VSN 02-91
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MPS

DEPARTMENTAL BUILDING REGULATIONS

Railway passenger car depots.

Design standards

Introduction date 1992-07-01

DEVELOPED Giprotranstei MPS

(Leader of the theme Frolov S.G., responsible executor Korobov V.S.)

INTRODUCED Giprotranstei MPS

PREPARED for approval by the Main Passenger Department of the Ministry of Railways (Prytkov A.P.)

APPROVED by the Ministry of Railways April 12, 1991

REPLACED in terms of passenger car depots

INTRODUCTION

INTRODUCTION

These rules apply to the development of projects for new construction, expansion, reconstruction and technical re-equipment of existing depots for scheduled depot repairs of passenger cars.

The norms establish uniform construction and technological requirements for the development of depot projects for scheduled depot repairs of passenger cars of the railways of the Ministry of Railways and are intended for engineering and technical workers of design, design and research organizations, as well as employees of passenger facilities.

The standards comply with the requirements of the current normative documents for design and construction, state standards, sanitary and fire safety standards, safety regulations and environmental laws.

The norms are developed taking into account the implementation in projects of the achievements of science and technology, advanced technology, advanced equipment, economical use of raw materials and energy resources, improving the quality of finished products and progressive forms of organizing production in advanced depots for the repair of passenger cars.

1. GENERAL PROVISIONS

1.1. The norms contain the basic requirements necessary for the development of projects for the construction, reconstruction or technical re-equipment of car depots for the repair of passenger cars of 1520 mm gauge railways of the following types: soft, compartment, rigid non-compartment, interregional, luggage, restaurant cars, carriages with compartment buffet , as well as compartment cars with a length of 27 m.

1.2. Car depots for the repair of passenger cars (hereinafter car depots) are intended for scheduled depot repairs of passenger cars in order to restore their performance before the next scheduled repair.

1.3. The car depot should be designed for a repair program of 1000-1500 passenger cars per year, while the calculation should be based on a rigid non-compartment car with a belt drive and incandescent lamps. For cars of other types, the repair program is calculated using the following coefficients for reducing to a rigid non-compartment:

	rigid compartment
	rigid compartment 27 m long
	soft
	interregional
	luggage
	restaurant
	buffet carriage

Depending on the design features for wagons, the reduction factor should be increased in the following sizes: for rigid non-compartment and compartment wagons equipped with a gear-cardan drive - by 0.05; equipped with fluorescent lighting - by 0.05; equipped with combined heating - by 0.05; equipped with electric heating - by 0.05; for rigid compartments equipped with air conditioning - by 0.07; equipped with a second generator - by 0.1; for soft, equipped with air conditioning units - by 0.5; for interregional, equipped with centralized power supply - by 0.145; equipped with high-voltage electric heating - by 0.23; for dining cars equipped with a 28 kW generator - by 0.47; equipped with a 32 kW generator and a stove on liquid fuel- by 0.89.

Depending on the service life of the car, the reduction factor should be increased in the following amounts: from 20 to 30 years - by 20%, from 25 to 30 years - by 40%, over 30 years - by 60%.

Design should be carried out on the basis of duly approved schemes for the development and placement of car depots.

1.4. Repair of wagons in the depot should be carried out by the in-line method.

1.5. The mode of operation of production sites and car depot departments should be two-shift with a five-day working week, with a working time of 40 hours.

1.6. Auxiliary objects production value and sanitary facilities (compressor, transformer, boiler room, laundry, dry cleaning, etc.) should be provided in cooperation with those available in the railway junction or in the city. If cooperation is impossible, they must be provided for in the depot.

2. MASTER PLAN OF THE DEPO

2.1. The master plan of the car depot should be developed as a complex that includes site facilities located on the depot territory: the main depot building with workshops, other buildings, structures and devices, depot and access railways and roads.

2.2. The site for the construction of the car depot and related service and auxiliary facilities must be selected in accordance with the existing project (scheme) of the district planning and taking into account local conditions: terrain, climate, surrounding buildings. When choosing a site for construction, it is necessary to strive to bring it as close as possible to existing sources and networks of energy, water and heat supply. At the same time, the choice of locations for the water intake, sites for treatment facilities, sites for placement of vegetation and excess soil should be made.

2.3. The area of ​​the wagon depot, the size of auxiliary buildings and structures, the number and length of railway tracks are determined by the project, taking into account the specialization of the depot and local conditions (cooperation in the production of repair work, heat and water supply, energy supply, air supply, laundry, dry cleaning, repair of overalls and shoes, etc. .).

Architectural and planning requirements

2.4. On the territory of the wagon depot, the master plan should provide for the placement of the following facilities:

industrial building;

office building;

warehouse of spare parts and materials;

wheel pair park;

automatic fire fighting water pumping station with water storage tank;

treatment facilities;

engineering and technical structures of civil defense, constructed at the request of the design assignment.

2.5. The fleet of wheelsets is equipped with a double rail track and an overhead (gantry) crane with a lifting capacity of 3.2 tons. The area of ​​the fleet is determined depending on the production program of the wagon repair depot. The park must host at least a five-day wheelset repair program. The estimated track length per one wheel pair when placed on a double rail track is 0.66 m.

Estimated width, taking into account the passages between the rows of wheel sets - 2.4 m.

2.6. A parking area for personal vehicles should be located outside the fence or the conditional border of the enterprise in accordance with clause 3.12 of SNiP II-89-80.

2.7. Placement of wagon depot facilities and track development is shown in Fig.1.

Fig.1. Placement of wagon depot facilities and track development

1 - production building, 2 - building of household and administrative premises, 3 - warehouse of spare parts and materials, 4 - warehouse of fuel and lubricants, 5 - storage of cylinders, 6 - site for scrap metal, 7 - site for waste in containers, 8 - lumber warehouse, 9 - wheel pair park, 10 - coal storage, 11 - fire-fighting water tank, 12 - automatic fire-fighting water supply pumping station, 13 - sports ground, 14 - recreation area, 15 - checkpoint, 16 - garage, 17 - treatment facilities, 18, 19 - loading and unloading dead ends, 20 - running track, 21-22 - settling tracks, 23 - receiving tracks, 24 - departure tracks with water and fuel equipment, 25 - repair tracks

2.8. When developing a master plan for a car depot, in addition to the general requirements for design, the following should be taken into account:

adjoining the railway tracks of the designed depot and the railway station without crossing the main tracks and creating corner flows when cars arrive for repair and are issued after repair;

the mutual arrangement of buildings and structures, ensuring the repair of cars, as a rule, according to the principle of a through flow;

the possibility of further expansion (lengthening) of buildings, especially for industrial purposes.

2.9. The placement of buildings, structures and devices on the territory of the depot should be determined by the most favorable and safe conditions for labor and the production process, rational use land plot, providing the greatest efficiency of capital investments.

2.10. Industrial buildings must be separated from residential buildings by a sanitary protection zone of at least 100 m in size. The sanitary protection zone cannot be considered as a depot reserve area.

2.11. The territory of the wagon depot along the perimeter must have a fence and security lighting in accordance with the "Instruction for the design of fences for sites and sections of enterprises, buildings and structures", SN 441-72 *, table 1.

2.12. The main entrance to the territory must be provided from the side of the main approach and the entrance of the depot workers. Car depots, the area of ​​which is more than 5 hectares, must have at least two entrances.

If the size of the side of the wagon depot site is more than 1000 m, at least two entrances should be provided on this side. The distance between the entrances should not exceed 1500 m.

2.13. The access of fire trucks to buildings and structures along their entire length should be provided: on the one hand - with a width of a building or structure up to 18 m and on both sides - with a width of more than 18 m.

2.14. On-site driveways, sidewalks, footpaths must have a hard surface of asphalt concrete mixtures or tiled. On intra-site driveways with low traffic intensity (fire driveways, access to treatment facilities, transformer substations) should be applied coatings of crushed stone, gravel, slag.

2.15. Sites near the administrative building, sections between railway tracks are recommended to be covered with materials that replace grass lawn, such as pebbles, colored slag and expanded clay.

2.16. Planned surfaces and slopes must be designed with a lawn.

2.17. Rest areas should be located within the wind shadow near buildings that do not emit toxic industrial emissions.

2.18. The entrances to the main building of the repair paths must have a mark of the rail head at the same level as the mark of the floor of the building.

Basic requirements for the development of the building part

2.19. Space-planning and design solutions for one-story service buildings, their parameters and dimensional schemes are determined in accordance with GOST 23838-89 and GOST 23837-79.

When designing, one should also be guided by SNiP 2.01.04-85, SNiP 2.09.02-85 *, and VNTP-05-89 ** / MPS USSR. The main coordination dimensions of industrial and auxiliary multi-storey buildings must comply with GOST 24336-80 (ST SEV 1404-78, SEV M08-78).
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* Within the territory of Russian Federation valid SNiP 31-03-01

** Replaced by VNTP 05-97. Here and further. - Database manufacturer's note.

2.20. The design of buildings and structures should provide for corrosion protection measures for building structures in accordance with SNiP 2.03.11-85. Design of domestic buildings and premises; administrative buildings and premises; heating, ventilation and air conditioning must be carried out in accordance with SNiP 2.09.04-87.

2.21. Production and auxiliary buildings, warehouses should be blocked in all cases where such an association is economically justified and permissible according to production, construction, sanitary and hygienic, fire and explosion-proof requirements, as well as safety conditions.

Buildings should have the simplest shape in terms of plan and facades and be designed in the same type of space-planning parameters and structures. During the construction of a complex of buildings for various purposes on one site, the minimum possible number of unified spans and heights of the premises should be provided.

2.22. When designing wagon depot buildings, it is necessary to take spans of 12.0; 18.0 or 24.0 m with a column spacing of 6 and 12 m. Domestic buildings and premises and administrative buildings and premises are accepted, as a rule, according to a single-span (6 and 12 m) or two-span (6 + 6 m) schemes.

2.23. Internal walls and partitions should be provided to highlight only those workshops, sections, departments that must be isolated in accordance with sanitary, fire or technological requirements.

2.24. The width of intra-shop production passages for trackless transport and the dimensions of gate (door) openings should be taken depending on the size Vehicle and transported goods. The heights of intra-workshop production passages from floor level to protruding structural elements of galleries and platforms crossing passages, or to the lowest point of goods transported by lifting and transport devices crossing crossings, must be at least 3.6 m.

2.25. In industrial buildings of the depot, depending on the characteristics of the workplace, antiaircraft lights should be used.

2.26. When decorating the premises, it is necessary to be guided by the requirements of the "Guidelines for the design of color finishes for the interiors of industrial buildings of industrial enterprises" CH 181-70 with subsequent additions by the Gosstroy of the USSR (former).

2.27. The floors of production areas should be covered with mosaic tiles on a concrete base.

2.28. The floor in the battery compartment should be laid with acid-resistant tiles with 5-8 mm gaps between them, filled with hot mastic, or from materials that are resistant to aggressive substances and easily wet-cleaned (iron concrete or metlakh tiles). The floors must have a slope and ladders for the drainage and drainage of water.

2.29. The walls of industrial premises should be faced with light-colored tiles to a height of up to 1.8 m, the rest of the walls should be plastered and painted in light colors.

2.30. The interior decoration of the premises shall be carried out in accordance with the "List of polymeric materials and products" permitted for use in construction by order of the USSR Ministry of Health N 410 dated 04.05.77, and in addition to the list approved by the Deputy Chief State Sanitary Doctor of the USSR N 2182-80 dated 20.11 .80 g.

