ВКР Емельянова 2017 (1218036), страница 16
Текст из файла (страница 16)
Сhapter 2 - Economic Efficiency Assessment
of The FETRD Industrial and Economic Activities
2.1. The Far Eastern Track Repair Directorate is a structural unit of the Russian Railways CTRD. The main task of the FETR Directorate is to organize all types of repair and complex reconstruction of the railway track, its roadbed and structures for safe train running at specified speeds.
The RZD technical regulations to carry out reconstruction (modernization) and repair of the railway track include the following types of repair work:
- overhaul repair of the track involving new materials;
- overhaul repair of the track involving used materials;
- overhaul repair of railway switches;
-replacement of old rails for continuous welded rails and renewal of railway switches combined with medium (or intensive medium) repair at intervals between overhauls;
- replacement of old rails for continuous welded rails combined with medium repair;
- intensive medium repair;
- medium repair of the track;
- rail grinding;
- switches grinding;
- overhaul repair of crossings;
- continuous replacement of rails in curves with lateral wear for new or used ones;
- the schedule preventive repair of the track and others.
ПРОДОЛЖЕНИЕ ПРИЛОЖЕНИЯ Д
ABSTRACT TRANSLATION
OF THE GRADUATE QUALIFICATION WORK
The organizational and technological structure of the FETRD covers: production department, technical department, operational department, department of budgeting and economic analysis, mechanization department, personnel department and purchase department.
12 Track Machine Stations fulfill the Directorate tasks for repair and reconstruction (modernization) of the track. In 2017, the repair plan is 401.6 km. Replacement of old rails for new continuous welded rails combined with medium repair is the largest share of all works. Its purpose is to increase the duration of the track life cycle between reconstruction and overhaul. 92 switches will be replaced on the Far East Railway.
Repair work on double-track sections is carried out in "repair on track sections closed for traffic" mode. "Track occupation" interval lasts for more than 6 hours. During repair work on single-track sections "track occupation" interval lasts for less than 6 hours. The repair process requires a lot of labor, high material resources costs and the use of machines and equipment.
The organizational and managerial FETR Directorate model is built in conformity with RZD regulations and requirements for carrying out the operational planned work and implementing the Development Strategy (2030). To perform repair work on railways a process approach is used. To perform administrative management functional approach is used. The discrepancy between the type of production activity and managerial methods often leads to the loss of controllability of processes and spontaneous development of events. In case of functional approach risk to get results not meeting the set requirements is higher and it leads to unproductive losses.
As the size of the FETRD is large the decision-making process at any level is bureaucratized. This makes the company unable to quickly cope with the arising problems.
ПРОДОЛЖЕНИЕ ПРИЛОЖЕНИЯ Д
ABSTRACT TRANSLATION
OF THE GRADUATE QUALIFICATION WORK
Also, the imperfection of business processes causes uncoordinated decision-making. There is low coordination between strategic and operational planning and management.
2.2. Analysis and assessment of the production and economic indicators of the FETRD are given in chapter 2, subitems 2.2 and 2.4 respectively. The economic analysis is carried out considering the data on the fulfillment of target parameters and production and economic indicators for 2014-2016. In 2016, the planned work volume was 99.97%, while the repair work was done in full. The main reasons of failure in planned scope of work were lagging behind welding schedule because of lack of raw materials and special vehicles to deliver rails to the work site and no teams available.
The analysis has identified the main problem areas in the Directorate work:
1. Incomplete staff due to employees' quitting on their own free will. The reasons of quitting are dissatisfaction with the working conditions and the size of wages.
2. The wear of the track machines fleet is more than 90%. 18.46% of equipment has been exploited for more than 40 years.
3. In the FETRD saving of expenses has achieved 163.12 million rubles over the previous year. Non-fulfillment of the planned task is the main reason of that. It has led to deterioration in the quality indicators. In this situation additional costs to improve the assessment of the state of the track and the introduction of train speed limits are needed.
4. The amount of ineffective expenses accounted for to 294.181 million rubles for 2016. These expenses resulted from the organizational and managerial shortcomings in production, violations of contractual obligations as well as planning and accounting discipline.
ПРОДОЛЖЕНИЕ ПРИЛОЖЕНИЯ Д
ABSTRACT TRANSLATION
OF THE GRADUATE QUALIFICATION WORK
For 2016, 455.6 km were repaired. 353.4 km were given an "excellent mark", 81.0 km were given a "good mark" and the rest received "satisfactory or unsatisfactory marks". The main reasons of low repair level assessment were: inefficient operation of the track lining machine in stabilizing the track and the lack of the track re-alignment possibility due to distorted tracklaying schedule. To avoid cost overruns while implementing the work schedule in "track occupation" mode instead of the closed-haul mode it is necessary to make preliminary calculations of both repair processes in advance.
And as for the low efficiency of the track repair machines, it is explained by their considerable wear and tear, so it is recommended to replace those track machines in the Far Eastern Track Repair Directorate.
ПРОДОЛЖЕНИЕ ПРИЛОЖЕНИЯ Д
ABSTRACT TRANSLATION
OF THE GRADUATE QUALIFICATION WORK
Chapter 3 - The Measures Offered to Improve Track Repair Process
3.1. Tracklayer cranes (TLC) are used in many types of railway repair. In the technological process the speed and reliability of tracklaying operation determine further repair processes, namely, the start time of work for other tracklayers, the complete time period of the "track occupation".
