By comparing our prices for ship repair products with foreign analogues, it is unlikely that we will be able to assess their fairness, especially since, unfortunately, no one deals with such comparisons "by elements". One thing is certain: higher consumer properties of the goods — ship repair products — will require a higher price.
Thus, it becomes clear that an increase in the price level for ship repairs at this stage is inevitable, of course, in parallel with a corresponding increase in the return on fixed assets of the SRH. At the next stage, with the creation of a wide market for ship repair services, obviously with international integration, we can expect lower prices.
In general, in a market economy, they should be flexible and responsive to the dynamics of supply and demand.
Let's now consider the ways of forming prices for ship repairs. As you know, at present, uniform price lists are used to determine them, to which the Ministry has set coefficients for individual SRH. Therefore, the price of the same job varies from factory to factory. However, in 1990, a number of improvements were to be made to the pricing system. For individual SRS located in the Far East and the Far North, individual coefficients will be replaced by group coefficients.
The most significant change will be the formation of uniform list prices without taking into account the indirect costs of operating hydraulic structures. These costs will have to be covered by charging the customer a berthing tariff, similar to the dock tariff, the calculation method of which will also change.
All this will make it possible to more effectively take into account the socially necessary costs of repairing ships in the price, as well as the impact on it of the cost of fixed assets of factories. It will be unprofitable for the shipowner to repair small vessels in large factories where expensive equipment is used. As a result, there will be conditions for a clear specialization of the SRH. Shipping companies will be able to regulate the proportions between the income of ships and the cost of their repairs: the larger the ship, the more Income it can generate, therefore, the cost of its maintenance should be higher.
In our opinion, further improvement of the pricing system in ship repair should follow the path of comprehensive expansion of the scope of contractual prices. Currently, the scope of their application, in accordance with the current Regulations on contractual prices for ship repairs, is limited by the conditions for reducing the standard repair period at the initiative of the customer. Of course, the contract price for ship repairs should be calculated based on the list price.
The current regulation needs to be supplemented with a number of conditions under which the use of contractual prices is recommended. In addition to reducing the planned (regulatory) repair period at the initiative of the customer, they may include the following: repair of vessels of other departments; repair of new series vessels For the period of their development; repair of vessels at an unscheduled time at the request of the customer; guarantee of high technical and operational characteristics of the repaired vessel (mechanism, device) for a longer than regulatory inter-repair period; repairs not at the factory wall (in the port, on the raid, on the voyage); repair of ships whose age exceeds the standard service life; unplanned repairs of ships that the customer planned to repair abroad for foreign currency, etc.
The system of contractual prices will be effective only if a clear methodology for their calculation is developed. It appears as follows. Play Spartans casino and test your luck.
Thus, it becomes clear that an increase in the price level for ship repairs at this stage is inevitable, of course, in parallel with a corresponding increase in the return on fixed assets of the SRH. At the next stage, with the creation of a wide market for ship repair services, obviously with international integration, we can expect lower prices.
In general, in a market economy, they should be flexible and responsive to the dynamics of supply and demand.
Let's now consider the ways of forming prices for ship repairs. As you know, at present, uniform price lists are used to determine them, to which the Ministry has set coefficients for individual SRH. Therefore, the price of the same job varies from factory to factory. However, in 1990, a number of improvements were to be made to the pricing system. For individual SRS located in the Far East and the Far North, individual coefficients will be replaced by group coefficients.
The most significant change will be the formation of uniform list prices without taking into account the indirect costs of operating hydraulic structures. These costs will have to be covered by charging the customer a berthing tariff, similar to the dock tariff, the calculation method of which will also change.
All this will make it possible to more effectively take into account the socially necessary costs of repairing ships in the price, as well as the impact on it of the cost of fixed assets of factories. It will be unprofitable for the shipowner to repair small vessels in large factories where expensive equipment is used. As a result, there will be conditions for a clear specialization of the SRH. Shipping companies will be able to regulate the proportions between the income of ships and the cost of their repairs: the larger the ship, the more Income it can generate, therefore, the cost of its maintenance should be higher.
In our opinion, further improvement of the pricing system in ship repair should follow the path of comprehensive expansion of the scope of contractual prices. Currently, the scope of their application, in accordance with the current Regulations on contractual prices for ship repairs, is limited by the conditions for reducing the standard repair period at the initiative of the customer. Of course, the contract price for ship repairs should be calculated based on the list price.
The current regulation needs to be supplemented with a number of conditions under which the use of contractual prices is recommended. In addition to reducing the planned (regulatory) repair period at the initiative of the customer, they may include the following: repair of vessels of other departments; repair of new series vessels For the period of their development; repair of vessels at an unscheduled time at the request of the customer; guarantee of high technical and operational characteristics of the repaired vessel (mechanism, device) for a longer than regulatory inter-repair period; repairs not at the factory wall (in the port, on the raid, on the voyage); repair of ships whose age exceeds the standard service life; unplanned repairs of ships that the customer planned to repair abroad for foreign currency, etc.
The system of contractual prices will be effective only if a clear methodology for their calculation is developed. It appears as follows. Play Spartans casino and test your luck.