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Department of Mechanical Engineering, Dr. M.G.R. Educational and Research Institute University,
Chennai-600095, Tamilnadu, India, 1email:ksnallu@gmail.com
b
Department of Mechanical Engineering, Sri Muthukumaran Institute of Technology, Chennai-600 069, India
2
email: kbalakannan@gmail.com
Department of Adult and Continuing Education & Extension, d Department of Mechanical Engineering, Jadavpur
University, Kolkata- 700 032 3email: p_s_c2001@yahoo.com, 4email: gmajumdar59@yahoo.com
-------------------------------------------------------------------------------------*Corresponding Author: ksnallu@gmail.com , +91-9962306799
Subsystem,
Breakdown,
I.
INTRODUCTION
The State Transport Undertakings (STU) in Tamilnadu
came into existence with an intention to channelise and
improve passenger transport service. The main aim of these
STUs is to provide adequate, regular, comfortable,
economical and well coordinated services to the travelling
public. The MTC (Chennai) Ltd daily carries about 50 Lakhs
of passengers with around 9.70 Lakhs kilometers of
operation. While coming to manpower analysis, men per bus
ratio comes to 6.65. Maintenance is one of the important
activities in the transport sector for its efficient operation.
The scheduling and the utilization of vehicles regularly
depend on the effective maintenance system that is being
followed. All efforts have to be taken to keep the vehicles
intact and always roadworthy. If reliability and safety are
assured by MTC, the passengers will continue to patronage
its services. Through efficient bus maintenance and by
providing adequate training one can ensure reliability and
safety of passengers in the present competitive market. With
this idea, the study on Reliability Analysis of Passenger
OBJECTIVES
Proceedings on National Conference on trends and Innovations in Mechanical Engineering (TIME2015), 17th April, 2015
Proceedings on National Conference on trends and Innovations in Mechanical Engineering (TIME2015), 17th April, 2015
Where,
a max: The maximum value for time between failures,
a min: The minimum value for time between failures,
N: The total number of values.
February
234
281
301
Data and analysis of breakdown is an important input to
March
296
246
349
modify maintenance policies and maintenance schedules.
Hence detailed breakdown analysis at regular intervals
April
274
224
288
May
295
269
296
should result in improving the effectiveness of the fleet
June
320
259
301
maintenance of a transport corporation. The rate of
breakdowns is an important parameter to judge the reliability
July
333
294
317
of transport operations.
August
377
359
301
Each breakdown should be investigated, cause wise,
September
305
360
289
(material and maintenance system) and system wise. The
October
355
425
273
cause wise analysis will enable the managers to take
November
314
359
196
remedial action for improvement in preventive maintenance
December
347
321
352
system, training personnel, purchase of better spare parts etc.
Total
3711
3684
3578
System wise analysis of breakdown occurring frequently in
that depot of division will make them to take appropriate
In the year 2012, 27 break downs were lesser than that
action in bringing out modifications in that system, of corresponding 12 months in the year 2011 and in the year
modifying maintenance schedules to add additional task to 2013, 106 breakdowns were lesser of the 2012 and 133
that system, to train the mechanics in the depot in that breakdowns were lesser than that of the year 2011.
system etc.
Proceedings on National Conference on trends and Innovations in Mechanical Engineering (TIME2015), 17th April, 2015
TABLE II
YEAR WISE BREAKDOWN RATE
Month
Jan
Feb
Mar
Apr
2011
0.05
0.05
0.06
0.06
May
June
July
Aug
Sep
Oct
Nov
Dec
Average
Breakdown/vehicle
2012
2013
0.06
0.07
0.06
0.07
0.05
0.07
0.05
0.06
0.06
0.07
0.07
0.08
0.06
0.07
0.06
0.07
0.063
0.05
0.06
0.06
0.07
0.08
0.09
0.08
0.07
0.061
0.06
0.06
0.07
0.06
0.06
0.06
0.04
0.08
0.063
TABLE III
SYSTEM WISE BREAKDOWNS
Sl.
No
1
2
3
4
5
6
7
System Failed
Year 2011
Month
10
11
12
Total
Engine System
a. Engine
b. Cooling
c. Fuel
Transmission system
Brake system
Steering and Sus. Sys.
