Flour cereal and all technical

Bunker

The norms of time of downtime of onboard vehicles during loading and unloading of bulk goods by a mechanized method (min. Per 1 ton)

Shipping Name	Method	Load capacity of onboard vehicles, t
loading	unloading	Over 1.5 to 3.0	Over 3 to 5	Over 5 to 7	Over 7 to 10	Over 10 to 15	Over 15 to 20
Fertilizers manure, etc.	Excavator up to 1 cubic meter. M.	Scrapers, grids
Excavator from 1 to 3 cubic meters. M.	Scrapers, grids
Cereals (rye, barley, wheat, etc.)	Bunker, grain loader, conveyor	Car forward-loader
Vegetables (potatoes, beets, etc.)	From the bunker combine, loader	Car-le unloaded

Time norms of the downtime of onboard vehicles during loading and unloading with cranes, loaders and other similar cargo mechanisms packed and without packaging that do not require special devices for their mounting (min.)

	Weight of cargo while improving the mechanism, t
	Up to 1.0	Over 1.0 to 3.0	Over 3.0 to 5.0	Over 5.0
Over 1.5 to 3.0
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0
Over 20.0

The norms of time of downtime of onboard vehicles under loading and unloading of goods in the packages with a mechanized manner and piece rates (min. Per 1 ton)

Car load capacity

Pallets weighing gross, t

gantry, bridge and other cranes

auto and electric loaders

Time norms for downtime for car tanks at breathing and plum of bulk cargo

Operating volume of tank, cubic. m, thousand l
Self	Using pump	Pumped with pump, draining samothecom, and vice versa
	dark petroleum products	loads Food and Light Petroleum products	dark oil-product	loads Food and Light Petroleum products	dark petroleum products
Up to 1.5
Over 1.5 to 3.0
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0
Over 20.0

Downtime rate of downtime for car tanks when loading through the upper hatches and unloading with gravitational and pneumatic methods

Operating volume of tanks, thousand l, cube. M.	The rate of time on the operational volume of the tank, min.
mathematically raw materials
Up to 3.0.
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0
Over 20.0

Note. The norms take into account additional time to blame the tank and blowing the discharge hose.

Time norms of downtime onboard vehicles and container ships when loading or unloading containers with cranes, loaders and other similar mechanisms

Note. In the time of time, the time required for loading (unloading) of the cargo with a pick or the reaches of the cargo, to maneuvering the car (road trip), linking and unleashing the cargo, cargo coating with tarpaulom and removal of tarpaulin, opening and closing the sides (doors) of the car and trailers, and Also registration of documents for the bridge (export) of goods. Specified idle time norms also extend to semi-trailers tractors.

Time norms of downtime of on-board cars and car vans during loading and unloading manually carbon goods, packed and without packaging

Time norms of downtime on the loading vehicles during loading or unloading of hand-made goods into the container without removing it from the car

Mass container, t	The rate of downtime of the car during loading or unloading of goods, min.
on the first container	on the second and each subsequent container in this ride
Up to 0.5
Over 0.5 to 1.25
Over 1.25 to 2.0
Over 2.0 to 3.0
Over 3.0 to 5.0
Over 5.0 to 10.0
Over 10.0 to 20.0
Over 20.0

Downtime rate of specialized rolling stock for container transportation of goods when loading or unloading containers using lifting equipment

Rolling stock	Data time rate when loading or unloading one container, min.
Mass of one container, t
up to 0.25	from 0.25 to 0.45	from 0.45 to 0.625		2,5 (3,0)
Self-loading car with a lifting board (model TsPKTB A130)
Car Van with a lifting board (Model TsPKTB - A130F)
Car self-loader with crane installation 4030p
Car self-loader with a portal crane on the basis of the car ZIL-130 (NIIAT-A825 model)
Car self-loader with a portal crane (model NIIAT-P404)
Car self-loader with a portal crane based on KAMAZ-5320 car (model 5983)
Semi-trailer-self-loading loader HLS-200.78 TC

Note. The rate of idle time under loading or unloading the vehicle is determined by multiplying the time norm set to one container, by the number of containers.

