p–ISSN: 2723 - 6609 e-ISSN: 2745-5254

Vol. 5, No. 8 August 2024 http://jist.publikasiindonesia.id/

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3849

Suroboyo Bus Operational Risk Management System Using

the Fmea (Failure Mode Effect Analysis) Method

Mustar Ichsandi

Institut Teknologi Sepuluh Nopember, Indonesia

Email:

[email protected]

*Correspondence

ABSTRACT

Keywords: suroboyo bus

operations, public

transportation, fmea

(failure mode and effect

analysis).

Suroboyo Bus Operational Risk Management System Using

Fmea Method (Failure Mode Effect Analysis). Suroboyo

Bus currently has several operational risks so efficient risk

management planning is needed. The risk management

planning mechanism used is Failure Mode and Effect

Analysis (FMEA) with the hope of identifying the risks

inherent in the operational business process of Suroboyo

Bus. It can be seen from the survey results that 35% of the

public want to add routes and 25% of the public want to add

fleets. From the results of risk identification, 18 causes of the

highest operational risks were obtained, including Driver

absence, Minor damage or disruption to tyres, Major damage

or disruption to facilities inside, Minor damage or disruption

to facilities inside the bus, Traffic congestion around the bus

stop, No plastic bottle checks, Damage or incomplete bus

spare parts that were missed from the checking process, No

helper at the passenger gathering point, Accidents on the

way to the bus stop, Bus accidents, Major damage or

disruption to the engine, Major damage or disruption to

tyres, Unprinted receipts (out of stock), Unvalidated

receipts, Lost receipts, Gears not in P position when parking

at the Pool, No bus spare part checking process, accidents by

cleaning staff, so SOPs, regulations, and budget policies are

needed.

Introduction

Surabaya, as a metropolitan city, has a major role in economic activities for the

surrounding buffer cities. Based on BPS data (2019), the population of Surabaya City in

2018 was 3,094,732 people and continues to increase every year (Arviana, 2024). The

flow of population mobilization from the surrounding buffer zone often causes

congestion, especially due to the surge in the use of private vehicles during peak hours.

The number of private vehicles in Surabaya in 2018 reached 5,015,001 vehicles

(Dobrović & Furjan, 2020). Therefore, the use of public transportation based on travel

management is needed.

The existing condition of public transportation in Surabaya is also considered less

than optimal due to the lack of availability of public transportation. Based on research on

Mustar Ichsandi

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3850

public transportation in the city of Surabaya, there is a gap between performance and

passenger expectations regarding the quality of public transportation services in Surabaya

(Gong, Gu, Chen, & Wang, 2020). Therefore, the city of Surabaya needs adequate public

transportation facilities to support the increasing mobility of the population.

With these problems, the Surabaya City Government is trying to provide public

transportation services, namely Suroboyo Bus (Dudjak & Martinović, 2020). This service

is expected to be able to increase public interest in returning to using public transportation.

Suroboyo Bus was inaugurated in April 2018 and currently serves three routes, namely

the North-South Corridor (Surabaya Terminal – Jl. Rajawali), the West-East Corridor (Jl.

Mayjen Jonosewojo – ITS Roundabout), and Gunung Anyar-MERR.

Figure 2 Surabaya Transportation Network

Figure 1 Bus Availability Through Application

Suroboyo Bus 2024

Suroboyo Bus Operational Risk Management System Using the Fmea (Failure Mode Effect

Analysis) Method

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3851

Suroboyo Bus uses 26 units of low-floor maxi buses and 2 units of double-decker

buses. In 2024, the number of Suroboyo Bus has increased to 28 units with more than 200

employees consisting of drivers, prima/pram, mechanics, cleaning personnel, and other

support personnel. Suroboyo Bus operating hours are from 06.00 to 22.00 (Priyawati,

Rokhmah, & Utomo, 2022).

Apart from being a public transportation service, Suroboyo Bus has also become

one of the leading breakthroughs in the field of public transportation in the city of

Surabaya which has been recognized at the international level (Priyawati et al., 2022).

Therefore, quality improvement must continue to be carried out so that Suroboyo Bus can

continue to serve the people of Surabaya sustainably (Priyawati et al., 2022). One way to

improve the quality of services to all relevant stakeholders is to review the risks that have

existed and have the potential to arise so that a handling plan can be formulated. The goal

is to be able to manage obstacles in realizing the goals of implementing the Suroboyo Bus

(Irawan, Muzid, Susanti, & Setiawan, 2018).

