Features of the organization of planning and management at a shipbuilding enterprise. Technological preparation of production in the conditions of a shipbuilding enterprise Production structure of a shipbuilding enterprise

PJSC "Vyborg Shipbuilding Plant" is located in Vyborg Leningrad region on the shores of Havenlahti Bay, which is part of the Vyborg Bay, at a distance of 18 km from the open sea. PJSC "VSZ" occupies an area of ​​44.18 hectares. The water area owned by the plant is 135,000 m 2 . total area buildings - 17.8 hectares. Production area - 82.5 thousand m 2, of which closed - 64.0 thousand m 2 and open - 18.5 thousand m 2. In addition to roads, two railway lines approach the territory of the VSZ. PJSC "VSZ" borders on the territory of the Vyborgsky seaport and can receive goods by sea.

Workshops of the main and auxiliary production on the territory of the enterprise are located in blocks by type of production:

• assembly and welding;
• hull assembly;
• pre-construction production;
• mechanical restoration;
• insulation and painting works.

Primary metal processing

Primary metal processing (cleaning and priming) includes automatic line Rősler for processing sheets with maximum dimensions of 3200x12000 mm with a sheet thickness of 3 mm and profiles up to 500 mm high and up to 12000 mm long. Taking into account the lifting capacity of the crane for feeding the sheet for thermal cutting, with an increase in the thickness of the sheet, its dimensions also decrease (for b = 50mm it will be a sheet of 3.2 m x 5 m).

The total capacity of the primary metal processing section is 40,000 tons/year.

Commissioning - 2009.

Thermal cutting section

It has 6 machines for plasma-gas cutting of sheet metal:

• 2 units – with a working area of ​​3.2 x 16m;
• 1 unit - with a working area of ​​2.5 x 8 m (for MZK);
• 2 units – with a working area of ​​2.5 x 10m;
• Messer plasma and oxy-fuel cutting machine with a rotary block for plasma chamfering, working area dimensions - 2x3.2x12m.

These machines ensure the production of sheet parts - 24,000 tons / year. Commissioning - 2013.

It has a robotized profile line (laser) PCL600H from HGG. The capacity of this line is 6000 tons/year. In total, the thermal cutting section provides an output of 30,000 tons / year. Commissioning - 2013.

Sheet bending area

The equipment provides bending of parts from sheets up to 70-80 mm thick.

Under the program for the construction of icebreakers of project 21900 M, a bending press model VPF-1000 with a force of 1000 tons was installed, designed mainly for bending parts of the outer plating made of thick steel, which is serviced by 2 semi-gantry cranes. The press is capable of bending parts from sheet metal with a thickness of 50 mm or more.

Putting the press into operation - 2012.

Assembly and welding production (block "K")

Provides assembly of sections in the workshop, the weight of sections is from 30 to 60 tons, in the amount of about 15,000 tons.

Hull building production

Hull-building production has three blocks: "B", "K", "E". In the workshop it is possible to assemble ship hull blocks weighing up to 300 tons. In blocks "B" and "E" there are two cranes with a capacity of 50 tons on each line. Block "E" can be used to assemble blocks weighing up to 300 tons with dimensions of 21x25x15 m. In block "E" it is also possible to form a ship hull with dimensions: length - from 136.5 to 151.5 m, width - 18.0 m and height from the slipway equipment - 21.0 m.

Cleaning and painting

Hull sections and blocks are cleaned and painted in several special buildings. The most modern is the block of chambers for cleaning and painting enlarged hull blocks. The dimensions of the processed blocks LxBxH = 24x22x15m, all up to 300 tons.

The total power of all spray booths plant is about 400,000 m 2 . Commissioning - 2010.

Open slipway

The open slipway has cranes with a capacity of 32t and allows you to install masts, chimneys and other structures that are not installed in the slipway. The lifting height on cranes with a capacity of 32t is 29.5 m.

Loading dock chamber (NDK) and semi-submersible barge

The NDK provides launching of a vessel with a length of up to 139.0 m, a width of up to 18.0 m and a draft of 4.6 m. The maximum weight when moving should not exceed 4800 tons.