Way development

2.31. The following railway tracks should be provided on the territory of the depot: loading and unloading dead ends; walking path; settling paths; acceptance paths; departure routes equipped with water and fuel; repair paths.

On the depot tracks, it is necessary to provide for the laying of old-year rails of a type not lower than R43; the number of sleepers per 1 km of track - 1440 pieces; single-layer asbestos, gravel, gravel-sand or sand ballast; in justified cases, it is allowed to use ballast from small crushed stone of a fraction of 5-25 mm on a sand cushion; the thickness of the asbestos ballast layer with reinforced concrete sleepers - 30 cm, with wooden sleepers - 25 cm, for other types of ballast - 25 cm, regardless of the material of the sleepers; turnouts must have a crosspiece brand no steeper than 1/9, symmetrical ones - no steeper than 1/6.

All arrangement of crossings must comply with the requirements of the Rules for the technical operation of railways of the USSR, standard projects, Rules of the road , SNiP " Car roads", instructions for the arrangement and maintenance of crossings.

2.32. The total length of tracks for accommodating wagons awaiting repair is calculated for accommodating at least a two-day depot production program, and for accommodating wagons awaiting shipment after repair - at least a daily program.

3. MAIN TECHNOLOGICAL REQUIREMENTS FOR THE ORGANIZATION OF DEPOVSK REPAIR OF PASSENGER CARS

3.1. When designing car depots, the use of progressive technological processes, diagnostic tools, integrated mechanization and automation of production, depot automated control systems, in-line and aggregate methods for repairing cars and their assemblies, maximum cooperation in repairing car assemblies and parts (wheel sets with roller bearings, automatic couplers, brake equipment, spring suspension, radio and telephone equipment, etc.), as well as centralized supply of spare parts, assemblies and materials.

3.2. Depot repairs of dining cars and air-conditioned cars should be provided for in specialized depots, in which, if necessary, cars of other types can be repaired.

3.3. To move wagons through repair positions, production lines should be equipped with conveyors.

3.4. The positions of the external painting of wagons should be located on the continuation of the conveyor lines for the repair of wagons. They must be separated from the repair and assembly positions by a tambour-gateway with a depth of at least 6 m.

3.5. Auxiliary procurement departments for the repair of assemblies and parts should be located in close proximity to the repair positions of the car assembly area.

3.6. A set of technological equipment should be made according to the current catalogs developed by Design Bureau TsV and other organizations, taking into account the possibility of using technical diagnostic tools.

3.7. The arrangement of technological equipment must ensure safe working conditions, fire and explosion safety and comply with established norms and rules.

3.8. The width of aisles, driveways and distances between metal-cutting machines must not be less than the dimensions specified in the current regulations. Transport passages and passages should be carried out along the shortest technically justified routes.

3.9. The required amount of technological equipment is calculated in accordance with the labor costs for the annual repair program, and for individual repair sites and departments is determined by the number of workers of the respective professions. With sufficient accuracy for the design purposes, the quantity of the main equipment should be determined according to the consumption of machine- and unit-hours set for the repair of one car, given in Table 1.

Table 1

equipment identification	Norm of machine- and unit-hours for a passenger all-metal car
	Hard non-compartment	Hard compartment _without K.V. with K.V	Soft without K.V. with K.V	Interregional	Luggage	Restaurant without K.V with K.V	Coupe-buffet car
Lathes		13,2 14,2	13,2 14,2			13,8 14,8
Vertical drilling machines		2,1 2,2	2,1 2,2			2,2 2,8
Cross planers		2,1 2,2	2,1 2,2			2,2 2,4
Milling machines		1,6 1,7	1,4 1,5			1,7 1,8
Wheel lathes
Rolling lathes		0,8 0,9	1,1 1,2			0,9 1,0
Electrogas welding units		12,6 13,5	12,6 13,5			13,1 14,0
Blacksmith hammers		11,1 11,9	11,3 12,1			11,6 12,4
Joiner's machines		1,3 1,4	0,4 0,5			1,4 1,5
Bolt cutters and nut cutters		1,6 1,7	1,8 1,9			1,7 1,8

3.10. Technological process automation schemes should include:

control of parameters characterizing the technological process;

automatic regulation of parameters at characteristic points of processes;

registration of the parameters necessary for reporting and analysis of the operation of technological units and individual units;

automatic protection of technological equipment in emergency situations;

automatic commissioning of standby units (ATS) in case of failure of working units in cases where the cessation of the operation of the unit can lead to an emergency;

light and sound signaling (warning and emergency) deviations of the main technological parameters from the specified values.

3.11. Management of the main technological processes in the car depot is recommended to be carried out from the central control point.

Domestic plumbing, sewerage, heating, ventilation and air conditioning

3.12. Internal water supply systems, depending on the purpose of buildings, are divided into:

household and drinking;

industrial, fire fighting.

When developing water supply projects, it is necessary to provide for the reuse of water and the creation of local closed industrial water supply systems.

Recycled water supply systems are divided into:

circulating water supply system for oily wastewater from washing wagon bogies and wheel sets, axle boxes, etc.;

cooling water recycling system.

To make up for water losses in circulating systems, as a rule, purified water from the production and rainwater sewerage system should be used. The missing quantity must be replenished with fresh water.

3.13. Sewerage systems are divided into:

household - for the removal of wastewater from sanitary appliances, which includes industrial wastewater wagon depot;

combined - for the disposal of domestic and industrial waters, subject to the possibility of their joint transportation and purification;

internal gutters - for the removal of rain and melt water from the roof of buildings.

3.14. The design of heating, ventilation, air conditioning systems of the car depot should be carried out in accordance with SNiP 2.04.05-76 "Heating, ventilation and air conditioning" and the requirements of industry documents.

3.15. Heating of the premises of the car depot should be designed with water, air, combined with supply ventilation, or steam.

3.16. Gates to the production building should be equipped with air-thermal curtains.

3.17. The design of furnace heating in the buildings of the car depot is not allowed.

Communication and signaling devices

3.18. The design of signaling, interlocking, interlocking and communication in the car depot should be carried out in accordance with the requirements of the PTE 1986 and chapters 17 and 18 of SNiP II-39-76* "1520 mm gauge railways".
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* Replaced by SNiP 32-01-95. - Database manufacturer's note.

3.19. For the economic and operational management of the work and technological processes of the car depot, the interaction of technical services and the administrative and economic apparatus, the implementation of safety requirements and fire safety it is necessary to provide the following set of communication and signaling devices:

operational intra-production communication;

direct telephone connection between the wagon depot operator and the shunting dispatcher;

two-way speakerphone operator;

electric clock;

radio broadcasting network in service and technical premises;

automatic security and fire alarm;

industrial television.

The production areas of the car depot associated with the movement of cars are equipped with sound and light alarms that warn production personnel about upcoming maneuvers.

4. PRODUCTION SITES AND AUXILIARY PROCESSING DIVISIONS

4.1. The composition of production sites and departments of the depot for the repair of passenger cars and their area are shown in Table 2.

table 2

Name of production sites and departments	Area, m
	Repair program
Car assembly area	by calculation
Branches:
painting	by calculation
bogie
wheel-roller
gear-cardan
fitting and picking
spring-spring
blacksmith
welding
repair of hydraulic vibration dampers
mechanical
repair of heating, water supply and ventilation devices
filter repair
toilet repair
repair of boilers
electroplated coatings
carpentry and wallpaper
polymer products
paint preparation
instrumental
repair of brake equipment (AKP)
coupler repair (KPA)
repair and maintenance of technological equipment of the depot
locksmith and key
repair of electrical machines
the same low voltage devices
accumulator
repair of high-voltage electrical equipment
the same refrigeration equipment
instrumentation (KIP)
charging fire extinguishers
compressor
repair and charging of electric cars and electric forklifts
warehouse of spare parts and materials
storeroom of flammable materials
timber storage with drying chamber	by calculation
Roofing department

4.2. The dimensions of the areas of production sites and departments depend on the production program, the fund of working hours, the method of repair, the duration of technological operations and the overall dimensions of the equipment used.

4.3. The production program of sections and departments for the repair of wagons, as well as their components and parts, taking into account the needs of attached technical service points and cooperation for other depots, is established by the design task.

4.4. The length and width of the car assembly area and the painting department are calculated according to the parameters given in Table 3 using the formulas:

Length *

Width
________________
* The formula corresponds to the original. - Database manufacturer's note.

Table 3

Indicators	Depot parameter values
		reconstructed
1. Number of repair positions per production line for wagons without air conditioning, pcs.
2. The same for wagons with air conditioning, pcs.
including in the painting department, pcs.
3. Number of wagons at one position, pcs.
4. The length of the repair place of the car without rolling out the bogies, m
The same with roll-out and roll-out of bogies from one end of the car, m
The same with rolling out and rolling carts from different ends, m
5. Distance from the protruding parts of the end wall of the building to the repair site, m
6. Width of the transverse traffic passage, m
7. Depth of the tambour-lock between the car repair area and the painting department, m		under the terms
8. Distance from the end wall of the paint department to the equipment, m
9. Length of equipment for painting or drying wagons, m
10. Interval between equipment and repair site, m
11. Number of production lines, pcs.
12. The rhythm of the production line,
13. Distance between axes of adjacent repair tracks, m
at double-track depot		not less than 6.0
at a three-track depot		not less than.....,0**
14. Distance from the longitudinal wall to the axis of the outer path, m		at least 4.5

________________
* Numerator for a depot with a repair program of 1000 wagons per year, denominator - 1500 wagons per year.

** Marriage of the original. - Database manufacturer's note.

4.5. The layout of wagons and the mandatory technological equipment of the wagon assembly area and the painting department of wagon depots for the repair of passenger cars without air conditioning for the program of 1000 wagons per year for new depots is shown in Fig. 2; the same for cars with air conditioning in Fig. 3, the same for car depots for the repair of cars without air conditioning and with air conditioning in Fig. 4.

Fig.2. Scheme of arrangement of wagons and mandatory technological equipment of the wagon assembly area and the painting department of wagon depots for the repair of passenger wagons without air conditioning for the program of 1000 wagons per year

I - wagon assembly section, II - painting department, III - vestibule-lock, 1 - preparatory position, 2 - position for lifting wagons, 3 - dismantling position, 4 - repair and assembly position, 5 - position for painting and drying the car body, 6 - jacks, 7 - installations for preparing surfaces for painting, 8 - painting machine, 9 - machine for drying painted surfaces

Fig.3. Scheme of arrangement of wagons and mandatory technological equipment of the wagon assembly area and the painting department of wagon depots for the repair of passenger wagons with air conditioning for the program of 1000 wagons per year

I - wagon assembly site, II - painting department, III - vestibule-lock, 1 - preparatory position, 2 - wagon lifting position, 3 - dismantling position, 4 - repair and assembly position, 5 - electric testing position. equipment, 6 - position for testing refrigeration units and air conditioning, 7 - position for painting and drying the car body, 8 - jacks, 9 - installations for preparing surfaces for painting, 10 - high-voltage speakers, 11 - painting machine, 12 - drying machine painted surfaces

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Organization of depot repair of a passenger car

Explanatory note to the course project

Introduction

For a long time, society and the state have entrusted railway transport with the performance of social, political and specific functions, which, in the absence of proper state financial support, place an additional burden on the transport economy.

Railway transport creates conditions for the expansion of reproduction, contributes to the rational distribution of production in the economic regions of the country. Great importance is given to rail transport in agriculture. Rail transport ensures the delivery of equipment throughout the country, building materials, fertilizers and raw materials for industry; satisfies the ever-increasing need for people to move, provides economic, political and cultural ties between our country and foreign countries. The role of transport in the defense capability of our country is invaluable.