Cars downtime rates when performing additional work in the process of loading or unloading goods

Name of works	Dost time rate, min.
1. Weighing cargo on automotive scales: 1.1. For each determination of weight of cargo in a car or in a trailer (weighing of the empty and loader or trailer), regardless of class of cargo and car load capacity
1.2. For each definition of weight of cargo in the auto-survey (weighing the empty and loader car with a trailer or semi-trailer), regardless of class of cargo and car carrying capacity
2. Weighing or outweight cargo on decimal or mid-scales per car (road tray) with a loading capacity, T: up to 4 inclusive Over 4 to 7 inclusive Over 7
3. Recalculation of cargo places for each car, semi-trailer or trailer, regardless of class of cargo and carrying capacity
4. Check in each intermediate point of loading or unloading, regardless of car carrying capacity (road trip)

Time norms for postpoint and hook of exchange semi-trailers

Table 7.13

Estimated range of trucks

Time norms per T-km n (BP) are calculated using the following formula:

60 N (BP) \u003d -------,
V xp x Q

where 60 is a translated coefficient of 1 hour per minute; V - the estimated range of the cargo car, km / h; P is the utility utilization coefficient, (3 \u003d 0.5; q - car carrying capacity, t.

a) when working outside the city:

b) when working in the city - regardless of the type of road surface for cars and road trains with a carrying capacity of up to 7 tons (tank trucks up to 6 thousand liters) - 25 km per hour, and for 7 tons (tank truck 6 thousand l) and above - 24 km in hour.

During the operation of the driver of the car on the roads of various groups in one ride, the norm of time at one-time rides are installed on the prevailing group of roads.

The calculated rules of the flea of \u200b\u200btrucks can be reduced by the head of the enterprise:

when transporting goods requiring special caution (acid, flammable substances, liquids in glassware, glass products, musical instruments, televisions, radiostics, devices, etc., as well as goods in bulky high-boiling containers, lightweight cargo transported with linking in the height of loading over the established dimensions of the car, dusting (cargoes, explosives) - within up to 15%;

when working at a distance of 1 km, as well as in roads, in careers and in the hard-to-reach areas of the path (during the dissolve, in the absence of roads, etc.) - in the absence of up to 40% against the norms established for natural dirt roads;

when working at a distance of more than 1 to 3 km on the roads of groups A, B, B - within up to 20%.

When working with a semi-trailer of the time rate by 1 TKM, it is accepted with a coefficient of 1.2, and when operating, respectively, with a semi-trailer and trailer or two trailers - 1.0.

According to the loads of the 4th grade, providing a capacity utilization factor below 0.5 when the vehicle load is fully loaded with the use of expedited sides, it is allowed to set the time standards to the actual coefficient of using the car's carrying capacity.

In cases where, as a result of the use of extensive sides and other similar activities during the carriage of freights of 2-4th classes, the car carrying capacity is used completely, the correction coefficients to the time standards are not used.

Time norms per 1 t. Km When working on cars I group (onboard cars and automobiles of general purposes)

Car load capacity, t	Time rate, min.
In the town	Outside the city by road groups

Time standards and piece prices for 1 tons. Km When working on car II cars (specialized: dump trucks, vans, refrigerators, container shipments, etc.; Semi-tractors and ballast tractors with trailers)

Car load capacity, t	Time rate, min.
In the town	Outside the city by road groups

When using these rules of time, workers engaged in the organization of transportation, as well as those who are responsible for organizing the labor of drivers, it is necessary to take into account new inter-sectoral standards for loading, unloading cars, vehicles and warehouse work, approved by the Decree of the Ministry of Labor and Social development of the Russian Federation of 01.01.2001 N 76.

Table 2 -The norms of time of downtime of onboard vehicles during loading and unloading of bulk goods by a mechanized method

Shipping Name	Method
	loading	unloading	over 1.5 to 3.0	over 3.0 to 5.0	over 5.0 to 7.0	over 7.0 to 10.0	over 10.0 to 15.0	over 15.0 to 20.0	over 20.0
Fertilizers, manure, etc.	Excavator up to 1 cubic meter. M.	Scrapers, grids
	Excavator from 1 to 3 cubic meters. M.	Scrapers, grids
	Bunker, grain loader, conveyor	Car forward-loader
	From the bunker combine, loader	Car forward-loader

Table 3 -The norms of time of the downtime of onboard vehicles during loading and unloading with cranes, loaders and other similar cargo mechanisms packed and without packaging that do not require special devices for their attachment

Load capacity car, T.	Weight of cargo while improving the mechanism, t
	up to 1.0	over 1.0 to 3.0	over 3.0 to 5.0	over 5.0
	time rate, min.	time rate, min.	time rate, min.	time rate, min.
Over 1.5 to 3.0
Over 3.0 to 5.0
Over 5.0 to 7.0
Over 7.0 to 10.0
Over 10.0 to 15.0
Over 15.0 to 20.0

Table 4 -Norms of time downtime for car dump trucks with mechanized loading of bulk goods, unloading them with a dump truck

Shipping Name

Method loading

Capacity bucket, cube. M.