For the construction of ships, the dimensions of which exceed those indicated above, the semi-submersible barge "Atlant" is used. The main characteristics of the barge:

• Length - 130 m
• Width - 35 m
• Board height - 7.3 m
• Freeboard from deck line - 2.4 m
• Draft - 5.3 m
• Deadweight — 14419 t
• Gross tonnage - 11502 tons

Outfitting embankments

For the assembly of large floating structures and the completion of ships afloat, the plant has two outfitting embankments:

• outfitting embankment with berths 14, 15 and 16. Length - 300 m, width - 30 m, depth at the cordon - 8.0 m. On the embankment - two cranes with a capacity of 10 tons each.
• outfitting embankment with berths 19 and 20. Length - 250 m, width - up to 35 m, depth at the cordon - 9.5 m. Two portal cranes with a capacity of 100 tons each with a lifting height of 50 m 100 t at outreach up to 30 m, capacity 50 t at outreach up to 50 m from the crane axis.

Pipeworking shop

The pipe-working workshop has equipment that provides cold bending of pipes with a diameter of up to 133 mm, and machines for hot bending of pipes with a diameter of up to 426 mm. The maximum productivity is 720 tons/year.

captain service

The captain's service has at its disposal a floating crane "Bogatyr-6", which is used to assemble large floating structures and complete the construction of ships after launching. The maximum load capacity is 300 tons at the outreach from the axle by 26.7 m and the lifting height from the water level is 40.1 m.

According to the degree of completeness of the construction cycle, shipbuilding enterprises are divided into shipyards and factories. Shipyard - an enterprise that includes only construction sites (structures where ships under construction are located), embankments and shops for the manufacture of hull parts, hull structures, the manufacture and installation of ship pipelines and systems, the installation of various mechanisms, as well as a group of outfitting shops. The shipyard receives all mechanisms, devices, equipment, apparatus and devices from other specialized enterprises. Shipyards are not widely used in Russia and Ukraine. prevailing in our country are shipyards - enterprises, which, in addition to workshops directly involved in shipbuilding, also include ship engineering workshops. These workshops produce mechanisms and equipment both for the needs of their own plant and for other enterprises in cooperation.

Depending on the material of the hull of ships under construction, shipbuilding enterprises are divided into enterprises of metal, reinforced concrete, plastic, and wooden shipbuilding. There are also enterprises of sea and river shipbuilding. Marine shipbuilding enterprises are divided into 5 classes according to the launch weight of ships under construction (Table 1.3.1).

Table 1.3.1. Classification of shipbuilding enterprises according to the launch weight of ships

The main workshops of shipbuilding plants are divided into shipyard workshops and machine-building workshops according to the nature of production. The products of the shipyard workshops are intended for those ships that this plant builds. Shops of the machine-building part manufacture mechanisms and equipment, often without "binding" to a particular ship, and hand them over to the warehouse. From the warehouse they go to ships built at this plant, or in cooperation with other shipbuilding enterprises.

The mutual arrangement of workshops, construction sites, launch facilities and other buildings and structures, as well as railways and roads, gas pipeline networks and other industrial networks of the plant is determined by its master plan. Layout master plan of the plant is characterized by a build-up ratio equal to the ratio of the total area of ​​projections of all buildings and structures to the area of ​​the plant territory. At modern shipyards, the build-up factor is about 0.50.

The work of a shipbuilding enterprise is characterized by the following main data and technical and economic indicators:

annual output in value terms (billion rubles) and in kind (number of ships built, their deadweight, etc.);

the number of employees, including production and auxiliary workers;

specific output in value terms and in kind (per worker, per production worker, per 1 ruble of fixed assets);

Shipbuilding is a special branch of engineering. Its core (main) products are ships various types, ship equipment. In addition, the shipbuilding industry produces for National economy powerful drilling rigs, self-propelled floating cranes, metal structures, various goods consumer goods.
A modern ship is a large engineering complex, including complex power plants, special devices, and automated ship systems. Feature production of the main products of shipbuilding plants is a long cycle of building a ship, a wide range of manufactured parts and assemblies with a small number of them in a batch. For example, average duration construction of a serial transport vessel from the moment of laying to delivery is 8-10 months; the construction of a river-sea vessel with a carrying capacity of 3 thousand tons requires more than 2 million parts of various types and purposes. For comparison, you can see that for the manufacture of modern passenger car there are about 6 thousand parts. If car parts are manufactured in tolerances that ensure their interchangeability, then large-sized heavy ship hull parts are usually made with an allowance, which requires a significant amount of fitting work during assembly. For shipbuilding workshops, the high cost and labor intensity of manufacturing parts and assembling units are typical, relatively high, compared to other industries, the volume physical labor, the complexity of its integrated mechanization and automation due to the need to perform a significant amount of work in sections, blocks and individual rooms of the ship.

