Corresponding Author: Septiana
Widi Astuti
E-mail: [email protected]
INTRODUCTION
The elevated railway line construction
project between Solo Balapan - Kadipiro is one of the government's efforts to
increase the frequency of train trips and the safety of train travel and road
users so that it can support transportation development and integration between
modes of transportation in the city of Surakarta. The Solo Balapan-Kadipiro elevated
line project is considered a high risk of danger because it is in direct
contact with the highway and is located between residential areas, so it can
potentially cause work accidents for employees or workers at the project site. The
construction industry is one of the industrial sectors with a fairly high risk
of work accidents; this is associated with the unique characteristics of
construction projects, different work locations, open and affected by weather,
limited implementation time, dynamic, and demands high physical endurance.
High, and uses a lot of unskilled labor (Ramdan &
Handoko, 2016). Railway
bridge construction projects (elevated
track), especially on double track (double track), are always large-scale operational, using modern
technology, complex structures, high-quality technical standards, and long
duration. For this reason, risk management in a double-track railway
development project must be managed effectively to realize objectives, costs,
processes, and quality (Munang et
al., 2018). According to the Association of Construction
Occupational Safety and Health Experts, work accidents in construction service
activities currently constitute the largest share of the number of work
accidents (Salami, 2015).
Incident accident work could have an
impact that lights
until raises victim's
soul and raises loss in various aspects.
Besides the impact on workers,
construction work accidents can also negatively impact project performance. Between
impact which occur could form increases
in project costs, a decrease in project productivity, and even lateness in settlement project. The definition of "risk" cannot be separated
from the meaning of "safety" and "occupational health. "
Here, safety means that there are no unacceptable risks at work, and
occupational health means hazards and diseases due to work risks. Moreover, the
risk is a combination of an event's probability (rate) and the damage it
causes. Most work accidents are caused by two (2) causative factors, namely
physical and human factors. Unsafe working conditions are a cause of accidents
due to physical factors. In contrast, the human factor is caused by the
behavior of workers who do not meet safety requirements because of drowsiness,
carelessness, fatigue, and so on. Of the various work accidents, the human
factor is the biggest cause (Syakbania & Wahyuningsih, 2017).
Not denied that risk accident
is something that has the potential to happen and is quite difficult to eliminate. Risks arise as a result of uncertainty about something profession. The risk
could be anticipated and minimized with analysis right. Calculation risk accidents could
become an ingredient consideration
in minimizing work accidents on implementation project
construction, that is, form action preventive measures to address these
risks. One method appropriate for analyzing risk
on something a series of construction processes is the
FMEA method (Failure Mode and Effects
Analysis) (Hanif & Basuki, 2022). The goal of FMEA is to
take action to identify, prioritize, limit, eliminate or reduce failures,
starting with those with the highest priority (Budiarto, 2017). FMEA is used
during design to prevent failures. It is then used for control before and
during ongoing process operations. Identifying risk factors and problems
using FMEA can reduce the likelihood of accidents on a construction site.
Safety management can also prevent accidents more efficiently than just using
checklists (Song et al., 2007). Method this have superiority compared
to method other that is
because besides evaluation based on level severity (Severity) and occurrence rate (Occurrence),
as well could conduct evaluation level detection (Detection) based on control design ( design control ) on a project (Ihsan & Nurcahyo, 2022). Method FMEA is something method which designed
for:
a. Identify and understand mode failure, the causes of the failure, and the
effects of the system for processing
something certain product.
b. Evaluate risk related
to the mode which identified
the failure, its effects, and causes, and focus
action control.
c. Identify and implement control measures to resolve that problem. Enough. Are you serious?
����������� Fishbone
diagrams (fishbone diagrams) are often called Cause-and-Effect Diagrams or
Ishikawa Diagrams, introduced by Dr. Kaoru Ishikawa, a quality control expert
from Japan, as one of the seven basic quality tools (7 basic quality tools).
The Fishbone diagram is a tool that can identify, investigate, and graphically
detail all the causes of a conflict (Kurnianto & Azizah, 2022). . Fishbone diagram has a basic concept where the fishbone diagram
is a basic conflict that is placed on the right side of the image or depends on
the structure of the fishbone. Several factors are involved in the fishbone
diagram analysis method, namely: 1. Human Factors (Man) 2. Work Methods
(Method) 3. Materials 4. Machines (Machine) 5. Environment (Andriani & Ghazian, 2016).