In the daily operational activities of Suroboyo Bus, there are always risks that arise

such as vehicle damage, passenger safety, worker indiscipline, complaints from the

community, and so on. Examples are delays or crew absences due to the indiscipline of

human resources, damage to the bus body both interior and exterior, work accidents due

to inadequate facilities, ticket forgery, and non-accommodating passengers (Simanjuntak,

Siagian, Prasetyo, Rozak, & Purba, 2022).

Risk can be interpreted as the possibility of adverse events that interfere with the

achievement of goals (Cahyani, Dewi, Suryadi, & Listartha, 2021). Risks that arise in

operational activities can cause Suroboyo Bus's operational reputation to decline. If not

handled properly, this can lead to a bigger and systemic problem, namely the failure to

achieve the main goal of the Suroboyo Bus program. Therefore, it is necessary to prepare

a comprehensive risk management plan to be able to identify, measure, map, prioritize,

and develop alternative risk management in a structured and systematic manner.

Research Methods

Risk Identification

Risk identification is carried out by recording all risks that may occur by the context

that has been determined in the previous subchapter accompanied by risk categorization

and recording the causes and consequences of risks. Risk causes can be categorized into:

1. Operational environmental factors that include all external conditions that affect

Suroboyo Bus's operational activities. For example: the accuracy of the arrival of the

Suroboyo Bus, and the accommodating of passengers.

2. Economic factors that include all conditions of expenditure activities and income from

Suroboyo Bus operational costs

3. Social factors include all conditions of the number of workers who are accommodated

by the Surabaya City Transportation Agency in the field of BLUD UPTD PTU because

they are affected by the Suroboyo Bus route.

Data Collection Techniques

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Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3852

1. Data Primer

Primary data is in the form of data on potential hazards related to technical risks

through the results of interviews and the distribution of questionnaires with several staff

in pre-selected projects related to the risk of work accidents. The results of the interviews

were conducted to find out the risk of work accidents that may occur in the projects

reviewed.

2. Data Seconds

The secondary data used is risk identification data, pictures of Suroboyo bus routes,

management systems and occupational safety obtained directly from the public

transportation management.

Research Steps

1. Risk Identification

It is carried out through literature studies, observation interviews in the field, and the

distribution of questionnaires that will be included in the questionnaire form.

2. Risk Analysis

Estimating the occurrence of a risk and the impact of that risk. The steps taken are:

1. Questionnaire Deployment of Risk Identification

2. Interview

3. Risk Assessment and its impact will occur through the FMEA (Failure Mode and

Effect Analysis) method.

4. The Most Dominant Cause of Risk with the Domino Method

Risk Response

This step is used to determine the extent of the response to a risk that occurs.

Types of risk responses:

1. Risk Avoidance

2. Accepting Risk

3. Delegate and

4. Reduce risk

Data Analysis

The problem discussed uses the FMEA (Failure Mode and Effect Analysis) method.

The following is the process of conducting data analysis:

a. Risk Process Identification describes project activities starting from the work to be

carried out so that work accident risk analysis can be carried out.

b. FMEA (Failure Mode and Effect Analysis) The stages of the process carried out are:

1. Identify functions in Project activities

2. Identify the Failure Mode process

3. Identify project failures

4. Identify the cause of the risk failure that occurs

5. Determine the risk rating that occurs

6. Proposed improvements

Suroboyo Bus Operational Risk Management System Using the Fmea (Failure Mode Effect

Analysis) Method

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3853

Based on the data processing research discussed using the Process Failure Mode

and Effect Analysis (PFMEA) Method. Determine the level of interest at risk (RPN) by

calculating the RPN value as follows:

The result of the value of the greatest risk interest or the most critical RPN will be

used as input for the stages of the Domino method.

Results and Discussion

Likelihood Estimation for Every Suroboyo Bus Operational Risk

In the risk assessment process, it is necessary to have an estimate of the likelihood

in this research is needed as one of the inputs of the FMEA method which will be used as

a method of operational risk management of Suroboyo Bus which describes the level of

how often an operational risk occurs in Suroboyo Bus operational activities daily

(Munaroh, Amrozi, & Nurdian, 2021).

The likelihood estimation method for each risk used in this research can be

categorized into two main categories, namely objective calculation where the likelihood

calculation is made based on Suroboyo Bus operational data that has been collected in

Chapter IV; and subjective calculation where the probability level of a risk is determined

based on expert judgement from stakeholders related to these operational risks.