A variety of machines and instruments installed on ships are manufactured at machine-building, instrument-making, electrical installation enterprises and associations, which, along with shipbuilding and ship repair, are part of the shipbuilding industry. Therefore, they are referred to enterprises and associations of shipbuilding proper, ship repair, ship engineering, ship instrumentation, electrical installation (hereinafter referred to as enterprises, except when we are talking about associations). There are few specialized enterprises that can be entirely attributed to one of the named parts of the shipbuilding industry. More often, a separate enterprise includes the production of two or three sub-sectors, and its profile is determined by the prevailing of them.

Shipbuilding types of production

Shipbuilding types production: case-processing; assembly and welding; hull-building (building berth);

pipe-working; mechanical assembly; production of hull-finishing nomenclature products; installation of fitting and hull fittings, production and installation of ship ventilation pipes; production and installation of finishing products and equipment of ship premises; production and installation of insulation, paint coatings; trials and commissioning of ships; plastic shipbuilding; reinforced concrete shipbuilding; wooden shipbuilding; woodworking industry.

Fig.1.1. Fragment of classification production cells by design and technological features

Conclusion

So, during this term paper tasks and questions were revealed. In the first part of the work, issues related to the definition of production processes and their classification were carefully studied. Secondly, a methodology for analyzing production processes using an example shipyard"Pella".

The definition of production processes was given as the social process of labor of a team of workers. Production processes are divided into main, auxiliary and service processes. The main processes are technological processes, as a result of which the shape and size of the objects of labor change the internal structure ( heat treatment), appearance(painting, chrome plating, nickel plating, etc.) and the relative position of its constituent parts (assembly).

List of used literature

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3. Gerchikova I.N. Design of production systems, M.: 2001.

4. Gurevich I.M. Organization, planning and management of a ship repair enterprise. - M .: 2007, 296 p.

5. Nikiforov V.G. Organization and technology of shipbuilding, M.: 2004, 301 p.

6. Organization of production and enterprise management: Textbook for universities / Ed. O.G. Turovets. M.: Infra-M, 2009. 527 p.

7. Razinkova O.P. Enterprise personnel management in conditions of unstable production: Monograph. - Tver: TSTU, 2010. - 144 p.

8. Savitskaya G.V. Analysis economic activity enterprises: Textbook. M.: Infra-M, 2009.- 536s.

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13.Enterprise economy: Tutorial/ Khungureeva I.P., Shabykova N.E., Ungaeva I.Yu. - Ulan-Ude, ESGTU Publishing House, 2004. -240 p.

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Samus shipbuilding and ship repair plant is located in the village of Samus, which is 38 km north of Tomsk, at the confluence of the Samuska River in the Tom.Until the mid-90s, the plant was the city-forming enterprise for the village. It employed more than 1400 people.

Its history began with the forced stay at the mouth of the river of the passenger-and-freight steamer Gagara in 1879. He moved to Biysk with a merchant cargo, but was caught by a sudden cold snap. Ice-sludge went along Tom. The team chose a place to stop and wintered. The fact is that safe winter sludge for the river fleet is a big problem. The spring ice drift is a grandiose, but crushing phenomenon, and in this place the inflowing river has formed a convenient deep backwater. Such secluded places on the rivers are rare, and knowledge about them is transmitted throughout the basin. Since then, people began to settle here, and the Samus shipbuilding and ship repair plant appeared on the shore.

Now only 186 people work here. But they, as before, are engaged in shipbuilding, ship repair, mechanical engineering and providing safe winter sludge for the river fleet. Of all these activities, shipbuilding accounts for 84% of the total workload.