Railway rolling stock fleet . transport is characterized by a variety of types and designs of wagons used in the transportation process of goods and passengers. The operating conditions of wagons are associated with significant static and dynamic loads, and in some cases - with the impact of high and low temperatures of the transported cargo, high humidity, aggressive environments on the structure of the wagons. With a short distance of transportation, the intensity of the time of loading and unloading operations increases significantly, as a rule, using various means of mechanization.

Thus, the multifunctional and intensive use of railway wagons. transport requires their quality Maintenance and repairs by qualified professionals.

An important place in railway transport is occupied by the wagon economy. This is a fairly developed branch of railway transport, the fixed assets of which make up one fifth of the fixed assets of the entire railway transport. The wagon economy, as a first approximation, can be defined as a special way geographically distributed on the network railway totality manufacturing enterprises, on which, was based on a unified industry standard technical documentation, taking into account particular conditions, the technical condition is monitored, maintenance and repair of passenger and freight cars, as well as containers. The wagon economy accounts for 20% of operating costs, over 15% of the contingent of railway workers, the bulk of the consumption of sawn timber, rolled products and other materials. Every year, billions of rubles are spent on the repair and maintenance of the rolling stock.

A further increase in the level of operational work of the wagon economy in a market economy is possible on the basis of the introduction scientific organization labor and production, improving the quality of work and production labor.

It is important not only to learn how to properly manage funds in order to obtain maximum profit during their operation, but also to build efficient technology ensuring the safe operation of wagons at an acceptable level. These tasks must be solved in such a way that it is simultaneously beneficial to the clientele, transport in general, the rolling stock, including employees of linear enterprises.

Railway repair industry. transport is a complex constantly developing dynamic system with a large number of enterprises. The range of production of factories and depots includes several thousand different products.

Increasing the efficiency of production at repair enterprises depends, first of all, on technical re-equipment, improving the organization of production and technology for repairing cars, manufacturing spare parts and replacing obsolete machine park, computerization production processes.

Railway transport is a complex and multifaceted economy that requires good interconnected work of all its links.

The special role of Russian railways in the sphere of circulation of material resources is due to geopolitical, climatic and social factors. More than half of the transport work on freight transport and about 40% of the country's passenger traffic.

The reforms were supposed to be carried out in three stages, the contents of which are described below:

the first (preparatory) -2001–2002;

the second (organizational and legal separation of business types) - 2003–2005;

third (opening the main types of business to competition) - 2006–2010.

stage (2000–2003) – restructuring the accounts payable of the federal railway transport enterprise for payments to the budgets of all levels.

– development of draft legislative and other regulations necessary for the implementation of the Program of Structural Reform in Railway Transport.

– development of a competitive sector in the field of rail transportation.

– creation of conditions for equal access to the railway transport infrastructure for service users.

– inventory of the property of the railway transport enterprise.

– development of the functions of state regulation and economic management, creation of Russian Railways JSC.

- the withdrawal from the structure of the federal railway transport of individual enterprises that are not related to the organization of traffic.

– formation within the framework of Russian Railways JSC of independent structural units for the implementation of certain types of entrepreneurial activity.

– development of a mechanism for financial support of passenger transportation in railway transport.

– preparation of an industry-specific subprogram of the federal target program “Promoting Employment in the Russian Federation for 2002–2005”, insofar as it relates to railway transport.

Stage II (2003–2006)

– reorganization of Russian Railways by separating independent structural divisions into subsidiary joint-stock companies that carry out

– certain types entrepreneurial activity in railway transport.

– phased reduction of cross-subsidization. – creation of conditions for increasing the level of competition in the field of freight and passenger transportation.

– transition to free pricing in competitive sectors. Creation of conditions for the acquisition of mainline locomotives by operating companies.

– attraction of investments for the development of railway transport.

III stage (2006–2010)

- assessment of the feasibility of a complete organizational separation of infrastructure from transportation activities.

– development of an initiative from carrier companies to purchase mainline locomotives.

– transfer of the majority (60% or more) of the freight wagon fleet to private ownership.

– development of competition in the field of freight and long-distance passenger transportation.

– sale of licenses for the implementation of passenger transportation in suburban traffic, limited by the validity period.

– assessment of the possibility of creating several competing vertically integrated vertically integrated railway companies.

1. General part

1.1 Purpose, composition, characteristics of the designed depot

One of the main enterprises of the wagon economy is a wagon depot, which can be:

a) Repair and maintenance;

b) cargo, passenger, refrigerator and container.

Freight wagon depots, as a rule, specialize in the repair of several types of wagons. Freight wagon depots are located in large areas and marshalling yards; passenger - at home stations of at least 500 passenger cars.

According to the structure, the structure of the repair car depot includes 3 main groups of sections:

1. The main areas in which operations are carried out to repair the main parts and assemblies of the car; wagon-assembly (VSU), bogie, wheeled, brake equipment repair shop (AKP); NPP repair site (KPA). In passenger repair car depots, the main ones are also: a section for the repair of electrical equipment; repair shop for refrigeration and air conditioning systems.

2. Auxiliary sections - sections on which spare parts are manufactured for the repair of the main parts and assemblies of the car: metalwork-mechanical; woodworking; instrumental, etc.

3. Service areas - areas that provide the work of the main and auxiliary: boiler room, transformer, compressor room, utility rooms, etc.

The sections may include departments depending on the volume of the technological process.

1.2 Establishing the mode of operation of the depot and determining the working time fund

As a rule, the following modes of operation are used for rolling stock enterprises:

1. daily 8-hour working day with two days off;

2. two-shift work with a 12-hour working day on a staggered schedule, with payment on holidays according to the relevant rules;

3. four-shift work regime with a 12-hour working day.

The actual annual fund of time working for one shift can be determined by the formula.

,

Introduction

In the railway transport of the Russian Federation, there are two main types of car repair enterprises: car repair plants (VRZ) and depot for car repair (VChD). VRZ are intended for the overhaul of cars and the production of spare parts, VChD - for the repair of cars and spare parts. Currently, the wagon depot is also undergoing a major overhaul of wagons.

In connection with the reorganization of railway transport, the VChD was divided into repair (VChDR) and operational (VChDE).

The freight car repair depot (VChDR) is under the jurisdiction of the Directorate for the Repair of Freight Cars of Russian Railways, and the depot for the repair of passenger cars (PVChD) is subordinate to the Directorate for Passenger Services (DOP).

The differences between VRZ and VChDR are fundamentally related to the different requirements for overhaul and depot repairs.

Depot repair is planned and preventive. During a major overhaul, they must be restored basic elements wagon. In accordance with this, the repair technology also differs. For the overhaul of wagons, an appropriate technological equipment, labor costs for repairs are much higher, the rate of downtime for a car in a major overhaul is 4 times higher than in a depot one.

The VChD adopted a workshopless structure, i.e. the main production unit is the site, which reports directly to the management of the depot.

Brief description of the repair car depot. Purpose, production structure of the depot

Car depots are designed to provide maintenance of freight and passenger cars within the boundaries of their sections, to carry out scheduled types of car repairs, as well as to repair and complete car units and parts. According to the types of cars being repaired, the depots are divided into passenger, freight and special ones.

For the production of planned types of repair of cars in the car repair depot, the following sections are organized:

The plan of the main building of the wagon depot is shown in Figure 1.

Car assembly site (VSU) 1 is used for the production of disassembly and repair and assembly work on the car, which are performed in the respective departments;

Trolley section - designed for inspection and repair of trolleys. In this section, the distribution of faulty parts of the bogies to other sections takes place: wheelsets - to the wheel-roller section, and the rest of the parts are repaired in the bogie section itself. On the final stage repair, the selection of bogie elements, the installation of wheel sets and the supply of finished bogies to the car assembly area for their rolling under the cars are carried out;

The wheel-roller section is intended for the repair of wheel sets of wagons without changing elements and for the production of a complete revision of axle boxes, turning of wheel sets. Equipped with washing machines for wheelsets, bearings and axleboxes, a lathe for turning wheelsets. Dismantling, flaw detection and repair of roller bearings using modern diagnostic tools is carried out at the site;

The repair and assembly section is used to repair metal parts and assemblies removed from the car. The site includes the following departments: electric welding, forging, turning, locksmith. Equipped with machines for general industrial use: turning, milling, drilling;

Automatic coupler control point (CPA) - dismantling, flaw detection of elements of the automatic coupler, restoration of worn surfaces of parts of the automatic coupler, traction clamp by surfacing;

The site for the repair of auto-brake equipment is intended for the repair and testing of all components of the brake system of cars. To do this, the depot uses special stands and devices with registration of repair parameters.

Figure 1- Plan of the main production building of the repair car depot

1-APU; 2- Trolley section; 3 - Wheel-roller; 4- KPA; 5 - Tool compartment; 6 - automatic transmission; 7 - Repair and picking area; 8 - Pantry of spare parts.

The passenger car depot is structural unit OJSC Russian Railways. It is part of the regional long-distance passenger directorate, which is subordinate to the Federal Passenger Company (FPC), which is a subsidiary of joint stock company OJSC Russian Railways.

According to the type of cars being repaired, the designed car depot is a passenger depot, and according to the nature of the work performed, it is a repair depot. The designed depot is designed to perform depot (overhaul) repairs of cars, repair and assembly of car units and parts. Cars repaired at the depot enter it in accordance with the terms of contracts concluded with Russian Railways and operating companies (for freight depots).

The production structure of the car depot is determined by the composition of production units, their mutual location and forms of technological interconnection. The type of wagons on which the depot is specialized determines the composition of production sites and departments necessary for the repair of its components and parts. In the designed depot, all sections and departments are repair, which are connected by a common technology and are united in the main building of the depot.

The main structural unit of the car depot is the production site, which may include several departments.

By the nature of production, all depot sections and departments are divided into main, auxiliary and service.

On the main sites, operations of the production process for the repair of cars and their components are carried out. Taking into account the specialization of the designed depot, the main sections in it will include:

• - car assembly with departments for external washing and cleaning, preparation of cars for repair, repair and assembly and painting (or without it);
• - trolley with a fleet of trolleys;
• - wheeled with a fleet of wheelsets;
• - roller with dismantling, repair, picking and assembly departments;
• - repair and assembly.
• - repair of electrical equipment with departments of electrical machines, electrical equipment, batteries, radio equipment and instrumentation (KIP);
• - repair of refrigeration equipment and air conditioning units (VHF).

The repair and assembly section includes the following departments: locksmith and assembly, repair of hydraulic vibration dampers, locksmith, locksmith, carpentry and wallpaper, repair of heating systems, water supply and ventilation, repair of boilers, toilet bowls, mirror, polymer products and rubber parts, metallization, electroplating, repair of gear-cardan drives.

Auxiliary sections and departments manufacture products used for production in the main sections. These include: repair and mechanical, repair of electric power equipment of the depot, tool room, depot pantry and woodworking (when repairing covered wagons, platforms and passenger cars).

The service area includes the repair and maintenance section, which ensures the operation of the compressor station, boiler room (if the depot has its own), transformer substation, water supply and sewerage networks, transport and storage facilities, maintenance of cleanliness and repair of overalls, Maintenance depot buildings and structures.

INTRODUCTION

The unified transport network includes rail transport, water (sea and river), road, air and pipeline transport. The main mode of transport in Russia is railway, it accounts for 85% of the total freight turnover and about 40% of passenger traffic. The primary role of railway transport is determined by economic and geographical features: significant distances, the location of industrial enterprises, the concept of production, the peculiarity of waterways, etc.