Data has been collected for expert judgement from Suroboyo Bus stakeholders,

including:

1. Person in Charge of Personnel

2. Person in Charge of Repair and Maintenance

3. Person in Charge of Application and Social Branding

4. Person in Charge of Suroboyo Bus Operational Planning

Likelihood Assessment of the Person in Charge of Suroboyo Bus Operational

Planner

In the following case, an interview was conducted with the expert judgment person

in charge of personnel regarding the problems and obstacles of Suroboyo Bus related to

human resources. The following was conveyed about the Bus Operational Likelihood

Scale questionnaire based on the assessment of Expert Judgment in the field of Suroboyo

Bus personnel:

Table 1

Rekapitulasi Skala Likelihood Operasional Bus

BUS OPERATIONS

Variable

ASSESSMENT SCALE

Rare

Unlik

ely

Possible

Likely

Almost

certain

RPN = probability x severity x detection

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Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3854

Average

bus

accident

per month

✔

Average

minor bus

accidents

per month

✔

Average

employee

serious

accidents

per month

✔

Average

minor

accidents of

employees

per month

✔

Average

buses do

not operate

due to

protests

✔

Passenger

Waiting

Time More

Than 10

Minutes

✔

In the following case, an interview was conducted with the expert judgment person

in charge of personnel regarding the problems and obstacles of Suroboyo Bus related to

human resources (Fitriyan & Syairudin, 2016).

Recapitulation of Likelihood Maintenance and Damage Scale

In the following case, an interview was conducted with the expert judgment person

in charge of bus maintenance and repair regarding the problems and obstacles of the

Suroboyo Bus related to repairs, maintenance and obstacles to supporting bus operations

(Simanjuntak et al., 2022). The following was conveyed about the Bus Operational

Likelihood Scale questionnaire based on the assessment of Expert Judgment in the field

of bus repair and maintenance:

Table 2

Recapitulation of Likelihood Maintenance and Damage Scale

MAINTENANCE AND REPAIR

Variable

ASSESSMENT SCALE

Rare

Unlikely

Possible

Likely

Almo

certai

Suroboyo Bus Operational Risk Management System Using the Fmea (Failure Mode Effect

Analysis) Method

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3855

Spare parts are

unavailability

every month

✔

Bus Body

Damage

✔

Bus Tire

Damage

✔

Engine

Breakdown

✔

Suspension

damage

✔

Recapitulation of the Likelihood Social Branding and Service Scale

In the following case, an interview was conducted with the expert judgment person

in charge of social branding and services regarding the problems and obstacles of

Suroboyo Bus related to the service and branding obstacles built by Suroboyo Bus. The

following is conveyed about the Bus Operational Likelihood Scale questionnaire based

on an assessment from Expert Judgment in the field of Social Branding and maintenance:

Table 3

Recapitulation of the Likelihood Social Branding and Service Scale

SOCIAL BRANDING AND SERVICE

Variable

ASSESSMENT SCALE

Rare

Unlikely

Possible

Likely

Almost

certai

Server crashes on

the application

✔

Complaints

Through Social

Media

✔

Ticket digital

printing error

✔

Passengers' Direct

Complaints on

Bus Services

✔

Passenger

Accident

✔

Estimated Severity for each risk

The severity estimation process in this research is needed as one of the inputs of the

FMEA method which will be used as a method of operational risk management of

Suroboyo Bus which describes the severity related to the impact of an operational risk if

the operational risk occurs in the operational activities of Suroboyo Bus (Siregar, 2023).

In the first stage, the severity estimation method for each risk used in this research

was obtained through Suroboyo Bus operational data and based on expert judgement from

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Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3856

relevant stakeholders of the operational risk. The following is a recapitulation table of the

categorization of operational risks of Suroboyo Bus based on the type of severity

determination.

Data has been collected for expert judgement from Suroboyo Bus stakeholders,

including:

1. Person in Charge of Personnel

2. Person in Charge of Repair and Maintenance

3. Person in Charge of Application and Social Branding

4. Person in Charge of Suroboyo Bus Operational Planning

Efforts to improve service quality

The formulation of quality improvement strategies is carried out by description

analysis. The purpose of the description itself is to provide an overview of the object

being studied through the data or samples that have been collected (Sugiono, 2009). The

existing conditions and expectations of users then need to be supported by concepts or

regulations related to the three variables above in formulating a strategy so that the

formulated strategy is by the applicable provisions and principles. In providing better

public transportation services, in addition to regulators as policymakers, operators are

also needed as actors who provide services directly to the community. Therefore, the

strategy formulated needs to be made from two sides, namely regulators and operators.

To make the analysis easier, tabulation is carried out related to existing conditions, user

expectations, concepts or regulations as follows.