During its existence, the plant has built 333 motor ships of various types and modifications. Boats and yachts, barges and ferries, pontoons and floating cranes, cargo, passenger and cleaning vessels for the river fleet ... that just have not been launched over the years. But a special pride is the bilge non-self-propelled barge with a carrying capacity of 2800 tons, built in 1993. “Now it is operated on the Rhine River in Holland under the name Samus,” says Viktor Gustavovich Schwartz, director of the plant. – It was the first and only order abroad. The river register accepted her, and she left Samuski on her own through the then Leningrad to Holland.

Today, the plant is engaged in the production of furnishing motor ships. The enterprise received this serial government order thanks to the federal target program "Development of the transport system of Russia until 2015". The first stage in this program is the renewal of the technical fleet. Within its framework, the plant must build 13 motor ships of project 3050 (three each for Novosibirsk, Omsk, Yakutsk, Khabarovsk and one for Krasnoyarsk) and 5 - project 3050.1 (two for Novosibirsk and three for Omsk).

Project 3050 motor ships:

The task of situation courts is to check the condition of the fairway of the river. They are intended for measuring the depths of the ship's course, installation of navigational and coastal signs. Their characteristic difference is that the ships of project 3050.1 are equipped with two loader cranes in the bow and stern.

Motor ships of project 3050.1:

On this stage construction, the hull of the future vessel has already been formed. Now it's time for the electricians, finishers and plumbers to get on board to "saturate" it. But in general, like any big business, the construction of a ship begins with design. The plant does not have its own design department, so these works are entrusted to external contractors. The project must provide for a huge number of details, including the thickness of the steel from which the future ship will be made, the loads during its operation, and even the work schedule. Shipbuilding can be compared to building a house. It takes from one to two years from the beginning of the design to the launch of such ships.

January 2012, when the plant began to fulfill this state order, was the beginning of a large amount of shipbuilding. There was an acute shortage of their own workers, and they had to turn to specialists on the side for help. Ship assemblers, electric welders, pipeliners, people came from various places, even from St. Petersburg. To date, the excitement has subsided, the amount of work has dispersed, and the plant began to cope on its own, and we were able to walk around and see what stages the construction of the vessel consists of.

Preparatory shop.

It all starts with metal processing. It is purchased at Magnitogorsk metallurgical plant However, before special shipbuilding steel sheets become part of a ship, they must undergo mandatory training. There is a whole line at the factory for this.

Sheets of metal are picked up from the warehouse by pneumatic suction cups and fed through the gate in the background:

The rollers are followed by shot blasting, which cleans the metal from rust, scale and other contaminants. The sheets that have undergone such processing are laid out to be coated with a primer.

It is applied with hand rollers. After priming, the steel acquires a greenish tint. From here, the sheets of metal are fed to various machines, where they will be cut and bent, making all kinds of brackets and frames, stringers and beams from them in accordance with the project.

There are several guillotines at the plant for cutting metal of different thicknesses:

Gas cutting machines cut out curved parts:

The edges of the cut parts are cleaned and handed over to ship assemblers.

Or, if the part needs additional processing, it goes to the machine shop.

Mechanical shop.

Here, machines are concentrated on which drilling, turning and milling work is performed. The workshop produces a wide range of products, from portholes to propeller shafts.

At the entrance there are blanks, which will later become various couplings, flanges, covers and containers:

Details in the making:

Milling machine:

After the bankruptcy that occurred at the enterprise in 2009, all the equipment had to be put in order for a year and a half or two. New investors represented by OAO Tomskaya shipping company and CJSC Siberian Logistics Center plan to start modernizing the plant this year. The action plan provides for the gradual replacement of the machine park - the acquisition of new plasma cutting machines, modern equipment for welding and replacement of parts of machine tools in the machine shop.

In addition to the main activity, the plant is engaged in ship repair. The motor ship "Priliv" is due to arrive from Novosibirsk soon. They will put such a Chinese engine on it:

And this is the domestic engine of the Yaroslavl Machine-Building Plant:

Similar engines are installed on MAZs. Now the mechanics are preparing it for installation on the Project 3050 motor ship.