The project
that forms the basis of this research is the construction of an elevated
line between Solo Balapan-Kadipiro phase 1, which is in Surakarta City, to
be precise in Banjarsari-Kadipiro Village and Nusukan-Joglo Village, which is
divided into three zones, namely zone 1 with a length of 900 m, zone 2 with a
length of 200 m, and zone 3 with a length of 550 m. The Solo Balapan-Kadipiro elevated
line project is considered a high risk of danger because it is in direct
contact with the highway and is located between residential areas, so it can
potentially cause work accidents for employees or workers at the project site.
To know more about risk accidents that could occur, a study was conducted.
METHODS
This
research was conducted using qualitative and quantitative methods to obtain
information and data related to the analysis using the FMEA method and fishbone
diagrams. Data comes from primary data and secondary data. Primary data was
obtained from distributing questionnaires, while secondary data was used to
support the validity of the data in this study.
1.
Risk
Identification
Risk variables were identified from literature studies,
field observations, hazard identification risk assessment and risk control
(HIRARC) documents, and project Job Safety Analysis (JSA) documents. Then
proceed with a preliminary questionnaire to obtain validation from respondents
regarding whether or not the risk variable is relevant to the factual
conditions in the project. Then proceed with the main questionnaire to assess
Severity, occurrence rate, and detection rate with the scale shown in Tables 1,
2, and 3.
Table 1. Scale for Occurrence (how often failure occurs)
|
ranking
|
Effect
|
Probability of
Failure
|
|
1
|
Rarely
|
< 1 in 150000
|
|
2
|
A little
|
1 in 150000
|
|
3
|
Very small
|
1 in 15000
|
|
4
|
Small
|
1 in 2000
|
|
5
|
Low
|
1 in 400
|
|
6
|
Currently
|
1 in 80
|
|
7
|
High Enough
|
1 in 20
|
|
8
|
Tall
|
1 in 8
|
|
9
|
Very high
|
1 in 3
|
|
10
|
Almost certainly
|
>1 in 2
|
Table
2. Scale for Severity (impact)
|
ranking
|
Effect
|
Effect of Severity
|
|
1
|
There is not any
|
No
effect
|
|
2
|
Very small
|
No injuries, very little financial loss
|
|
3
|
Small
|
Requires
treatment/first aid or minor loss
|
|
4
|
Very low
|
Requires
treatment/first aid and low loss rate
|
|
5
|
Low
|
Requires
treatment/first aid and a moderate level of loss
|
|
6
|
Enough
|
Requires
medical treatment (thus requiring temporary rest) and results in moderate
material loss
|
|
7
|
Tall
|
Requires
medical treatment (thus requiring temporary rest), which results in loss of
working days and results in large material losses
|
|
8
|
Very high
|
Resulting in the loss of bodily functions (disability) and
resulting in large material losses
|
|
9
|
Dangerous
|
Resulting in the loss of bodily functions (disability) and
resulting in enormous material losses
|
|
10
|
Very dangerous
|
Causing death and resulting in enormous material losses
|
Table
3. Scale for Detection (Detection)
|
ranking
|
Effect
|
Possibility of Detection
|
|
1
|
Almost certainly
|
Almost certain ability to detect
cause and failure mode
next failure
|
|
2
|
Very high
|
Very high ability to detect
cause and failure mode
next failure
|
|
3
|
Tall
|
High ability to detect cause and
failure mode
next failure
|
|
4
|
High Enough
|
Fairly high ability to detect
cause and failure mode
next failure
|
|
5
|
Enough
|
Moderate ability to detect the
cause of failure and mode
next failure
|
|
6
|
Low
|
Low ability to detect cause and
failure mode
next failure
|
|
7
|
Very low
|
Very low ability to detect cause
and failure mode
next failure
|
|
8
|
Small
|
Small ability to detect cause
and failure mode
next failure
|
|
9
|
Very small
|
Very little ability to detect
the cause of failure and mode
next failure
|
|
10
|
Almost impossible
|
No one can detect the cause of
failure and mode
next failure
|
2. Analysis Risk
Analysis risk in a study
conducted using the method Failure Mode and Effects Analysis
(FMEA). In method FMEA, the score risk priority
number (RPN) will be
calculated from each accident risk variable that
work might happen. The RPN value is
obtained from the results multiplication severity (S),
Occurrence (O), and Detection (d) appropriate with equalit following.
