Based on data on routine maintenance records for Indonesian Commuter Trains from 2015 - 2017, it is known that the number of realized train availability levels is still below the company’s standards and targets. In addition, there is a potential risk of a backlog or train queues that are not handled properly in overhaul maintenance which is increasing yearly. The main objective of this research is to measure the technological capability of the routine maintenance of the Indonesian Commuter Train which is located at Dipo Depok. The method used in this paper is the Technometrics model approach which will produce a Technology Contribution Coefficient (TCC) value. The method describes the level of technology applied by routine maintenance of TCC obtained by identifying and assessing the technological components of Technoware (tool facilities), Humanware (HR), Infoware (information), and Orgaware (organization) involved in the routine maintenance operation process of commuter trains by measuring the Degree of Sophistication, State of the Art (SOTA) and Contribution Assessment, as well as the intensity of the contribution of technology components using an Analytical Hierarchy Process (AHP). The results of this study identified 11 operating processes in maintenance activities. The SOTA values are T = 0.3857, H = 0.7750, I = 0.7111 and O = 0.633, with the contribution value being 0.4190, 0.6059, 0.5667 and 0.5862, and the contribution intensity is 0.301, 0.438, 0.132 and 0.030. Therefore, the TCC value for routine maintenance of Indonesian Commuter Trains with a value of 0.5 (TCC 0.3 ≤ TCC≤ 0.5) is categorized as low. With these results, the priority order of technology component development is humanware, technology, orgaware and infoware.

Indonesia has 7,464 km of railway lines along with the islands of Sumatra and Java. There are 5,239 level crossings along the railway line spread over 9 Operational Areas (Daop) and 4 Operations Divisions (Divre). According to data from the Directorate General of Indonesian Railways, throughout 2020, there have been 456 accidents at official and unofficial level crossings. Furthermore, according to statistical data, the number of accidents continues to increase every year. This study performs a risk assessment based on potential causes based on the frequency of occurrence, severity, and detection level. The method used is Failure Mode and Effect Analysis to conduct a risk assessment by identifying potential causes based on the probability of occurrence, assessing the level of impact caused, the frequency of accidents, and the ability to detect accidents on a scale of 1 to 5, which will then be calculated as Risk Priority. Number (RPN). Initial results were obtained. The results are that nine factors that cause accidents at level crossings have been identified, and 16 types of failures have been obtained from these factors. Level crossings that do not have doorstops are a potential cause with a risk priority number (RPN) of 80. The absence of guards contributes to the high severity of accidents. Based on observations, level crossings that do not have gates are dominated by unofficial level crossings. The second factor that must be an essential concern is the driver's behavior when passing at level crossings. The driver factor is very difficult to detect because it is necessary to disseminate information about maintaining safety at level crossings.