The size of another engine, which is being repaired here, can be judged by these connecting rods:

These details will later become portholes on the ship:

Tanks for water, fuel and waste are made in the first workshop and then brought here, where machined parts are welded to them, primed and tested.

Rudder feather for the ship project 3050. In the future, it will control the direction of the ship:

The process of manufacturing a propeller shaft for the same ship:

Anchors have to be purchased, since they are cast, and the plant does not have its own foundry:

The flow of production, which begins in the procurement and machine shops, converges in the shipbuilding shop.

Shipbuilding shop.

The ship is assembled from several blocks. We are lucky that the plant is working on a serial order, so we were able to see how it goes through the different stages of construction. First, the "hullers", as they are called here, weld flat sections, from which volumetric blocks are then assembled. Further, the blocks are joined together and, thus, the hull of the vessel is formed. The parts are interconnected using semi-automatic and manual welding.

Here, on the assembly stand, the assembly of the first and second blocks of the motor ship 3050.1 takes place:

The workers first welded and assembled a flat section of the deck, after which they installed a metal frame on it, on which the outer skin sheets are now welded:

The fifth block of the vessel is already ready, and stands on supports next to the assembly conductor, waiting for the primer:

The third block was made even earlier and has already been primed:

Priming of finished parts:

This is how the hull of the ship is gradually formed:

It must be said that shipbuilding shop impresses with its size. It was built by the Finnish company ASPO in 1988, and it immediately provided for a full cycle of building a vessel in covered areas. The new gas boiler house, built after the bankruptcy, allows you to continue working in winter period. Even in the most severe frosts, the workshop has a positive temperature.

Finishing, piping, electrical installation and other works begin at the last stage. A crane has already been installed on this vessel:

And here the installation of the cabin and internal living quarters ends:

The main engine and two auxiliary ones have already been installed in the engine room:

When all the work is completed, the last operation remains - the final staining. After it, the ship is rolled out of the workshop, launched and tested. And only after that, it will be handed over to the customer.

Settling of the fleet and ship repair.

Outside, outside the workshop, on an area of ​​several kilometers, large and small vessels from all over the basin are located for winter sludge and ship repair. We managed to visit the plant at a time when the river was about to break from the ice, and the entire fleet was still on the shore.

In winter, up to 100 units of the fleet can settle here. Now almost all of them have dispersed at the place of registry.

Some vessels spend the winter in a safe backwater, and some are brought ashore to repair the underwater part. Every summer, the plant collects a portfolio of such orders. The fleet on the river is old, for the last twenty years new ships have practically not been built, many of them need repairs.

These sections of the skin, marked in white, were changed:

This is how all welding seams are checked for tightness: on the one hand, the seam is smeared with lime, and on the other, with kerosene. Kerosene has the ability to penetrate very deeply into the metal through the smallest capillaries and cracks, making it much better than other liquids, and it will be clearly visible on white lime. Thus, if it appears on the back of the skin, this means that the seam has a through defect.

Ship crews spend the winter next to their ships. They live in a hostel at the factory. If the repair of propeller shafts, propellers and the underwater part of the hull is carried out by working enterprises, then all other work is to repair the engine, open deck decks, etc. - executes the command.

Vessels weighing up to 800 tons and up to 97 meters long are lifted from the water by a special ship-lifting structure - SLIP.

With its help, ships are on the shore. It brings them back to the river.

The primed ship hulls are waiting for their customer in the distance, serving as a kind of reminder of the bankruptcy that happened just during their construction:

“At that time, there were practically single orders,” Viktor Gustavovich recalls, “there was virtually no serial river shipbuilding in the country. The federal program for the development of the transport system began to work only in 2012 and is designed to upgrade the state fleet. On this moment the industry is loaded by 25-30%. The fact is that shipbuilding is an expensive pleasure. The ships that are built at the plant cost from 30 to 100 million. The most expensive project was the yacht "Baiterek" worth 500 million for the Ulba Mining and Metallurgical Combine in Kazakhstan.