The role of railways has its own specifics. Enterprises, facilities and devices of railway transport are located on a vast territory. Thousands of railway stations, sidings, depots, track distances, bridges, communication and signaling devices, power supply distances, computer centers must ensure uninterrupted and coordinated work on the implementation of cargo and passenger transportation plans. The transportation process is carried out continuously, day and night, at any time of the year, regardless of weather and climatic conditions. The success of this work is determined not only by the reliability of technical devices, but also by the clear, well-coordinated activities of all railway transport specialists, therefore the centralization of traffic control and production discipline in railway transport are of paramount importance.

The reliability and efficiency of the rolling stock can be called without exaggeration the basis of the economy of the entire railway industry. The wagon is a key link in the chain of organization of the transportation process. Its technical condition largely determines the reliability and efficiency of the industry, its ability not only to fulfill the most important state tasks related to the development and functioning of industry, but also to financially support the passenger complex that is socially necessary for the country.

In the last decade, the technical and economic conditions of the car fleet have changed significantly. There were objective reasons for this, related to the state of the economy in the country, the demand for cargo transportation and the state tariff policy. As a result of these processes, the need for a wagon fleet was reduced, the purchase of new wagons was practically stopped, the cost of their repair was reduced, and the system of reuse of components and parts removed from the decommissioned surplus wagon fleet was widely used.

In the course of the ongoing reform, it is precisely in order to provide railway transport with serviceable rolling stock that a competitive struggle will unfold between the joint-stock company Russian Railways and other owners. There is an urgent need to define the technical and technological solutions contributing to the improvement of the car fleet and improvement of its operational characteristics, as well as the search for fundamental directions for the design and technological improvement of cars.

The relevance of the chosen topic is due to the fact that in the passenger car depot it is necessary to introduce more effective methods of repairing cars that are characterized by efficiency and safety of operation.

The object of study of the diploma project is the Samara passenger car depot with a detailed development of an auto-checkpoint (ACP).

1. TECHNICAL PART

1.1 Purpose of the passenger car depot

The car depot is designed to perform scheduled depot and overhaul of cars, repair and assembly of car units and parts. On the basis of the wagon depot, the preparation of wagons for transportation, as well as the maintenance of freight and passenger wagons within the boundaries of the established sections, is organized and provided. The wagon depot includes production sites and departments for the repair and (or) maintenance of wagons.

Wagon depots are specialized by types of wagons: freight, passenger and refrigerated. There is also a container repair depot.

Depots for the repair of passenger cars are located at stations serving large cities with a large passenger flow. Their assigned fleet must be at least 400 wagons. Since 2000 passenger car depots include car sections that are intended for the comprehensive preparation of passenger trains for a voyage. To do this, they have points for equipping and washing cars, reserves of conductors and passenger service offices (COPs).

With the flow with the greatest completeness, the following are carried out:

the most important principles of highly organized production are proportionality, rhythm, parallelism, direct flow;

comprehensive mechanization and automation of production processes, as well as the widespread use of advanced technology;

placement of auxiliary sections and compartments along the car assembly area opposite those positions where parts are removed or placed on the car, which reduces the time for transporting them from the car or to the car;

specialization of jobs in a small number of production operations, which makes it possible to speed up the production cycle of railcar repair.

At the same time, the in-line repair method requires the constancy of the volume of work in the cars being repaired and the homogeneity of their types on each production line. The application of the method became possible due to the specialization of wagon depots in the repair of one or two types of wagons, therefore we choose this particular method for the repair of not only wagons, but also components and parts.

1.2 Determination of the main parameters of the in-line production of the car assembly area

The production process of repairing cars on the stream is organized in accordance with the basic principles of organizing production: proportionality, direct flow, continuity and rhythm. Therefore, it is necessary to substantiate the parameters of the production process for the repair of cars on the stream, which include the rhythm of the release of cars from repair, the scope of work, the number of positions and production lines, the cycle of the production line.

1.2.1 Determination of the rhythm of wagon release from repair

The rhythm of wagon release from repair shows how many wagons are out of repair for a certain period of time (hour, shift, day), and is determined by formula (1.1)

where - the annual program for the repair of cars in the depot 750 vag. (specified by the condition);

The actual fund of the operating time of the equipment of the car assembly section is calculated by the formula (1.4)

The annual fund of working time for a secret worker is determined by the formula:

Phyav \u003d (Dk - dout - dpr) tcm - dprev; (1.2)

where Dk is the number calendar days, year (365 days);

dout - number of days off, year (116 days);

dpr - quantity public holidays, year (10 days);

dprep - quantity pre-holiday days, year (9 days);

tcm - shift duration, hours (8 hours)

Fyav \u003d (365 - 116 - 10) * 8 - 9 \u003d 1903 h.

The annual fund of working time for a listed worker is reduced by the time the workers are absent from work for good reasons and is determined by the formula:

Fsp \u003d Phyav (100 - E) / 100 (1.3)

where E is the total coefficient taking into account all planned losses, i.e. duration of holidays, sickness, performance of public duties, (8%)

Fsp \u003d 1903 * (100 - 8) / 100 \u003d 1750.76 hours.

The actual (effective) fund of equipment operation time is determined by the formula:

Phyav*msm*ŋr (1.4)

where mcm is the number of equipment shifts (2);

ŋr is a coefficient that takes into account the time of equipment in repair (0.95 h).

1903*2*0.95 = 3615.7 hours

We determined the actual (effective) fund of equipment operation time by calculating formula 1.4. We substitute this value into formula 1.1 to determine the rhythm of wagon release from repair:

r=750/3615=0.207 car/h

1.2.2 Definition of the repair front

The front of the work of the car assembly section is the number of cars being repaired at the same time, located at the positions of the production-conveyor lines. It is calculated by the formula (1.5)

Fr \u003d rtv; (1.5)

where tv is the rate of downtime for wagons under repair, hours (88.8)

Fr \u003d 0.207 * 88.8 \u003d 18.42 we accept 18 vag.

1.2.3 Determining the front of production lines

The front of work of production lines for the passenger depot is given by the condition Пв=3 production lines.

1.2.4 Determining the number of production lines required to master a given program

The number of production lines required to master a given program is determined depending on the scope of work, the number of positions on the production line and the number of cars installed on each repair position, according to the formula

where C is the number of positions on the production line (6);

nv is the number of wagons in position (1).

Ppl \u003d 18.42 / 6 * 1 \u003d 3.07 we accept 3 production lines.

1.2.5. Determining the timing of the release of wagons

The production line tact is the time the cars are at each position, or the time interval between the successive release of cars from repair from the production line. Its value is calculated by the formula

where tv is the duration of the shift, h.

C is the number of production lines.

Substitute the numerical values ​​in formula 1.7, we get:

1.2.6 Calculation of production capacity

After determining the main parameters of the technological process, we calculate the capacity (the maximum possible program) of the car assembly section according to the formula

MVSU \u003d 3615 * 18.42 / 88.8 \u003d 749.868≈750 vag.

Comparing the obtained result of calculating the production capacity with a given program, which can vary within 20%, the project accepts an annual production program for the repair of wagons of 750 wagons per year.

1.2.7 Determining the dimensions of the wagon assembly area

The overall dimensions of the APU depot (length, width, height) depend on the parameters of the production process. The method of repairing wagons in the depot and the type of wagons being repaired.

The length of the APU with the in-line method of repairing cars and the presence of a paint department in it is calculated taking into account the number of positions on the production line and the organization of repair work on them:

Lvsu \u003d (Fs + Fm) * lv + lr + ltr + lt (Fs - 1) * l1 + 2l2 + (Fm - 1) * l3 + 2l4 (1.9)

where Fs is the number of cars (front of work) on one track of the assembly department (5cars)

Fm - the number of cars (work front) on one track of the painting department (1car.)

lv - the estimated length of the car (accepted by the technological design standards for passenger all-metal (26 m.)

lp - length of the track section for rolling out and rolling in of the bogies of the position of the body lift (we take 15m for two passenger)

ltr - passage width for transportation of wagon bogies (6m.)

lt - the width of the lock vestibule between the assembly and painting departments (6m.)

l1 - the length of the interval between two adjacent cars in the assembly department (2m.)

l2 - distance from the end wall of the assembly compartment and the partition of the vestibule separating the assembly compartment from the molar compartment, to the automatic couplers of the outer cars (4m.)

l3 - the length of the interval between adjacent cars in the molar department (4m. Taking into account the production of mechanized painting of the end walls of the car)

l4 - distance from the end wall of the paint department and from the partition of the vestibule to the automatic couplers of the end cars (4m, taking into account the production of mechanized painting of the end walls of the cars).

Lvsu \u003d (5 + 1) * 26 + 15 + 6 + 6 * (5 - 1) * 2 + 2 * 4 + (1 - 1) * 4 + 2 * 4 \u003d 240m.

The width of the APU of the APU building is determined based on the number of production lines npl or the number of repair tracks and the distances between the axes of adjacent tracks

Vvsu \u003d a + a + b * (npl - 1); (1.10)

where a is the distance from the side walls of the axis of the extreme path on both sides, equal to 5 m.

c - the distance between the axes of adjacent tracks (production lines), equal to a three-track section (7m.)

Vvsu \u003d 5 + 5 + 7 (3 - 1) \u003d 24m.

Let us determine the area of ​​the car assembly area, which is calculated by the formula

S=lvs*Vvs (1.11)

S=240*24=5760m²

The height of the car assembly area h=10.8m.

Let us determine the volume of the car assembly area by the formula

V=5760*10.8=62208m³

In this section, I reviewed the main parameters of the in-line production of the car assembly site: the rhythm of the release of cars from repair, the repair front, the front of the work of production lines, the clock for the release of cars, production capacity, and determined the number of production lines needed to master the given program. Also in section 1.2.7. of the diploma project, according to the norms of technological design and specialization of the passenger depot, I determined the dimensions of the car assembly area, such as the length Lvsu=240m., width Vvsu=24m., area S=5760 m²., height h=10.8m., volume V=62208 m³ .

1.3 Dimensions of the areas of production sites and departments

The dimensions of the areas of production sites and departments depend on the production program, the method of repair, the duration of technological operations, technological equipment and overall dimensions of the equipment received. Approximate sizes of sites and departments are provided in table No. 1

Table No. 1 Approximate sizes of plots and departments

Plots and departments	Norm (m2) of the area of ​​the wagon repair depot	Height from the rail head (m) to the bottom of the floor structure
	passenger	New depots	Reconstructed (or expandable depots)
	Annual program
Vogo-collecting
Painting
Trolley repair area
Wheelset repair shop
Roller bearing repair shop
electrical equipment Radio equipment and phones battery charging
Refrigeration unit repair area
Branches: Repair of gear-cardan drives automatic couplers locksmith-mechanical forging and pressing auto brake electric welding paint preparation repair of hydraulic vibration dampers locksmith and key repair of heating devices, water supply and ventilation repair of boilers fitting and picking mirror toilet repair carpentry and wallpaper metallization electroplated coatings polymer products
Repair and mechanical section
Depot electric power equipment repair area
woodworking area
Tool dispensing department
Repair and maintenance area
compressor
Spare parts pantry
Hazardous Materials Storeroom

1.4. Layout of production sites and departments

Mutual arrangement of repair and procurement and auxiliary facilities of the depot, located in the same building with the car assembly area, should ensure the implementation of the technological process of repairing cars and parts with the least time, labor and transportation costs. Therefore, when planning production sites and departments, the following basic requirements must be observed:

supply of wagons to the wagon assembly area is carried out from one end of the depot building, and release from repair - from the other, according to the principle of a through flow;

all sections of the department are placed as close as possible to the positions where the parts of the cars are removed or, after repair, are installed on the cars being repaired;

departments that produce hot work, are placed in one place and isolated from other compartments by a fire-resistant partition;

the trolley, wheel sections and the carpentry department are located on the end side of the building, and the work departments that are harmful to health (galvanic, metallization, polymer coatings) are located in isolated rooms with supply and exhaust ventilation;

the section for the repair of electrical equipment of passenger cars with all its sections is located in one place, on one of the end sides of the depot building, and the battery and impregnation sections are isolated;

tool-dispensing department for all types of depot is located in the middle part of the building;

the painting department can be located on the continuation of the car assembly area, but with the obligatory fencing of it with a lock vestibule with a width of at least 6 m or in a separate building.