The RPN value obtained from the multiplication of S, O, and D will produce the risk level of the job (Zeng et al.,
2010). Jobs with the highest
RPN values have a level of risk. Is high, henceforth, it will get priority key to taking preventive measures and repair (curative) (Ihsan & Nurcahyo, 2022).
3. Risk Control
According to (Ramli, Soehatman, Djajaningrat,
Husjain, Praptono, Risa, Priyadi, 2010), risk control is a step that needs to be carried out according to
the results of hazard identification and risk assessment that has been carried
out to reduce the level of danger to the safest condition. Risk control
determines whether the risk is acceptable or not based on the risk analysis and
evaluation results. Control risk is conducted to minimize and avoid potential risks that might happen to something professional. Control risk is this
function to reduce
the impact generated by variable risk so
that it does not generate accident
work. Details of risk control in this study were obtained through
Interview source person experts
in the field. The interview is done
once related literature
studies causes of risk and
appropriate risk control for every profession. Control
carried out will focus on work with the
highest risk level because the resulting impact is very large, and necessary preventive control measures
to reduce the impact.
4. Research Stages
The stages carried out in this research are knowing the background
of the problems in the project environment, followed by identifying the
problems that occur. The next step is a literature study related to the problem
to be studied. The primary data collection was collected through field
observations, interviews, and questionnaires (Prawiranegara, 2016). Meanwhile, secondary data was obtained from the implementing
contractor. After data collection, which activities are at risk in construction
project activities can be seen.
The next stage is to identify the stages of work with a level of
risk using the FMEA method. Risk analysis using the FMEA method will produce a
Risk Priority Number (RPN) which is used as a reference in determining the
order of priority scale. In this study, work accident risk control is focused
on the risk with the highest RPN. Determination of the score from FMEA uses a
scale of 1-10. The steps for using FMEA are as follows (Mufiq & Huda, 2020)
a.
Determine the
value of the level of seriousness or Severity (Severity) due to work accidents.
b.
Determine the
Occurance value or the frequency of accidents.
c.
Determine the
detection value, the possibility of an error, or the impact of an error.
d.
Calculate RPN
(Risk Priority Number) to determine the priority of action to be taken. The
Risk Priority Number (RPN) is the multiplication of Severity, Occurrence, and
Detection. (RPN = Severity x occurrence x detection).
After getting the RPN value, the subsequent analysis uses a
Fishbone diagram for the risk with the highest RPN value. The fishbone diagram
method analyzes the causes of accidents (Kurnianto & Azizah, 2022). The analysis diagram that is considered in this study is the
human factor (Man), work methods (Method), machine (Machine), and environment
(Environment). Details stages of the study could see in Picture
1.
Figure
1. Flowchart
RESULTS AND DISCUSSION
1.
Project
Profile
The
project that forms the basis of this research is the construction of an
elevated line between Solo Balapan-Kadipiro phase 1, which is
located in Surakarta City, to be precise in Banjarsari-Kadipiro Village
and Nusukan-Joglo Village, which is divided into three zones, namely zone 1
with a length of 900 m, zone 2 with a length of 200 m, and zone 3 with a length
of 550 m. The total project implementation time is 720 calendar days starting
from 16 January 2022-05 December 2023. The project work that is the focus of
this research is installing precast channels, geotextiles, and road work.
a.
Precast
Channel Installation Work
In this project,
the installation of box culvert-type precast ducts 100x100 at
KM.105+175-KM.105+550 is the most complex work in the work area of PT. Wijaya
Karya. This work is located right next to the residents' housing. The
installation was carried out by changing the function of the two meters of the
main road into a water channel so that the main road is narrowing, which
functions as the main access for residents and access roads for project
vehicles. In the process, the priority for attention is the movement of heavy
equipment and the people nearby so that they do not enter the work area, which
can potentially cause a risk of work accidents. The precast duct installation
method used in the elevated line construction project between Solo
Balapan-Kadipiro uses an excavator lift tool for earth excavation work and the
application of precast ducts. Precast channel installation work begins with
trenches or excavations with a soil depth of 1.5 meters. The next process is
making a working floor or lean concrete with a thickness of 3 cm; after the
lean concrete is dry then, proceed with the installation of precast channels
taken from the material storage area not far from the precast channel
installation location, the channels are then lifted using an excavator with a
tie tool. The chain is then installed by making rows of precast channels
assisted by two workers on duty to ensure that the precast channels are
installed tightly and flatly. In the process, the priority for attention is the
movement of heavy equipment because the location for installing precast ducts
is on the main access road for residents and the access road for project vehicles,
so it has the potential to cause work accidents.
b.