At the moment, almost the entire fleet has come to a write-off, but shipowners practically do not have the money to re-equip it. And if we talk about borrowed funds, then high lending rates in banks increase the payback period of ships so much that it almost approaches the service life - 25-35 years. Such long term investment funds with an unclear prospect of their return is not of interest to private shipowners. Thus, without state support in the matter of updating the fleet simply cannot be done.

Today, the plant is provided with work for another year, so we are optimistic about the future: under federal programs, we have proven ourselves to be reliable shipbuilders, so other orders will come from there. Now our task is to block the time between government orders with other works, which we are working on. We are negotiating, so I think we will not sit idle.”

Text, photo: Evgeniy Mytsik.

Work of shipbuilding production associations based on cooperation with other associations. Therefore, the fulfillment of obligations for the supply of products in a given quantity, on time and according to the nomenclature in accordance with the concluded contracts largely determines the success of the production association.

1. Shipbuilding enterprise - shipyard - plant………………………….3
2. Types of production…………………………... ……………………………...4
3.Control scheme manufacturing enterprises.. ……………………6
4. Description of structural production enterprises ………………..9
5. Brigade form of labor organization, types of payments ………………………..9

The work contains 1 file

1. Shipbuilding enterprise - Shipyard - Plant

A production association is a single production complex that performs its functions on the basis of the principles of production.

The work of shipbuilding production associations is based on cooperation with other associations. Therefore, the fulfillment of obligations for the supply of products in a given quantity, on time and according to the nomenclature in accordance with the concluded contracts largely determines the success of the production association.

Along with production associations, manufacturing enterprises operate in the shipbuilding industry. If a shipbuilding enterprise is not part of a production association, then it continues to be (like the production association) the main link in the national economy.

Are important natural conditions the area in which it is planned to build a shipbuilding enterprise. They must be suitable for the creation of the main structures of the shipyard, including slipways, launching facilities, outfitting embankments, water area, protective structures (piers and dams) and waterways.

There are 2 types of shipbuilding enterprises: shipyards and shipyards.

shipyard represents a slipway, a block of slipway shops and an outfitting embankment. The shipyard contains workshops where manufacturing process directly related to the construction of ships. These are hull-working, assembly-welding, slipway, assembly, pipeline, painting, woodworking, rigging and outfitting shops.

A shipyard may also include hull-preparation shops. These include:

Metal processing workshop;

Section assembly shop;

Assembly shop of block sections.

shipyard It is also distinguished by the presence of machine-building workshops. These include a group of procurement shops (foundry, forging), thermal, machining (mechanical assembly) and a metal coating shop. The shipyard also contains auxiliary workshops: instrumental, mechanical repair, energy workshop. On its territory there may also be workshops of counterparty organizations: electrical installation, insulation work workshop, etc.

2. Types of production

The type of production determines the classification category, allocated on the basis of the breadth of the range, regularity, stability and volume of output. By types, mass, serial and single production are distinguished.

The type of production is a classification category of production, distinguished on the basis of the method used to manufacture the product or on the basis of the creation of the necessary means for its manufacture. According to the first sign, the main production is formed, according to the second - auxiliary.

In the main production, products for industrial purposes are produced, and in the auxiliary production, tools are produced, different kinds energy, etc., necessary to ensure the activities of the main

sheep production.

A shipbuilding production association (enterprise) is characterized by a large range of types of production, which, for the purposes of classification, it is advisable to combine into groups (Table 2.1).

Table 2.1

3 Scheme of management of industrial enterprises.

The activity of the enterprise is based on a combination of centralized management with its economic independence and the initiative of the workers. The enterprises operate linear and functional management systems. Under the linear control system is understood the sequential subordination of the links of the control system: foreman - shift foreman - senior foreman - shop manager - director of the enterprise. The main functions of a linear control system are decision making, issuing them to a managed object, and direct management of personnel.

Each link of linear management has in its submission information, technical and functional apparatus, which in the enterprise management system represents the main management process. All units of line management have certain rights and are responsible for the results of the activities of the managed unit.

The linear management system includes the heads of the enterprise and production departments: the director and his deputies, heads of workshops, sections, foremen. Heads of departments and their structural subdivisions belong to functional system management.

In linear control, the number of steps of the control system is expressed. The more steps, the more cumbersome the system. In such a management system, communications become more complicated, the time for passing and making decisions increases, which reduces the effectiveness of management. Therefore, the improvement of linear control is one of its tasks to reduce the number of steps in the control system.

