
On the whole, in all zones of the region, as analysis shows, with the appropriate specialization of repair work, annual costs are reduced from 116,418 thousand rubles. to 93966 thousand rubles, or by 19%.
To use existing production capacity district workshops of the agro-industrial complex require certain capital investments for the purchase of machine tools and equipment, of which fifty percent are completely worn out and require replacement.
Complicated repairs of all equipment could be carried out at seven existing repair plants in the Chelyabinsk region. The analysis shows that with an increase in the capacity of an enterprise to a certain size, the cost of a conventional repair unit decreases, but with an increase in capacity above these limits, transportation costs for the delivery of repair objects to the plant increase at a significant pace, which limits the growth of production of this enterprise.
Market economic conditions require the creation of a competitive environment for manufacturers of repair services, which significantly reduces selling prices, improves the quality of repair of machines, their components, and assemblies. In modern conditions, the increase in existing agro-industrial complex enterprises brings them closer to agricultural producers, allows the latter to choose those that satisfy their needs and needs for technical services.
Of paramount importance in choosing the most profitable and economical areas of specialization and concentration of repairs is to reduce the cost of production, increase the efficiency of capital investments, ensure the largest increase in the volume of repair products for each ruble of capital investments spent, and reduce their payback period.
Excessively large repair enterprises, compared with medium and small ones, have a number of significant drawbacks. These include: transportation over relatively long distances of repair facilities, spare parts, materials, causing an increase in transportation costs; limitation of opportunities for uniform distribution of these enterprises in the agricultural regions of the region and the great remoteness of agricultural producers from service providers.
Reconstruction of district workshops of the agro-industrial complex with their simpler equipment and organization, short terms of re-equipment with a separate small number modern equipment and small existing fixed assets is quite economically justified and feasible.
The proposed specialization of the repair network, which includes specialized workshops, will free factories, as well as workshops of former farms, from the functions of repairing many machines, components and assemblies that are not characteristic of them, or restoring parts in small batches and will contribute to the specialization of large and small production.
It is shown that the specialization of repair, the use of the existing extensive network of repair enterprises of the agro-industrial complex with the appropriate re-equipment of their equipment, make it possible to bring the sphere of technical service closer to the consumer, to most fully and efficiently satisfy the diverse demand of commodity producers for technical services in market conditions and provide them with an economic effect.
In conclusion, it should be noted that the tendency to expand the production capacity of repair plants in the region, which has existed for many years, has a negative experience and does not contribute to an increase in economic efficiency.
Reviewers:
Koledin S.V., Doctor of Economics, Professor, Head of the Department "Economics of the Agroindustrial Complex" of the Chelyabinsk branch of the NOU HPE "Chelyabinsk Institute of Economics and Law named after A.I. M.V. Ladoshina, Chelyabinsk;
Pryakhin G.B., Doctor of Economics, Professor of the Department of Economics and Management, Federal State Budgetary Educational Institution of Higher Professional Education "Uralsky State University physical culture", Chelyabinsk.
The work was received by the editors on January 14, 2013.
Bibliographic link
Lysenko M.V., Lysenko Yu.V. METHODOLOGY FOR ASSESSING THE STATE OF TECHNICAL POTENTIAL AND THE EFFICIENCY OF ITS USE // Basic Research. - 2013. - No. 4-1. - S. 202-206;URL: http://fundamental-research.ru/ru/article/view?id=31128 (date of access: 03/24/2020). We bring to your attention the journals published by the publishing house "Academy of Natural History"
| Whether or not this publication is taken into account in the RSCI. Some categories of publications (for example, articles in abstracts, popular science, news magazines) can be placed on the website platform, but are not taken into account in the RSCI. Also, articles in journals and collections excluded from the RSCI for violation of scientific and publishing ethics are not taken into account. "> Included in the RSCI ®: yes | The number of citations of this publication from publications included in the RSCI. The publication itself may not be included in the RSCI. For collections of articles and books indexed in the RSCI at the level of individual chapters, the total number of citations of all articles (chapters) and the collection (book) as a whole is indicated. |
| Whether or not this publication is included in the core of the RSCI. The RSCI core includes all articles published in journals indexed in the Web of Science Core Collection, Scopus or Russian Science Citation Index (RSCI) databases."> Included in the RSCI ® core: No | The number of citations of this publication from publications included in the RSCI core. The publication itself may not be included in the core of the RSCI. For collections of articles and books indexed in the RSCI at the level of individual chapters, the total number of citations of all articles (chapters) and the collection (book) as a whole is indicated. |
| The citation rate, normalized by journal, is calculated by dividing the number of citations received by a given article by the average number of citations received by articles of the same type in the same journal published in the same year. Shows how much the level of this article is higher or lower than the average level of articles of the journal in which it is published. Calculated if the journal has a complete set of issues for a given year in the RSCI. For articles of the current year, the indicator is not calculated."> Normal citation for the journal: 0 | Five-year impact factor of the journal in which the article was published for 2018. "> Impact factor of the journal in the RSCI: 0.22 |
| The citation rate, normalized by subject area, is calculated by dividing the number of citations received by a given publication by the average number of citations received by publications of the same type in the same subject area published in the same year. Shows how much the level of this publication is above or below the average level of other publications in the same field of science. For publications of the current year, the indicator is not calculated."> Normal citation in the direction: 0 |
For beginners: breeding a broiler at home Boiled water for broilers
Only lovers will survive
Features of advertising aimed at children
retouching old photos in photoshop retouching old photos
What is an NPO: decoding, definition of goals, types of activities Does a non-profit organization have the right