Car dump trucks, t

over 1.5 to 3.0

over 3.0 to 4.0

over 4.0 to 5.0

over 5.0 to 6.0

over 6.0 to 7.0

over 7.0 to 9.0

over 9.0 to 10.0

over 10.0 to 12.0

over 12.0 to 15.0

over 15.0 to 20.0

over 20.0 to 25.0

over 25.0.

On 1 tons of cargo. Dost time rate, min

Fertilizers, manure, etc.

Excavator

Construction and other goods, easily separated from car dump truck (sand, earth, crushed stone, gravel, natural stones, ceramzit, etc.)

Excavator

Over 1 to 3

Over 3 to 5

Viscous and semi-competitive loads (clay, raw breed, etc.), and also partially matched and staring soil

Excavator

Over 1 to 3

Over 3 to 5

Cereals (rye, barley, wheat, etc.)

Bunker, grain loader

Vegetables (potatoes, beets, etc.)

From bunker, combine

Gravel, crushed stone, natural stones, coal stone, etc.

Bunker, conveyor

Solutions, building masses (concrete, cement, asphalt, etc.)

Bunker

Mixer

Flour cereal and all technical

Bunker

Note. Downtime standards are also distributed on car tractors with dump trucks.

Table 5 -Time norms of downtime on loading cars under loading and unloading of goods in the packages with a mechanized manner

Car load capacity, t

On 1 tons of cargo. Dost time rate, min

autocran

gantry, bridge and other cranes

auto and electric loaders

Pallets weighing gross, t

Table 6 -Time norms of downtime onboard vehicles and container ships when loading or unloading containers with cranes, loaders and other similar mechanisms

Table 7 -Time norms of downtime of on-board cars and car vans during loading and unloading manually carbon goods, packed and without packaging

	Time rate, min.	Car load capacity, t	Time rate, min.

Coordination of the work of transport and loading products. The concept of car downtime under loading and unloading.

Coordination of the work of transport and loading

In order to avoid the unproductive downtime of cars in the loading and unloading points, their work must be coordinated.

The condition of uninterrupted (synchronous) work points of loading and vehicles is the equality of the rhythm of operation of the point and the interval of car traffic on the routes.

where R.- the rhythm of the work of the point (the time period between the departure of the two consistently flowing from the point of submerged (unloaded) cars; 1 A.- car movement interval (time period between the arrival of two cars to the item).

and T. (1)

where t about -car turnover time A M.- Number of cars on the route.

Converting equality 1 We get:

(2)

(3)

Equality (2) allows you to determine the required number of cars operating on the route and providing rhythmic work of loading posts (unloading).

Equality (3) allows you to determine the required number of posts of the loading point (unloading), which will provide the rhythmic work of the specified number of cars.

The car downtime under loading and unloading depends on a large number of factors, as well as the time of the turnover of cars is determined by a number of factors, therefore this process is advisable to consider as a random and calculation of the ratio of the amount of loading and unloading points and vehicles on the route it is advisable to carry out by the formulas of mass maintenance .

Norms of downtime cars under loading and unloading

The next duration of cars in loading and unloading points is established (Table 1, 2, 3).

Table 1

Time normson the loading (unloading) onboard cars and autofur

table 2

Time norms for dump trucks

Table 3.

Loading time rules (unloading) of universal containers

There are also time standards for additional types of work:

weighing a car, trailer - 4 min.;

recalculation of freight places - 3 min;

check-in to intermediate points of loading (unloading) - 9 min.;

weighing on low scales - 3 min. per 1 ton.

Norms of work time and downtime

Norms of car downtime under loading and unloading of goods are established depending on:
Method of performing loading and unloading work.
Views of the applied loading and unloading machines and mechanisms.
Type and lifting capacity of the rolling stock of automobile transport.
Kind of cargo.
The composition of vehicle downtime can be represented as the following scheme.