Table 4

Variabel

Current

Conditions

User

Expectations

Concepts and

Regulations

Strat

egi

Wait

ing

time

• Average

passenger

wait time

8.5

minutes

• The

fastest

time a

passenger

ever

spends

waiting is

6 minutes

and the

longest

time that

passenger

s have

spent is 60

minutes

The waiting time

spent by

passengers to

decompose the

Suroboyo Bus

for each trip is

not much

different

Waiting time

at the time

peak is 10 minutes

at most during peak

hours and 8

minutes at

non-peak hours. The

determination of

peak and non-peak

times is adjusted to

the conditions of

each region.

(Permenhub No.98

Year

2013)

Regulator :

• Determining the

magnitude

• Headway Fits

with peak and

non-peak time

conditions.

This affects the

waiting time spent by

passengers, the

headway is directly

proportional to the

waiting time.

Operator :

• Improve the

services offered

by paying

attention to the

amount of

Suroboyo Bus Operational Risk Management System Using the Fmea (Failure Mode Effect

Analysis) Method

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3857

Variabel

Current

Conditions

User

Expectations

Concepts and

Regulations

Strat

egi

waiting time.

• Conducting

regular

monitoring of

implementasi

kebijakan

penetapan

headway and the

maximum

waiting time

limit for

Suroboyo Bus

public

transportation

1. Developing a

reward

system for

Suroboyo

Bus

operators

2. Providing

optimal

service in

terms of

waiting time

•

Integrate

waiting time

information for

each fleet at

each stop and

terminal

location on the

application

system Tracker

Availabilit

y of modes

(units)

1. The

number of

modes has

a permit of

28 units

2. The

number of

modes

operating

weekdays

(Monday-

Sunday) is

11-17 units.

Optimalisasi

jumlah unit

Suroboyo Bus

Assistive devices

transports

are always available

whenever the object

being transported

needs it, regardless

of time and place

(Miro, 2005).

Then according to

the National

Research Council

(1999), service

providers must

have the

Regulator :

1. Assess the

number of vehicle

needs that

operate per

day so that the

number of vehicles

can be used

optimally

2. Operator :

Integrating

information on

the type of fleet

operating with the

Tracker

application

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Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3858

Variabel

Current

Conditions

User

Expectations

Concepts and

Regulations

Strat

egi

value of

responsiveness,

which is related to

the willingness or

readiness

of service providers

to provide services

and

accuracy of service

time.

In Permenhub

No.98 of 2013

It is stated that the

number of

operating armadas

is at least 90%

system

Optimizing the

function of

BLUD UPTD

PTU and

overcoming

problems related

to service

transportation

performance.

Information

1. Service

informati

on can be

obtained

through

transporta

tion

agencies,

bus stops,

and

Tracker

applicatio

ns.

Transport

ation

service

informati

on at bus

stops is

complete

than the

informati

on listed

at the bus

stop or

the

Tracker

applicatio

2. Some bus

stops

• Transportatio

n service

information

is displayed

in full on

each media

• Availability

information

on arrival

time and

transportation

The quality of

service can be seen

from several

perspectives, one of

which is

Information, which

is related to the ease

of obtaining

information about

transportation

services. (Litman,

2019)

Then according to

the National

Research Council in

Basuki (2007), the

quality of

transportation

services can also be

seen through the

Communication

factor, which is

related to the ability

to communicate in

providing

information.

Regulator

• Completing

service

information that

does not yet

exist or is

inadequate on

transportation,

bus stops, bus

stops, and

Tracker

applications

• Integrate the

location

information of the

operating

transportation

with the Tracker

application

system

• Operator :

Completing

service

information at

the

transportation

agency

Suroboyo Bus Operational Risk Management System Using the Fmea (Failure Mode Effect

Analysis) Method

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3859

Variabel

Current

Conditions

User

Expectations

Concepts and

Regulations

Strat

egi

have not

been

equipped

with

service

route

informati

on or

have been

equipped

but the

condition

damaged

and

cannot be

read

• Informati

on on the

arrival

time of

transporta

tion

is not yet

available

Effective Risk Management to Support the Sustainability of Suroboyo Bus

Operations

The risk management process begins with risk management planning. Risk

management planning is carried out by experienced judgment in several fields to find out

all kinds of existing operational risks of Suroboyo Bus. Surveys and interviews were

conducted with experienced judges to find out the risks that exist in Suroboyo Bus. After

knowing the risks, the next step is to identify the risks that exist and classify them based

on the frequency or how often they arise and the impact of the risks. Furthermore, an

assessment of the risk scale, high, moderate and low was carried out based on the

Recapitulation of the Risk Mapping Index for Suroboyo Bus Operational Risk. After

knowing the risk mapping index table, risks can be mitigated based on the highest to

lowest risk scale. The following is the risk management flow:

