JPRS ID: 8480 TRANSLATIONS ON USSR INDUSTRIAL AFFAIRS

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JPRS L/8480 -
" 25 May 1979
~
TRANSLATI4NS ON USSR INDUSTRIAL AFFAIRS
(FOUO 5/~9)
.
_
U. S. JOINT PUBLICA~IONS RESEARCH SERVICE
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JPRS L/8480
25 May 1979
TRANSLATIONS ON USSR INDUSTRIAL AFFAIRS
(FOUO 5/79)
CONTENTS PAGE
AGRICULTUE2A,L MACHII~Y
Technical, Economic Indicators of Overhauled Trucka
(Yu. M. I4~usatnov, A. V. Yalovik; EKONONaKA I
QRGANI.~'Z~~iTSIYA IS~'QL' ZOVANIYA TEf~1IKI V SEL' SKOM
~ffiO~ZYAYSTYE, 1973J 1
Desi~, Maintenance of Air CLeaner D-i6o
(A. Le,zarev, et al.; SEL' SIQY MEI~iANI2~AT~, Mer 79) 26 _
~ONSTRUCTION, CONSTRUGTION MACHIIV~tY AND BUILD'Il~ MATE~tIALS
Stroybar~ ~fi~ir? ntacussea Reductions in Construction
Schedules
( P. D. Podshivalenko; VOPROSY F~CONONIL~, Nhr 79 30
ELECTRONICS AND PRE~=S~ON EQUIPNMEI~T
New Catalo~ of Instruments Described
(xt~Al,oG ~~oROV, i978) 44
~
- a - [III - USSR - 36 FOUO)
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A4RICtJL'~~tAL MA.CHIN~Y
TECHNICAL, ECONOMIC INDICATORS OF OVERHAULED TRUCKS
Minsk EKONOMIKA I ORGANIZAT5IYA ISPOL'ZOVANIYA TEItHNIKI V SEL'SKOM
KHOZYAYSTVE in Ruasian 1973 pp 110-137
,(SecCion 3, Chapter 5 of the book "Ekonomika i organizatsiya ispol'zovaniya
tekhniki v ael'skom khozyayetve" (The Economica and Organization of the Use
of Equipment in Agriculture) by Yu. M. Khusainov aAd A. V. Yalovik~ Izda-
tel'stvo "Uradzhay"/
/Text/ 3. The Tech~aical and Economic Indicators cf the Operation of Over-
hauled Trucks
Many yeaxa of practice show thati the overhaul of a truck, which ie performed
even with a high quality, cannot completely reeatabliah its initial techni-
cal parameters. The annual mileage of overhauled trucks is increased elight-
ly as compared with the mileage before repair, but then it decreases sharpl~?.
Overhauled trucks have a shorter operating time than new trucka, and the
rate of ita decrease declines rapidly. At the same time, although the level
of expenditures on currenz repairs and maintenance following an overhaul
might decrease alightly as compared with the technical level at the end of
the preceding period, still it is considerably higher than for the iniCial -
period of operation of a new truck. In this case, following the overhaul
the growtla rate of the expenditurea on current repairs occurs more rapidly.
This atte;sts to the fact that from the standpoint of the minimum expendi-
tures on �vehicle maintenance it is economical~y advantageous to perform ~an
overhaul ,after a certain mileage. In the case of the individusl method of
repair at the end of each subseq~}ent period the mileage of the truck ~s
lower, while the amount of expenditurea is greater than the corresponding
value for the preceding period of operation.
Under the conditions of mass pooled overhauling the nature of the change in
the annua:l mileage and expenditures on maintenance and repair has another
~ regularit;i. During an overhaul only the frame of the former truck usually -
r~mains, ~.he other vaits are installed in a pooled maaner, and it can be "
presumed t:hat, given a specific technical equipment, technological disci-
pline and skill of the col?lective of the repair plant, all the uaits have an
i
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avergged reserve of opergting eime. In this case, when overhauled a Cruck
receives an averaged service life depending on the organization of tt~e re-
pair works. Thus, the vehicle operating time is characterized by the operat-
ing period of a new truck until overhauling, wiChin whicl? the annual mile-
age decreases according to a deacending curve to a specific minimum~ while
the change of expenditures occurs according to an ascending curve Co a spe-
cific maximum, and by periods between overhauls, in which rhe mileage is
characterized by an increase and the expenditvres by a decrease after the
overh~ul Co a conatanC averaged level, with subsequent change according to
a specific law.
Overhauled trucks have a lower annual productivity. The change in the an-
nual mileage of overhauled trucks occurs according to a curve which can be
expressed by the equation of a secondary parabola
lr a A1 + B~ r, + Clt2.
The values of the factors of Che equation for individual makes of trucks
are ciCed in Table 43.
Table 43
Factors of the Equations of the Changes in the Annual Mileage of Trucke
Depending on the After-Overhaul Term of Their Operation
Designated Factors Make of Truck
GAZ-S1A GAZ-93 ZIL-555
A1 ~ 32.95 35.13 35.2
B1 -1.88 -4.62 -3.61
C1 0.10 0.30 0.13
As is evident from the table, the factors of the equation have negligible
numerical differences according to the makes, wh~.ch indicates the overall
regularity of the decrease of the annual mileage after overhauling for all
trucks. The rates of the decrease in the annual mileage of overhauled
trucks are cited in Table 44.
Table 44
Change in Annual Mileage of Trucks After Overhauling
Service Life After Rates of Decrease of Annual Mileage, percent
an Overhaul, of first year in preceding year
Years � GAZ-S1A GAZ-93 ZIL-555 GAZ-S1A GAZ-93 ZIL-555
2 5.1 12 1('.4 5.1 12 10.4
3 9.6 22 19.8 4.8 11.4 10.5
4 13.1 30 28.2 4.5 10.4 10.5
On the basis of the data of the table it can be concluded that the rates of
decrease of the annual mileage of trucks with sides are considerably lower
than for du,n~ trucks. Whereas the average annual rate of decrease for
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GAZ-S1A trucka ia equal Co 4.5-5.1 percenC~ for dump trucks iC ie 10.4-12
percenC. This can tie explained by two factore: firet, the truck repair
plants of the Sel'khoztekhnika syatem have mastered betCer the technology
of repairing GAZ-S1A trucks than zIL-585 dump ,*,rucks and~ second~ trucka
with sides do not have such a complicated mechanism ae a hydraulic eystem
for raising the truck beds~ which after overhauling uaually breaks down and
thereby decreases the annual operating time of dump trucks.
The following correction factora, which take into account the change in the _
annual mileage, are recommended for trucks which have been overhauled
(Table 45).
Table 45
Correction Factors Which Take Into Account the Influence of the Service
Life of Trucks on the Change of Che Annual Mileage After Overhauling
Correction Factors
Service Life for first year for new truck
after overhaul
' Up to 1 yeaY 1.0 0.75
Over 1 year up to 2 years 0.95 0.70
Over 2 years 0.80 0.60
The ratio of the mileage for a specific service life of overhauled trucks
to the mileage for the same operating period of new trucks ie the indicator
of the quality of repair and can be expresaed by the following coefficient:
r
~ !K!
~p fr+l
Y' ' �
. , ~ 1~
I?-1
Overhauled trucks operate at farms at best for 3-4 years, and then are writ-
ten off or are sent to be overhauled again. Therefore, when determining the
coefficient of the qua?ity of repair at this atage it ia necessary to assume
a period between overhauls, which is equal to 2-4 years. In this'case for
GAZ-51A and GAZ-93 trucks the coefficient of the quality of repair will be
equal to 0.65, for ZIL-585 trucks it will be equal to 0.60.
Consequently, the service life of overhauled trucks at specialized plants
of the zepublic, given the present repair technology, is equal to only
60-65 percent of a new truck.
~ In practice, in order to determine the minimum operating life of trucks be-
fore overhauling (from the point of view of losses of producti~vity) it is
necessary to take the mileage of an overhauled truck during the first year
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to be grea~er Chan the mileage of a Cruck which is being operated wiCh an
overhaul, that is, it is necessary xo observe Che condition
lK~ > ~r~ i~+
where 1K1 is the mileage during tihe first year of operation of a truck after
overhauling; li+l is Che mileage of a truck without overhauling during Che ~
i+l year of operaCion; i is the service life of a truclc, during which an '
overhaul was performed. � !
Taking this condition into account, disreg~rding Che expenditures of capital
on repair it is poasible to determine the minimum aervice life and mileage
of a truck prior to overhaul3ng.
A graphic calculation of the minimum aervice life of a GAZ-S1A truck prior
to overhauling is presented in Figure 15. As is evidenC from the graph, ,
the line k-kl correaponds to the operating Cime during Che first year of
overhauled Crucks. Poin*_ x of the curve of the change in the annual mileage
depending on the age of the ;ruck 1 a f(t) shows that the e~ileage of a truck
which has been operating without an overhaul at the age of 4.7 yeara is
equal to the mileage of a truck of the firat year after overhauling, that
is, li+lm 1K1 . Consequently, the minimum aervice life before overhauling
for the GAZ-51A according to this indicator will be equal to 3.7 years, .
which corresponds to the miZeage of a truck before overhauling of 145,000 km.
t,t~ '
33 �
032 _ .
x, x
m ,1J .
0 30 ~ cK=r~r~l ~
29 C �J(1) ~
w ~
~ ~
~ 27 + Kt .
a~ ~
~ ~s � ~ Z
2S tm~
a 24 . * .
~ ~ 23
, ~
22 � �5 6 7 8 t
Service~life, years
Figure 15. Calculation of ~he Minimum Service Life of GAZ-S1A Trucks Before ;
. Overhauling According to the Mileage of the First Year
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In Chis c~se the minimum aervice life of trucka before overhauling cnn also
be deCermined on the basia of Che equation
~~+t = A B ~~m?n 1~ C ~~min 'I' ~~a ~ lK~ �
By reduaing the equation to the form
C ~~min "I' 1~~ 'I' ~ ~~min 1~ ft lK~ = 0, .
the minimum aervice life before overhauling will be equal Co
~
' r 2 ~ \ 2 1 r C~~ -~K~) '
~min = C 1.
When determining according to this formula the minimum service life of
GAZ-51A ~rucks bef~re overhauling, we obtained t~,n = 3.7 yeaYs, which corre- '
sponds to the graphic method of determination. For GAZ-93 trucka the mini-
mum service life before overhauling is equal to 3.2 years, which corresponds
to a total mileage of 116,000 km, and for ZIL-585 and ZIL-555 trucka--4 yeare,
or 166,000 km.
However, when determin~ing the minimum service life of a truck according to
the mileage during the first year after overhauling, it is poasible to make
a mistake, if we do not take into account the regularity of the decrease
of the mileage during subaequent years of uae of the truck, as well as the
expenditures on repair and maintenance. Therefore, it is necessary to con-
sider Che minimum service life of trucks according to C,`~e mi.leage before
overhauling as satisfying the condition
n j~_t*n
~ ~K - ~ !ji .
I~O ~K-1 �
where n is th~ perio3 bet~;een overhauls (in years); tx_1 is the minimwn
ser~~ice life of the truck before overhauling.
When examining the graphs of the decrease in the operating time of over-
hauled trucks it is evident that, depending on the quality of repair, the -
nature of the decrease in the mileage of vehicles during subsequent years ~
can have three forms:
_ 1) the rate of decrease of the mileage of trucks is greater than that uf
trucks tha~ have not been overhauled;
2) the rate of decrease of the mileage of trucks is equal to the rate of
decrease of Che annual mileage of trucks which are being operating without
an overhaul;
5
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3) the rate of decrease of the annual mileage of tir~icks ia lower than Che _
dacrease of the mileage of trucks which have not been overh~uled.
!3y analyzing Che regularitie~ of the change in Che annual mileage of over-
hauled trucka of different makes it can be concluded that the nature of rhe
change in the mileage of GAZ-93, ZIL-585 und ZIL-555 trucks correaponds to
the firat type, while that of GAZ-S1A trucks correaponds to the third type.
HAVing examined Che aecond type of the nature of the decrease in the operat-
ing time~ we see that if khe regulariCy of the mileage of an overhauled
truck is identical to the mileage of a truck wi.tihout an overhaul for the
period (tK + n), during each year of ope ration over n years their mileages
are equal, that is,
~N~ = ~fK i ~K~ = ~fK-}i i 1Hn = ~fK.~.(n-I),
and then
n lK-t+n
`~K= ~ 1~~
i=0 tK-1
Consequently, the minimum period for overhauling can be determined from Che
condition
r. .
lK~ - ~tmin~'~ ' r
The economic expedience of overhauling a GAZ-S1A truck (the third type of
the nature of the decrease of operating Cime) is examined in the graph
(Figure 16). The operating time of GAZ-51 trucks during the first year
after overhauling is Pqual Co 31,200 km and corresponds to line 1-3. -
If the overhaul of the truck was performed three years after the start of `
operation, then, as is evident from the graph, during the fourth year of
its operation (dl) Che operating time of the truck will be 1K1, which~is
less than for trucks which have noC been overhauled by the amount 1-1 .
~ When the overhaul is performed at a later date this difference decreasea and
at point x equals zero. When a truck is overhauled during the fourth (0'2)
and fifth year (~3) of operation, which corresponds to the operaCing time ,
during the first year of an overhauled truck (points 2 and 3), the mileage
will be greater correspondingly by the amount 2-2~ and 3-3~.
Thus, given the equaliCy lK~= 1tK (on the graph point x) the total mileage
of the overhr~Lled truck after n years will be greater than the mileage
after the peri~~d from tx_1 to tK_l+n years, that is,
n t,;_la�n
_ ~!K> ~ lr'
0 tK-1
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-
0 4U r ,
~ ~rj ~
~ 9~ ,
a ^
� ~o ~ ~ , , ~ fr~~
d~ ~.1~ �r^
d~ . ` ~ ~
ai 25 ~K I J~ 2' ,y
N ?0 - ~t � 4 s~
~ r-I 0'~ 6'
!S K
~ f0
~ 5� -
KI
Z ~ 4 5 6 7 8 9 f0 fl f2 t.