When determining the composition of the time of downtime of motor vehicles, it is meant that the loading and unloading of cars are made without arrival in intermediate points.
To determine the time rate on the complete carrying capacity of the car, the time limit set to 1 ton is to multiply on the car carrying capacity.

Operating properties of the road. The impact of performance properties on the likelihood of an accident. Regulatory requirements for parameters that assess the operational properties of roads.

The reliability of the road as a complex transportation is the ability to provide a safe design movement of the transport flow at an average rate close to optimal, during the regulatory or specified service life of the road with sufficient values \u200b\u200bof other indicators.

The criteria for the operational reliability of highways are the following:

continuous, safe and convenient vehicle movement;

performance as a road state at which it performs specified functions with parameters set by the requirements of technical documentation;

actual, compared to the required, service life of the road;

the degree of stock of the throughput and strength of road clothing;

maintainability as a device for the prevention and detection of the causes of failures, damage and eliminate their consequences to repair and maintenance.

To road factors determining the potential risk of an accident, the type of road can be attributed, its geometrical parameters, the number of intersections and adjoins of secondary roads, the arrangement of intersections, high-speed mode.

The width of the traffic strip and roadway are important factors affecting the safety of motion. For example, with a width of the road strip outside of the settlement 3 m during counter-roads, safety is provided only at low speed. Otherwise, there may be a collision or exit of vehicles to the roadside. On the roads of the lower categories of the roadside does not have an improved coating, so the congress on it can lead to lateral slipping and tipping the vehicle.

With a strip width of 3.5 m, the safety of the road rises significantly. The 3.75 M wide motion band allows the counter vehicle congent without reducing speed, even if it is close to the limit in both vehicles.

For better orientation of drivers with respect to the right edge of the roadway and maintain the road surface on new roads along the roadway, edge strips of up to 0.75 m are laid. It is not allowed to run on them, but the driver can confidently conduct a vehicle in the very edge of the carriageway. On motorways with a separation strip, edge bands are arranged on both sides.

On roads with inhomogeneous conditions of movement (steep turns, slopes alternating with straight areas) the relative number of accidents is higher than roads providing smooth and calm conditions of movement. The average ratio between the radii of horizontal curves and the number of accidents with victims of 1 million is the following:

The radius of the curve is the relative risk of an accident

Direct plot ................................................................... ..1

400 m and more ........................ ... .........................................1,5 - 2

400 ... 200 m ........................................................................ 2 - 4

200 ... 100 m ........................................................................ 4 - 8

Crossing and adjustment.According to statistics, with an increase in the number of intersections and the adjoits per 1 km of the road, the number of accidents increases, because the likelihood of incorrect assessment of the situation and the occurrence of driver errors increases:

The number of intersections and adjoints are the relative risk of an accident

1 km road

0 - 5…………………………………………………………………………1

6 – 15…………………………………………………………………1,25 - 2,5

16 – 30………………………………………………………………..1,75 - 3

30 or more ......................................................................2,5 - 6

Parameters that assess the operational properties of highways,

in the order of the Ministry of Transport of the Russian Federation

On the procedure for evaluating the technical condition of highways

Purpose of work: Introduction to the methodological recommendations for the use of single time standards for loading and unloading vehicles, assimilation of the methods of methods for determining the time standards for mechanized and non-mechanized loading and unloading of various types of cargo.

Theoretical provisions. Methodical recommendations on the application of the time of time on the carriage of goods by road are established by the uniform rules for the transportation of goods by road.

Unified time standards for the carriage of goods by road are intended for calculating rates for the payment of services for the carriage of goods by road enterprises, rationing and remuneration of drivers.

These norms apply to the carriage of goods by almost all types of trucks: onboard vehicles and general-purpose cars, specialized vehicles - dump trucks, van, tanks, refrigerators, container friendlook, etc., as well as tractors with trailers and semi-trailers.

The basis for the development of unified standards of time is:

· Technical calculations and photochricultural observations;

· Technical characteristics of the rolling stock of automobile transport, loading and unloading machines and mechanisms, roads, etc., as well as the results of the analysis of the organization of labor and the event to improve it. Unified time standards are designed to:

· Rational organization of cargo transportation and production of loading and unloading;

· Applications of mechanization: excavators with different capacity of bucket, automotive, bridge, portal, gantry cranes, loaders (automotive, battery and tractor), conveyor, mechanical shovel and other loading and unloading machines and mechanisms;

· Features of transported cargo - types of their packaging, specific gravity, physical condition, etc.;

· Maximum use of carrying capacity and cargo capacity of the rolling stock of automobile transport and containers;

· Various road operating conditions for cars;

· Compliance with the rules of the road, safety regulations and the rules for the technical operation of the rolling stock of automobile transport.