The preparation of wagons for repair and disassembly is located outside the main building on specially designated sites.

The section for the repair of brake equipment is part of the system of the repair and procurement shop and is located in the same room as the bogie shop.

1.5 Development of the car depot area

The design of the car depot is carried out on the instructions of the customer (railway), approved by Russian Railways.

The task includes the following data: the name of the subdivision (freight, passenger car depot), the basis for the design and the type of construction (new or reconstructed), the construction site, the product range and the annual program in kind and value terms, the type of recommended cars and the type of repair, mode of operation, specialization and cooperation with other organizations, sources of supply of the depot with electricity, heat, gas, compressed air and water, construction time and other initial data.

The mutual arrangement of buildings and structures on the territory of the depot depends on many factors and must meet the following requirements:

maximum provision of direct-flow movement of wagons and their units during the repair process;

the possibility of maximum integration of industrial premises and devices in one building;

the location of buildings and structures in relation to the sides of the set and the direction of the prevailing wind, providing the most favorable conditions for their natural lighting and aeration;

the greatest provision for the movement of goods by technological transport and the shortest length of energy communications;

taking into account the direction of the prevailing winds and ensuring fire safety;

safe, over the shortest distances, pedestrian movement of depot workers to amenity premises, workplaces without crossing or with the least number of crossings on the same level with the flows of goods and wagons being repaired;

two-way junction of the designed depot to the railway station, without crossing the main tracks and creating nodal flows when supplying cars for repair and cleaning after repair.

1.6 Calculation of the staff of working repair sections and compartments for passenger cars

The number of production workers is calculated according to the annual wagon repair program to the standard for the number of production workers per wagon of the annual depot repair program. Standards for the attendance number of production workers per wagon of the annual depot repair program are adopted from the technological design standards.

The attendance staff of repair sites and depot departments is determined by the formula:

Rav \u003d Nv * k / 100 people, (1.13)

where k is the coefficient, taken from the technological design standards for the depot for the repair of passenger cars VSN 02-91 (18.48)

Rav=750*18.48/100=138.6 we accept 139 people.

The list staff of working repair sites and depot departments is determined by the formula:

Rsp \u003d Rav * (1 + Kzam) person, (1.14)

where, Kzam - the replacement rate, taking into account absent workers due to illness, on vacation, on business trips; Kzam=0.07.

Rsp=138.6*(1+0.07)=148.302 we accept 149 people.

The number of economic workers for wagon depots is assumed to be 12% of the total number of workers employed in the repair of wagons and is determined:

Rhoz \u003d Rsp * 0.1 people, (1.15)

Rhos=148.302*0.1=14.8302 accept 15 people.

In section 1.6. graduation project, I calculated: the secret staff of repair sites workers - 139 people; the list staff of working repair sites - 149 people; the number of economic workers - 15 people.

1.7 Determination of administrative and managerial, operational and production and workshop personnel of the depot

The standards for the number of full-time positions of the depot for the repair of passenger cars are adopted from the norms of technological design.

Table No. 2 Standards for the number of full-time positions

Name of positions and professions	Staffing standards for depot productivity, wagons/year
Depot manager
Deputy Chief
Chief Engineer
Chief mechanical engineer
Labor and Payroll Engineer
Economist
Head of Human Resources
Secretary
Production and technology department:
Head of technical department
Accounting:
Chief Accountant
Accountant
Head master	One for 3-4 masters
brake repair checkpoint	One per point
for the repair of wheelsets	One per shift production area
for repair of axle box with roller bearings	One per shift production area
wagon repair	One for 15-35 workers
for the repair and manufacture of parts for wagons	One for 15-35 workers
mechanical equipment repair	One for 15-35 workers
Wagon Receiver
Depot process engineer
Depot rationer
Auto brake and auto coupler instructor
Operator
Storekeeper
Dispatcher	One per shift-2

1.8 Development of measures in the depot for the protection of nature and the environment

The depot considered in the project is located in the city of Samara, which is included in the list of the most unfavorable cities in the Russian Federation in terms of the state of the atmosphere. In view of this, even more attention should be paid to the issue of ecology and environmental protection at the enterprise, especially since the depot is located in the city center near residential areas. The presence of green spaces in the area of ​​the depot to some extent improves the environmental situation.

Harmful substances enter the atmosphere through exhaust ventilation systems, a chimney of a boiler house, systems for removing polluted air from machine tools for processing metals and other materials. The most dangerous production processes in terms of air pollution are: assembly site; painting, mechanical and blacksmith department; as well as welding, battery, galvanic areas. As a result of their work, a significant amount of such toxic substances as iron oxide, manganese and its compounds, nickel, alkali and acid vapors, and oil aerosols are emitted into the atmosphere.

During the production of welding work, substances harmful to human health and the environment are released into the air. Among them are hydrogen fluoride, manganese compounds, fluorides, metals and their oxides, welding aerosols. In addition, gas contamination of the room may occur with incomplete combustion of gas and insufficient ventilation and draft, poor regulation of the combustion process. The release of harmful substances and their spread in the air must be prevented by a good organization of the technological process and rational placement of atmospheric protection equipment.

If all the requirements of the Law of the Russian Federation "On Environmental Protection", 2002, regulations and the "Environmental Program for Environmental Protection 2001-2005" are met, as well as the introduction of modern purification technologies into production processes, the enterprise will be able to significantly reduce emissions of harmful impurities into atmosphere, and hence the payment for them. In 2002, the Russian Federation adopted the law “On Environmental Protection”. The main principles of environmental protection are the density of nature use and compensation for environmental damage caused by harmful emissions, as well as ensuring the reduction of harmful emissions. Negative impact on environment is paid article 16 paragraph 1.

The value of the standards for maximum allowable emission values ​​for each enterprise of a harmful emission source is established taking into account the results of calculations of atmospheric air pollution. According to the legislation of the Russian Federation, the obligation of an enterprise and organizations whose activities are related to the emission of pollutants into the atmosphere is fixed, to carry out organizational and technical measures to fulfill the conditions and requirements provided for by decisions on emissions, to take measures to reduce emissions of pollutants, to ensure efficient uninterrupted operation and maintain in good order state of facilities and equipment for emission treatment and control.

To assess the economic capacity of the eco system and the anthropogenic impact on the environment that is definitely permissible on them, and on its basis, an environmental impact assessment is carried out.

The legal basis for environmental expertise is laws, resolutions and decrees, as well as various international documents.

Analysis and calculations of environmental pollution by the objects under consideration. Measures to reduce pollution and fees.

To eliminate harmful substances from the air, a powerful air-cleaning unit is installed, equipped with a special filter to purify the air from impurities.

In the room where welding and surfacing works are carried out, forced ventilation is installed. Ventilation is equipped with a number of special filters for air purification from dust and various impurities.

To reduce harmful gas emissions, welding areas are equipped with filters for electrostatic trapping of welding aerosols. A vortex apparatus with a three-phase layer is designed for dust collection and purification of exhaust gases from welding areas.

Ventilation is also used when turning and grinding elements of automatic couplers and when sharpening equipment in a metalwork area.

Electrostatic precipitators, group and battery cyclones, foam apparatuses (absorbents irrigated with water) are installed.

An inventory of sources of harmful emissions from stationary sources is being developed. Local exhaust ventilation is used to remove emissions. Installation (UOV-1) gives a cleaning efficiency of 80-90%. Scope - for air purification in areas remote from welding and surfacing.

Waste disposal is organized with the involvement of an organization licensed for disposal.

In places where oil products are spilled (machine tools), their immediate removal and the use of oil baths are envisaged.

Local ventilation is provided at the flaw detection area, the waste suspension is collected in special containers for further reuse in work.

1.9 Development of measures in the depot to ensure the safety of train traffic

In this paragraph, it is necessary to describe the requirements for the development of measures in the depot to ensure the safety of train traffic.

Accompanied passenger trains and when leaving the line, check the condition of passenger facilities (platforms).

Organize and conduct unannounced (including nightly) inspections of compliance by employees with the requirements of the PTE and job descriptions. The results are to be considered in the collectives of the workshops with the adoption of measures to prevent violations and bring the perpetrators to justice.

Investigate and analyze cases of Events in train and shunting operations, delays of passenger trains with hearing explanations from the perpetrators and shop managers at operational meetings, establishing the causes of violations, determining measures to eliminate them, bringing the perpetrators to disciplinary and financial liability in accordance with applicable law. According to the requirements of Order 1Ts-94 and the Ministry of Transport of the Russian Federation dated December 25, 2006 No. 163, Order of Russian Railways OJSC No. 801 dated May 4, 2007, within 3 days.

Conduct a single "Safety Day". Participate in ongoing "Safety Days" in locomotive depots, in order to work out joint actions to eliminate malfunctions in passenger trains that occur along the way.

Conduct an investigation and analysis of failures in the operation of the EPT, radio communication "Trainmaster-driver", signaling SKNB, (SKNBP), UPS. AT winter period at the points of formation, turnover and on the way, ensure the cleaning of the running gears, ECTC tanks, generator drives from ice and snow of passenger cars.

For the purpose of sustainable operation of passenger cars, carry out the following work:

A one-time revision of roller axle boxes that are in operation;

One-time spring and autumn revision of auto-brake equipment.

A one-time revision of car batteries and SKNB.

Inspection and measurement of wheelsets.

Carry out spring and autumn inspection of the coupler with uncoupling, using template No. 940P and a mandatory check of the elevation of the counterweight of the lock holder above the shelf with the bar.

When checking the quality of preparation of passenger trains for a flight, repair and maintenance of components and parts, control the sealing of drain and filling plugs in gearboxes on the middle part of the axle, check the knowledge of performers, the condition of the measuring tool and rack facilities. To hear the deputies of the head of the depot, the heads of the reserves of conductors on the implementation of the basic standards of personal participation in the organization of train traffic safety.

Conduct spring and autumn inspections of structures, devices, service and technical buildings, check the implementation of work technology, the state of labor and production discipline, traffic safety.

Conduct practical technical exercises with LNP and FEM on the operation of automatic brakes when wheel sets are jammed, elimination and identification of the causes of self-uncoupling of automatic couplers along the route, uncoupling a burning car from a train, using fire extinguishers of all types, self-rescuers SPI-20 and on the operation of radio communication stations RV-2, four

Carry out inspections of the content and use of non-destructive testing means for car parts in accordance with the instructions of the Ministry of Railways dated April 5, 2000 No. 8 Ts.

Carry out targeted inspections of the condition of the brakes of passenger cars put aside from movement in the winter, paying special attention to the condition of the grids, air distributors No. 292, brake cylinders, linkage, with the preparation of acts.