Service life, years �
Fig~sre 16. Determination af the Minimum Service Life of GAZ-S1A Trucks
Bef~,~re Overhauling According to the Total Mileage
In order to find the point xi (the minimum service life) it is necessary to _
observe the equatinn
n tK_l+rt -
~ IK = . 1~
0 ~~-i ~ ' �
From the graph (see Figure 15) it is evident that dur.ing the firat per~od
the mile~ge for an overhauled truck is lower, and during the second period
is high~er, and the loss of mileage during the first period of operation is
offset by the gain during the second period. Thus, the following integral
equation is typical for trucks with the Chird type of decrease of Che .
operating time:
n !K-~yn
~ f~(f = ~ t(t)�
o ~~-t
The time of repair can be earlier than it is defined by the equation
lK 1=1tx_ 1.
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However, as was a].ready noted earlier, over the interval x~-x the mileage
of an overhauled truck is l~sa than that of a truck which has not been over-
- hauled. Consequently, it ie economically exped~ent to perfoxm Che overhaul _
only on this minimum date, when during the first year o� operation of the
truck after overhauling the condiCion is obaerved
~K~ - ~~K-1 lf min~hl ~ ~
The nature of the change in the annual mileage is slightly different for _
GAZ-93 (Figure 17), ZIL-585 and ZIL-555 dump trucka.
~ K _ ni
,
o
N 29 ,
~ 1.8 1 ~
~ 27 . ix �It~t)
l�jlt) ,
~ Ls w
~ K
~ 23 ~ 2 ,
. ~ 24 ~ '
~ 21
~ 21 Kt
~ tmin � ~
2' Y 1
N
J s ~ 8 ;
4
Service life, years ,
Figure 17. Determination of the Minimum Service Life (t~in) of GAZ-93
Trucks Before Qverhauling
As is evident from the graph, in spite of the equality of the mileages of
overhauled trucks during the first year and trucks which have not been
overhauled during the year t, subsequently the mileage of overhauled trucks
decreases more rapidly.
Point x(see Figure 17) on the curve characterizes Che equality of the ~
mileages during the first year of overhauled trucks and during year t of ~
the operation of trucks which have not been overhauled. With further opsra-
tion the total operating time over n years for overhauled trucks is lower
than for trucks which have no*_ ~een overhauled. ,
Point x~ with an age of the truck of (tmin + 1) corresponds to the equation
_ 1Kn - ln = 0 after a peri,od of n years.
~ Although at this point the n:ileage of trucks without an overhaul is less
than that of an overhauled truck by the amount which corresponds to pointa .
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' 1 and x~, 1aCer the gain in the mileage of the latter ia counCerbalanced by
its more rapid decrease at the end of the period between overhauls (up to
point x2)~ Conaequently, in this case overhauling wi11 be expedient from
the poine oE view of the increase of the productivity of the trucke~ if the
condition ia obaerved
n tmin~'n ~
lK - l= ~ f~ (t) - f j~~) ~
~~,i~
where 1K is the total mileage of the overhauled trucks during the period
between overhauls; 1 iR the mileage of trucka which have not been over-
hauled during tr:is period, in the period from tmin through t~n t~in is
the age of the truck, aC which it was overhauled; n is the service life
after overhauling, in yeara. ~
By knowing the regularity of the change in th~ annual mileage ~f Crucks,
depending on the period of operaCion it is posaible to determine the criti- '
cal point of the expedient date of overhauling according to the formula . ;
n . ~~.n .
~ Al-}-Blt-}-C,t�- f A-}- Bt Cta = 0.
J
t
On the basis of the equation of the mileage of overhauled trucks, the total _
� mileage of a truck after n years of operation following the overhaul is de-
termined according to the formula .
~ n'
lxn= ~ At -}-B~t C~l~�
, 0
By knowing the Cotal mileage 1Kn of the overhauled trucks, we determine the
minimum passible period of opera;:ion of new trucks to the first overhaul, .
on the basis of the condition of the equivalent mileage of the overhauled
trucks and trucks wh~ch have not bPen overhauled
t+n
~
` ~rt-}-8~-};C~'~-~;~n`~.
,1
t
After inteEration and transforms we will obtain the following equation:
~ ~z na
nCl' (nB n~G7 t-{- nA-{- 2 B-}= 3 C-!K~ 0.
C
~ 9
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~ph
- ...(n6-~~n�G~ ~~(n8 ~-rt4C)�-4 CnA-}- B
r~~u~~=: . _ _ 2nC '
~ - C r--1~~, ~:C
_ _
2rtC ~ ,
where lK ie the tntal mileage of the nverhaul,ed truck n years gfter the
ov~rhaul;~ A, B~ C are fac~ora of the equattong of the chang~ in ehe e~nnual ,
mileage. -
In nrd~r tia determine the optimum gervice 1tv~s of overhauled truckg
743 trucks of sovkho~es were inspected and iti wag e~tablished that only
1.5 percent of the trucke were in operation at the farms after overhauling ~
for more than four yeara and 15 pezcen.t for mors than thr~e yeare. Takis~g
intd account that the quality of repair at the plante will be improved~ it
is possible to take ae the maximum service life of trucks after averhaul-
ing four years, tk~en, by inserting th~ value n! 4 in the formula~ we will
obtain:~
-(6-}-4G~+ l/~(g-}-4C)~-C (4A-~8B ~
- rm~n ~ ~
2C
,
34 C IK. ) -
2C -1.
With a three-year servide life of trucks after overhauling the formula will
assume the form
-(3B-}-9G~?- ~(3B-}-9CY-12CC3A-}-
. . :min~ ~
. ~ 9 ~ ~ ~ r ~K'~ � _
L c^ ~ ~ �
VN
`
By inserting in the equation the value of the factora A, B, and C and the
value of the total mileage of the trucks after overhauling (l.X ) we deter-
mine that the possible period uatil the performance of the fir~t overhaul
for CAZ-93 trucks is equal to 4.3 years, for ZIL-SSS aad ZIL-S55 truclcs--
4.9 years s~nd for GAZ-S1A trucks--3.1 years.
Consequently, these perioda differ from the standards which were determined
~ according to the condition of the equality of the mileages of overhauled � ~
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truck~ during tih~ firgC yegr of op~r~tion and the t~-rh year of operation of
g eruck w3thout an overhgul. ~or GAZ-51A trucka they are 0.6 year ehorter~
whil~ �or GAZ-93 Cruck~ thpy ar~ 1.1 yegre longer, ZIL-585 ~nd xIL-S55
trucke--0.9 year longer.
In order to determine the minimum periodg for overhauling trucke it ie
, pdseible to uae the equation
_ 2.._. ~ __l .r~~,q~~~
~min C '""'"'r""' _ _ _ ~ ~ - 1 D~
where D i~ a factor which chgract~ri~es the regularity of the change in the
mileag~ of tiruckg after overhauling, ~nd for trurke, far which the nature
af thp changea in the annual mileage occure accarding to the e~cond and
third eype~, it is equal to xero, for GAZ-93 trucke--1.1, ZIL~585 and
~IL-555 trucke--0.9. Thue, the minimum aervice 1if~ before overhauling ie
equal Cd: 2.7 years for GAZ-S1A trucke~ 3.3 y~irg for CAZ-93 trucks and
' 3.g years for ZIL-585 and ZIL-S55 trucka.
Th~ cnefficipr?t of the restorgCion ~f the working capgcity of a truck after ~
nverhauling, whtch characterizee its rninimum eervice life until overhauling,
aan be represented by the ratio
kP ~ 1K' ~ .
11
In thig case ~ varies over the range 0< kp < 1. Thia meane that given
' kp ~ 1:he work ng capaCity of the overhauled truck is equal to the working
capacity of a new truck. As is knoWn, motor vehicle repair plants deter-
mine the guaranteed service life of a vehicle depending on the quality of ~
repair. As the repair technology is improved, the guaranteed p~riod of the
repair is increased, and this means that kp~--~1. Designating lxi s lllcp.
let us substitute t:~is value in the formula of the mileage of a truck
li ~ A + Bt + Ct2 .
After the appropriate transforms the formula for determiniag the minimum
service life of a truck before overhauling with allowance for the coeffi-
cient of the restoratioa of the working capacity will have the form
s
~m?~~ = - ~ 1 C kp-' ~A'- 4 ) ~
~
where kP ts the coeffici~nt of the restoration of the vorking capacity of
trucks by overhauling; li is the miieage of the truck during the first year
of operation, thousands of km.
u
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By ~ub~tituCing the valuee of thp known quaneitie~ we wi11 obe~in eh~
functiong:
for GAZ-SlA trucka
t~?n ~ 12,7 ~r176 A~p -~14 ~
- for GAZ-93 trucke
rm~n ~ 11, l--1r234 k~ 133 ~ ,
for ZIL-585 and 2IL-555 trueks
tm~n~ 11,9 j~ 18k~95.
In gen~ral form for rrucke wh~.ch operate in agti~.culture th~ forinula for dp-
termining the minimum service life of the trucke until overheuling depending
on the co~fficient of the reetoration of the working capaciCy can be repre-
sented in the form
~ ~m~n ~ a 1'~a kp W,
where eC, W are coefficients which depend on the make and conditione
of operatinn of the tr~ick. In this case a� 11.1, 8 ~ 218-2'l6, G~ ~ 95-135.
Depending on the coefficient of the restoration of the working capacity
the service livea of an overhaul are cited in Table 46.
Table 46
Minimum Periods of the Performance of the First Overhaul of Truck~ De-
pending on the Coefficient of Restoration of the Working Capacity
% MNMN11UIbNM(1 tQ~K f.'1)'A(hd I~111MM?t~AbNYII t1~fOClfl~tOfW
ri~ ~2~ Ao x~nNTUlWtoro pc~~rHta ~w~e Ao ncDsoro K~r.Mtui?nofo
\ b asroHOGun,~, nct QlNONTA, tWe. Kx
x~ fA3,Sla TA3,93 3t1.'1�S!S. ~~LIA I T.5 9~ ~A�665, .
aG e v I 31IA�555 3{I!1� "~6~
0.85 1.8 2,9 2.4 98 106 108
~ 0,80 2.4 3,7 3,0 ]00 131 131
0,75 3.2 4.6 3,6 128 157 152
0.70 3,8 5,6 4,3 148 185 17b
O,GS 4.7 Fi,6 5,l 186 211 202 '
x~y:
1. Coefficieat of restoration 4. GAZ-S1A
of working capacity 5. GAZ-93
2. Minimum aervice life before 6. ZIL-585, ZIL-555 ~
overhaul of truck, yea=s
3. M3nimum mileage of truck
before firat overhaul,
thousande of km
~
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Coneequently, from the economic point of vi~w the motor vehicle repair
pnrerprines rhould ~neare a mileage of e truck during the first year after -
overheuling of not l~ea than 38,000-y0~000 km~ that ie, the coefficient of
reatoration of tihe working capaeity ahould be not lea~ than d.75. Wirh a
low coefficient of reetoration ~f the working capaoity the annual mileage
of a truck, which ie operated until overhauling, wiil ba higher than ehat
of g Cruck which h8e bpe~n overhauled, which contradictg tha taek of per-
forming the latter.
The quality of th~ repair of truck~ at specialized repair enterprieeg plays
a decisiv~ role when determining the service lives of trucke. From the
point of r?iew of obtaining the maximum ouCput during the enCire service life
of trucke at the ferm it ia expedient to perform one overhaul on the condi-
tion of ensuring a coefficient of the working capacity of not lees than
0.75-0.85.
Th~ economic feasibility o� p~rforming an overhaul cannot be examined with- ~
out regard for Che expendituree on performing current~repairs and mainte-
nance of trucka. The expendituree on maintaining trucke in vorking condi-
tion after overhauling are considerably higher than for new trucke~ and they
increase more rapidly.
o rR,~
�
e~
~ 0 28
� ~ i
~ o ~ ~
~W~-~i ~ r ~ ~1
�S i i
ua~~~;~'` ~~~1 i ~j
- !6 ~ I
w
O t~J G~ ' r '
ai c ai ~Z I ~
1
M M~ 8 ~ ~ ' ~
e`~ y~ 1 j I
a
w~. ~ ? 3 4 S 6 7 8 9 f0 fl f2 t
Service life, years
~igure 18. Change of Expenditures on Current Repair and Maintenance of
Trucks Depending on the Service Lifes: rx is the epecific expendituree
after overhauling; r is the specific expenditures before overhauling.
The nature of the change of the specific expenditures on repair and mainte-
aance after overhauling of ZIL-585 and ZIL-S55 trucks (Figure 18) is gov-
erned by ~ law Which, in much the eame way as nei+ trucks, has the form of
a secondary parabola:
rx ~ a+btx+ctx,
,
13
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wh~re a, b~ c ar~ factore which depend on the make of eruck and the condi-
tions of Cheir operation; tx ie the service life of th~ truck after over-
hnuling. �
~ The valuee df tih~ factore o� thg equgtiona are cited in Table 47.
~ Table 47
Factore of the Change of th~ Specific Expenditures on the Current Repair
and I~intenanc~ of Trucks After Overhaul.ing
Make of Truck a b c
GAZ-51A 9.45 2.52 -0.20
GAZ-93 6.35 6.02 -0.70
- zIL-585, 2IL-555 1.55 1.60 -2.21
Z'he specifia expenditures on current repair and maintenance during the first
year after overhauling are considerably higher than for r.ew Crucks. Thus,
for GAZ-51A trucks during the first year after overhauling they are 11 rubles
90 kopecka~ while the expendiCuree during the first year of new trucks are
equal to only 3 rublea 54 kopecke~ correspondi~.gly for GAZ-93 truck~-- ~
11 rubles 60 kopecke and~3 rubles 53 kopecks, ZIL-58.'.:~ and ZIL-SSS trucke-~-
15 rubles 34 kopecka and 3 rublee 44 kopecks. The nature of the increaee of
these expenditurea during the procees of operation is different than for
" new trucke. Thus~ during the fourth year of operation of overhauled trucks
the expenditures increase for the GAZ-S1A to 16 rubles 70 kopecke~ or 1.4-
fold as co~ared vith the fiYet year of operation after overhauling. for
the GAZ-93--to 19 rublea 3 lcopecks~ or 1.65-fold, for the ZIL-5~~ and
ZIL-555--to 30 rublea 19 lwpecks, or ~..95 folc.