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Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3860

Figure 3 Risk Management Flow

Risk Management Planning

The risk analysis process includes the stages of estimating severity and likelihood

objectively by using historical data from parameters related to Suroboyo Bus operational

activities; and subjectively by using validated and verified literature reviews on Suroboyo

Bus stakeholders. Based on the severity and likelihood values, the risk value can be

obtained according to the calculation formula that has been submitted. The risk evaluation

process begins by sorting risks descendingly, starting from the risk with the highest risk

value, namely the absence of a driver, to the risk with the lowest risk value. Then the

results of the calculation of the risk value can be categorized into three different risk

categories based on the level of risk appetite and the division of risk mapping areas,

namely high risk, mediocre risk, and low risk.

Risk Identification

After planning how the risk management system will be implemented, the next step

is to carry out the risk identification process. This can be done by understanding in

advance what risks may occur when a project is carried out. Identification can be done by

analyzing the problem from the source it comes from. In addition, identification can also

be done by checking the risk list based on experience from previous projects. This can

expand team thinking and be able to more effectively identify risks optimally. Experience

is very valuable and can help the risk identification process run more optimally.

Risk Evaluation

Once a risk has been identified, the next step is to evaluate the risk based on the

probability of the event as well as the potential losses involved. Not all risks are created

equal. Some risks are potentially easier to occur than others. In addition, the cost of risk

Management Planning Risiko

Risk Identification

Risk Evaluation

Risk Planning and Mitigation

Indeks Risk Mapping

Moving Risk

Recommendations

Finish

Suroboyo Bus Operational Risk Management System Using the Fmea (Failure Mode Effect

Analysis) Method

Jurnal Indonesia Sosial Teknologi, Vol. 5, No. 8, August 2024 3861

can be quite varied. By conducting an evaluation, you can find out how much impact the

risk will have on the business you manage.

Mitigation Plan

Mitigation is a way or plan that is prepared to reduce the impact of unexpected

events. You must be able to minimize losses that may have to be borne due to a certain

risk. Several ways can be applied, namely risk sharing, risk transfer, risk avoidance and

risk reduction. Each mitigation technique can be the most effective tool to reduce the

impact of risk. In planning, mitigation techniques will approach each event to be able to

take appropriate actions to maximize the impact of risks that may occur.

Moving Risk

If the risk is not able to be handled internally by the company, then the risk should

be transferred to a party who may be able to help handle the risk. The party in question

who can help handle risk is the insurance company. You can rely on the party if the risks

that may occur are related to unexpected events such as theft, fire, damage and so on. The

insurance company will help you to minimize losses that may become a burden on the

company in handling these risks.

Management Implications

Implications are everything that has been produced as a result of the policy

formulation process. So it can be interpreted that implications are the consequences and

consequences that arise with certain policies or activities that are implemented. In this

study, the Surabaya city government enacted a policy to provide public transportation in

the form of the Suroboyo Bus. However, this is not done optimally so it has an impact on

the community in the form of people not being accommodated in several areas in

Surabaya to use public transportation services.

Conclusion

Based on the research that has been conducted, several important conclusions have

been obtained regarding the operation of the Suroboyo Bus. First, the survey results show

that 35% of people want additional routes because some areas in Surabaya are not

traversed by the Suroboyo Bus. In addition, 25% of the public proposed an additional bus

fleet, because many passengers were not properly accommodated by the current services.

Furthermore, through the process of identifying and analyzing risk variables, 18

significant risk variables were found that had the potential to affect Suroboyo Bus

operations. Some of them are driver absence, damage or interference with tyres, and

severe or minor damage to facilities on the bus such as seats, glass, safety equipment,

monitors, and audio. In addition, traffic congestion around bus stops, the absence of

checking plastic bottles, and the incompleteness of bus spare parts that are missed from

the checking process are also included in the significant risk variables. Other risks include

the absence of helpers at the gathering point, accidents experienced by passengers when

heading to the bus stop, to bus accidents that hit or hit other vehicles or objects. Some

other technical risks are heavy damage to the engine and tyres, problems with receipts

such as receipts not being printed or missing, and gear conditions that are not in a safe

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position when parking in the Pool. Cleaner accidents are also one of the risks that need to

be considered. In risk analysis using the RPN FMEA method, the risk priority level is

calculated by multiplying the Severity (S), Occurrence (O), and Detection (D) indices

obtained from the analysis of failure modes and effects. The results of the calculation

show that the driver's absence has the highest risk priority level with a risk value of 25,

which has a significant impact on the non-accommodating of passengers.

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