Unified time standards provide a rational organization of the transport process, which provides:

Reducing the extensive time of time on simple cars under loading and unloading of goods due to: expansion of the front of loading and unloading works and the use of their integrated mechanization; compiling and strict compliance with car feed and work schedules; creating access routes and playgrounds for maneuvering cars, especially cars with trailers, multi-trailer tracts or semi-trailers; preliminary preparation of goods, etc.

Rational cargo laying, the use of removable shields, etc., allowing the maximum use of the carrying capacity and the capacity of rolling stock.

Proper placement of goods in the body, which contributes to the uniform distribution of the weight load on the driving part of the vehicle and facilitate the management of them.

Optimal modes of car movement (road trains) at the respective areas of the path, taking into account the state of the road surface, visibility, intensity of movement and other factors in strict compliance with the rules of the road, as well as knowledge of the main technical characteristics and the rules of operation of various brands of the rolling stock of road transport during transportation of the corresponding cargo. Transportation of goods should be carried out according to rationally constructed routes, taking into account the shortest distance, movement modes at each site of the path, with the provision of car boot in both directions.

Sealing the mode of operation of cars due to the organization of the brigade method of operation of drivers.

Unified time standards are set:

· With simple cars under loading and unloading of 1st class cargo (except containers, as well as bulk and dust cargoes in tank trucks, not having a class) - by one ton; for container containers; For bulk and dust-free cargo in tank trucks - on the full operational volume of the tank;

· When transporting cargo of the 1st grade - one tonne kilometer. For cargo 1, 2, 3 and 4th grades of time, it is used with the correction coefficients shown in Table No. 1:

Table number 1.

Note 1. The correction coefficients are calculated based on the correction coefficient of using the vehicle's carrying capacity in accordance with Table No. 2:

Table number 2.

Classes of goods when transporting on vehicles with standard onboard and dump trucks are determined in accordance with the range and classification of goods. When transported on vehicles with standard onboard and dump trucks, not provided for by the attached nomenclature and classification, as well as various goods on specialized cars (with special platforms), in vans, cattle rates, tanks, etc., correction coefficients are determined based on the average The actual coefficient of use of the lifting capacity of the on-board or specialized car, subject to the full load of its body using permissible dimensions (volume).

Note 2. The correction coefficient is determined by dividing the unit to the utility utilization factor.

In the same order, correction coefficients on the loads of the 4th grade, which ensures the coefficient of use of the vehicle's carrying capacity below is 0.5 with the full load of the vehicle with extensive sides using permissible dimensions (volume).

Note 3. The time standards specified in Tables 3 and 4 in this practical work increases:

a) by 10% if the loading or unloading of goods is made from car type cars;

b) by 25% - during loading and unloading of industrial and food cargo, requiring special caution (glass, porcelain and faience, liquid different in glass containers, musical instruments, televisions, radiostics, devices, furniture), as well as small cargo transported in bulk or in shallow packaging and requiring recalculation (linen, shoes, hats, clothes, haberdashery, knitwear, cloths are different, writing, books, toys, meat and meat products, dairy products).

On loading and unloading of large and heavy cargo, requiring special devices for fastening, the time rate is established depending on the specific conditions under the Agreement of the Parties.

When applying for cars to several sections of warehouses or individual warehouses by mutual agreement of the parties signing the contract for a centralized bridge (export) of cargo, the average integrated downtime of the car (road trip) under loading or unloading and completing additional operations, taking into account the established norms and the actual number of additional operations performed.

The time of downtime of the car (traveler) under loading or unloading is calculated from the moment of supplying the vehicle (road trip) to the place of loading or unloading and delivery of transport documents to the transportation documents to the transportation of goods until the end of loading or unloading and serving the shovel is properly executed transport documents.

The time of time, indicated in Tables 3 and 4, included the time required for loading (unloading) of the cargo with a fear or relaxation, to maneuvering the car (road trip), linking and unleashing the cargo, cargo coating with tarpaulin and removal of tarpaulin, opening and closing (Doors) of the car and trailers, as well as the design of documents for the Transport (export) of goods.