Geotextile
Installation Work Method
The geotextile
installation at this stage is intended to improve the subgrade at
KM.105+350-KM.105+475 and KM.106+000-KM.106+075. It is used as a separator at
KM.105+125-KM. 105+550 and KM.105+925-KM.106+300. This work is quite safe from
the reach of residents because the work is carried out at the excavation site.
However, this work is in direct contact with railroad tracks that are still
active, so the potential risk of work accidents tends to be more for project
workers prone to being hit by trains or buried in material. Geotextile
installation is used as a soil improvement and separator in the elevated line
construction project between Solo Balapan and Kadipiro. The working method for
installing geotextile as a soil improvement begins with sonder testing carried
out in the field to determine the carrying capacity of the soil. After the
carrying capacity of the soil is known, proceed with excavating the soil. Soil
excavation is carried out using excavator lifting equipment with an average
digging depth of 2 meters. After excavation of the soil is carried out, at
certain points, namely at km 105+300 � 105+425 and at km 105+875 � 106+075,
soil improvement is carried out to increase the carrying capacity of the soil,
which has a CBR value of <6% using granular material. Covered with
geotextile. Before the material is spread out, the site is cleaned so that the
ground surface is flat and clean from sharp objects that can damage the
geotextile. Material deployment starts from the initial location of the access
in and out of the transport vehicle, which is carried out manually by six
workers, and geotextile cutting activities are carried out using a cutter so
that the length of the material can be adjusted according to the needs of the
field which is then installed transversely and connected using a geotextile
sewing machine. Whereas in the method of installing geotextile as a separator,
it is done by laying geotextile on top of selected soil which is used as a
dividing layer between the tire body construction and sub-ballast by connecting
the geotextile layers in an overlapping manner extending 50 cm wide with the
aim that water from the upper structure flows sideways and does not enter the
landfill because it can affect the stability of the landfill. The geotextile
installation work is in direct contact with railroad tracks that are still
active, so the potential risk of work accidents tends to be greater for project
workers, whether prone to being hit by trains or buried in material.
c.
Road
Agency Work Method
The road work in
phase 1 stretches for 1,275 km, starting from KM 105+075 to 106+350. This work
is the riskiest for residents and train travel because it is located near the
main access for residents and is in contact with active rails so that many
residents cross the project area. In addition, there are lots of heavy
equipment that can pose a risk of work accidents. The implementation of road
work begins with the protection of existing signaling cables. After protection
is carried out, it is continued with determining the excavation elevation
according to the planning design drawings; then, excavation is carried out
using an excavator according to the depth and width of the excavation. After
the excavation, the excavated material is transported by dump truck to the
disposal site. The next work is spreading selected soil material which is then
carried out by improving the soil using geotextile or by direct backfilling.
Then the soil is compacted using a roller vibrator, followed by density testing
using a sand cone test. Other work in the road is laying the geotextile
separator followed by backfilling with granular material using heavy equipment
bulldozers so that compaction is required again using heavy equipment vibrator
rollers. This road bodywork has problems or disturbances in the course of work,
including environmental and weather conditions, so the amount of heavy
equipment used must be as maximum as possible to anticipate setbacks in
subsequent work items.
2.
Risk
Analysis with the FMEA Method
Identification of potential hazards in the precast
duct installation work, Geotextile Installation work, and Road Agency Work was
obtained through direct field observations and risk observations in the hazard
identification risk assessment and risk control (HIRARC) documents and job
safety analysis (JSA) documents. The risk variable in this study is obtained
from the failure mode, which has the potential to occur in a series of construction
work processes in the field. There are 49 risks consisting of 14 risks in
precast duct installation work, 19 risks in geotextile installation work, and
16 risks in road work which have been validated, and details can be seen in
table 4.
