Depot Facility Research Articles

Evaluation of Active Protection Systems for Fire Extinguisher at Locomotive Depot

Abstract Introduction: A fire is an accident that can occur in the railroad industry. Locomotive depots have various work processes and fuels that can cause medium-II fires. An active protection system using fire extinguishers is one of the preventive efforts that can be performed along with evaluation. However, fire extinguisher evaluations based on the regulatory standard have never been performed in the Locomotive Depot of Daop 9. This study aimed to evaluate the suitability of a Fire Extinguisher at PT KAI Daop 9 Jember Locomotive Depot with Permenakertrans No. 4 of 1980.Methods: This study was an evaluation research. Data collection was conducted through semi-structured interviews to the Locomotive Depot Facility Supervisor, observations using a checklist sheet, and measurements. Data were analyzed using the univariate method and are presented using tables and narratives.Results: The Locomotive Depot had several hazards from welding, locomotive electrical systems, fuel, and cigarette butts. A fire prevention program consists of providing a fire protection system, training, reporting, and forming an emergency response team. The locomotive depot had 13 powder fire extinguishers weighing 3.5-12 kg. The suitability of fire extinguisher installation and maintenance is sufficient category with 66.7% for installation and 74.3% for maintenance.Conclusion: The Daop 9 Jember Locomotive Depot has several fire hazard risks and prevention programs. The suitability of the installation and maintenance of fire extinguishers was in a sufficient category. It is necessary to optimize fire prevention programmes through the cooperation of various parties to enforce applicable regulations.

Analisis Sistem Penanganan Peti Kemas pada Container Yard (Studi Kasus: PT. X Surabaya)

PT. X Surabaya is a logistics service company engaged in container depot facility services, focusing on loading and unloading activities and container storage. This study aims to understand the container stacking handling system, find problems in the container system, and conduct an analysis related to the capacity and utilization of the stacking field. The research method used is data analysis from primary data sources and secondary data obtained. From the analysis that has been carried out, it is known that the area of the container yard is 25.000 m2, the average length of stay for containers is 3,2 days, and the yard capacity for stacking is 286.458,3 TEUs/year. Analysis in 2022 produces a YOR percentage of 9,07%, belonging to the good category, while the standard value is 65%. In the analysis of the projections for the next ten years, namely 2032, it will produce a YOR percentage of 22,4 %, and for the next 30 years, namely 2062, it will produce a YOR percentage of 64,3%, which shows that this percentage is a threshold for the YOR value. ABSTRAK PT. X Surabaya merupakan perusahaan jasa logistik yang bergerak di bidang layanan fasilitas depo container yang berfokus pada kegiatan loading unloding serta penyimpanan container. Tujuan penelitian ini untuk memahami sistem penanganan penumpukan container, menemukan masalah yang terdapat pada sistem container dan melakukan analisis terkait kapasitas serta pemanfaatan lapangan penumpukan. Metode penelitian yang dipakai yaitu analisis data dari sumber data primer maupun data sekunder yang telahdidapatkan. Dari hasil analisis yang telah dilakukan diketahui luas lapangan container seluas 25.000 m2, rata- rata lama container berdiam yaitu 3,2 hari, dan kapasitas lapangan penumpukan sebesar 286.458,3 TEUs/tahun. Analisis pada tahun 2022 menghasilkan persentase YOR sebesar 9,07% tergolong dalam kategori baik, sedangkan untuk standar nilai yang ditetapkan sebesar 65%. Pada analisis proyeksi 10 tahun mendatang yaitu tahun 2032 menghasilkan persentase YOR sebesar 22,4% dan 30 tahun mendatang yaitu tahun 2062 menghasilkan persentase YOR sebesar 64,3% yang menunjukkan persentase tersebut merupakan ambang batas dari nilai YOR.