Employees of motor transport enterprises engaged in the organization of transportation, as well as those who are responsible for the organization of the labor of drivers, it is necessary to take into account the inter-sectoral standards of time for loading, unloading cars, vehicles and warehouse work.

The nomes of the time presented in Tables 3 and 4 contain data on loading and unloading wagons, vehicles and warehouse work performed by the mechanized manual, as well as manually without use or using the simplest devices to the following categories of goods: Tarn and packaging and piece, meat, Bakery products, heavy weights, metals and metal products, timber, refractory goods, bulk, grain and others.

These time standards include the following options for loading and unloading:

· Railway rolling stock - warehouse, warehouse - railway rolling stock;

· Railway rolling stock - motor vehicles, vehicles - railway rolling stock;

· Railway rolling stock - railway rolling stock;

· Autotransport - warehouse, warehouse - vehicles.

Table number 3. Time norms for mechanized loading and unloading of cars (road trains) (in minutes)

Note 4. The mechanized loading or unloading is considered when the laying of cargo in the car body or removing it from the car body is made by lifting machines.

Table number 4. Time norms for non-commercial loading and unloading of cars (in minutes)

Note 5. Nevertheless loading (unloading) is considered when laying a cargo in the car body or removing it from the car body is made manually.

The procedure for determining the time for loading and unloading of goods.

1. Determine the full load of the car:

where - car carrying capacity, t;

The boot ratio, which is determined, taking into account the utilization factor:

, (2)

2. In accordance with Table 1, we determine the correction coefficient K n to the total time spent on loading or unloading goods.

3. Taking into account the obtained value of the full load of the vehicle along Tables 3 and 4 and in accordance with the terms of loading and unloading, determine the time spent loading and unloading operations performed from the required carrying capacity.

4. The required number of vehicles for shipping delivery:

, (3)

where is the average daily shipping by one car, t;

, (4)

where - the number of days necessary for shipping, day.

5. The average daily number of travel by road during the shipping:

, (5)

where is the total number of travel by road transport for shipping.

An example of the calculation of practical work No. 1.

The task. Determine the required number of vehicles and the total time spent on the transportation of the 3rd class shipping (400 pieces of televisions), requiring a mechanized loading and non-mechanized unloading, special caution, by a distance of 56km by a car - a van, a lifting capacity of 6T and the useful volume of the van 12m 3.

1. Initially, we set the full load of the vehicle in accordance with the expression (1) and taking into account the correction coefficient K gr (2), we obtain:

T (6)

2. The total time spent on the delivery of the entire cargo is determined in accordance with the expression:

where ton - time spent on mechanized loading of one vehicle, determined taking into account the value of the correction coefficient, K n \u003d 1.66 for the 3rd class of cargo and taking into account notes 3 with a correction for the table 3, an hour:

where t m is the time of the mechanized loading, determined by table 3, t m \u200b\u200b\u003d 20 min \u003d 0.3 hours;

T Per - time spent at one trip by a car for a given distance, an hour, we determine from the expression, while we take the average velocity of the car equal to 60 km / h:

hour (9)

where T once - the time spent on the non-mechanized unloading of one vehicle, which is determined taking into account the value of the correction coefficient, K n \u003d 1.66 for the 3rd class of cargo and taking into account notes 3 with a correction for the table 4, an hour:

where T nm times - the time of the non-mechanized unloading, determined by table 4, T nm times \u003d 28 min \u003d 0.47 hours

3. Taking into account expressions (3), (4) and (5) we find the desired number of vehicles for shipping. At the same time, we accept the total number of travel by road transport for the transport of cargo to 2, and the number of days necessary for the transport of cargo to 3 days. By accepting these conditions, we get:

(11)

We accept the number of cars for the carriage of the cargo equal to 2.

4. Substituting the obtained values \u200b\u200bwhen calculating expressions (8), (9), (10) and (11) in the expression (7) we obtain the total time spent on the delivery of all the cargo:

Table number 5.

Options for performing independent work of students

No. Var-Ta

Loading

Unloading

Class of cargo

Rail, km

Cargo-t

Type av la

Special requirements.

Volume, cubic meters

Sight. Km / h

Number of days

Trips

Meh-Ya

Nemo-Ya.

Meh-Ya

Nemo-Ya.