During the first year after overhauling the e~ecific expenditures on current ,
- repair and maintenance for GAZ-S1 and GAZ-93 truck~ are approximately the
same (ll~rublea 90 kopecks and 11 ruUles 60 lcopeckay (Table 48), while sub-
_ sequently the rate of their increase for GAZ-93 trucks is considerably high-
er than for GAZ-S1A trucks. Thus, during the third year of operation for
the GAZ-S1A they are 15 rublea 50 kopecks, wt?ile for the GAZ-93 they are
18 rubles 10 kopecks, during the fourth year th~y are respectively 16 rubles
70 kopecks aad 19 rublea 30 kopecka per 1,000 km of mileage. '
The higher expenditures on curreut repair and maintenance of ZIL-585 and !
ZIL-S55 dump trucka are explained by the loW quality of repair at motor .
vehicle repair planta. As vas already indicated, at present the coefficient
of restoration of the Working c~pacity for this make of truck ie only 0.66.
In conaection with this the aanual expenditurea on current repair and main-
tenance are extremely high. Thus. for the ZIL-585 truck in three years of
operation after overhauling the annual expenditures are 1,931 rubles ~ith
a price of a nev truck, excluding the cost of tires, ~f 1,202 rubles, for
the GAZ-S1A--reepectively 1,221 rubles and 7~5 rublea, for the GAZ-93---
1,218 rubles and 916 rubles.
1!~
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rabie 4a
Changa of Expendituree on Current Repair and Maintenance of Trucks
Depending on Their Service Life After Overhauling
- - - -
(1) 2~ 3~�~ ~4~~ ~5~ 6~t+e~t~Ne .
t p AQ1?ItYO
M~rll~ ~ w a ~ f1~, l~tp~TN tN~�
~~tONO6Y.1A ~ R ~ ~ ~ ~~t a ~ ~ v~TD4Hq M~y
~ ~ ~ ~ ~ 1000 ~ npo� ~
der~~ D)~O. ~
(8)CA3�51A I 1 204 l1,90 372 11,90 1,00
2 128 13,90 784 12,85 1,1y
3 48 IS,bO 1221 13,70 1,30
4 2b 16,70 1673 t4~40 1,40
(9)CA3~93 1 - 99 11,60 358 I1~60 1,00
2 61 15,G0 783 13,b0 1,34
3 35 18,10 1218 14,92 I,b6
4 10 19,30 1633 15,80 1,66
(10~3H1i�b85 1 64 15,34 487 1b,34 l~00
(11 3Fi1I~GS5 2 25 24,71 11~1 19,80 1,61
3 20 29,66 1931 72,b0 1,93
4 8 30,19 2618 24,20 1~98
Key:
1. Make of truck 7. Coefficient of increase of
2. Service life after overhaul- expenditures
ing~ yeara 8. GAZ-S1A
3. Number of trucks in group 9. GAZ-93
4. Specific expenditures per lp. ZIL-585
1,000 km of mileage, rubles 11. 2IL-555
5. Expenditures by cumulative
total, rubles ~
6. Average apecific expenditurea
eince start of operation per
1,000 km of mileage, rubles .
Specific expenditures on current repair and maintenance during the firat
year of operation of trucka after overhauling with allowance for the in-
crease of the quality of their repair can be recommended for the GAZ-SIA--
11 rublea, the GAZ-93--11 rubles 60 kopecks, the ZIL-585 and ZIL-555--
14 rublea 10 kopecks. The standards of the specific expenditures on cur-
rent repair and maiatenance for trucka operated in subsequent yeara can
be calculated by means of the correction factors which are cited in Table 49.
Table 49
Correction Factors Which Take Into Account the Influence of the Service Life
of Trucks on the Change of the Specific Expeaditures on Current Repair
and Maintenance After Overhauling
Service Life Correction Factor for First Year � ;
of Overhauled Truck
Up to 1 year 1.00
Over 1 year to 2 yeare 1.30
Over 2 years 1.50
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The outlay of spare parte f.or the current repair and mainten~nce o� Crucke
operaCed afCer overhauling is cited in Table 50.
Table 50
Change of Che Outlay of Spare Parts for the CurrenC Repair and
ti~intenance of Trucks Depending on Their 5ervice Life After Overhauling
~ 2}= ~ ~
4~ PuxoA ~maa ) ~59~
~ 1~ ~ ~ ~yWxpye6crcA, CplAHNII N
~ o ~ peezon aan�
MapK~ ~ a, ~a e ~6 4aeTCp e Naa~�
~tltOMOaNJIp a;~ ~ a a � a~ ~Ken ~yora�
g~ ~ 5� ~ ~t ~'3`' LLIItI It~ 1000 KM ~
tp~ ,4_ ~ ~ o ~ = npobrr~, P)'~~ ~
VCH ~S .~~~Q ~ Yb~ '~irN
1 209 5,05 157 157 5,05 1,0
(10)CA3�51A 2 12? 7,39 2l8 375 6,18 I,d6
3 b0 9,02 254 629 7,09 1,78
4 25 9,93 268 897 7~70 1,97 ~ -
(11)CA3�93 1 104 5,04 lb5 155 5,04 1,0
� 2 60 7,63 207 362 6,26 1,51 �
3 31 9,38 225 b87 7,19 1,86
4 10 10,29 222 809 7,80 2,04
(12 ) 3FtJ1�b85, 1 64 6, 03 192 192 6, 03 1, 0 ~
3NJ1�555 2 25 10, 64 304 496 8, 21 1, 76
3 20 13,95 356 852 9,95 2,31
8 1~,96 36~1 1216 11,20 2,66
~ Key:
1. Make of truck 7. Cwnulative total
2. Service life after overhaul- 8. Average outlay of spare parts
ing, years aince start of operation per
3. Number of trucks in group 1,000 km of mileage, rubles
4. Specific outlay of spare 9. Coefficient of increase of
parts per 1,000 km of mile- outlay of spare parts
age, rubles 10. GAZ-S1A
5. Outlay of spare parts, 11. GAZ-93
rubles 12. ZIL-585, ZIL-555
6. Annual ~ ~
I
As is evident from the table, the specific outlay of spare parts per 1,000 km ~
of mileage during the first year after overhauling for GAZ-51A and GAZ-93 ;
trucks is 5 rubles 5 kapecks and 5 rubles 4 kopecks, for ZIL-585 and ~
ZIL-555 truclcs--6 rubles 3 kopecks, while during the fourth year of opera-
tion it increasea respectively to 9 rubles 93 kopecks, 10 rubles 29 kopecks
and 15 rubles 96 kopecks. .
lE '
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Ie ahnuld be noted that the epecific ouelay of epare parCe for GAZ-93
trucke after overhauling is elightly higher than for GAZ-S1A Cruc'~ca (up to
4 percent). This, as wae already erared earlier~ ia mainly explained by
the preaence of an additional uniC--a hydraulic lift. The proportion of
apare parts in the Cotal epecific expendituree on the currenti reg�air and
meintenance of trucks after ov~rhauling changes for GAZ-51A trucke fram
43 percene during the first year of operation to 59 percent during the
fourth year, fur GAZ-93 trucke rea~ectively from 43 to 54 percent, for
ZIL-585 and ZIL-555 trucke from 39 to 54 percent.
For convenience of the planning of work of motor transport and the determina- �
tion of the material expenditures, as well as Cheir econ~my or overexpendi-
ture by individual drivers and the farm as a whole it is possible Co take
during the firat year of operation of a truck after overhauling the follow- ~
ing etandards of the outlays of apare parte: for the G.AZ-51A--4 rubles
60 kopecks, for the GAZ-93--5 rubles, for the 2IL-585 and 2IL-555--6 rublea
per 1,000 km of mileage.
The outlay of spare parts in subsequent yeara of operation of trucka ia
deCermined by using correction factors (Table 51). ,
Table 51
Correction Factors Which Take Into Account the Influence of the Service Life
of Trucks on the Change of the Specific Outlay of Spare Parte for CurrenC
Repair and Maintenance After Overhauling
Service Life Correction Factor for Firat `ear of
Operation of Overhauled TYUCk
Up to 1 year 1.00
Over 1 year to 2 years 1.50
Over 2 years 2.00
The high initial e:cpenditures on maintaining trucks in woxking condition
after overhauling can be explained by iCs low quality. As the quality of
overhauling increases, the specific expenditures on current repair and main-
tenance and the nature of their changea might approach the specific expendi-
tures for these purpQSes of a new Cruck. The nature and magnitude of theae
expenditures wi.ll be closer Co the corresponding indicators for a new Cruck,
the higher the quality of the repair is. Since overhauling makea it pos-
sible to decrease slightly the expenditiures on current repair at the sCart
of operation, it is necessary to examine the economic feasibility of per-
forming it.
- By examining the periods of performance of the overhaul of a truck from the
point of view of the minimum expenditures on current repair and maintenance,
it is possible to conclude that the minimum period for performing an over-
haul corresponds to t~e condition
rK L r. _
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However, as ia known, the overhauling of trucke causes additional expendi-
tures in tihe form of amorCization, conaequ~ntily ies performance might be
expedient ecotilomically from the point of view of the minimum ad~usted ex-
pendieurea after a cerCain mileage.
The overhauling of a truck ahould be consider~d economically efficient on
the condition Chat the coat of a unit of mileage after overhauling ie equal
Co or less than the coat of a unit of mileage of a new truck.
It ia apparenCly necessary to take the dcpreciation life of a Cruck in thie '
case to be equal to one period of operation, that is, in this ir.stance four
years after overhauling. The average co~t of an overhaul according to th~
results of the is~agecCion of 405 GAZ-51A trucke ia 912 rubles, for 205
GAZ-93 trucke--1,008 rubles, for 117 ZIL-585 trucks--1,390 rubles. TF.~Cing
into account that the cost of overhauling a truck includes their fitting
wiCh misaing parts and the cogt of new tires, which should not be Caken
into accounti when determining Che efficiency o� repair, Che coat of an over- ,
~ haul is taken according to price list No 26.02.03, which was approved by
the Committee for Prices attached to the Beloruasian SSR Goaplan and wae
put into effect on 1 January 1970. According to the price list, the cost
of repairing truck tires is not included in the wholesale price of an
_ overhaul. -
a comparative analysis of the expenditures of overhauled and new trucka is
cited in Table 52.
In order to determine the specific capital investmenCs of new trucka the
entire cost of the truck was conditionally attributed to iCa mileage before
the first overhaul. It was assumed that the truck went completely through '
the depreciati~on p~riod during the period of operation prior to the firet
overhaul. The specific investments of overhauled trucks were determined in
much the same way. The depreciated cost of the truck was not taken into
account, since in both instances the truck continued to be operated after
the lapse of the periods between overhauls..
From the table it follows that the apecific expenditures for overhauled
GAZ-SIA and GAZ-93 trucks are quite close to new trucks and are 84-87 per- ,
cent and slightly lesa for ZIL-585 (75 percent), 2IL-555 and GAZ-53A :
trucks (67 percent).
Leti us examine the total apecific ad~usted expenditures with allowance for i
- the expenditures on current repair and maintenance and the specific one- i
time expenditures of new and overhauled trucke (Figure 19). '
As was noted earlier, the economic feasibility of performing an overhaul
should satisfy the condition
dn.x L dn�
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Tab1e 52 _
Comparative Analyais of Expenditures of New and Overhauled Trucks
~ ~ ~ 2 ~ ( ~ ~ rt~pKn ~~towo0enen
~ 5 7 8
ttoK~i~enM ~ ~ _ ~ ~
~ ~ ~ ~ ~
(9 nroaan ueea ~ja~ 1146 2P00 1260 220d 2105
(ll~opro~aa i~aueuKa 12,8~; ~ 146 372 162 282 270
OtnycK?+aa qeua (12) � 129! 3272 1422 7482 2375 .
(13)EA~n~aA onrunatt ueHa sa
ItOKp61WKY C K81~ICp0A ~ 64 114 64 9S 114
~ ](4 ~C?Olfl~IOCTb K0~111.9CKTA WIIH ~
ty wr ) . 448 ?98 448 693 798
(15)H8l1fNKa H8 WIIItW IZ~84; s b8 105 b8 86 105
(16 )Nroro cro~~~iocTb KoamneK-
ra wNH ~ b06 903 506 779 903
~ 17 ~Ot(1yCKH5R 11C118 BUTOMO�
61UTA 38 1~fI1NyC0\I Ct011\IOC�
Ta wia~ � T86 2368 9l6 t702 1472
(18)Onroeaa uei~e aa xar.a-
T8J16NNA pe1110HT ~ b85 1320 650 9'l5' 925
(19)Oruoweroic cTOU~torru ,
Kani+ranbuoro pe~ro�ra
K CTON\tOCTi! IIOEOiO (IBtO�
110~SIL1A 7b 60 Tl 57 63
(20)AeticTn~~wutaA uopaia npo�
6era eonoro asroa~o6ir.~a
np?t 9KCnnyarauiw ua Ao� (21) ~
po~rax lI tiareropi~it t~tc. nec 105 S5 Q5 l05 95
(22)Hop�a rte~cpe~~o;irHOro
npo6era aeTO~toGn~A, npo, ~ ,
we,xwero ean?~raa~ita8 pe-
~our s 90 80 80 90 80
(23)YAenb~i~e Kanura:~tiuue ~ 10)
ano�~eii~+A ~+oeoro anro~io- .