Supporting the Management of Rolling Stock Maintenance with an Ontology-Based Virtual Depot

The railway industry forecasts growth in passenger and freight traffic over the next 30 years. This places additional demands on rolling stock depot facilities, many of which were designed and built before the modern age of information technology. This paper explores the potential of improving the efficiency and effectiveness of rolling stock maintenance management to meet the challenges of the near future, by utilising advanced computing techniques. The objective of the work is to create optimised maintenance plans for a fleet of trains, considering optimal use of resources. As a “glue” for joining up functions and operations, a generic Depot and Vehicle ontology (called the Virtual Depot) is introduced. The ontology captures the structures, relationships, and attributes of objects in the Depot (rolling stock, sensors, depot assets, tools, resources, and staff). The ontology is populated with example company and fleet-specific knowledge using an automated knowledge acquisition method. This paper describes the systematic method for the creation of a Virtual Depot. Two particular aspects are discussed in detail—knowledge acquisition of fleet-specific information obtained from a manufacturer’s Vehicle Maintenance Instruction manuals and the construction of a short-term scheduling process within the Virtual Depot. Our evaluation considers the integrative aspects of the method, demonstrating how the ontological structure and its acquired specific information informs and benefits the scheduling process, in particular with respect to schedule optimisation. Results from an initial case study show there is significant potential to optimise short-term maintenance schedules, and the ability to automatically consider resource availability in short-term scheduling is demonstrated.

INDUSTRIAL ASSESSMENT PROGRAMS FOR MAINTENANCE OF ALL ASSOCIATED EQUIPMENT WITH FUEL DELIVERY SYSTEMS IN AN EXISTING REFINERY DEPOT PLANT

Depot facilities are industrial equipments used for the storage of oil, gas and petrochemical products etc., and from which these products are usually transported to end users or for further storages. In the maintenance and sustainability of keeping fuel delivery systems in safe checks, there are needs to derive standard programs to achieving these objectives. Maintenance is a combination of technical and administrative activities to keep a machine or equipment in its functional state. Machines or equipment with poor maintenance will result in dysfunction that might likely result to defective products which affect the quality of the products. These involve reliability of the machines and equipments, the manpower and the equipment perform to a standard level of quality assurance. In this research work, the failure mode and effect analysis (FMEA) result indicate that six potential causes of failure were identified; three causes are critical and high risk priority number (RPN), these are; mechanical damage and cases of sabotage, spillage, potential fire/explosion. The above critical failures should be reduced and taking preventive action and corrective action to eliminate or reduce the failure. The result indicates that the equipment with the highest RPN 300 is pipe, which is that of mechanical damage and sabotage. But after implementing preventive and corrective action, the RPN has reduced to 160, when compared with Achilla, (2015). Keywords: Flow, pump, efficiency and reliability

Impact of Second-Tier Container Port Facilities on Drayage Operation

Background: An increasing number of container and chassis staging, “dray-off”, drop yard, and depot facilities are being established outside of North American marine container terminals. The increased use of these “second-tier” facilities implies that there must be some capacity, delivery time, service, or reliability benefit that offset the additional cost and complexity. Methods: This paper builds on the previously developed integrated drayage scheduling model to determine the impact of second-tier port facilities on drayage operation. It modifies the previously developed model by incorporating the following features: (1) trucks do not have to wait at customers’ locations during the import unloading and export loading operations; (2) drayage operations can include a drop yard (i.e., second-tier facility) for picking up or/and dropping off loaded containers outside the marine container terminal; and (3) a customer is allowed to request any of the following jobs: pick up an empty container, pick up a loaded container, drop off an empty container, and drop off a loaded container. Results: The results indicated that by moving the location of import pickup and export delivery from inside the marine container terminal to a location outside the terminal, the efficiency of drayage operation could increase. Additionally, when import pickup and export delivery take place inside the marine container terminal, the most efficient location for the chassis yard and empty container depot is inside the terminal. However, when the location of import pickup and/or export delivery are outside the terminal, the most efficient location for the chassis yard and empty container depot is also outside the terminal. Conclusions: The modeling results suggest that in addition to adding reserved capacity for marine terminals or as buffers to reconcile the preferred delivery times of importers, the second-tier facilities could also yield operational savings. However, the potential drayage efficiencies depend heavily on shorter queuing and turn time at these less-complex facilities compared to marine container terminals. Lastly, the modeling results suggest that the observed evolution of North American marine container terminals from self-contained entities into multi-tier systems is likely to continue to add additional capacities to accommodate container trade growth. This finding has important implications for regions and communities concerned over the impact of growing container ports.