Monitor the implementation of this traffic safety action plan for 2010.

2
. INDIVIDUAL PART

2.1 Purpose of the site

The auto brake compartment is used for repair and testing of connecting sleeves, end valves, auto modes and other brake equipment removed from the cars during repairs at the depot.

Under the mode of operation is understood a certain alternation of work and rest time.

The concept of work mode determines: discontinuity or continuity of production, the number of working days per year and per week, the number of holidays per year, the duration of the working week in hours, the number of work shifts per day, the duration of the shift in hours.

When choosing a robot mode for the depot, one should proceed from a 40-hour intermittent two-shift five-day work week.

In car depots, their sections and departments, the following modes of operation can be used.

1 Daily two-shift five-day work week with two days off and a shift duration of 8 hours.

2 Rolling schedule with alternating two days of work and two days of rest, in two or one shift of 12 hours.

3 Round-the-clock work - day, night for 12 hours and rest after a night shift of 48 hours.

For the auto-brake department, we will set the following mode of operation: Daily one-shift five-day work week with two days off and a shift duration of 8 hours.

The flow method is an advanced form of repair organization and is characterized by the fact that the cars move during the repair process at certain intervals from one position to another. At the same time, each position is equipped with mechanisms and devices in accordance with the work performed, and the workers at their workplaces carry out repair operations on each wagon installed at this position.

With the flow, the most important principles of highly organized production are implemented with the greatest completeness: proportionality, rhythm, parallelism, direct flow; comprehensive mechanization and automation of production processes, as well as the widespread use of advanced technology; placement of auxiliary sections and compartments along the car assembly area opposite those positions where parts are removed or placed on the car, which reduces the time for transporting them from the car or to the car; specialization of jobs in a small number of production operations, which makes it possible to speed up the production cycle of railcar repair.

At the same time, the in-line repair method requires the constancy of the volume of work in the cars being repaired and the homogeneity of their types on each production line. The use of this method in the project is possible, since the designed depot is specialized in the repair of one type of wagons, therefore we choose this method for the repair of not only wagons, but also components and parts.

2.2 Determination of the work program of the site

The auto brake compartment repair program is 750 sets per year.

The kit includes: Conditional air distributor No. 292-001, electric air distributor conditional No. 305-000, brake cylinder, spare tank, two end valves, two connecting sleeves conditional No. 369A, main pipe, manual brake release valve conditional No. 31, disconnect valve, two stop valves, dust collector, two electrical wires, automatic linkage adjuster.

2.3 Determination of the staff of workers. Distribution of staff by ranks and shifts

The number of production workers is calculated according to the annual wagon repair program and the standard for the number of production workers per meter of the annual depot repair program.

The turnout staff of workers is determined by the formula:

Rav.working = Ny a1/100, people (2.1)

where Nu is the site repair program.

a1 - the number of production workers:

rolling stock repairman - 0.610

turner - 0.198

auxiliary worker - 0.110

Rav.sl.p.s \u003d 750 * 0.610 / 100 \u003d 4.757 we accept 5 people

Rav.t \u003d 750 * 0.198 / 100 \u003d 1.485 we accept 2 people

Rav.p.r. \u003d 750 * 0.110 / 100 \u003d 0.825 we accept 1 person

The list state is determined by the formula:

Rsp. = Rav.working K, people (2.2)

where K is the output coefficient, 1.07 is assumed

Rsp.sl.p.s. \u003d 4.757 * 1.07 \u003d 5.089 we accept 5 people

Rsp.t \u003d 1.485 * 1.07 \u003d 1.589 we accept 2 people

Rsp.p.r. \u003d 0.825 * 1.07 \u003d 0.883 we accept 1 person

We determine the general list staff

Rsp = Rsp.1 + Rsp.2+…., person (2.3)

Rsp \u003d 5 + 2 + 1 \u003d 8 people

Set the discharge .

The average level of work for locksmiths for the repair of rolling stock is 5. Thus, the digit capacity of a locksmith will be:

2 people in the sixth category,

1 person in the fifth category,

2 people in the fourth category.

The category of work for turners is 6, thus, it turns out 2 people in the sixth category.

Ancillary worker one in the third category.

The project accepts work on the site for the repair of brake equipment in one shift.

The composition of one shift will be:

rolling stock repairman:

2 people on the 6th category

1 person in 5 category

2 people in 4 categories

turners for turning parts:

2 people on the 6th category

auxiliary workers:

1 person in 3 category

The project accepts work on the site in one shift. The shift is led by a paymaster.

Table #3 staffing for the AKP section

Profession name		Number of persons	Working conditions
AKP site foreman			Normal
Total:
			Normal
Rolling stock repairman			Normal
Rolling stock repairman			Normal
			Normal
Ancillary workers			Normal
Total:

2.4 Sizing the lot

The area of ​​depot sites depends on the type and volume of work performed, the types of equipment installed and its quantity, the norms of specific area per unit of equipment or equipment. The annual program for the repair of cars at the AKP section is given by the condition Ng=750 sets, hence, following the technological design standards for the depot for the repair of passenger cars VSN 02-91, I can determine the area S=72m² and the height h=4.8m. Knowing the area, we determine the length of the section by the formula:

S=L*b, m2 (2.4)

where L is the length of the section.

b-width of the site, equal to 18m or 12m., We accept 12m by the project.

L=S/b=72/12=6m. (2.5)

The volume of the plot is determined:

where h is the height of the plot.

V=72*4.8=345.6m³

Knowing the annual program for the AKP section, I determined the dimensions of this section: area S=72m², length L=6m, height h=4.8m, width b=12m, volume V=345.6m³.

2.5 Selecting equipment and placing it on the site plan

When choosing equipment, the requirements of the current instructions on labor protection, industrial sanitation, fire prevention and industrial aesthetics are taken into account.

The equipment is placed in such a way as to provide the shortest paths for the movement of the units being repaired, preventing their counter circular or loop-like movements, which create an increased danger.

The main technical and economic characteristics of the equipment for the section of the checkpoint are given in table No. 4

Table No. 4 List of equipment for the section of the brake control point

Name of equipment, fixtures and devices

Number of units

Technical specifications; dimensions, mm.

Power, kWt

Cost, rub.

Depreciation rate, %

Depreciation amount, rub.

Dismantling table

Washing machine

MRP type, 3000x1500x300

Repair and assembly table

Drilling machine

type 2170, 980x825x2295

grinding machine

sharpening machine

Universal, 1200x1215x1400

Pneumopress

Stand for testing air distributors (pneumatic)

1200x550x1950 Own production according to the design of PKB TsV MPS RP 398.000

Stand for repair and testing of brake hoses SAIR

CJSC "TORMO"

Stand for testing the air distributor and electric air distributor UKVRP

CJSC "TORMO"

jib crane

load capacity 2t., L=10000

Screw-cutting lathe

type 1A-62, 2680x1580

Horizontal lapping machine (flat-drive)

Vertical finishing machine

total

The main costs for materials and spare parts at the site of the checkpoint are provided in table No. 5

Table No. 5 Costs for materials and spare parts

Name of materials and spare parts	Unit of measurement	Norm per car (for a fleet of 1 million car-km)	Quantity for the annual program Ng=750	Unit cost, rub.	Total cost, rub.
				5 rub./kg.
				9 rub./kg.
Wire				6 rub./kg.
Gaskets				4.5 rubles / kg.
Payments				20 rub./kg.
Diaphragms				7 rub./kg.
				23000 rub./tn.
				25 rubles / piece
				12 rubles / piece

2.6 Description of the technological process of the operation of the control point

The repair of brake devices in the automatic transmission is organized by the nodal method with the allocation of an independent area for external cleaning and disassembly of devices.

Brake devices and fittings received for repair are sent to the pre-cleaning and washing area and placed on the table

After external cleaning with a metal brush and blowing with compressed air, all devices and fittings are subjected to external washing in a washing machine 1 with hot water at a temperature (55 - 70 ° C) under a pressure of at least 1.6 MPa. In case of severe contamination, external washing of devices with a 3-5% solution of caustic soda should be carried out, followed by rinsing with clean water. The use of kerosene, gasoline and other aggressive agents for washing brake devices is not allowed.

After washing, the fittings are sent to the repair site, and the air distributors are fed to the disassembly table, where they are wiped with a technical napkin and disassembled on special devices using wrenches, a hammer, a chisel and other tools.

After dismantling, all parts of the devices are placed in a special lattice box, washed again in a washing machine at a temperature (55-70 ° C) under a pressure of at least 0.6 MPa.

Then the parts are blown with compressed air, the container in the transport preparations is fed to the repair department on the stands. Details of automatic regulators, except for the body and screw, the piston with the brake cylinder rod, sleeves, after disassembly on the stands, are washed in a washing machine II at a temperature of 55 - 70 ° C under pressure not less than 0.6 MPa.

External cleaning, disassembly and washing of brake devices and fittings is carried out by one locksmith of the 6th category.

Repair of the main part of the distributor, condition No. 292.001

Repair of the main part of the / distributors is carried out by a locksmith of the 7th category on a workbench equipped for this with all the necessary equipment. When repairing the bushings (spool and main piston), they are checked with an indicator inside gauge. Replace the air distributor with a sleeve with a diameter of more than 90.5 mm.

The main piston is inspected for shank runout. The density of the main piston ring is checked on a special device installed on a workbench. If there are cracks, dents, curvatures on the ring, it is rejected. If insufficient density of the piston ring is detected, its working and side surfaces are rubbed.

The spool of the main piston is disconnected from the piston and inspected. The springs of the spools are inspected, the unusable ones are replaced. The free play of the spool is checked, which should be within 4.5 - 5 mm, with a larger stroke, the equalizing rod is replaced with a longer one.

Repair of the switching plug is carried out on a workbench on a special pneumatic clamp.

The air distributor cover is repaired at a workbench. The cover with a serviceable gasket is fastened with standard M10 - 12 bolts on the main part.

Repair of the accelerating part of the air distributor is carried out on a workbench. After the repair of the accelerating part is completed, the tightness of the valve and the piston ring is checked on the stand using a tool. Testing and acceptance of the air distributor, condition No. 292.001 The final assembly of devices from individual units is carried out at the stand, after which the devices are delivered to the stand, where the foreman tests them in full accordance with the requirements of the Instructions for the repair of brake equipment of cars.

At the end of the test, the foreman seals the device with a tag on it with the date of repair and the brand A291 assigned. Next, a protective shield is placed on the device flange, and the device is placed on the rack of repaired devices.

Repair of electric air distributor cond. No. 305 - 000 is made by a locksmith of the 7th category at the stand. The body and all parts are inspected, if there are cracks on the body, the latter is replaced.

The insulation resistance of the coil wires from the body is tested (with the selenium valve removed) with a megohmmeter, voltage 1000 V. It must be at least 1 MΩ.

The test of the assembled and adjusted electric air distributor is carried out by the foreman at the stand, equipped for this with all the necessary equipment.

After the test, if the device meets all the requirements of the Instruction, it is served on the table, where the foreman seals the device with the decision of the tag, on which the mark AKP - "A-291" and the date of the repair is put. Protective shields are placed on the attachment flanges. Repaired appliances are stacked on the rack.

Repair of connecting sleeves is carried out by a stand for assembly and unassembly of sleeves.

Repair and assembly of brake hoses is carried out in the RZTs. Repair and assembly of brake hoses cond. No. 369A. Produced at the stand. Repaired sleeves are placed on the rack.