" 6Hnx Ha 1000 Ka~ npoGcra p~�6. ?,47 24,60 9,65 16,20 15,50
~2~1~YA~bHWC KB~IIT81IbHbiO
8.701KEHIfA 8BT01~1061I.7A.
t1~.+0ILC'~111Ct'0 K3Il((T~116H6I1y
peuottr . 6,b0 16,50 8,10 10,80 11,55
xey:
1. Indicators 12. Wholesale facCory price
Z. Unit of ineasurement 13. Unified wholesale price for
3. Makes of trucks tire with i~er tube
4. GAZ-S1A 14. Coat of a set of tires (7)
5. ZIL-555 15. 12.8-percent markup for tirea
6. GAZ-93 16. Total cost of a set of tires
7. GAZ-53A 17. Wholesale factory price of truck ~
8. ZIL-585 less the cosC of tires ~
9. Wholesale price 1R. Wholesale price for overhaul
10. Rubles ..9. Ratio of cost of overhaul to
11. 12.8-percent markup fo~ cost of a new truck
. trade organization
/Key continued on following pagLe7
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Key:
20. Actiual mileage aCandard of 23~ Specific capieal investments of
new truck when operared on new truck per 1,000 km of
ro~da ot caCegory II mileage
21. Thousands of km 24. Specif~c capital investmente of
22. 5tandard of mileage between a truck which hae been over- ~
overhauls of a truck which hauled
has been overhauled '
~
d~,rP, Period I ' Period II
30 ~
~ d~ dRK ~
o Z~ R AX . ~
�o ~ I
24 ~ , ;
a~i ~ Zf x? Ki '
aa .
N ~i 18
v
~ ai f5 � -
M t11 ~
~C.' ~~Z '
N rl , '
;
~e k3 9 ,
dw i
w a R _ ,
~ ~ � R~ � ~
. ~
~ 3
~
~n K~ .
20 40 60 CJ f0: !25 f45 1S5 185195 L �
� Mileage, 1~000's of km
Figure 19. Graph of Che Comparison of the Ad~usted Tota1 Expenditurea of
New (d ) and Overhauled GAZ-S1A Trucks (dn,K~ : R, RK are the average specific ad-
~uste~ expenditures on Che curr~nt repair and maintenance of new and over-
hauled trucks; A is Che specific ad~uated cost of a truck; AK is the spe- ~ :
cific ad~ usted coat of an overhauled truck. ~
' I
For GAZ-51A trucke during the second period (Che mileage after overhauling) ~
the minimum specific total expenditures after a mileage of 90,000 km a~~
expressed by the ordinate xl and are equal to 20 rubles 20 kopecka, while
for a new truck with the same mileage the specific total expenditures are
13 rubles (the ordinate x). Thus, even on the condition of the complete
amortization of the cost of the new truck during the first period (before
~ the first overhaul) it is economically in~expedient to overhaul GAZ-S1A
- trucks, for which the ratio of the coat of an overhaul to the coat of a new
20
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. . . . . . . . . . . . . . k . . . .
1 i . , i,
E'Oit OF~ICIAL US~ ONLY
eruck (excluding the tires) ie 75 percent. As the calculatione show, nimi-
1ar conclusione can be drewn for Che economic efficiency of overhauling the
GAZ-93.
Given the eatabliahed quality and cost of an overhaul of ZIL-555 truaks the
~d~usred apecific expendi~uree at the ~nd of the second period between over-
hauls (a mileage of 80,000 km) are 38 rublea~ while the epecific ad~ueted _
totnl expenditures of a new Cruck during the same period (poinC are
33 rubles 40 kopecka (Figur~ 20).
dn,a,C ~ Period I Per~,od II
. ` ,
~ SO ~ ~+n , dyr ,
� 45 d2">'~ C Cx
~
a~i 40 Mt M~
a~ ~ �
m ~ ~s f K~
~ ai ~0 .
~ oo ,
b ai25 ~t Lp .
~ ~ , ,
r~ ~ 20 '
o~ w � M~
~ � f5 .
M
u RK , ,
~
_ ~ 5 ~ M~ .
. Ka My ,
.
!5 30 ~S 60 75 95 if0 !25 !40 f5.ti I% G
Mileage, 1,000's of km .
F�lgure 20. Graph of the Comparison of the Adjusted Total Expenditures of
New (dn) and Overhauled ZIL-555 Trucks (dn,K): R, RK are the avera~~ spe- �
cific ad3usted expenditurea on the currenC repair and maintenance of new and
overhauled trucks; C is the specifi~ ad~usted cost of the truck; CK ia the
specific ad~usted cost of the ovPrhaul of a truck.
If it is presumed that during the first period between overhauls a new
truck has completely recovered it cost, the ad~usted total apecific ex-
penditures change according to the curve
dn= f(ln). ~ -
Moreover, ~
d� = C
1~ -I- RQ .
21 -
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FOR O~FICIAL US~ ONLY
Presuml~.ng Chati the balance sheet coat of an overhauled Cruck is equa~ to
the whulesale price for an overhaul, which wi~.l also recover its cost during
the second period between overhauls, the specific total P.d~usted expendi-
tures during thia period (dn,x) wi~l be equal to:
~tl~N ~ CN ~I~ Rp~N'
IK,n
The plotting of the cur ve of the ad~ustcd apecific total expenditures dn,x
on ehe curve dn yields ehe point of interaecCion M2, which determines the
service life of a aew and an overhauled ~ruck, at which their apecific ad-
~usted total expenditures are equal, that is, dM ! dM~, If all the expendi-
tures cnnnecCed with capital inveatments are att~ibuted to thia period (the ,
mileage equals 66,000 lun), that is, if it ie arbitrarily assumed that Che
capital investmenta have completelv transferred Cheir value to the product,
the equation
dn.x � an
will be observed. If Cheae trucke are used aubsequently, the expenditurea '
on maintaining the new truck in running condition will change beginning at '
point M4 on the curve of the specific ad~usted expenditures for current re- j
pair and maintenance (R); for an overhauled truck, at Che point M3 on tY~.e
curve RK. Since RK ~ R within the period in queation, on the baeis of the
condition of the equality of the specific expenditures it can be concluded
that in this period between overhauls it is economically inexpedient Co
operate the overhauled truck.
In order to determiae the optimum cost of the overhaul of Crucks, for which '
during operation the ad~ueted total expenditures would approach or be equal "
to the minimum ad~usted spe~ific expenditures for trucks which have not
been overhauled, let us examine the graph (Figure 20). ~ �
The nature of the change of the ad~usted expenditures �or the repair and
maintenance of ZIL-585 trucks depending on the After-ovexhaul service life
and the cost of the overhaul is represented in the graph.
When cnnstructing the graph the condition was adopted that the depreciated ,
cost of the truck (taken according to the price of inetal acrap and the ;
value of the parts suitable for rebuilding) at the beginning and end of the i
period between overhauls is equal and therefore is excluded from the cal- ~
culation. '
Thus, the change of the total adjusted expenditures during the period be-
tween overhauls Eollows a curve which is similar to the change of the ex-
penditures of a new truck, and with an increase of the cost of overhauling ;
the minimum value of Che ad~usted expenditures occurs at a later date of
operation of the truck after overhauling. Thus, for example, with the cost
of an overhaul of 600 rubles, even given an unsatisfacCory quality of the ,
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,
FOR OFFICIAL USE ONLY
- overhaul, the overhauled rruck hae the lowegt epecific expenditures over
the interval of 3-3,5 years~ with a cose of 800 rublea--aftex 4 yearH and
so on.
50
~
n~
a' ~~n u
~n v~,n I , .
a
~ ~ r,~ ~ ~200
- . ; ~ c~ � ~ooo ,
- ~ ~D CK � 800
~ ~ CK Q 600
� v ~
. ; ~ rn.n ~ .
~ ~70
b
~
0
uo
M O
Cn=1?00 '
M '-i , ~
~ ~ C,~ * 1000
a ,i Cx = 800
~ ~K Cx � 600 `
~in
~ 2' 3 4 t
Service life after
overhaul, years
Figure 21. Change of the Ad~usted Expenditures for Repair and Maintenance
After the Overhaul of ZIL-~585 Trucks
Typical of each period of operation of a truck after overhauling is its
own minimum specific ad~usted expenditures, which can be regarded as the
economic substantiation of the mileage of a truck after overhauli~g.
Let us examine, at what prices for an overhaul it is poasible to have the
condition
dnx min - dnmin'
For this purpose let us analyze the change in the specific adjusted Cotal
expenditures of trucks of various makes afCer overhauling in comparieon
with the minimum expenditures of new trucks, which are operated without
overhauling to the economically expedient dates (Table 53).
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I~Ott 0~'~ICIAL US~ ONt,Y
' Tubie 53
Uet~rminarion of th~ ~conomic ~xpedienc~ of OverhauLing Trucke Aecording eo
the Specif.ic Ad~usted Expenditure~ Depending of the Coer of an Overhaul
_ _ _ . . -
� 1 ~ MNMNM~~MMC Yaentinwe npu~aeex~
~ 1~ yAMbNdp tl tlpC� Ct011~lo~ib Nx1! ~AtpI1tW RAtINlAAh~
p 110 OT CAIO~ITII ONA~I�
r1ep~~ emto~!n6n:+,~ ae~~H~e anrparw Kam~renbiioro IINt pRtOMbGHrkA
. UA IdOO R.N bCNONt~, n~'lS, pa I('OO RM tlQOGQfA~
npotcre, p1a, ~4~ vY6.
- - - - _
3NJi�685 (S) 18,95 925 33~~0
g00 ~7~10
� :9~90
3N1t�655 (6) 2~,0 1320 38,30
800 32,10
CA3�61A (7) 1~,68 ~5 ~~;6�00 ,
~ 350 1~,90
CA3�93 (8) 16,07 b5~0 21,30
4b0 70,40
. ~ ~5U 19~~0
Key:
1. Make of truck S. ZIL-585
2. Minimum specific ad~ueted 6. ZIL-555
expenditureg per 1,000 km 7. GAZ-S1A ,
of mileage, rubles 8. CAZ-93
3. Coat of overhaul~ rublea
4. Specific ad~usted expendi-
tures of overhauled trucks
per 1,000 km of mileage~
rubles
As is evideat from the table, given the current wholesale prices for an
overhaul and the exiatiag quality of the averhaul~ the minimum specific ad-
justed total expenditures for the ?.IL-555 are equal to 38 rubles 30 kopecke,
which is 1.75 times greater than the minimum specific ad~usted total ex-
penditures of trucks which are being operated without overhauling, corre-
spondingly for the ZIL-585--33 rubles 40 kopecks, or 1.9 times greater, for
the GAZ-SIA--19 rublee 70 kopecke, or 1.65 timee greater, for the GAZ-93--
22 rubles 15 kopecks, or 1.65 times greater. Even the considerable reduc-
tion of the whole~o?e price of an overhaul, given its existing quality~ `
does not ensure the condition of the equation cited above. Thie ie explained
priroarily by the low quality ef overhauling of trucke. Indeed~ eince
i- rR- -kC-~~-- -~-,~K~
K p
the improvement of the quality of the overhauliag of trucke is a deciaive
condition for decreasing the expenditures per unit of mileage~ in this
~ case both terms decrease (in the former due to an increase of the coeffl.-
cient of restoraeion of the ~+orkiug capacity icp). ~
24
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I
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~OR O~~ICIAL U5L ONLY
'~tw~, givpn ~h~ qu~licy of r~pgir wnrk, which hag fnrmpd ge tihi~ ~ime, ~nd
thp whnie~~le f~~eory prie~~, th~ ur~~ ~f cdmpl~e~-~~gembiy dv~rh~uling -
C~nnor bp ~ongid~r~d ~eonomiGglly ~u~tifi~d. 'Ph~ introduction of th~ unit
n~th~d of repair wieh eh~ r~p~ac~mment ~f rhe a~semblle~ ~nd units~ whiCh
h~v~ dp~raC~d for the e~tabliehed ~~rvic~ 1ife~ et e~rvir~ at~tl~n~ ie mnrQ
pxpedient~
Th~ nb~~ceiv~ n~ed Cn r~plaee eh~ lartipr i~ det~rmined by mean~ of e~aehnieal
di~gno~eic ~quipmene.
COPYit~GHT: tzdaC~l'stvo "Uradah~y" Mingk 1973
7807
CSO: 8144/1207
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A~}f~ICTn.'I'URAL MACHIN~3Y
DESIGN~ MAINTENANCE OF AIR CLEANER D-160 _
Moscow SEL'SKIY MEKHANIZATOR in Russlan No 3~ Mar 79 pp 22
(A~ticle by A. LaYarev~ candtdete of technical sciences; V. Lukin~
_ G. Klebanov, S. Puzhevskiy, engineers~ Chelyabinsk Tractor Plant imeni V.
I. Lenin: "Design and Maintenance of the Air Cleaner 0-160"~
~Text) Yhe tractor motor operates in condtttons that produce a great deal of
dust. Suffice it to say that if the motor nf the Chelyabinsk Tractor Piant
0-160 was not equipped with an air cleaner, in 1~000 hours of work wtth
0.1 g/m3 of dust in the air, about 50 kflograms of dust would enter the motor.
The amount of dust in the air In the region of the air cleaner resulting
from various types of operations~ the type of ground and atmospheric
conditions (strength and directton of winds, humidity. temperature) are
presented in the table.
The dust that enters the motor ~esults in the abrasive wear of parts that
come into contact with the air (barrel sleeve of cylinder, piston~ piston
- ~ings~ intake valves) as weli as of other parts which it reaches together
with the oil (crankshaft~ bushing, parts of gas-dist~Tbution mechanism and
others).
The D-160 motor air cleaner consists of two stages--the multtcyclone and
the paper filter (see drawing).
The muiticyclone contafns 30 plastic double (screw thread) cyclones
distributed in two rows.
There are two main filter-cartridges~and 2 sefety filters in the ftltar of
the second stage. The same filter cartridges are used here and~for nwtors of
the SMD famlly in order to standardize and to make it easier to obtain spare
parts. The basic and safety filter-cases compose a unit in which the elements
work in succes~ion. In this way a sufficient dust capacity is achieved for
the air cleaner and also a high dependabitity factor for protecting the
motor from dust.