Table 4. Risk Variables
|
Variable
Code
|
Hazard Type
|
Risk
Variables
|
|
Precast
Duct Installation Work
|
|
X1
|
Physical Hazard
|
Injured due to inadequate
lighting in the installation of precast ducts
|
|
X2
|
There was a flood in the
installation of precast ducts
|
|
X3
|
Mechanical Hazard
|
Injured during the installation
of stakes
|
|
X4
|
Falling into a dug hole during
excavation
|
|
X5
|
Injured by measuring work tools
|
|
X6
|
Hit by heavy equipment while
compacting the subgrade
|
|
X7
|
Mapped into the excavation hole
during the compaction of the subgrade
|
|
X8
|
Affected by tool maneuvers
during subgrade compaction
|
|
X9
|
The worker was hit by a sharp
object (hoe) during lean concrete work
|
|
X10
|
The material crushes the worker
during the installation of precast ducts.
|
|
X11
|
Squashed precast duct during
precast duct installation
|
|
X12
|
Chemical Hazard
|
Skin and eye irritation due to
splashed cement during lean concrete work.
|
|
X13
|
Ergonomic Hazards
|
The mixer
truck collapsed during lean concrete work
|
|
X14
|
|
Injured due to damage to the
tool during the installation of precast ducts
|
|
Geotextile installation work
|
|
X15
|
Physical Hazard
|
Landslide in the excavation of
land for replacement
|
|
X16
|
Mechanical Hazard
|
Got hit by a passing train while
marking and staking out
|
|
X17
|
|
Trapped in a dug hole during marking
and staking out
|
|
X18
|
|
Got hit by a passing train tool
mobilization
|
|
X19
|
|
Hit by heavy equipment while stripping
the existing soil
|
|
X20
|
|
Exposed geotextile cutting
tool
|
|
X21
|
|
Scuffs exposed to the material
during geotextile installation
|
|
X22
|
|
Crushed by the material during geotextile
installation
|
|
X23
|
|
Slipped while accessing the geotextile
installation work area
|
|
X24
|
|
geotextile installation
|
|
X25
|
|
Buried granular material in the
drop of material from the dump truck during the spread of granular
material
|
|
X26
|
|
Mapped into the excavation hole
during the spread of granular material
|
|
X27
|
|
Was hit by a dump truck when
laying granular material
|
|
X28
|
|
Was hit by a passing train
during compaction of granular material
|
|
X29
|
Chemical Hazard
|
Breathing problems when stripping
existing soil
|
|
X30
|
|
Respiratory disorders due to
dust during compaction of granular material
|
|
X31
|
Ergonomic Hazards
|
Back injury during geotextile
installation
|
|
X32
|
|
The remaining pieces of geotextile
scattered during geotextile installation
|
|
X33
|
|
a dump
truck overturned when the granular material was spread
|
|
Road Agency Work
|
|
X34
|
Physical Hazard
|
The walls of the excavation
collapse during excavation activities
|
|
X35
|
Mechanical Hazard
|
Got hit by a passing train while
marking and staking out
|
|
X36
|
|
Slipped while accessing the marking
work area and staking out
|
|
X37
|
|
Being hit by a vehicle entering
the work site during equipment mobilization
|
|
X38
|
|
Falling into a dug hole during
excavation activity
|
|
X39
|
|
Being hit and hit by heavy
equipment during excavation activities
|
|
X40
|
|
Hit by a sharp object ( cutter) when installing the geotextile
|
|
X41
|
|
Mapped into the excavation hole
during geotextile installation
|
|
X42
|
|
Buried by soil on land
subsidence from a dump truck during a landfill
|
|
X43
|
|
The collision between heavy
equipment during the compaction of embankment soil
|
|
X44
|
Chemical Hazard
|
Respiratory disorders due to
dust during compaction of the embankment
|
|
X45
|
|
Impaired vision due to dust during compaction of embankment soil
|
|
X46
|
Ergonomic Hazards
|
Bitten by a venomous/poisonous animal at the time of marking
|
|
X47
|
|
Heavy equipment overturned during the mobilization of the
tool
|
|
X48
|
|
The dump truck collapsed when the land was piled up
|
|
X49
|
|
Spilled soil on public roads at the time of landfill
|
Then after the analysis, the RPN value is obtained
from the multiplication of the rank severity (S), Occurrence (O), and Detection
(D) values. The questionnaire results determine the S, O, and D numbers
associated with the types of work accident risks in installing precast ducts,
Geotextile Installation work, and Road Body Works. The average value of the
highest-risk respondents for each job is shown in Table 5.