Repair of automatic regulators No. 536M and 574B of the brake linkage is carried out by a mechanic of the 5th category at the stand. (Disassembly is done on a vice). Repaired regulators are stacked on a rack.

End valves received for repair are stored on a rack. Repair of cranes is carried out by a locksmith of the 4th category. When repairing, the end valve is disassembled on a special stand. During repair, all parts are inspected, threaded connections are checked. Repaired cranes are placed on the rack.

Disconnecting cranes received for repair are stacked on a rack. Repair of cranes is carried out by a locksmith of the 4th category on the table. Repaired cranes are placed on the rack.

Emergency braking cranes received for repair are stacked on a rack. Repair of cranes is carried out by a locksmith of the 4th category at the stand. Repaired cranes are placed on the rack.

Single exhaust valves received for repair are stacked on a rack. Repair of valves is carried out by a locksmith of the 4th category at the stand. The repaired valve is stacked on a rack.

The piston assembly of the brake cylinder removed from the car is fed into the automatic transmission on the rack. The repair of the piston unit is carried out by a 4th category locksmith on a special stand designed by PKB TsV. The repaired piston assembly is placed on a rack.

2.7 Lighting, heating, water supply, sewerage, ventilation, power supply of the checkpoint

The lighting of the department should be provided natural for the daylight hours and artificial for the dark time of the day.

Natural lighting can be provided through windows. Artificial lighting using incandescent lamps and fluorescent lamps can be general with uniform or group. To determine the number of fluorescent lamps in the area, we use the luminous flux formula:

The required number of lamps is determined by:

(2.8)

E - normalized illumination, lx; in accordance with SNiP 23.05-99 for the 4th category of visual work, we accept E \u003d 150lx;

k - lamp safety factor, we take K = 1.5l.

z is the coefficient of unevenness; we accept z = 1.01.

ν is the utilization factor of the luminous flux, we accept ν=0.45.

F is the luminous flux of the lamp, lm; we accept 17200lm. (according to table No. 6)

S is the floor area of ​​the site, m2; according to calculations (S = 72m2)

Table No. 6 Norm of luminous flux

Sewerage system. It is necessary to develop effective measures and apply technical means to prevent aggressive liquids, oils and mechanical impurities, as well as production waste from entering the sewer network. It is advisable to provide for insulated sewer devices: outlets made of ceramic pipes with their output to a sump with filters and devices for neutralizing harmful impurities and trapping oils. The ventilation system depends on the nature of the work performed, the rate of its intensity is taken depending on the volume of the room per worker.

In addition to general ventilation, suction of air polluted with dust, gases and vapors can be provided directly at the location of the process equipment. We calculate and select the fan and the power of the fan motor as follows, we determine the volume of ventilated air in the room:

(2.9)

where: Vp - the volume of the room; according to calculations 345.6 m³;

Kp - the frequency of air exchange in the area, we take Kp = 2.

In accordance with the volume of ventilated air, we accept six TsAGI No. 7 fans with an air supply of 10,000 cubic meters / h.

The power of each fan is determined by the formula:

(2.10)

where: Hp- full pressure of the fan, we accept Hn - 6

ηv - efficiency of the fan, we take ηv = 0.45

2.8 Measures for labor protection of the car control point

The workplace of a locksmith for the repair of brake equipment is equipped with technological equipment that ensures safe working conditions.

A comfortable workplace is provided for each worker, which is provided with sufficient space to accommodate auxiliary equipment, racks and workbenches for storing parts, tools, and fixtures.

Lifting mechanisms are installed for lifting parts and assemblies of wagons.

Persons at least 18 years of age who, upon admission to work, have undergone a preliminary medical examination, introductory and initial briefing in the workplace, training, internships and primary testing of knowledge.

In the process of work, all employees must undergo repeated, at least once every three months, targeted and unscheduled briefings, as well as periodic medical examinations.

When employees perform additional duties for slinging and other work, they must undergo special training and knowledge testing on the rules for the technical operation of the mechanisms used, labor protection and fire safety, and have the appropriate certificates.

Workers in production areas should know:

The impact on a person of dangerous and harmful production factors that arise during work;

The requirement for industrial sanitation, electrical safety and fire safety during the repair of wagons;

Visible and audible signals ensuring traffic safety, safety signs and the procedure for fencing rolling stock;

The location of the first-aid kit with the necessary medicines and dressings.

Employees must:

Perform only the work included in his duties or assigned by the master (foreman) work;

Apply safe work practices;

Carefully follow the signals and orders of the work manager (foreman, foreman) and follow their commands;

Comply with the requirements of prohibitory, warning, indicative and prescriptive signs, inscriptions, loudspeakers, sound and light signals given by the driver of a shunting locomotive, cranes, vehicle drivers and other employees of railway transport;

Comply with the requirements of the instructions on health and safety by profession (type of work);

Pass through the territory of the depot along the established routes, transition paths, passages and transitions;

Observe safety measures when crossing railway tracks, be careful at night, in case of ice, in the snowy season, as well as in case of poor visibility;

Be extremely careful in traffic areas;

Be able to provide first aid to the injured;

Observe the rules of the internal labor schedule and the established regime of work and rest. When working outdoors in winter, to prevent cooling and frostbite, workers should use the provided work breaks for heating, depending on the outdoor temperature and wind speed;

Have a permit to work on technological equipment and be able to work on it.

Employees must comply with the following fire safety requirements:

Smoking only in designated and adapted places;

Do not use electric heaters in places not equipped for this purpose;

Do not approach the gas welding machine, gas cylinders, battery boxes, flammable liquids, materials and spray booths with an open flame;

Do not touch oxygen cylinders with hands contaminated with oil;

Do not use temporary, faulty electrical wiring and faulty electrical appliances;

Prevent the accumulation of combustible waste in industrial premises and workplaces;

Know and be able to use fire extinguishing equipment

While on the railway tracks, employees must comply with the following requirements:

Pass to the place of work and from work only along specially established routes, transitional tunnels;

Walk along the tracks only on the side of the road or in the middle of the track, paying attention to the wagons and locomotives moving along the adjacent tracks;

When passing by a group along the interpath, go one by one;

Cross the tracks only at a right angle, after making sure that there is no locomotive or wagons moving at a dangerous distance in this place;

Cross the track occupied by the rolling stock, using only the transitional platforms of the wagons, making sure that the handrails and steps are in good condition and that there are no locomotives and wagons moving along the adjacent track;

When leaving the transitional platform of the car, hold on to the handrails and position yourself facing the car, having previously examined the place of exit;

Bypass groups of wagons or locomotives standing on the way at a distance of at least 5 m from the automatic coupler;

Check the operation of ventilation, personal protective equipment.

Before working with wrenches:

Inspect the wrenches and test their operation at idle;

Check the serviceability of the heads for unscrewing, the absence of cracks, nicks and wear of the inner faces of the heads for more than 30%.

Before starting work on electric jacks, the mechanic must:

Check the serviceability of the electric jacks, the auxiliary trolley, make sure that the telescopic beams of the carriage are in the correct position.

Check the operation of the electric jacks at idle.

Before connecting the equipment to the network, the serviceability of the power cables, connecting wires, grounding, start buttons should be checked.

Report the noticed malfunctions to the master and do not start work without his instructions.

3. ECONOMIC PART OF THE PROJECT

The projected passenger car depot Samara, its sections and departments operate under the conditions of the structural reform of Russian Railways, transfer their income to its current account. The depot is financed according to the plan of operating expenses, which we will plan in the sections of the profit plan.

The production and financial plan consists of three sections:

Manufacturing program;

labor plan;

Plan for operating costs and production costs.

The production program for the repair of the site was calculated in paragraph 2.2.

The labor plan includes the following indicators: the number of employees and shop staff (the calculation is given in paragraph 2.3), labor productivity, average monthly salary, fund wages(calculation is given below).

The operating cost plan determines the funds required to complete a given amount of work (calculated below).

3.1 Calculation of the labor productivity of the checkpoint

Labor productivity is an indicator that determines the efficiency of labor in an enterprise. The labor productivity of the structural units of the wagon economy in terms of the average monthly output per employee for the planned and reporting period is determined by dividing the total amount of work by the average number of employees.

Labor productivity is the amount of output that one worker produces per unit of time at his workplace.

Since the output of the site is heterogeneous, we use the labor method for the calculation.

The labor method is calculated by the formula

(3.1)

where
– the labor intensity of repair (manufacturing) of one type of product, manh. (we accept 200 man-hours).

Substituting numerical values ​​into formula (3.1), we obtain

3.2 Determining the operating costs of the checkpoint

The operating cost plan is prepared by breaking down all costs into:

1.Main expenses

2. Costs common to all cost centers and activities.

3. Public expenses.

3.2.1 Calculation of basic costs

Column 3. Number of repairs. It is taken from the original data-750.

Column 4. List number of production workers. It is taken from the staff list (table No. 3) - 8 people.

Count 5. The wage fund will be calculated according to the unified tariff scale for the remuneration of employees of Russian Railways and the data will be summarized in the table of the annual wage fund (table No. 7) - 1,331,781 rubles.

Column 3 Tariff rates for a contingent of workers is calculated

Tstav.sl.4=2 9550=19100rub.

Tstav.sl.5 = 1 10713 = 10713 rub.

Tstav.sl.6 \u003d 2 11673 \u003d 23346 rubles.

Tstav. current. 6 \u003d 2 11673 \u003d 23346 rubles.

Tstav.pr.3 \u003d 1 6821 \u003d 6821 rubles.

Column 5 We distribute the percentage of the bonus depending on the profession.

Column 6 The amount of the premium is calculated:

Tprem.ps4 \u003d Tstav.sl.4 35/100 \u003d 19100 35/100 \u003d 6685 rubles.

Tprem.ps.5 \u003d 10713 35 / 100 \u003d 3749.55 rubles.

Tprem.ps.6 \u003d 23346 35 / 100 \u003d 8171.1 rubles.

Tprem. current 6=23346 30/100=7003.8 rub.

Tprem.pr.3 \u003d 6821 30 / 100 \u003d 2046.3 rubles.

Tprem.skill = salary 10/100=19000 10/100=1900 rub.

Column 7 The average salary is determined by summing columns 4 and 6.

Locksmith 4=19100+6685=25785 rub.

Locksmith 5 \u003d 10713 + 3749.55 \u003d 14462.55 rubles.

Locksmith 6=23346+8171.1=31517.1 rub.

Turners 6 \u003d 23346 + 7003.8 \u003d 30349.8 rubles.

PR 3 \u003d 6821 + 2046.3 \u003d 8867.3 rubles.

Master \u003d 19000 + 1900 \u003d 20900 rubles.

Column 8 The annual wage fund of all workers is determined as the product of the average monthly wage and the number of months in a year.

Locksmith 4=25785 12=309420 rub.

Locksmith 5=14462.55 12=173550.6 rub.

Locksmith 6=31517.1 12=378205.2 rub.

Turner 6 \u003d 30349.8 12 \u003d 364197.6 rubles.

PR 3 \u003d 8867.3 12 \u003d 106407.6 rubles.

Master \u003d 20900 12 \u003d 250800 rubles.

The average monthly salary of one working area is calculated by dividing the total wage bill by the number of workers.

Tsr.month = 1331781/8 12 = 13872.72 rubles

We compile a table of the annual payroll.

Table No. 7 Annual payroll

Profession		Number of people in all shifts	monthly salary rate			Average monthly salary	Annual wage fund of all workers, rub.
production workers
Rolling stock repairman
Rolling stock repairman
Rolling stock repairman
Ancillary workers
Management

Column 7. Cost of materials and spare parts.