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~
,
' Alr C1~aner
I--Multicyclone
2--Du~t collector with nozzle for blowtn~ dust
' 3-~Body of paper filter
4--Cover
,t SrrMBin fliter-ca rtrldg~
6--5aFety fiiter-cartrtdge
~
Plant bench tests shaved that the multicyclone lets oniy 4 percent of the
dusty eir pass through. After the fitter with the peper cartridge the eir ~
is practically clean. The coeffictent of ~on-filtration is 0.1 percent for
the air cteaner as a whole. .
Since dust is removed from the first stage of the air cleaner autamatica~ly
using negative pressure created by an eJector, care for the multicyctone
involves examinations and (if necessary) washing at a rate of 960 motor-hours
(during the third technical servtce).
With a moderate degree of dust, the basic (external) filter�cartridges
should be biown out for 240 hours of work~ ~af~rv ltnternal)--for 480
. hours using compressed air at a pressure of 15-20 kH (1.5-2.0 atm.). 7he
stream of air is directed from within. In nrder to avoid a tear fn the paper
biind the notzle shouid be placed Ro close~ than 30 mm from the paper at a
30-45� angie to the verticai axis of the fitter-cartridge. The filter-
cartridge should not be cieaned by means of shaking or tapping. This can
result in damage to the edges of the paper and a dislodging of the covers. ~
It is categorically prohibtted to blow through the filter�cartridges usi~g
the exhaust gases of the motor because this will result in the paper becoming
greasy.
After 720 hours of work (after the filter-cartridges are blawn through 2-3
times) or for lubrication the basic filter-cartridges are washed in a 2-per-
cent water solution of OP-7 or OP-1o GOST 8433-57 paste (20 grams of paste
per 1 liter of water). The tdnperature of the solution is 50�C. The safety
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,
C~' ~Y I~fY ~ ~FNN~ ~iMf?~ t 2/
( fh~ (
C 3' ~~fH~ ~p~N?~ t~puaeMr n lul�
MM~If Mtl. ~I~MNf�~ N~~~ M ~
i~INMNI j1
N~ji
t,1~NHM~M M IIwN� '�1
~~~L MKI {w~iqlfn~eN~l?~ MIpY 1!�. ~ -
n~�M. nwa e~~~�. tnir?.e~ 11~,
Mk1 uA~~.~ M ap ~N~ ~Mt
~ V'lI/NN ~N NMI~Mf~ N~N ~ ~.Ni
11~~~~~. na~~ yu~. t~~~e ~Ap Ma
~ 1)N il'. MMI ?rtMr~d ~ ~.IN
~B~Mna~uw. 11~~~ e~~n. t~wM~1N
MiN u N`~ ~He~ t~N~~ ~ Ny
(9) M~t,~~
IaM..~~.�. n�.. e?~u. t.~wln?M
~jiiiij N'. ?wM~~r~ w My ~.111
r~ 0~ jM1iNN ~~N~~ M MK~INM~ M~
\ 1M1 f 1Ythi~ IJM~ ~nM W M!r
~ ~et.~~ ~k � aNe~~n a
...utiwc.a h....1 ~/-u
Key tn Teb1e:
I. Type of operetion and condittons
2, Dagree of duatiness (qramg per m3)
3. Tractor and bulidozer operetlons to pian fleld. Atmospheric
tamperature 45�. Headwtnd.
4. Tractor and buitdozer operattons to pian fteld. Atmo~pheric
' temperature 42�. Side wind.
5. Ptowing. Dry soil. Temperature 22�. Moderate wind In direction of
tractor's movement.
6. Piowing after short rein.
7. Plowing. Ory soil. Atmospheric temperature 25�� Moderate stde wind.
8, Herrowing. Dry soil. Atmospheric temperature 25�. Sitght wl~d in
dtrection of trector's movert~ent.
9. Harrowing. Dry so11. Atmosph~ric temperatura 30�. Moderate wind tn
dtrection of tractor's movement.
10. Tractor movdne~t along e dirt road with a heavy dust cover or along
dry sandy xoil depending upon ciimactic conditions.
filter-cartridge is washed with the same sotution for 1~440 hours. This is
how it is done. The fitter-cartridge is immersed tn a prepared solution for
2 hours and swilied for 10-20 minutes. Then the fiiter-cartridga is washed
in clean water and carefuliy dried in a warm faciltty at room tdnperature
for 24 hours. If the paste is unaveilabie the filter-cart~idge can be
weshed in a solution of laundry detergent or in warm ciean water if blown
through first. However, it should be kept i~ mind that clean water will ~
not remove grease. If there is no canpressed air available~ a washing in
ciean water can be employed instead of the blowing through, but it should
be remembered that washing wears fflter paper away more qutckly than biowtng
through does.
The intervals at which the filter-cartrtdges are blown thraugh or washed ~
can be increased or decreased as recomnended according to the degree of dust
in the air~ the type of operat~on being perfo rnied, the atnaspheric hunidity,
. the moisture content of the soil, and other factors. With the transition to ~
different operations it is recommended to examine the filter-cartridges
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monthly in ord~r to establish the best Inrerval for servicing the filter-
certrtdges for the specific conditions involved, ~
The iif~ of the n~ain filter-cartridges is 1~500 motor-hours if they are
- washed and blowed through on sch~dule and if the degree of dusttness ts
moderat~; of the safety filter-cartrldges--3~000 motor-hours.
Before they are installed in the body~ the fllter-cartrldges must be carefully
~xamtned. Filter-cartridges shouid not be installed tf the paF~er is torn~
if the edging is not correct.or if the seals on the rubber rings are
damaged. The filter-cartridges are examined in the light by putting an
~lectrtc lamp inslde. Levers should not be used to remove the filter-
cartridges in order not to damag~ the paper blinds or to loosen the covers.
Before securtng s~l~e ffiter-cartridges in the body of the air cteaner one
should make sure that they hav~e been placed properly and that there are no
for~ign bodies or loose dirt between the shered surfaces. The couplings
of the ffiter-cartridge supports should be secured welt. It is mandatory
to have washers with liners underneath them. Special angle bars are
weided to the tops of the nir filter to avoid the unscrewing of the wing '
nuts seturing th~ main filter-cartridges. If the angle bar ,juts into the
wing nut it should be turned one-fourth of a turn.
If the tractor is operating on sandy soil during dry weather, in a quarry
or in desert conditions the amount of dust in the air can be very great~
over 1 g/m3 or in some cases 5 9/m3 and higher. Under such conditions
the air cleaner gets dirty rapidly. Consequently, the inter~eal for
servicing it must be shortened to a significant degree. Every 500 hours
of work the air cleaner should be examined and if necessary the bottom plate
of the multicyclone and the eJection pipes for ~dust removal must be
cieaned. Every 10-60 hours (depending on the amount of dust in the air)
the filter-cartridges must be blown throu9h. They are restored by means of
blowing through or washing (washing after 2-3 blow-throughs), as under
normal dust conditiort~.
if the degree of dust is particularly great, the life of the fiiter-
cartridges is 80-480 hours.
It should be remembered that if the filter-cartridges~ the covers of the
air cleaner and all ,joints nf the intake system are sealed well there wiil
be less chance that unpurified air will enter the cylinders and the life
of the air cleaner will be longer. The dirty filter-cartridges should be !
blo~~n through and washed at the recommended int~rvals because dirty filtration
pap~,r raises the resistance of the air cleaner and can be the reason for
smoking, seaming of ptston rings and decrease in capacity.
The air cleaner dependably protects the 0-160 motor from dust a~d in order
that its operations be effective tt must be serviced on schedule and carefully.
COPYRIGHT: Izdatel'stvo "Kolos", "Sel'skiy Mekhanizator", 1979
8228
C50: 1821
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FOR O~FICIAL U5~ ONLY
Ct~N5'fRUCTION, CONSTRUCTION MACNIN6RY AND BUILDING MATgRIALS
.
STftOYIIANK OFFICIAL DI3CUSSBS REDUCTIONS IN CONSTRUCTION SCI~DULBS
Moscow VOP1tOSY BKONOMIKI in Ruasien No 3, Mar 79 pp 3-12
[Article by P.D. Podshivalenko, professor and Aeputy Chairman of U5SR
Stroybank: "Taek of Reducing Construction 3chedulea"j
, [TexCj During the Novemb~r (1978) Plenum of the CC CPSU, L.I. Brezhnev
commented upon the trea~endous co~tribution made by the buildera in
strengthening the country's economic might. More than 700 large induatrial -
enterprises and facilitiea were built. During the Ninth Five-Year Plan
and compar~ed to the Eighth Five-Year Plan, the increase in placing fixed
capital in operation (in terms of production projects) was eomewhat greater ' -
(44 percent) than the increase in the uolume of capital inveeCments
(42 percent) and unfinished construction (40 percent).
However, the achieWementa in capital conetruction could have been considerably
greater if greater use had been made of the advantages offered by the
planned econoary and intraenterpriee reservee and if the ehortcocnings had
been corrected in a tim(ely manner.~ During the November (1918) Plenum of the
CC CPSU, it was emphasized that the situation in capital construction ia
' slowly improving. Up until now, no success has been achieved in halting
the process of diapersion of capital investments among numeroua conetruction
projects. The amount of unfiniehed construction work ia increaeing.
* * *
Among the coaiponente for highly effective capital investmente, first place
is occupied by reductione in the construction schedules. In this regard,
certain approachea employed in determining the economic results. of such
reductions are deserving of special attention.
The belief is rather Widespread that an acceleration in construction work
leads to an incresae in production capital in the construction organizationa
per million rubles of construction-inatallation work and thereafter to an ~
increase in the production cost of the construction vork owing to raiaed
amortization and increased expenditurea for the operation of mnchines and
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_
~OIt O~~ICIAt. US~ ONLY
equipment and it also raiaes the paym~nra into the production funde, The
need has clQarly been aingled oue for making more extenaive uee of
additional resourcea manpower~ increeaud numbor of tQmporary buildinge
And installatione, use of a gzeator quantity of equipment and ao forth. In
this regard, the proposal has been made to inrroducn special appropriations
for compensating the construction organizatione for the mentioned
additional expens~e cauaed by reduced construction achedules and even to
allocate additional funda for the awarding of bonuses. This poeition meriCe
a critical eveluation.
Uespite rhe fact that construction delays occurred in past yeare, compared
to the norms and plana, R. Merkir? believes that this lag will be overcome
more rapidly Co Che extent that greater compensation is made available for
doing eo. He even forecasCa that in 20 years a requirement will exiet for
increasing tha fund for the degree of equipping of construction organizaCiona
(by 23-25 percenC), raising profitability (by 50 percent) and reducing the
average duration of conaCruction (by 30-40 percent). As a result, it turns
out that even over the course of such an exCended period of Cime the
duration of construction work will atill be greater than the norm by 10-15
percent. According to hie coropuCaCions and asauming an increase in Che
fund for degree of equipping of 80 percent, the construction schedule will
'barely reach the propoaed optimum average construction schedule*. In other
words, a reduction in the existing conatrucCion achedulea appeara to be a
prolonged and expensive measure.
Meanwhile it is impossible to increase the fund for degree of equipping ovQr ~
such an extended period of time without taking into account the growth, ~
development and improvements in the technical-economic characteristica of
the equipment, machines and other equipment, atructures, materials, ~
technologies, production organization, the level of skills possessed by the
personnel and economic management. The time factor, as pointed out during
the 25th CPSU Congress, must be fully taken into account in all of the work
concerned with improving economic management. Labor productivity will
subsequently increase as improvementa are realized in the fund for the ,
degree of equipping during the scientific-technical revolution. As pointed
out by Karl Marx: "Improved labor productivity derives from the fact that _
the proportion of Live labor decreasea while the proportion of past labor
increases; however, it increases in a manner such that the overall amount
of labor embodied in the goods decreases and thus it follows that the
amount of live l~or decreases to a greater extent Chan the amount of past
laboY increasee" . As a result, a greater amount of producta may be ~
* See R.M. Merkin. "Ekonomicheskiye problemy sokrashcheniya ;
prodolzhitel'nosti stroitel'stva" [Economic Problems Associated With '
Reducing the Duration of Construction]. Izd. "Ekonomika," 1978.
K. Marx and F. Engel's, Works, Vol. 25, Part I, p 286.
31.
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FOR 0~'FICIAL US~ ONLY
produced et the eame time and a greater amount of coneCruction work carriod
ouC in the case cited. Thia ie en example of th~ action of the oveYall law _
concerned with realizing a savingg in time. -
According to the forecaste of R. Merkin~ iC would appear that even with a
twofold reducCion in the conetruction cycle the production cost for
conatrucCion-inBCallarion aork will etill be 3 percent higher than thaC for
today's conatruction achedules. Then by whaC meane can it becom9 higher?
If it t~?kee place as a reault of an i,ncrease in amorCization and in
expenditurea for the uee of equipment, then this would eignify the
introduction of uneconomical and coatly machines and equipment, the current
expenaes for which increase to a greater degree than Che wage expenaes for
, workers decrease. It ie noted that quite often auch incorrect rattoe are
accepted ae being inevitable. Thus the concluaion ie drawn that acientific-
technical progresa at the preaent Cime ie leading aimultaneously towar~e a
reduction in the duration and an increase in the coet of conatruction-
installaCion work, aince the cost of materials clearly increase to a*
considerably greater degree than tihe expenaes for basic wages decrease .
It is interesting to note that in the proposal mentioned above the question
concerning sources of compensation is for all practical purpo~ee ignored.
A completely incompr~henaible aituation develops. The eatimated coat
increasea as an increase takes place in the conetruction achedule8.
National income is a source for covering an increase in the coat of
construction. But ita use for thie purpose decreases socialiat savinga.
All of this takes place with complete impunity, since thoae guilty of having
caus~d the losaes bear no responsibility from an economic accountability
standpoint. It ia obvious that compensation must also be furnished~or
i~ncreased costs cauaed by a reduction in the construction schedules .
5uch proposals are considered to be extremely queationable.