Now the TRSs use track cranes TLC-25/9-18(УК-25/9-18). They have a short useful service life, and the service life of the tracklaying cranes now available, will be over in 2017-2020. The FETRD faces a question: what TLCs are to be bought? The similar cranes of later modifications or a new crane model with innovations. After analysing international and domestic market of track machines the model of Tracklayer TL 1200 of Swedish manufacture has been chosen.
The increase in performance in the " track occupation" mode will occur for the following reasons: technological productivity of TL 1200 is 1.6 times higher; possibility not to stop the operation on the adjacent line; convenience for transportation due to its small dimensions; good maneuverability as it is a crawler-mounted crane; it is serviced by one operator.
The calculation of the economic effect has been made on the basis of the planned target of TRS-288 for 2017. It is expected to save money on the costs elements for 1 km of repair: payroll and social contributions - 40.45 thousand rubles, other materials for maintenance and operation of the machines - 3.15 thousand rubles, other expenses - 115.89 thousand rubles. This proves the economic and production effectiveness of the project in question. Payback period of the TLC-1200 is 9 years with its service life of 20 years.
ПРОДОЛЖЕНИЕ ПРИЛОЖЕНИЯ Д
ABSTRACT TRANSLATION
OF THE GRADUATE QUALIFICATION WORK
This project makes it possible to provide mobility for the TRS 288 brigade servicing the railway infrastructure, to use universal equipment for repair work on the entire Far Eastern railway sections. The project will also improve the train traffic safety, increase the speed of traffic, reduce the number of allocated "track occupation" intervals and the time periods of closed-hauls.
Among the advantages are the reduction of operating costs and the number of failures of technical equipment, the optimization of the number of machine operators and their assistants, the improvement of working conditions, the reduction of track equipment fleet due to the write-off of out-dated machines and introduction of new high-performance equipment.
3.2. During the summer track repair work, the Far Eastern Railway experiences difficulties with train running, as a result the operation indicators go down. Thus, an important requirement for the organization of repair and construction work during the "track occupation" mode is to implement them as soon as possible.
To work out and optimize the network schedule on the "Nora-Meun" section MS Office Project software is used. The project envisages the track overhauling railway switches on used materials of the "Nora-Meun" section.
Optimization of the network can be done in several ways. Two of them are:
-automatic planning function of MS Office Project software usage;
- an increase in the number of workers for repairing the railway switch gear at the expense of workers becoming available after their completing overhaul on the adjacent track.
The critical path of the network graph lies through the tasks "2-5-6-8-11-13-15-17-20-21-22-24-25-26-27-29-30-31" and totals 2 hours of work before "track occupation" period and 10 hours of work during the" track occupation " period before optimization takes place.
ПРОДОЛЖЕНИЕ ПРИЛОЖЕНИЯ Д
ABSTRACT TRANSLATION
OF THE GRADUATE QUALIFICATION WORK
After optimization, the critical time is equal to 10.44 hours, the repair time in the " track occupation" mode is 8.65 hours, that is the critical time has been reduced by 1.35 hours.
The software enables the corresponding derectorate departments to make corrections in the working plans for a single team, calculate the deficit or proficit of labor resources on the work sections.
3.3. The operation of railway transport in market conditions requires reduction of non-productive losses at all stages of the transportation process, including repair work in "track occupation" mode.
Several schedule options for repair work are made up for each traffic interruption caused by "track occupation" intervals.
The costs for overhauling on used materials are calculated for 2 schedule options on 20.3 km single-track section "Klepikovo - Pervoprokhodtsy".
Option one - 20 "track occupation" intervals, each lasting for 10 hours,
Option two - 17 "track occupation" intervals, each lasting for 12 hours.
The costs for one "track occupation" interval consist of:
-losses due to freight trains delay;
- losses due to reducing freight trains speed limits;
- losses due to idle staying of freight trains, waiting for resuming traffic on the given track section;
- losses due to prolonging the "track occupation" interval with the consequent violation of regular freight trains schedule.
The first option expenses have amounted to 2915.39 thousand rubles, the second option expenses have totalled - 3846.92 thousand rubles.
It follows that option one - 20 "track occupation" intervals, each lasting for 10 hours is more preferable than option two, because losses are less by 24.2%.
ОКОНЧАНИЕ ПРИЛОЖЕНИЯ Д
ABSTRACT TRANSLATION
OF THE GRADUATE QUALIFICATION WORK
3.4. To determine non-productive losses and to eliminate them the method of "a time recording sheet" has been used to assess the work quality of Economic and Finance Department (E&FD) as a part of the FETRD. The method has enabled us to make a list of measures for optimizing the work of administrative personnel in the Far Eastern Track Repair Directorate.
Operational time has accounted for 71% of all working hours, 7% - organization of the workplace, 17% - losses of organizational and technological nature.
The amount of non-productive expenses is 173337.51 rubles in year.
The main reason for the loss of the working time is the frequent movement of a specialist inside the office building in order to agree, clarify and decrypt the data necessary for the specialist's further working activates.
To eliminate these losses the following measures are offered:
1. to make up a new layout of specialists' offices using Pareto principle. 20% of specialists' offices, where constantly interacting specialists work, should be relocated side by side, the rest 80% of the offices are to be located depending on the degree of specialists' significance and involvement in the working process.
2. to ensure the smooth operation of the internal managerial information system. The department managers will be able to set tasks, monitor their implementation, check up the work result by means of internal managerial information system.
In addition, the offered project can be put into practice within the framework of "Lean Production" program.
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