To perform management functions at a shipbuilding enterprise, a management apparatus is created - the plant management.

A shipbuilding enterprise is headed by a director, who is appointed and dismissed by a higher authority. The director represents the enterprise in relations with other economic organizations and institutions, disposes of property values ​​within the framework of the law and in cash enterprise, hires and dismisses its employees, applies incentive measures and imposes, if necessary, penalties.

The director is assisted in his work by his deputies. The first of them by position is the chief engineer, who is responsible for technical condition enterprises, production preparation, research and development work.

An important role in the activity of the enterprise is played by the economic service. At many enterprises it is headed by the chief economist - deputy director. The chief economist is called upon to coordinate all economic work at the enterprise, systematically analyze economic activity, and look for ways to improve it.

At large enterprises, the director has deputies for production, general issues, capital construction, personnel and life.

Deputy directors of the enterprise, as well as the chief accountant and the head of technical control, are appointed and dismissed on the recommendation of the director by a higher body.

A modern shipbuilding enterprise in its structure is a very complex production link in the system of the national economy and is usually divided into production and non-production divisions - the main and auxiliary workshops serving the economy. Workshops are separate in-plant subdivisions that carry out their activities on the basis of in-plant cost accounting and production specialization. Workshops usually consist of sections, the number of which is determined by the scale of production, the complexity of the work performed, the composition of the equipment, the qualifications of the workers, etc.

The heads of production departments in most cases report directly to the director of the enterprise. The head of the workshop organizes high-performance and rhythmic work and the uniform release of high-quality products in the established assortment and within the approved deadlines, ensures the lowest costs of material and labor resources on the basis of economic calculation.

Within the limits of the approved plan and established limits, the head of the shop has the necessary independence, manages the production, technical and economic activities of the shop. The head of the workshop organizes the selection, placement and education of personnel, has the right to encourage employees subordinate to him and impose penalties on them.

4 Description of the structures of the enterprise divisions:

shop, shop, workplace

Under the production structure of the shop understand the composition of production sites, auxiliary and service units. The production structure of the workshop determines the intra-shop specialization.

A production site is a group of workplaces united according to one or another characteristic, separated into an independent administrative unit and headed by a foreman. Like workshops, auxiliary sections are created according to the subject or technological basis. According to the subject matter, for example, sections for the manufacture of sections of the bottom of the hull of the vessel, sections for the installation of main and auxiliary mechanisms are formed, according to the technological basis - sections for thermal cutting of steel sheets, painting works, welding, etc. The subject form of specialization of sections simplifies planning and accounting for production, increases the responsibility of performers and managers for the quality of products.

The primary structural unit of the production site is considered to be the workplace where a team of workers or individual workers work. The brigade is headed by a foreman who belongs to the category of workers and works on an equal basis with other members of the brigade.

5. Brigade form of labor organization, types of payments

Piecework and time-based forms of remuneration are used in production associations and shipbuilding enterprises. The wages of a worker or a team with a piecework form are calculated depending on the quantity of manufactured products or the amount of work performed. In shipbuilding enterprises, the piecework form of remuneration is predominant.

The basis for calculating the wages of workers is the tariff system, which includes a tariff-qualification guide, tariff scales and tariff rates.

In terms of individual piecework wages wage the worker is calculated according to the established piece rates, expressing the payment for a unit of production, or according to the accepted norms of time for the work performed. Individual piecework wages are widespread, for example, in machine work in machine shops. In most shops of enterprises and associations, there are no conditions for applying individual accounting of the work performed, since the work is carried out not by individual workers, but by teams. In such cases, instead of individual piecework wages, collective (brigade) wages are used, the essence of which is that earnings are accrued based on the results of the work of the entire brigade. It is also advisable to use collective piecework pay in cases where, with individual piecework pay, a lot of time is lost to remove or install a part at the end of the shift to free the machine for another worker. Collective piecework wages contribute to the combination of professions, the development of interchangeability and mutual assistance. Among the main directions for improving the organization of wages, the further spread of collective wages occupies one of the most important places.