By way of confirming the feasibility of issuing compensation for alleged
additional expenditures, when reducing the construction schedulea, referencea
are made in many instances to the practice of capitalist firms. Actually,
th~ firms increase the cost of the work associated with a contract depend~ng
upon how soon the customer requires the projecta to be completed and
delivered. Hence the conclusion is drawn that the coat Qf a construction
* For example, see V.A. Zakharov. "Improving Bvaluations of Final Results
in ConsCruction" PROMYSHLBNNOYB STROITSL'S1V0 [Industrial Conetruction],
No. 7, 1978. It is poasible that the authora of this point of view are
not Caking into account the changea in pricea for individual meana of
production.
A proposal ha~ been made calling for the introduction of a aystem of fines
for violations of the planned schedules for placing projects in operation.
Th~se fines must be greater than the actual amount of additional expenae
caused by a violation. The question concerning the sources for covering
these expenses reaiains unanawered. The essence of the systecn of fine~
also has not been clarified.
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prn~acC ig dep~ndene upon a reducti.on in Che Cime required to erecC iC.
But the gituaCion is quite differe�t at timeet Che employar-builder, in
raising Che price, expectg to obCain a portion of the ~ame profit ro be
reglixed by hia cuetomer Che induetrial ent~rpriea in viuw of
~cc~l~rating thc~ echedules for ~xpanding the volume of gooda produced.
'The authors of tha conc~pt of "high pricQg" for gcc~l~rating conetruction
work maintain thet exaesaive strain and rueh work by no means repreeenC a
typical phenom~non with regard to plans for reducing thn echedules for
Capital conatrucCion. Hence we have the concepC of "priceg" for euch
hasre, that is~ additional expense~ aseociated with accelereted coneCruction
work. AcCually~ when the queation ia rnis~d concerning meaeureg for
accelarating conatrucCion, then a prime requiremenr is that of introducing
scientific-technical achievements in all branches asaociated with
consCruction. Here we have in mind not only the construction induatry but
also industrial ~nCerpriaea engage~ in the production of equipmenC,
construction structures and other commodity�maCerial valuea, organizetions
which prepare production technologiea and so forth. Improvements in the
efficiency of their operationa serve as the foundation for reducing the
construction schedulea and lowering the cost of conetruction. If thia ie
not done, a truly abaurd situation is creaCed both the reduction in
construction schedulea and an increase in such achedules resulC in an
increase in the estimated coat.
It appears that a system is required wherein the guilty party, owing Co ~
above-normal duration of construcCion work, must make reimbursement for the
additional expensea incurred at hie own expenae, with no change in the
budget and, undergtandably, with no increase in the estimated coat. Thia
will ensure a strengthening of economic accountability, a correct evaluation
of the fixed production capital and improvementa in prics formation in all
branches of the economy and in industry. In the event of a reducCion in
the construction schedules, the additional profit realized should be
directed towards atimulating the planners, builders, equipment suppliers
and customers, proportional to the contribution they made to the resulta
achieved. Certainly, a portion of the profit must be retained and eroployed
in the operation of the enterprise.
It may develop that the guilty party lacks the resources required for
covering the increased cost of construction. In such a situation it is
legal to eroploy bank crediC so 8s to obtain profit equal Co the total amount
of compensation, throughout the planned periods for making reimbursement ,
for capital investments. In the case on non-fulfillment of obligations,
the loan percentages should ideally be increased depending upon the apecific
reasons for non-fulfillment.
A search is being carried out in the USSR and in other socialiat countries
for a rational method for distributing the total amount of savings realized
from the ahead-of-schedule placement of capabilities in operation. For
example, USSR Stroybank [All-Union Bank for the Financing of Capital '
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Invnetmenr~J ie conducting an exper~ment on the baela of which Che
contr~c Cual organizatione are raceiving reimbureement for thair expenees
from Che cuetomere efter the letter have a~cepted their enCerprieee and ~
inaCallaCione that are prapared for producing output. The toCal amounC of
eaving~ raalized, compared to the estimate~ remaine at the diepoaal of Che
contrac tual organization~ A portion of [he profira (up to SO percenC)
obtained by en ~nterprise as a reault of ahead-of-gchedule plecement in
oparation of that eneerpriee ie placed at the diepoeal of the contractor. _
In 1971 a syetem wae establiehed in the GDR for developing price liets for
capital wark, with the conatruction schedulea and the disCribution of
profita obrained from auch consCruction being taken into account. This
~ystem is rather complicated and thus Le not always uaed.
An experiment carried out in the Belorussian SSR repreaente a coneiderable
forward step in thQ aearch for methode for reducing the conetruction
schedules. Minprometroy end MinmontazhapetssCroy for the Belorueeian SSR
_ turn over to Che customera fully completed merketable conetruction products
represe nting the cost of the conatruction-inatallation work for enterpriees -
and ina tallationa prepared for operations. Up unCil completion of the
insCallations, the unfinished production is credited by Stroybenk. The
experimenC reveals ChaC the contractual organizationa are inCerested in
concentrating their efforta on a limited number of pro,jecta under
construction, in reducing �!,a duration of construction operationa and in
raising labor productivity, The number of projects under coneCruction
simultaneously by contractual organizationa of MinpromeCroy for the
Balorussian SSR d~creased by almost 25 percent in 1976, reductiona took
place in Che relative volume of work and in the amount of unfinished
production and the number of production capabilities and installationa
placed in operation annually increased by 20 percent. Compared to the
previous year, the duration of construction operationa decreased by 6 percent.
During the 1976-1978 perioci, the experimenr carried out in the Beloruasian
SSR reached conatruction organizations in the Ukrainian SSR, the Uzbek SSR,
the Lithuanian SSR and also Moscow, Leningrad and a number of other economic
regions of the RSFSR. The results achieved from the introduction of thia
experience will obviously serva as an important atarting point for carrying
out measures aimed at furthQr improving construction work throughout our
country .
* * *
A sharp reduction in the construction schedules requires solutions for
problems concerned with radically improvfng the planning of capital
construction, reorganizing design work for such construction and introducing
an appropriate and modern level of develop~nant for the socialiat economy in
the c;rganization of construction work.
It is ou r opinion that the tasks for placing production capabilities,
installaCions and fixed capital in operation ahould ideally be established by
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rhe coc~tracGual organizetiong at all lavals (from Che minisery Co the
primary echelon), from the sCandpoint of the branches and for each
individual conerrucCion pro~ect; no change ehould Cake place in the volumeg
of capital invesemenra and conatruction-ineCallaCion work to bQ placed in
op~ration, as called for in the five-year plans and the title lisCs by
conaCrucCion years; the annual plana for capital conaCruction and
contractual work muat include measures for carrying out Che ta~ke of the
five-yaar plan for a given year and for making compensaCion for under-
fulfillment during the previous year (if such took placa) and alecs for _
c~mploying reserves uncovered during the courge of plan ful�illment.
Thc~ pr~sQnt system which holda that the minisCriea and deparCmenCs o~ Che
USSR and the councila of roinisters of the union republica are authorized~
- up until 15 February of eac~ year, to carry out so-called "refinemenCs" in
the approvad plans for capital conarruction ahou~.d obviously be aboliahed~
Experience has shown that such refinements amounC Co a repeated working
over of plans, CiCle liste and oCher documentaCion~ aince Chey Couch upon
75-90 percent or more of the conaCruction pro~ecta included in Che plan.
However, a reducCion in the number of projecta under consCrucCion a Cill does
not fully solve the prablem of reducing the construcCion schedules, aince
extended schedules for erecting facilities and shorCcomings in planning
lead to increased coats for Che facilities being built.
According to analytic data supplied by Che USSR Stroybank on approximately
SO percent (according to the annual volume of capital investmenta) of the ,
construction projects of a production nature begun prior to 1966, an '
interrelationehip can be traced during Che Eighth and Ninth Five-Year Plans '
in the delays in conetruction schedules and the increasea in conetruction ~
costs (not taking into a~:count the investmenta which earlier were classified
as non-centralized). During the period studied~ the estimaCed cos t of
construction increased by more than 20 percent. Moreover, of the overall
amount of increase in the eatimated coat, 77 percent concerned projects
Che construction Q,f. which commenced prior to 1966, 21 percent for projects
included in the plans for 1966-1970 and approximately 2 percent for .
projects called ~or during the Ninth Five-Year Plan. The extending of
construction schedules i~ associated with an insufficient concentration of
resources at the carry-over construction projects. Ae a reault, the annual
increase in capital investmenta is employed to a conaider.ble degree for
compensating to a considerable degree for the difference in the estimated
cost, in connection with the increase in costs, and thia reaulCe in non- ~
fulfillment of the pilot program and in an increase in unfiniahed
construction. ~
In the plans for the contractual organizations, construction pro~ecta and
ministries customers and contractora an index should be introduced
- for the "readiness of the conatruction atockpile." In addition to
controlling the amount of unfinished production, it will also prevent a
diapersion of capital investmenta and increasea in the estimated c oat ~f
conseruction projecte and facilitiea included in the plan. T'he fact of the '
- matter is that, in changing the volumea of capital investments or inqreasing
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tha detimated coaC of conatruction~ the minie trius~, departmente and USSR
Gosplan will have to take inta account the need for mainteining the
prescribed level of readinese for rhe conetruction etockpile. .
- Iiitaradt is being dieplayed in n propoeal eo include in Cha eCete plan for
capital conetruc tion, in the form of an approved index, the eetimatod coet
of work required for completing pro~ecte called for in the plan. Thie i.mplies
that it will be difficulC to commence the conatruction of new pro~ecte
bafore carry-over ones are completed; an increase in the earimeted coet w111
� occur depending upon the reduction in the number of pro,~ecta under
conetrucrion. �
Another variant ia also deaerving of attention; it calls for the
establishment of a capital inveatment volume for the five-year ple~n and for
oach year of the five-year plan in the form of a maximum amount (limit). All
changes in the five-year and annual limiCa, including an increase in the -
estimated cost, can be carried ouC only within the limit rangea. In the final
analyais, such a system aleo leads to a reduction in the volume of unfinished
cocistrucCion. `
Much of the information found in Che plans and estimatea for conatruction
projects should be re-examined. For example, the trend towarda creating
production inatallations in the form of large monumental buildings requiring
expensive archiCectural deaigna has still not been overcome. It is bel~eved
thaC such buildinga should have large areas protected againat atmospheric
effecta and such that it will be poasible to reorganize ~ technological
system. However, modernization in this inatance requirea not juat the
supplying of an enterpriae with new equipment and technology, buC also
alCerations and the adapCation of production areas to ?~ew programa. As a ~
result, the technological structure of capital inveatments for modernized
enterprises actually does not differ from the atructure for new conatrucCion
projects. Very little production of light atructures, prefabricaCed-
sectional production buildinga and cheap local materials is being carried
out.
Importance ia also attached to regula~ing price formation for machines and
equipment. The capabilities of the new machinea are constantly increasing
and this ia in keeping with the requirements for a developing aocialiat ~
economy. Meanwhile, there are individual cases of the prices for new
equipment, per unit of capability or other useful effect, turning out to be
higher than those for obaolete machines. Similar facts can be ciCed for
construction structures and new materials.
The changes taking place in the national economy of the USSR are raising
the need for thoroughly re-examining the practice of price formation in
construction. The scalea and schedules (over a period of 2-3 years) for
converting over to the erection of mndern types of industrial buildingg
should be defined, the norms for planning, the estimate norma and the fund
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tor standard planning solutiona should be re-examined and the esCimaCed coeC
o~ construction should be lowered on this basi.s.
~ Prectirnl work, axp~rimenta carric~d out by con~trucCion organizationa~
' ycic~ntif:ic insCitutes acid bank and also foreign nxperience have outlined Chu
petlis to be followed for introducing progressive fottna of conatruction~
The fact o� the maCter is that the organizational forms of conatruction
rihich prevaiTed:duri.ng Che 1930's and 1940~s no longer fully conform to the
u~odern taska of the construction industry~ The functioning of contractual
organizations during theae yeara as enterprises which carried out
construction and insCallation work was ta ~ certain degree eound, aince
machine-building was still in a stage of formation and could not underCake
other functions with the exception of aquipment production. The contractual
organizations did not concern Chemselvea wit11 the Cechnologiea for the
enterprises erecte~d by them. The situation has changed in recent decades.
But the repeated attempts to convert Che index for the placing of
capabiLiCies and fixed capital into operation into Che principal operational .
index of the conCractual organizationa remained unrealized. The lack of
~ coordinaCion between the consCruction organizations and also enterprises
engaged in equipment prod~iction and supply serves as the principal reaeon
for Che unpreparednass of the contractora to adopt the new index.
The existing norms ca:l for completed enCerprises and installationa Co be
turned over to the customers and state commiCtees, for ad~uatmenta Co be
carried out in the technological procesaes, for preparationa to be made for ~
the production of goods and so forth. The contractors, planning organizations
and equipment suppliera, on the baeis of ,joint participation, bear moral
responsibility only for the placing in operation of capabilitfes and
projects. In the majoriCy of cases, they ensure only the intermediate
results: construction enterprises production and other buildings,
planning enterprises plans and estimates and machine-building
enterprises equipment. Experience has shown that in roughly 60 percent ~
of the cases delays in Che placing of installations in operation are cauaed
by the contractors and mainly owing to equipment installation delays ::aused
chiefly by specialiZed enterprises which are not dependenC upon the genera~
contractors and which are not associated with the planning organizations
and suppliers. In 20 percent of the cases the placing of inatallations in ,
operation is delayed through fault on the part of the customera (equipment
deliveries and other factors) as is known, the economic effect of the
contractors on them is not very great. The planners are responsible for ~
approximately 10 percenC of the capabilities not being placed in operation
in a timely manner. But the contractors do not generally have economic
accountability relationships with the planners. It bears emphasizing that
the opportunities of the general contractors for organizing the timely
placing in operation of installations are at times extremely limited.
