TRACK MAINTENANCE PLANNING USING RAMS (RELIABILITY, AVAILABILITY, MAINTAINABILITY, SAFETY) ANALYSIS APPROACH: CASE STUDY OF OPERATION AREA 2 BANDUNG

• Main Author: Ahmad Maulana, Angga
• Format: Theses
• Language: Indonesia
• Online Access: https://digilib.itb.ac.id/gdl/view/82800
• Institution: Institut Teknologi Bandung

Track infrastructure is one of the systems that plays a major role in the railway business and must be passed by track facilities safely and comfortably its maintenance is carried out as efficiently as possible, both technically and costly. However, the railway track also has a big role in disrupting train travel. These disruptions include broken rails, violent swaying due to track irregularity, and rail buckling. The number of disruptions due to track failures in Indonesia that occurred during the period 2020 to 2022 was 1,384 events. Of these, Bandung Operation Area 2 is one of the largest contributors to disruptions, especially in the Java Island region. To minimize these disruptions, it is necessary to improve the quality of rail infrastructure management, in terms of reliability, maintenance, and safety. Analysis of track infrastructure using the RAMS parameter approach has been conducted in this study for the Kiaracondong (Kac) to Tasikmalaya (Tsm) area which is divided into 5 segments. Data on the time of damage to track components (TBF), time to repair damage (TTR), and geometry conditions measured by track measuring trains have been processed using statistical plotting and goodness of fit distribution tests to obtain damage time patterns, repair time patterns, current track reliability, availability, and maintainability values. A survey of track failure modes has been conducted by track maintenance experts at PT Kereta Api Indonesia (Persero) for failure modes and effects analysis (FMEA) as an indicator of safety parameters. Furthermore, the calculation of the existing maintenance cost approach and based on RAMS analysis, as well as its effect on company revenue. From the data processing, for the time pattern of damage in all segments, 26 components follow the Weibull distribution, 3 components are exponentially distributed, and 1 component is normally distributed. For the damage repair time pattern, 18 components follow the Weibull distribution, 11 components are normally distributed, and 1 component is exponentially distributed. The reliability value of each component and track geometry based on the 12-hour visual inspection interval by PPJ is above 90%, while the reliability of the track system is between 60%-80% for all segments. The reliability value of the track geometry system based on the measurement results of measuring trains in all segments, for category 1 is between 74%-88%, category 2 is between 11%-57%, category 3 is between 0.5%-22%, and category 4 is between 0.2%-14%. The current availability value of track components and geometry based on MTBF and MTTR for each element in all segments is above 95%, and the availability of the track system is between 92% - 98%. The maintainability value under MTTR conditions in all segments is between 46% - 63%. For safety, the highest RPN is in the failure mode of cracked rails in welding joints / connecting plates with a value of 280. In the track maintenance strategy, based on the 90% reliability target, the routine and preventive maintenance intervals for each component in all segments vary, ranging from inspections every 1 day to 9 days. With preventive maintenance, there is an increase in the reliability and MTBF values for some components and track geometry which causes an increase in the availability value. Based on the 90% maintainability target, the average additional repair time of all segments for all track components is between 0.52 hours and 1.49 hours. Recommended actions taken on failure modes cause a decrease in the RPN value, due to a reduction in occurrence and detection parameters. Compared to the current condition, the total cost of routine and preventive maintenance for all segments based on RAMS analysis increased by Rp607,501,447, and the total cost of corrective maintenance for all segments decreased by Rp1,201,626,074. Thus, the total maintenance cost decreased by Rp594,124,627. Then, the opportunity lost from service recovery to passengers due to the delay in train travel decreased by Rp2,810,320,000. The opportunity lost from the potential return of ticket fees decreased by Rp7,130,583,400. With these conditions, there is a cost efficiency that goes into the company's revenue from the total maintenance costs and opportunity loss of Rp10,535,028,027.