Regional Location Routing Problem for Waste Collection Using Hybrid Genetic Algorithm-Simulated Annealing

Municipal waste management has become a challenging issue with the rise in urban populations and changes in people’s habits, particularly in developing countries. Moreover, government policy plays an important role associated with municipal waste management. Thus, this research proposes the regional location routing problem (RLRP) model and multi-depot regional location routing problem (MRLRP) model, which are extensions of the location routing problem (LRP), to provide a better municipal waste collection process. The model is constructed to cover the minimum number of depot facilities’ policy requirements for each region due to government policy, i.e., the large-scale social restrictions in each region. The goal is to determine the depot locations in each region and the vehicles’ routes for collecting waste to fulfill inter-regional independent needs at a minimum total cost. This research conducts numerical examples with actual data to illustrate the model and implements a hybrid genetic algorithm and simulated annealing optimization to solve the problem. The results show that the proposed method efficiently solves the RLRP and MRLRP.

Heuristic approach for solving capacitated location-routing problems

This paper deals with the standard capacitated location-routing problem (CLRP), where two types of interdependent decisions must be made: which facilities among a number of potential ones should be operated and which vehicle routes should be built to fulfil the demand of customers from the operated facilities using a given fleet. We propose a heuristic mechanism to address the problem. The algorithm consists of four stages, namely optimally clustering customers by k-means and assessed by Dunn index, selecting the nearest depot to be opened based on Euclidean distance calculation, customers-to-depot matching and searching the optimal distribution route. This heuristic algorithm is then implemented to a dataset comprises of 20 customers and 5 potential depot facility locations.

A distributed cellulosic biorefinery system in the US Midwest based on corn stover

Abstract Corn stover supply chains in a distributed biorefinery system are explored. The distributed cellulosic biorefinery uses pre‐processed and densified cellulosic feedstock from a geographically separated facility (a depot) as raw material. A network of small‐scale depot facilities supplies pre‐processed feedstock to a distributed biorefinery. Depot facilities are assumed to be located at existing grain elevators, while distributed biorefineries are located adjacent to coal‐fired power plants in areas with high gasoline consumption (urban areas) in the Midwest. The county level corn stover projections in 2022 by the US Billion‐Ton Update report (2011) are used to estimate ethanol selling price and greenhouse gas (GHG) emissions of the ethanol fuel. The supply chain for each distributed biorefinery is determined by minimizing the ethanol selling price. Approximately ten distributed biorefineries based on corn stover could be established in the Midwest. Over 700 individual depot facilities participate in supplying the distributed biorefinery systems which collectively can produce greater than 12 hm3 of ethanol (3.3 billion gallons) per year. Ethanol selling price in the distributed system ranges from US$0.66 to US$1.03 per liter. Some distributed biorefineries are economically competitive with a centralized biorefinery. However, not every region can support a distributed biorefinery system due to inadequate corn stover availability. Cradle‐to‐gate GHG emissions of ethanol in the distributed systems are 22.1–46.6 g CO2 per MJ. The external energy consumption in the depot facilities is the major GHG source. Optimizing process energy use in the depot facility is required to reduce both operation costs and GHG emissions. © 2016 Society of Chemical Industry and John Wiley & Sons, Ltd

Le point sur la réglementation et la procédure d’autorisation

Le point sur la réglementation et la procédure d’autorisation