Table 5. RPN Value
|
NO
|
Type of work
|
RISK
|
S
|
O
|
D
|
RPN
|
|
1
|
The road
|
The risk of
landslides in excavation walls during excavation activities
|
10
|
7,2
|
6,4
|
460.8
|
|
2
|
Installation
of geotextiles
|
Being hit and
hit by heavy equipment during excavation activities
|
8,8
|
6,4
|
7,2
|
405.5
|
|
3
|
Installation
of Precast Channels
|
Risk of
getting hit by a passing train when marking and staking out
|
9,6
|
6,4
|
5,6
|
344,1
|
RPN results show that the risk of landslides in
excavation activities ranks highest in road work, with a total RPN value of
460.8. Being hit and hit by heavy equipment during excavation activities is the
highest risk in Geotextile Installation work, with a total RPN of 405.5, while
in Precast Canal Installation work, The risk of being hit by a passing train
when marking and staking out is the highest risk with RPN 344.1. Based on
observations and interviews, preventive measures have been implemented to anticipate
the risk of landslides in the excavation walls, including checking for
vibration once a month and providing water barriers or barricades around the
excavation. Meanwhile, for the risk of being hit and hit by heavy equipment
during excavation activities, several things have been done to anticipate this
risk, including before the operator arrives, checking the validity date of the
Operator's License (SIO) and ensuring heavy equipment operators are certified
and able to work safely. During the work period, work area security is carried
out by monitoring the safety of heavy equipment and worker activities by the
flagman, installing warning signs for heavy equipment while working, placing
train watchers to control the movement of heavy equipment to reduce the risk of
workers colliding or being hit by heavy equipment. Indeed, in road work
projects, the priority is the movement of heavy equipment and the people nearby
so that they do not enter the work area, which can potentially cause a risk of
work accidents. For the work of installing precast ducts, according to
observations, a safety line has yet to be installed between the work area and
the safety margin of the railroad, which has the potential to cause workers or
heavy equipment to be hit by a passing train.
3.
Risk
Control Efforts
Risk control efforts are carried out to prevent the
failure mode from occurring by taking preventive actions to reduce the impact
of accident risk. Risk control in this study was obtained from the literature
studies and interviews with project parties who know about workplace safety. In
this study, risk control efforts were focused on jobs with the highest Risk
Priority Number (RPN) rating for each job. RPN results show that the risk of
landslides in excavation activities ranks highest in road work, with a total
RPN value of 460.8. Being hit and hit by heavy equipment during excavation
activities is the highest risk in Geotextile Installation work, with a total
RPN of 405.5, while in Precast Canal Installation work, The risk of being hit
by a passing train when marking and staking out is the highest risk with RPN
344.1.
Several factors can influence the existence of a
failure mode, namely human factors, method factors, equipment factors, and
environmental factors. More clearly can be seen in the following Fishbone
Diagram:
Figure 2. Fishbone Diagram of Landslide
Excavation Wall Risk
Figure
3. Fishbone diagram of the risk of being hit and hit by heavy equipment during
excavation activities
Figure
4. Fishbone diagram Risk of being hit by a passing train when marking and
staking out
a.
Suggestions
and input for improvements to anticipate the possibility of a landslide
excavation wall risk originating from human, method, machine, and environmental
factors as follows:
1)
Man
The
attitude of workers in carrying out excavation activities that have the
potential to cause accidents is not checking the excavation results in a stable
condition. Suggestions for improvement are to provide training or socialization
regarding the dangers caused by excavation activities, and supervisors are
expected to always supervise the performance of their subordinates.
2)
Machine
The
thing that resulted in an accident in this activity was not checking the water
pump for dewatering. The suggestion for improvement is to socialize the SOP
regarding the routine inspection of every tool used in excavation activities,
including water pumps for dewatering and supervision of the implementation of
the SOP.
3)
Method
The
method used in excavation activities that causes the excavation walls to
collapse is to burden the excavation edges with an accumulation of material and
not to channel the puddle water properly. Suggestions for improvement are that
the project supervisor ensures that there is no accumulation of material on the
edges of the excavation, uses landslide monitoring instruments such as an
inclinometer installed on the walls of the deep excavation to observe the
lateral movement of the excavation walls as well as an early detection tool for
landslide movements, and ensures that there are drainage channels around the
excavation so that not until there is a high pool of water around the
excavation.