The results af the Ninth Five-Year Plr,n are typical in this regard. Some of
the production areas created stood empty for an extended period of time. At -
the end of each year of the five-year plan, the contractors had large above- ~ '
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normal gupplieg of mat~riale et th~ir di~poual~ Tha curtnmur� had
arCUmulated uninetall~d equipm~nt ec thc~ir verehoueee vetued at eev~rel
billiona of ruble~~ including et~ov~-normal ~quipm~n~. Th~ planning
c~rg~nizetion~ ~xpanded their preparation of technical docum~ntation and y~t
~ portion of it (for hundr~de of miilionu of rublae) wae not u~ed. Thie
undargcorc~~ th~ gr~at l~ck of coordina~lon in ~ha plane for and work by
thoga perticipating in the inv~sCment proceee. Meanwhile~ ae ravoal~d in
th~ data cit~d~ Che overall bulk of r~rourcee~ all other conditiont baing
equal, we~ adequate for the c~rryi~g out of the pilot progr~m.
A n~ed pxiete for bringing about radical changee in thia situation. In
developed capitalist countriee~ the aork of ~recting inatallation~ i� being
carried out by planning-construction~ angin~ering-coneultative~ engin~ering-
eStLtOrlCES and other firme. Large firms conclude con~racts for the complete
cgrrying out of induetrial conaCruction~ including planning, construction
work, the inatallation of technological equipment and ao forth. Many
industrial firms are creeting production areas and inetalling equipment
whicl~ they heve produced themselvee in these areas.
Such experience is available in our eocialist countriee. In the GDtt~ ~
number of ruetomer functiona have been trnneferred over to the general
contrector. He ie reaponeible for planning~ for enauring the delivery and
installation of equipment~ the tlmely carrying out of the construction aork
and the turning over of a tested installation to the custoca~~r. Th~ ge~~eral
contractor reliea upon the principal contractore for the carrying out of
definite functions: equipment deliveriea~ typea of vork, sarvicer and eo
forth. In industrial conetruction the construction organizatione or
machine-buiZding enterprises auppliera of technological equipment
perform in the role of the general contractor. 1'he Scviet Union employe
- roughly the eame syatem for carrying out constr+;ction vork as is uaed
abroad. Many features of Chis method of production work, in onc~ aay or
another, were embodied in the organization of construction for VA2
~Volzhskiy Avtomobil'niy Zavod; Volga Automob~le P1antJ.
At the present Ciroe, ae have 8dopted a eyetem which calls for enterprises
of the machine-building branches to be responeible rnainly for the timely
shipping of equipment. They do not participate in subaequent work
concerned with the completion, inatallation or placing in operation of the
equipment (excluding vork associated with inatallation aeaiatance for
certain types of equipment). In easence, they are not associated with the
� carrying out of theae operations, deapite the fact that the equipment will
r~ot operate until they are in fact carried out.
In order to raise interest and intensify the reaponsibility of the plant-
suppliers for timely and complete deliveries of equipment to the
construction projects, USSR Stroybank~ jointly with a number of miniatriee
and departments, will conduct an accounting experiment conccsrned witk~ the
complete staffing and ina[allation of equipment by the plant-suppliers.
- This experiment will bring about substantial changea in the inter-
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rel~eionghip~ b~r.ween rhu cuutomers gnd the ~quipm~ent gupplierg. Beeed upon
eh~ titl~ 1i~t, d~v~lop~d for the ec~tir~ poriod of con~truction in
cdn~d~miey with th~ technLrel plan and ~etimat~, the cuetomer concluder a
g~n~r~i ngr~~m~nt aith the conetruction organizetion for the ~ntir~ volum~
of eonatrurtion work, for the d~livery of rhe tpchnological linee and unit~
end for thair in~tallation a dirert contract with th~ leading plant
th~e guppli~r nf the principal t~rhnologicel equipment.
Uther plantg equipm~nt gub-suppliers nnd completion and inetallation
~ organizetione nan be ~mployed an e contractual basis for equipment
campletion work a~~d for the carrying out of inatallaCion work by th~ lending
plant-gupplier. The savinga realized co?npar~d to the contrectual coat of
the equipment end the complption and inetellgtion expenaee~ following
~ompl~tion of tho work and acceptance by the customer~ remain with th~
_ leading plent.
The condition~ of the experiment call for interesC to be ?naintained among
che l~ading p1anC-auppliers and other participating organizations in
accelerating the placing in opergtion of the enterprises (pilot complexes,
production efforat and inatallations), eince they are entitled to receive
bonuses from the customers for having placed such facilities in operation
eithor on schedule or ahead-of-achedule. '
At the same time, those participaring in the experiment are maCerially
responsible for observance of the contractual conditiona. When theae
conditiony are violated, reimbureement for lossea austained is required in
addition to forfeits, fines and penalties being impoaed. Hence the metter
of obtaining profits and the formation of the economic incentive funds of
plants the equipmenC auppliers in this inatance are dependent not only
upon Che equipment shl.p:nents, but also upon the c4mplete natur~ of the
equipment and the carrying out of w~rk concerned with inatallation and
turning over to the customer.
The cost of the ~nanufactured technological lines, uniCs and asaemblies
located in a warehouse and also installed, but not turned over to the
customer, fs accounted for on the balance of the leading plant-aupplier
and not the construction project cuatomer. The accounts between a
customer and the leading plant-supplier are cerried out for fully completed
and installed equipment for an installation, individual production efforts,
pilot complexes, phases or an enterprise on the whole. A study of the
experiment testifies to the effectiveness of this new organizational form
for construction.
The decisions handed doWn during the 25th CPSU Congreas emphasize the need
for "raising the role and responsibiiity of the machine-building ministriea
and enterpriace for ensuring complete deliveries, the installation and the
mastering of the equipment producFd by them." A general supplier of
equipment should ideally be designated for each modernized, expanded or
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n~wly built ~nterprige. Thi~ mu~t ba refl~cCed in th~ plan. Tha ganeral
gU~~)L~EL'8 (product~on ae~oCiaCion~ and indepgnd~nC onterprises vith the
ri~hte of aseociatione) awee be ~ntirely reeponeibl~ for the Cechnical l~vol~
quality end campleLen~er of the equipment eupplied. The funde for the
~quipment will be transferred to them Afeer it hae been placed in op~ration.
The country'a pow~rful machine-building ~nterprieee~ euch ae Uralmaehzavod~
are fu11y capable of gerving not only ae the generai suppliere but also ae
the gcneral contractore and tha constructlon arganizations (Ministry of
Construction, Ministry of Inatallation and Spacial Construction Work and
othera) ae their eub-contractore. Under such a system~ Uralmaehzavod
could supply the equipment for a construction aite o~ the basie of a
contract, organize Che completion~ adjuetment and t~gting of the equipment,
include the buildera ~?nd f.!~stallation pereonnel in ita Work end turn over to
the cugtomera operaCia~al. ~;eady planCe or phasee, pilot complexes, indtvidual
types of production efforte or inatellgtione which produce output
independently~ Changes would take place in the index (and the very concept)
for the sale of all machine-building producte~ in the formation of the
economic incentive funds for the branch and also in the methoda employed for
management, supply and financing. This coul'd be reflected in the indicea
nf those conetruction orgsnizatione collaborating with the machine-building .
associations (planta).
The Minietry of Chemical and Petroleum Machine-Building has achieved
~sitive progrRSa in improving equipmant deliveries. During the Ninth Pive-
Year Plan, it converted over from a syatem of supplying equipment on a
"scattered" basis to aupplying the conatruction projects with complete
tPChnological lines. Overall, for example, the duration of installation of
_ complete technological linec for weak nitric acid and ammoniuca nitrate vas
reduced from 17.2 to 6.4 montha and the deliv~ery period from 21.6 to S
months. The principal factor that made it posaible to achieve euch
progress the establishaent of ~ leading plant responsible for coaaplete .
deliveries of technological linea . -
Among the organixations of the general construction miniatries there are ~
subunits Whict could diapley concern for the procuremcnt and installation of
equipment. For example, construction organizationa apecializing in a
definite branch or definite type of production effort are capable ~f placing
orders for equipment, installing it and delivering operationally complete
production capabilities and various inatallatiotns (for example~ ocganizations
of the Ministry of Power Hngineering and Electrification could undertake
theae functiona when inatalling electric poaer transmission lines,
organizations of the Miniatry of Construction of Enterprises for the
* The associations and plants of this ministry are not performing aork
concerned with the installation of equipment. They mai~tain accounts with -
the customera not for complete sets but for individual unita of equipment
as they are supplied. The output is accounted for and aold in the eame
manner. Thie represents the principal shortcaning of the system adopted by
Minkhimmash, one which reduces its efficiency to a considerable degree.
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petrolc~um and ~ag induetry Wh~n in~talling p~rrol~um and ga~ pip~linaa~
nrganixatione o~ thc~ MiniBrry of Traneport Coh~eruction vhun building
railroads and highwsya, orgsnixatione of the Minietry of Land ttaclamatian
and Watur ~conomy ah~n er~cting land reclame?tion and irr~gation
i.ngtallatione~ organizatione of ail of the min~etriau and departmente
C~rrying out civil-housing conatruction uork).
The LnClueion of piani~ing or~anizationg ~n th@ inv~stm~nt proceoe from
the beginning Co the end of thie procees wi11 procnote improvamenta in the ~
contractual relation4hips. At th~ pr~e~nt tim~~ the planning organisations~
onc~ ~h~y have d~veloped the required documentation~ ar~ eub~equently
~liminat~d from participation in the inv~etm~nt procees and thir can hardly
be congidered ae b~ing correcc.
In actu~l practice, the planning organizations in eome inatancee ore
~ trensferred over to construction aeeociations or cocabines; in other
instanceg aeaociariona nppear (for exampla, in t~loecw+) in vhich the
leading element ie a planning institut~~ that ie~ it has its oam type of
planning-conetruction contrACtual organizationa. The planning organization~
a~Cer compoaing the plan, carriee it out in actual practice and delivers the
operationally ready ent~rprige~ installation or pro~ect to the custoa~ r.
There is no need for proving the vitality of such aeaociations. They ar~
vcry similar tn the ecientific-production associations in induetry. Their
creation vill be an important goal for converting over to modern industrial
construction methods that meet the requiremente for �cientific-tachnical
progress.
A greater amount of attention should be given to reorganizing the aork of
the plant construction combinea. The firat plant conetruction combine ase
organized by Glavkiyevgoratroy in Brovary (Ukrainian SSR) in the 1960's.
It aas responsible for erecting the above-ground port~on of induetrial
buildings. Ceneral conatruction (zero cycle) and epecial operationa were
carried out by c~ntractual trusts and specializad organizationa. The
product of the combine aas an induatrial installation (departcaent) thet wae ~
fully prepared for rarrying out finiahing and apecial conetruction and
' inatallation aork. .
tioaever, such Eombines aubaequently began to perform the role of conventional
suppliers, only rarely install~ng the structurea Which they produced. Under
present day conditions, marked by the development throughout the country of �
a network of mobile construction organizationa equipped aith the required '
equipment and the accelerated conversion of constructi.on over to an
induatrial bauis, methoda ahould ideally be defined for achieving further
development for the plant construction coa~bines. The corabines ~aust be
tranaformed into plant conetruction firma reeponsible for carrying out an
entire complex of oparations, beginning with planning and ending with the
turning over of oper~tionally complete industrial inatallationa.
In sucanarizing the above, it can ba atated that our country has all of the
conditions at its diapoeal for converting over to carrying out t+ork
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~o~ o~~ici~, vs~ orn,Y -
conc~rnad with placing c~pabiliti~e in oparation~ uring tha r~aourcee of
l~rg~ machina-building enterprieas and ~mploying ganerei construction and
sp~cializ~d conerruction organi~ationa ae eub-contractore (thie variant ie ~
mora euitabl~ for entarprieae having a high proportion of equ~pmant in Cheir
t~chnological atructures); contractual organizationo~ including p~~nt
conetruction fita~o vhich undertake not only construction obligatione but eleo
the piacing of orders for equipment and ite installation ~mainly for
pro~~ct~ and installations having large equipment exp~nditures); planning-
conetruction organiaetione which c~rry aut work during all sragee of the
inve~tmunC proceas (mainiy for civil houaing conetruction).
In a11 cae~e ahere Che final output ie producad by plante equipmenr
guppliera~ contractual conetruction org$ni~eations~ p1anC conatrucCion
combingg (if there are no planning eubunite in their etructure) control
ov~r the coropletion and rimely delivery of equipme~t and also over
equipm~nt ordere must be entruated to the planning organizaCione. Quite
understandably, this appliee to thoee enterprisea Which require complicated
technological equipmenC~ power engineering unite, control-meesurement
~quipment~ autornatic equip~nent and ao forth. Many years of experience have
shown that the cuetomerg do not cope edequately with euch canpiicated and
frequently changing (owing to the appearance of new machinea, improvementa
caade in the plana and ao forth) taska.
Sane winietriee have already commenced introducing the roethod of complex
placing in operation of conatruction projecta. Thns the Miniatry of the
Chemical Induatry hae taeked tt~e planning organisatione with developin~ end
presenting apecifications and other technical documentation and accounts
required for ordering equipmen[ for enterpriaes under construction
(modernization) and also responsibility for concluding contracte for
equipment deliveriee. The experience of thia particular minietry is already
producing positive results: improvements have been realixed in completing
the equipment, equipment deliveries have been accelerated and capabilities
are being Lntroduced into operations more rapidly. A eimilar syatem ia being
employed at certain construction projecta of the light and food induatry and
at the production beae for USStt Minsel'stroy (Ministry of Rural Conatruction~
in the nonchernozem zone. Although various deviationa can be made in the
mentioned syetems and in refining and further developi~g them, nevertheleae
ttaey reflect progressive changea in the organizational forms for
construction as brought on by the scientifie-technical revolution.
* * *
Thus the principal guarantee for achieving reductions in the construction
schedules muat include: using an index for the placing in operation of
capabilitiee and fixed capital for evaluating the work of construction
organizations; ensuring stability in estimated coats and a considerable
reduction in construction coats during the next few years; introducing
modern organizational forms into the conatruction coroplex. Tha importance
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_ ~ox o~~icr~, us~ oNLY
nf thee~ eaek~ is born~ out by the fact that a reduction in the conetruction
sch~dul~s of jugt 1 y~ar will furniah an additional increae~ in national
income of more than 10 billion rubl~r.