The cost of materials and spare parts per repair unit is H=702.45 rubles.

The cost of materials and spare parts for the annual repair program, taking into account the deflator coefficient of 1.075, will be:

Materials = H×Nin× 1.075 \u003d 702.45 * 750 * 1.075 \u003d 566350.3125 rubles. (3.2)

Column 6. Accruals to the payroll fund are 26.4% of the annual payroll fund for employees of the production site, including 6% - deductions to the federal Pension Fund, 10% - contributions to the insurance pension fund, 4% - contributions to the pension savings fund, 2.9% - contributions to the social insurance fund, 1.1% - contributions to the federal health insurance fund, 2% - contributions to the territorial fund of medical insurance, 0.4% - contributions to the fund social insurance from accidents.

(3.3)

Column 11. The amount of basic expenses is determined by adding up the cost of wages for production workers, the cost of deductions for the wage fund and the cost of materials and spare parts.

3.2.2 Calculation of total costs for all cost centers and activities

Column 5. Article 757 - Costs of remuneration of production personnel for unworked time (holiday) - 8% of the annual payroll of production workers

Column 10. Article 761 - Labor protection and industrial sanitation - 0.7% of the amount of direct costs.

Under this article, expenses are planned to ensure safe working conditions, the purchase of reference books and posters on protection, the organization of reports, lectures on labor protection.

Column 7, 9, 10. Article 765 - Maintenance and operation of equipment other than equipment and facilities for environmental purposes.

Under this item, expenses are planned for materials for repairing equipment, tools and inventory, expenses for electricity, compressed air, steam, water and oxygen for production purposes, as well as expenses for paying invoices for equipment repairs by third parties.

Equipment maintenance costs are accepted at 0.5%, and current repairs - 4% of the equipment cost. The cost of equipment per 1 sq.m is accepted as 30-40% of the cost of one sq.m. buildings, i.e. 8864.4 rubles are accepted. Expenses under this item are: 72·29548=2127456; 2127456 30/100=638236.8 rubles; 29548 30/100 = 8864.4 rubles (3.6)

The cost of maintaining and renewing the tool and inventory per one production worker is accepted - 155.6 rubles.

(3.7)

Summing up all costs, we get:

Etot=3191.8+25529.5+1244.8=29966.1 rub.

Electricity costs for production purposes are determined by the formula:

where is Rust. - installed capacity of equipment in kW-26.35 kW (Table No. 4)

Tob - the annual fund of the equipment, in 1 shift we take 1800 hours.

 - equipment load factor in time - 0.8-0.9.

k - weighted average demand coefficient, k = 0.25-0.35

Tsel - the cost of 1 kWh for production purposes, we accept 2.03 rubles.

Substituting numerical values ​​in formula 3.10, we get:

Costs for compressed air, steam, water and oxygen for technological and production needs.

The costs under this item are accepted in the amount of 1% of the cost of materials and spare parts (from column 7 of the main costs)

Columns 8, 9, 10 Article 768 - Maintenance and current repairs of buildings, structures and equipment for industrial purposes.

Maintenance of industrial buildings and structures. For this article, expenses are planned for heating and lighting the department or site, keeping it clean, as well as for water for domestic and household needs.

Heating costs are determined by the formula:

where V is the volume of the premises of the site, is taken at the rate of 345.6 m3.

q - specific heat consumption in kcal / hour per 1 sq.m, 15 kcal / hour is taken;

r is the number of hours in the heating period, r= 24 hours * 55 days = 1320 hours

Cn - the cost of 1 ton of steam, 792 rubles is accepted.

i - heat of evaporation - 540 kcal.

Substituting numerical values ​​in formula 3.11, we get:

Eot \u003d (345.6 15 1320 792) / 540 1000 \u003d 10036.2 rubles.

The cost of lighting the site will be:

(3.12)

where S is the area of ​​the plot, equal to 72m²;

a - the cost of electricity for lighting in W. per 1 sq.m, we accept a \u003d 10.5 W / sq.m;

T - lighting time, for one shift of work we take 1800 hours per year;

H - the cost of 1 kW * h, we accept 2.03 rubles.

k - demand coefficient, taken 0.75-0.8

Substituting numerical values ​​in formula 3.12, we get:

Eosv \u003d (72 10.5 1800 2.03 0.75) / 1000 \u003d 2017.82 rubles.

Water consumption for domestic and household needs is determined

where R is the list number of production workers and shop staff, 9 people. (according to table No. 3)

1 – specific water consumption for household needs, 1=25l/h;

2 – specific water consumption per shower, assumed to be 40l/h

253 - the number of working days in a year;

eu - the cost of 1 m3 of water, 18.66 rubles is accepted.

Substituting numerical values ​​in formula 3.13, we get:

Ev \u003d 9 (25 + 40) 253 18.66 / 1000 \u003d 2761.77 rubles.

Column 11. Article 771. Depreciation of fixed assets for production purposes.

Expenses under this item are determined depending on the cost of production fixed assets and useful life. The useful life of buildings is 960 months, equipment - 241 months.

The cost of equipment per 1 m2 is assumed to be 8864.4 rubles, the cost of 1 m2 of the building is 2954.8 rubles. The costs under this item are:

Substituting numerical values ​​in formula 3.14, we get:

Eam \u003d 72 8864.4 0.415 + 72 29548 0.104 \u003d 486119.69 rubles.

3.2.3 Calculation of general expenses

Column 5. Article 785 Maintenance of personnel not related to AUP. 20% of the annual payroll of production workers is accepted.

Column 7. Article 788. Maintenance and current repair of buildings, structures and inventory for general purposes.

The costs under this item are accepted in the amount of 4 - 4.5% of the cost of the building. The cost of 1 sq.m of the building is accepted - 29548 rubles.

Substituting numerical values ​​in formula 3.15, we get:

Erem.building = 72 29548 0.045 = 95735.52 rubles.

The annual operating cost plan for the vehicle checkpoint is given in Appendix 1.

3.3 Calculation of the cost of repairing the checkpoint

Operating costs are the costs of the enterprise (site) necessary for the production and sale of products. Operating costs per unit of production represent its cost:

(3.16)

We substitute the numerical values ​​​​in formula 3.16, we get:

C \u003d 3418843.12 / 750 1.18 \u003d 3863.01 rubles / priv.

The calculation of the cost of production is called costing, which is provided in table 8

Table 8 Calculation of the unit cost of production

3.4 Determining the cost-effectiveness of implementation new technology(technicians) at the checkpoint

When calculating the economic efficiency of introducing a new technology, we take into account the calculation made above and the initial data from the assignment.

The cost of the site building is taken from the task F3 = 2127456 rubles. The cost of new equipment is taken from the assignment Kn = 400,000 rubles. The cost of the old equipment is taken from the task F1 = 240,000 rubles. The cost of decommissioned equipment that cannot be used with the new technology is taken from the task F2 = 237,000 rubles. The number of workers before implementation is taken from the task R1=10 people. The number of workers after implementation is taken from the calculation of R2=8 people. Repair program before implementation, accepted A1 = 700 sets per year. The repair program after implementation is taken at the rate of A2 = 750 sets per year.

We determine the amount of additional capital investments.

Determining the economic efficiency of introducing new equipment is determined by:

(3.23)

where Yong - normative coefficient of economic efficiency of new technology, equal to 0.15.

Substitute the numerical values ​​in formula 3.23, we get:

E \u003d 478717.9-0.15 388150 \u003d 420495.4 rubles.

The payback period for capital investments in new equipment will be:

Current - the standard value of the payback period for new equipment is assumed to be 6 years, which is less than the value of the payback period for new equipment.

We substitute the numerical values ​​​​in the formula 3.24, we get:

Current=388150/420495.4=0.9

The project takes 9 months.

As a result of the introduction of new technology, the number of workers will decrease, due to the increase in the repair program, there will be savings in depreciation deductions, and general business expenses will decrease based on new program repair. These changes will affect changes in the cost of car repairs.

We make a table of comparative data. When calculating the column “Before implementation”, we take into account the repair program and the number of production workers.

Table No. 9 Comparative data

Expenditures
	Before implementation	After implementation
Repair program (pcs)
Number of production workers (people)
Basic expenses (rub)
Costs common to all locations incurring costs (rub)
General business expenses (rub)
Operating expenses (rub)
Repair cost (rub)

CONCLUSION

The graduation project was completed in accordance with the given topic: “Organization of depot repair of passenger cars with detailed development of an auto-checkpoint”, and consists of an explanatory note and a graphic part.

The explanatory note contains data on three sections: technical, individual and economic.

The technical part provides explanations and calculations for the operation of the Samara passenger depot: scope of work, rhythm, tact, production capacity, staff, traffic safety and labor protection measures.

In the individual part, questions on the organization of work at the checkpoint were considered: the repair program, the area of ​​​​the site, the staff, measures for labor protection and safety.

The economic part presents the calculations of the staff list and the operating cost plan, as well as the calculation of the economic efficiency of the introduction of new technology.

During the implementation of the graduation project, I visited the Samara car depot and got acquainted with the typical technological processes of the depot and the auto brake repair department. This information was used in the implementation of the graduation project. Taking into account the directions of development of the carriage economy, the main of which are the reduction in the volume and cost of repairs, I made calculations and drew up a plan for operating costs.

LIST OF USED SOURCES

Main literature

1. Strekalina R.P. Economics, organization of wagon economy. Textbook for technical schools and colleges transport.-M.: Route, 2005.

2. Gridyushko V.I.; Bugaev V.P.; Suzova A.V. Economics, organization and planning of the wagon economy.-M .: Transport 1980

3. Libman A.Z.; Demchenkov G.I. Wagon economy. Handbook for diploma design.-M .: Transport 1983

additional literature

3. Dmitreev G.A. Economics of railway transport.-M.: Transport 1996

4. Gridyushko V.N.; Bugaev V.P.; Krivoruchko N.Z. Carriage economy.-M .: Transport 1988

5. Krutyakov A.A.; Sibarov Yu.G. Textbook for technical schools of railway transport, labor protection in railway transport, railway buildings.-M .: Transport 1993

6. BykovB,V, Pigarev V.E. Technology of repair of cars. A textbook for secondary educational institutions of the railway. transp. -M: Zheldorizdat, 2001._559s.

7. Ustich P.A.. Khaba I.I. Ivanov V.A. et al., Carriage facilities: Textbook for high schools railway. transport - M.: Route, 2003.-560s.

8. Bolotin M.M. Novikov V.E. Automation Systems for the Production and Repair of Cars: A Textbook for Railway Universities. transport 2nd ed., revised. And additional - M .: Route, 2004-310s.

9. Mastachenko V.N. Design of buildings of the railway tr-ta: A textbook for students of construction specials. Railway Universities transport.-M.: UMK, 2000.-336s.

10. Extract from the "Norms for the technological design of a depot for the repair of passenger cars"

11. Ganenko A.P., Milovanov Yu.V., Lapsar M.I. Registration of text and graphic materials in the preparation of graduation projects, course and written, examination papers - M., 2000.-352s.

12. Polezhaev Yu.O. Construction drawing - a textbook for the beginning. prof. education - M. Academy, 2003-336s.

13. Bogolyubov S.K. Engineering graphics - M. Mashinostroenie, 2004. - 352 p.

14 Zhdanovich V.V. Registration of documents for graduation and course projects - Mn. Tekhnoprint, 2002-99 p.

15. Kudryavtsev E.V. Registration of the graduation project on the computer-M. DMK Press, 2004.-224 p.

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