+

+

1,4

van

+

+

+

2,0

-

-

+

+

2,5

van

+

+

+

4,0

-

-

+

+

4,2

van

+

+

+

5,2

-

-

+

+

6,0

van

+

+

+

6,5

-

-

+

+

8,0

van

+

+

+

8,4

-

-

+

+

10,0

van

+

+

+

12,0

-

-

+

+

16,0

van

+

+

+

20,0

-

-

+

+

25,0

van

+

+

+

30,0

-

-

Practical work number 2.

font size

General rules for the carriage of goods by road (UTV- Maintainstotrans RSFSR 30-07-71) (2020) relevant in 2018

Time norms for loading or unloading cars (road trains)

1. Time norms for the fulfillment of loading and unloading work performed by means of railways with a centralized veneer (export) of goods at the railway station by road of general use, are shown in Table. 1, 2, 3.

Table 1

Time Norms for Mechanized Loading - Car Unloading

(in minutes)

	Loading		Unloading
			loads transported with the scoreboard (pcs.)	loads transported without bills (bulk)
Up to 1.5 inclusive	9	4	9	4
	10	5	10	5
"2.5 to 4"	12	6	12	6
"4 to 7"	15	7	15	7
"7 to 10"	20	8	20	8
"10 to 15"	25	10	25	10
"15 to 20"	30	15	30	15

Note. The mechanized loading or unloading is considered when laying the cargo in the car body or removing it from the car body is made by lifting - transport machines.

table 2

Time norms on non-mechanized loading and unloading cars

(in minutes)

Car load capacity (tons)	Loading		Unloading
	loads transported with the scoreboard (pcs.)	loads transported without bills (bulk)	loads transported with the scoreboard (pcs.)	loads transported without bills (bulk)
Up to 1.5 inclusive	19	14	13	8
Over 1.5 to 2.5 inclusive	20	15	15	10
"2.5 to 4"	24	18	18	12
"4 to 7"	29	21	22	14
"7 to 10"	37	25	28	16
"10 to 15"	45	30	34	19
"15 to 20"	52	37	40	25

Note. The non-comedian loading (unloading) is considered when laying of cargo in the car body or removing it from the car body is manually produced.

Table 3.

Time norms for loading (unloading) containers for cars

(in minutes)

2. Time norms specified in Table. 1 and 2, increase:

a) when weighing the cargo on automotive scales or recalculate freight places - for 4 minutes for each definition of weight of cargo or recalculation in every car or trailer, regardless of class of cargo and cargo capacity of the car and trailer;

b) when weighing and overweighting the cargo on decimal, mid-scales on a car (road tray) with a carrying capacity of up to 4 tons inclusive - for 9 minutes, with a carrying capacity of over 4 to 7 tons - for 13 minutes and for cars (road trains) with a carrying capacity of over 7 tons - by 18 minutes;

c) by 10% if the loading or unloading of goods is made from car vendor type;

d) by 25% - during loading and unloading of industrial and food cargo, requiring special caution (glass, porcelain and faience, liquid different in glass containers, musical instruments, televisions, radiostics, devices, furniture), as well as fine piece goods, Valval or in small packaging and requiring recalculation (underwear, shoes, hats, clothing, haberdashery, knitwear, cloths are different, writing accessories, books, toys, meat and meat products, dairy products).

3. On loading and unloading of large and heavy cargoes that require special devices for fastening, the time norms are established depending on the specific conditions by agreement of the parties.

4. When supplying cars to several sections of warehouses or individual warehouses by mutual agreement of the parties signing the contract for a centralized bridge (export) of cargo, the average comprehensive standards of car downtime (road transport) under loading or unloading and performing additional operations, taking into account established norms and actual number of additional operations performed.

5. The car downtime (road trip) under loading or unloading is calculated from the moment of supplying the car (road trip) to the place of loading or unloading and delivery of transport documents to the transportation documents to the transportation of goods until the end of loading or unloading and serving the shovel is properly executed transport documents.

6. In the norm of time indicated in Table. 1, 2, 3, included the time required for loading (unloading) of the cargo with a lift or the reaches of the cargo, to maneuvering the car (road trip), linking and unleashing the cargo, cargo coating with tarpauloscent and removal of tarpaulin, opening and closing the vehicles (doors) of the car and trailers, as well as the design of documents for the Transportation (export) of goods.

Appendix N 4.
to the rules of centralized delivery
(export) cargo car
common use by transport
at the railway station,
located
on the territory of the RSFSR