CnPYItIGHT: Izdatel'etvo "Pravda"~ "Voproay ekonomiki"~ 1979
~026
CSO: 1821
i
i
.
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FOR OFFICIAL U5~ ONLY
ELEC'TItONIC5 AND PRECISION EQUIPMENT
UDC 681.2
N~,'W CATALOG OF INSTRUMENTS DESCRIBED
_ .
Minsk KATALOG PRIBOROV in Ruasian 1978 eigned to presa 29 Mar 78 pp 2-4, ~
157-160 ~
[Annotation, preface and table of conCents from book by the Scientific
Council on Instrument Making attached to the Presidium of the Academy of
Sciences BSSR, edited by Doctor of Physical and Mathematical Sciences
V. S. Burakov and Candidate of Technical Sciences K. N. Tsvetayev, Nauka
i Tekhnika, 3,450 copies, 160 pagesJ
- [Text] The catalog containa descriptions of devices developed by ecientific
institutions of the Academy of Sciences and by higher educational instituCions
of the Belorusaian SSR. These instruments are designed for scientific
research and for use in the national economy. The catalog includea optical ~
instruments and elements, radio spectromet~rs, computer �acilitiea, electronic
measuring equipment, instrwnents for testing materials and quality control, '
thermophy~ical devices and the like. .
The catalog is intended for scientific workers and for the engineering and
technical personnel of industrial enterprises.
Tables 3, figures 128.
Preface
The Ztaenty-Fifth Congress of the CPSU has put increased production of inatru-
ments, automation facilities and computer equipment among the ma~or problems
of development of the national economy. Along with the production of
general-purpose and control complexes, instruments and devices for automated
systems for control of technological processes, an important place is being ,
given to the production of instruments and equipment for scientific research
and medicine, agricultural needs and environmental control, for�mechanizing
and automating engineering and administrative work. The scientific insti-
tutions of the Soviet Academy of Sciences and the academies of sciences of
_ the Soviet republics are making a considerable contribution to the development
of these areas of instrument making.
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InsCrumenC making began to be developed wiCh parCicular inCensity in the
Academy of Sciences and higher educational inatitutions of the Beloruasian SSR
in 1969. 'This period eaw the beginning of formation of special design offices _
in ~cienrific inatirutiona, an expanqion of Cheir experimental base, rein-
forcement of ~ies with leading science centers of the nation, a sharp increage
in the volume of work on ordera of ministries and agenciea.
By ttow, specialization in the field of instrument making has been esCablished
for the scientif ic instituCions nf the Academy of Sciences and the high~r
educaCional inseitutions of Che Belorussiaa SSR, posaibilitiea have arirsen
for cooperation and unification of efforts of various science centers. The
models of instruments that have been made are of great interest to acientific
instiCutions, induatrial enterprises and design organizations. A knowledge
of the parameters, purpoae and �ields of applicaCion of insCrumenCa thaC have
been developed is important Co scientific workers in aelecting me~surement
facilities and instrumenta for organizing research, and also to the workers
in plant laboratories in aelecting systems for moniCoring and measurement.
These are the facCors that have been chiefly responsible for the preparation
and publication of this catalog.
The catalog includes developments of ten scientific institutions of the Belo-
russian Academy of Sciences and the special design offices with experimental
- production that are subordinate to them, the Central Design Office with
experimental plant of the Belorussian Academy of Sciences, and also two
higher educaCional institutions in which instrument making work is most
widely represented Belor~ussian State University imeni V. I. Lenin ancl
Minsk Radio Engineering Institute. With respect to sub~ect area, the cs?talog
consists of 17 divisions that cover more than 120 developments. Of these, ~
about 40% are intended for scientific research, approximately 30~ are instru-
ments and facilities for production purposes. The remaining devices and
facilities are of interest both to scientific institutions and to plant
laboratories and shops.
The most extensive divisions are those that give descriptions of optical
instruments, computer equipment, devices for nondestructive quality control
of materials, electronoic measuring instruments and devices for vibration
measurement. The catalog also includes optical elements necessary for setting
up research and industrial facilities.
Represented among the optical instruments are spectrometers and spectro-
photometers, radiometers and gas analyzers, lasers and power supplies for ;
them. The computer facilities are mainly devices for automating design and '
scientific research. Most completely represented in the division "Instiruments
for Nondestructive Quality Control of Materials" are coercimeters and thick~
ness gages. The electronic measuring instruments shown in the catalog are -
intended chiefly for measuring the characteristics of semiconductor elements
and radio receivers.
Most of Che instruments are original developments, while others expand the
possibilities of industrial analogs.
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+
~
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Design documentation is available �or the insCrumente included in the catalog.
~xperimenral models that have been made are being uaed in acientific labora- .
rories and indaeCrial enterprisea. ~'amiliarization of ecience worker~ and
~pecinllsCg in enterprises and ministries wieh the developmente presenCed
in this catalog ehould play a positive role in further development of inatru-
ment making in the ecientific and higher educational institutions of Belo-
russia, bringing new itema into series production and expanding their fielda
of application.
The catalog was compiled by the Scienti�ic Council on Inatrument Making
attached to the Presidium of the Academy of Sciences BSSR. We requeat that
all commenta and suggesCions be addressed to the Council (220072, g. Mi.nsk,
Leninskiy pr., ,70, SoveC po priboroetroyenivu).
V. S. Burakov, K. N. Tsvetayev
ContenCs Page
Preface 3
_ 1. OPTICAL INSTRUMENTS
The Ekran-2 instrument for measuring characteristics of fluorescing
layera 5 �
The Ekran-3 instrumenC for measuring the reflectivity of paper 6
The Ekran-6 instrument for measuring the characteristics of light- ~
scattering layera 7
The ISSO-1 optical speedometer 8
The IOG-1 ocular measuring head , 9
The MSS-2 miniat~re high-speed spectrometer 10
The MSS-3M spectrometer 12
The Marlin Cowed probing transparency meter 13 -
The Kvant-2 tiydrophotometer 14
The SA-8 atomic absorption spectrophotometer receiving and recording
system 15
The Smog-1 infrared radiometer 17
The Smog-2 multichannel gas analyzer 18
The Grom laser � 19 .
The Raduga-4 laser 20
The Volna converter attachment 21
The Analiz laser spectrophotometer 22
The Lidar-2 probe for specCral-polarization measurements in the '
atmosphere 24
The VCh-20 power supply 25
The Nakachka-3000M laser power supply 26
A current pulse generator 27
A set of standardized facilities for quantum electronics laboratories 28
2. OPTICAL ELEMENTS
A set of infrared dispersion filters 30
Interference light filters 31
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A~c:t nf infrgtied narrow-band dispersion-interference filCera 34
N'nbry-perot interferometera 35
MulCilnyer dielectric mirrors 37
Telescopee ~8
Optical ce11s 3g -
3. ~LECTRON PAItAMAGNATIC R~SONANCE RADIOSPECTROMETERS ,
~1ecCron paramagneCic resonance radiospectrometer 40
'The Minsk-EPR miniature electron paramagnetic resonance spectromeCer 41
Accumulator of weak mggnetic resonance signals ~ 43
4. COMPUTER ~'ACILITIES
The SCart universal minicomputer 45
Tt?e Itekgn-2M automatic drafeing machine 47
The Itekgn-4 automatic drafting machine 48
The Itekan-beta display device 49
The PASGI-75 semiautomaCic device for graphic data readout 50
The ~kho acoustic input device 52
The AK-2 coder . 53
The UNIKAPD general-purpose daCa transmission complex 54
A device for information input to holographic memories 56
A coupling device for digital computers of the Nairi family 56 .
The PSO-2 semiautomatic device for oscillogram readout 58
The LPK-2 digital linearizer of code-assigned functions 59
A computer system for ad3usting speed conditions of a cont~inuous rolling '
mill 60
A random number generator 61 ;
A precision random number generator 62
Stochastic processor for sim~alating random actions 64 ~
A multichannel stochastic random process simulator with controllable
spectral characterisCics 65
A digital multifunctional simulator of multiparametric random pulse
f lows 66 .
The APU-2 automatic surveyor 68
5. ELECTRONIC MEASURING INSTRUMENTS
A wide-range instrument for measuring time intervals 70
Weak current meter 72
InpuC current meter 73 i
Noise characteristic meter 74
Wide-range percentage ohmmeter 75
An instrument for measuring nonlinear parameters of radio receivers 76
An instrument for measuring nonlinear parameters and characterisCics
. of radio re~eivers
A two-coordinate statistical curve tracer-analyzer 78
Statistical analyzer with e~uiprobability quantization 79
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I~'Ult (11~ I~ tc; I AL IISP: c)NLY
An udaptive analyzer of Che distribution of random processes 80
~A multifuncCional analyzer of wide-band signgl dietribution 81
6. INSTRUMENTS FOR CHECKING ELEMENTS OF ELECZ'RONIC IT~MS
'rhe Arirma automated syaCem for measuring and analyzing Che quality
of quasiperiodic microarr~cturea 83
A faciliey for aueomated verification of Che geometry of microetructurea
with periodic and functionally vgriable profile 84
'The UTKR-5 device Eor currenC correction of Che value of resisCors 85
A~acility �or measuring Che adhesion of thin films 86
7. INS7'RUMENTS ~OR TESTING MATERIALS
71~e ET-1 high-apeed hardness meCer 88
The MA-3 recording microhardneas meter 89
The IVN-1 insCrument for measuring internal atreases in polymer
materials 90
The MIT-5 friction meter 91
The MIT-6 friction meter 93
Zt~e DS-3 microfriction meCer 94
A thermogradient uniC for evaluating adhesion 95
The AK-1 instrument for sCudying adhesion and gas tightness 96
8. INSTRUMENTS FOR NONDESTRUCTIVE QUALITY CONTROL OF MATERIALS
The NC4~G-1 instrumenC with applied pickup 98
The KAP-1 automated coercimeter with feed-through transducer 99
The UMVA installation for measuring Che magnatic characteristics of
ferromagnetic materials on rod specimens 100
The IMA-1 magnetic pulse analyzer 101
The AM-1 austeniCometer 10?.
The ILK-2 pulsed local quality control checker 104
The MTA-2 Akulov magnetic thickness meter 105
The PINT-1 thickness meter 106
The PINT-2 thickness meter
The PINT- 3 thickness meter 108
~he ANB-606M.instrument for s.orting drill pipes by strength groups 108
The DFP-1 ferroprobe flaw detector for flat items 109
The RKKM-2 x-ray camera for radiographing coarse-grained materials 111
The GPKM goniometer attachmenC for diffractometers to take the dif-
fraction patterns of coarse-grained materials 112
A facility for neutron dif~fraction studies 113
9. THERMOPHYSICAL INSTRUMENTS ~
The AKTS-1 instrument for analyzing the quality of ChermoseCting
mixtures 114
The POTP-1 unit for determining the thermophysical characteristics
of insulating layers and surfaces 115
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The UT5-3 f.gcility for deeermining the thermophygicnl propertie~ of
hear-ineul~ting materials 116
A lager dilaCometer 117
Tl~e OTS-6 inatrum~ne �or determ~.ning the heat conductiion of rheo-
logically compl~x media 118
10. IN5TItUMENTS FOR m~~RA7'UR~ MEASUFt~M~NT AND CONTItOL ~
Temperature regulator 120
Yrecision temperaCure regulaCor 121
An i.nstrumene for automaCic deCermination of the flash paint of
petirnl~um products 122 ;
. Tti~ E'~P photoemisaion scanning pyrometer 123
11. INSTRUMENT5 FOR STUDYING AND MEASURING THE CHARACTERISTICS
~ OF LIQUID5 AND DISPERSED MEDIA ~
The IKhP-2 instrument for measuring flow characteriatics 124 ;
'I'he LK-1 lococavitometer 125
The AI-1 and AI-10 apecialized pulse analyzers 126
A digital radioisotopic instrument for measuring the density of
� lighC media 127 ~
The ATR-3 instrument for thermodiffusion separation of liquid mixtures 129 ;
The SGS-1 interface detector 130
12. VIBROMETRY INSTRUMENTS
~
A tracking vibration analyzer 132
A digital analyzer of VLF signals 133 '
T1~e BIS-6 multichannel measurement system for acoustic and vibration �
studies 134
A mulrictiannel matching amplifier with self-contained power supply
for vibration measuremenCs 136
The IS-1245A measurement amplifier ~ 137
A microminiaCure maCching amplifier and active filter for vibration
measurements 138
Zt~e Stend-300 power amplifier 139
13. INSTRUMENTS FOFi STUDYING THE DYNAMICS OF MACHINES ~
Classifier of states of motion of motor vehicles 140 ~
Miniature high-speed analyzer of the spectra of dynamic loada 141 ~
The BIMP-2 instrument for non-contact measurements of small
displacements 142
14. REMOTE CONTROL FACILITIES '
The P1asC photoelectric automatic orientation syatem 144
A loop automatic course orienCation system 145
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15. HYDROM~TEOItOLOGICAL INSTRUM~NTS
The KIM mobile d.Lgiegl autnmt~tic weaCher complex 146
mhe Tro11' digirgl automatic measur~.ng and CrangmiCCing weaeher
comp.lc~x 14 7
L6. RIVEit STUUY IN57'ItUM~N7'5 _
Automaeic river aegmentntiott instrument 150
The 5pektr-3 dynamic river specCrum analyzer 151
17. MEDICAL INSTRUMENTS
KI-1 monitoring and meaeuring sysCem for hyperthermy procedurea 15z
The PoCOk polygraph 153
A rwo-channel low-b ackground beta-gamma-radiometer 15G
Addresses of institutions thae developed Che instruments 156
COPYRICHT: "Nauka i tekhnika", 1978
~ 6610
CSO: 1~321 ~
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