4)
Environment
Frequent rains that
cause puddles and no signs limiting the speed of vehicles entering the project
can cause landslides in the excavation walls. Suggestions for improvement
during the work period are to secure the work area by installing top speed
limit signs in the project area, installing warning signs, such as "Reduce
speed now" and "Be careful getting in and out of project vehicles,
"as well as installing safe limits by using tolo-tolo, safety line, water
barrier. After the rain, work continues after inspection because sand slides or
landslides may occur.
b.
Suggestions
and input for improvements to anticipate the possibility of being hit and hit
by heavy equipment during excavation activities originating from human, method,
machine, and environmental factors as follows:
1)
Man
Operators
who do not have an Operator License (SIO) and the attitude of workers in
carrying out excavation activities that have the potential to cause accidents
are not checking the surrounding environment. The suggestion for improvement is
to check and ensure that the operator on duty already has an SIO. Apart from
that, they routinely remind workers during toolbox meetings about the
importance of checking the environment when carrying out excavation activities
and adequate training for operators.
2)
Machine
The
thing that causes accidents in this activity is the existence of heavy
equipment not equipped with an Equipment License (SIA). The suggestion for
improvement is to check and ensure that the heavy equipment used is suitable
for use and has an SIA.
3)
Method
Procedures
for installing geotextiles that need to follow the SOPs applied can lead to the
possibility of being hit and hit by heavy equipment. The suggestion for
improvement is that it is necessary to socialize the SOP and the project
supervisor to ensure that all work is carried out following the SOP.
4)
Environment
The
limited mobility area of heavy equipment and unstable ground conditions can
lead to the risk of being hit and hit by heavy equipment. Suggestions for
improvement during the work period are to secure the work area by installing
safety lines and water barriers. Before starting work, make sure the work area
is safe from possible working conditions that can cause a hazard.
c.
Suggestions
and input for improvements to anticipate the possibility of getting hit by a
passing train when marking and staking outcomes from human, method, machine,
and environmental factors are as follows:
1)
Man
Not
using appropriate PPE. The improvement suggestion is to require all workers to
use complete PPE (helmets, vests, shoes, and safety glasses). Giving punishment
to violators can be applied to provide a deterrent effect. Keep a safe distance
from the railroad, secure the work area with a safety line, and make sure there
are always train watchers on standby when work is in progress.
2)
Machine
The
thing that resulted in an accident in this activity was not conducting
inspection and maintenance of the theodolite and its measuring instruments and
not using a communication device connected to the Train Watcher. Suggestions
for improvement are periodic maintenance of equipment such as theodolite and
its measuring devices and the need to provide the necessary communication
equipment for communication monitoring of train operations when working on the
track or within the limits of train operation and ensuring that the
communication device is active or live.
3)
Method
Does
not pay attention to the Window Time of train travel. Based on the Regulations
of the Directorate of Railway Infrastructure (2019), window time is the
interval between train breaks used to benefit the development process and
improve the railroad without disrupting the train's journey (DITA AULIA KISTIANY,
2021). The suggestion for improvement is that contractors
who require window time submit a work plan and work time requirements and
coordinate with the infrastructure operator to estimate the time required. Make
sure there are always Train Watcher officers on standby at work.
4)
Environment
There is no area to
protect yourself when the train passes. Suggestions for improvement during the
work period are to secure the work area by installing warning signs, keeping a
safe distance, and securing the work area with a safety line.
CONCLUSION
From the results of the research that
has been carried out, the following conclusions are obtained: Based on the
results of direct observation and the results of a review of HIRARC and JSA
documents, there are 49 risks consisting of 14 risks in precast duct
installation work, 19 risks in geotextile installation work, 16 risks in road
work. Based on the results of risk analysis using the FMEA method, the risk of
landslides in excavation activities ranks highest in road work with a total RPN
value of 460.8. Being hit and hit by heavy equipment during excavation
activities is the highest risk in Geotextile Installation work, with a total
RPN of 405.5, while in Precast Canal Installation work, The risk of being hit
by a passing train when marking and staking out is the highest risk with RPN
344.1. Efforts to control risks in activities that have the highest RPN for
each work, namely in the form of eliminating failure modes, including by
considering the use of landslide monitoring instruments such as inclinometers
mounted on excavation walls, socializing SOPs for a routine inspection of tools
used, ensuring that there are drainage channels around excavations so that
prevent high standing water around the excavation and installation of warning
signs to keep a safe distance, and secure the work area with a safety line.
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