Rolling System (tyres)
Electrical system
Body and others
65
12
8
45
52
23
14
66
21
20
62
9
10
43
64
14
10
49
22
13
75
11
11
53
76
16
9
69
34
17
68
8
13
47
70
15
8
70
23
20
81
11
16
54
55
22
11
74
34
18
83
19
11
53
71
27
12
87
16
24
87
20
19
57
79
25
15
73
27
27
86
16
18
52
82
33
9
91
45
31
68
13
12
43
79
15
13
69
35
26
77
17
20
40
69
27
11
102
40
29
83
13
19
51
56
27
5
76
36
31
98
15
24
59
92
30
10
63
19
35
933
164
172
597
845
274
127
889
352
291
Total
261
234
296
274
295
320
333
377
305
355
314
347
3711
Proceedings on National Conference on trends and Innovations in Mechanical Engineering (TIME2015), 17th April, 2015
TABLE IV
SUBSYSTEM WISE PERCENTAGE OF BREAKDOWNS
S.No
1
2
3
4
5
6
7
Subsystem Failed
Engine System (A)
Transmission System (B)
Brake System (C)
Steering and suspension System (D)
Rolling System(Tyres) (E)
Electrical System (F)
Body and Others (G)
Total
2011 (%)
25.14(933)
22.77(845)
7.38(274)
3.42(127)
23.96(889)
9.49(352)
7.84(291)
100(3711)
2012 (%)
23.51(866)
25.27(931)
11.16(411)
6.32(233)
20.28(747)
7.49(276)
5.97(220)
100(3684)
2013 (%)
26.56(950)
33.26(1190)
8.66(310)
6.9(247)
11.29(404)
7.15(256)
6.18(221)
100(3578)
TABLE V
ABC BREAKDOWN ANALYSIS
Type
B
C
Subsystem
1)
Engine
2)
Transmission
3) Rolling
( Tyres )
Brake,
Electrical
Ste. & Sus.
Body &
Others
2013
950
(26.56%)
1190
(33.26%)
404
(11.29%)
Year
2012
866
(23.51%)
931
(25.27%)
747
(20.28%)
2011
933
(25.14%)
845
(22.77%)
889
(23.96%)
813
(22.71%)
920
(24.97%)
753
(20.29%)
221
(6.18%)
220
(5.97%)
291
(7.84%)
3578
3684
3711
Proceedings on National Conference on trends and Innovations in Mechanical Engineering (TIME2015), 17th April, 2015
Tyres
Proceedings on National Conference on trends and Innovations in Mechanical Engineering (TIME2015), 17th April, 2015
TABLE VI
AGE WISE BREAKDOWN RATE
No. of vehicles
0-12
No. of break
downs
0
No. of Break
Downs / vehicle
0
13-24
24
72
3.0
25-36
23
95
4.13
37-48
49-60
61-72
0
25
4
0
139
15
0.0
5.56
3.75
73-84
32
160
5.0
85-96
0.0
97-108
22
5.5
109-120
21
3.5
Reliability Curve
Actual Life
Number of Vehicle
6
5
4
3
2
1
0
12
24
36
60
72
Age in Months
84
108
120
VI. RECOMMENDATIONS
Breakdown monitoring cell may be created to take
care of reported breakdown vehicles during its
operation. The cell should be headed by supervisor
who is well versed with the various tasks in fleet
maintenance.
Proceedings on National Conference on trends and Innovations in Mechanical Engineering (TIME2015), 17th April, 2015
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CONCLUSIONS
a) The breakdowns during the year 2012 were
compared with the breakdown of the year 2011 and
the year 2013. The breakdown rate per vehicle of
operation arrived was in the increasing trend.
b) The various types of subsystems (engine,
transmission and rolling system) that in majority of
breakdowns were arrived from the analysed Data.
c) It revealed that more than six years old vehicles are
to be replaced on a planned basis. Accordingly
replacement policy has to be developed.
d) The transmission, engine and rolling systems
recorded more breakdowns and remedial action has
to be taken on that particular area for the reduction
of breakdown.
e) It reveals that initially when the new vehicles were
inducted, their reliability were more and as age
increased, reliability of vehicles decreased.
The passengers will continue to patronage bus service
if reliability and safety are assured by the MTC, the
operator. The MTC (Chennai) Ltd has tries hard to ensure
reliability and safety of passengers in present competitive
market, through efficient bus maintenance and by
providing adequate training to the drivers. The breakdown
rate is the yardstick to measure the quality and reliability of
bus services and has to be maintained as low as possible to
enhance the reputation in the minds of travelling public.
Goodwill of the passengers alone can save the STUs from
the threat of privatization and this can be earned by
providing breakdown free, accident free reliable services.
ACKNOWLEDGEMENT
The authors are grateful to Er. A.C.S. Arunkumar, The
President, Dr. M.G.R. Educational and Research Institute
University, Chennai, India for his moral support to
complete this research work.
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