kenya ferry services ltd report

MASINDE MULIRO UNIVERSITY OF SCIENCE AND TECHNOLOGY

Mechanical and Industrial Engineering Department

Field attachment practice report 2014

NAME: DADDIE C. OBARA

REG NO: MIE/0022/10

COURSE CODE: MIE 490

COURSE TITLE: Field attachment

DEPARTMENT: MECHANICAL & INDUSTRIAL ENGINEERING

ATTACHMENT PERIOD: THREE MONTH (JUNE –SEPTEMBER) 2014

NAME OF THE ORGANISATION: KENYA FERRY SERVICES LIMITED

OBARA DADDIE MIE/0022/10 II

DECLARATION

I hereby declare that, this is my personal report of industrial attachment at Kenya Ferry Services Limited. I

have compiled it myself and it has never been presented before at any level of education. It is a pure

reflection of what I learned at Kenya Ferry Services Limited during the period I have been on my attachment

for a period of 12 weeks.

.

Sign: ______________________________

Date: _____________________________

OBARA DADDIE MIE/0022/10 III

ACKNOWLEDGEMENT.

My sincere acknowledgement goes to Almighty God for provision and protection throughout my

attachment. I owe nothing to myself.

The presence and valuable assistance of several people who made the attachment period effective and

even shorter. I appreciate all the help I got from my supervisor ENG. David Okiya, Ziro Banda who was

in charge of the Kenya Ferry Services Limited Workshop department; Thank you or the moral support

you were not only a supervisor to me but also a mentor a source of inspiration and a spring of patience.

Not forgetting Masinde Baraza and Peter Kimani who were my university supervisor, for the guidance

they gave me during the supervision period

I would like to acknowledge the invaluable guidance, concern and support of the technicians like Wafula,

Omar and Machieo. During the workshop practice they always accepted my ideas with an open mind and

gave me the opportunity to learn and apply. Their advice helped to refine the practical application.

I would like to thank the entire faculty of engineering in particular the department of production

engineering for providing facilities and conducive environment throughout the Field Attachment Practice.

Lastly to my parents saying thank you may not be enough but I hope it conveys the message of my heart

for the support both financially and emotionally. Thank you a lot.

OBARA DADDIE MIE/0022/10 IV

ABSTRACT

In order for the student to acquire enough understanding on his field of study it is mandatory that he/she

be attached to a relevant company. At Masinde Muliro University of Science and Technology the student

engineer is supposed to get attachment at the end of the third and fourth year of study. At the end of each

attachment, the student is expected to write a comprehensive report that is then submitted to the school.

During the attachment the student becomes part of the company so as to learn the operations of the

company.

Objectives of the attachment

At the end of the attachment the student is expected to:

Be able to explain what happens in an industry and demonstrate the bridge theory and practice.

Describe the entire process in a specific industry

Identify problems at the company and come up with solutions.

Field Attachment practice involves application of theory into practical by use of machines. This report

entails all that was carried out during the Field Attachment practice, detailed research that was carried out

in order to expound on the operations carried out.

This report covers different areas in factory department where different operations take place (maintenance

and repair and assembly of machines and their parts) such as the company, giving its brief introduction and

location, the activities it deals with, the sections that I passed through and the skills learned in each section.

The report also highlights the company’s areas of strength that contributes to its prosperity that are worth

aping. At the end of the report the technical problems noted in the firm are highlighted and a solution given

to at least one of these technical problems.

OBARA DADDIE MIE/0022/10 V

Table of Contents

DECLARATION ........................................................................................................................................... ii

ACKNOWLEDGEMENT. ............................................................................................................................. iii

ABSTRACT ................................................................................................................................................. iv

LIST OF TABLES ........................................................................................................................................ vii

LIST OF FIGURES ...................................................................................................................................... vii

ABBREVIATIONS ..................................................................................................................................... viii

CHAPTER ONE ............................................................................................................................................... 1

1.1. INTRODUCTION .................................................................................................................................. 1

1.0.1 Background .................................................................................................................................. 1

1.0.2 Mandate ....................................................................................................................................... 1

1.2. Vision, mission and core value ........................................................................................................... 2

1.2.1. Vision .......................................................................................................................................... 2

1.2.2. Mission ........................................................................................................................................ 2

1.2.3. Core Values ................................................................................................................................. 2

1.3. Strategic issues ................................................................................................................................... 2

1.4. Strategic objective: ............................................................................................................................ 2

1.5. Organizational structure of the company .......................................................................................... 3

1.6 Aims and objectives of industrial attachment .................................................................................... 3

1.7 Attachment time table ........................................................................................................................ 4

CHAPTER TWO .............................................................................................................................................. 5

2.0. COMPANY OPERATIONS .................................................................................................................... 5

2.1. Regular Tariffs .................................................................................................................................... 5

2.2. Ferry operating schedule ................................................................................................................... 6

2.2.1. Departures ................................................................................................................................... 6

2.1.2. Loaded trailers and abnormal loads ............................................................................................ 6

2.3. Financial Sustainability ....................................................................................................................... 6

2.4. Safety ................................................................................................................................................. 7

2.5. Security .............................................................................................................................................. 7

2.6. Future plans: ...................................................................................................................................... 8

2.7. Achievements ..................................................................................................................................... 8

OBARA DADDIE MIE/0022/10 VI

2.8. Maintenance ...................................................................................................................................... 8

2.9. Mechanical department ..................................................................................................................... 9

2.9.1. Major task undertaken ............................................................................................................... 10

2.9.2. The electronic control unit ........................................................................................................ 11

2.10 The ferry systems and major parts ................................................................................................. 12

2.10.1 Engine ...................................................................................................................................... 12

2.10.2 SCHOTTEL Rudder propeller SRP 170 .................................................................................. 19

2.10.3 The clutch ................................................................................................................................. 20

2.10.4 Seals, Fittings and Connections ............................................................................................... 21

2.11. Working principle of the ferry........................................................................................................ 21

2.11.1. Forces acting on a foil ............................................................................................................. 23

2.11.2. Propeller thrust ........................................................................................................................ 24

2.11.3 Actual performance .................................................................................................................. 25

CHAPTER THREE .......................................................................................................................................... 27

3.1 Technical Problems at the Company ................................................................................................ 27

3.1.1. Refueling fuel emergency tanks ................................................................................................ 27

3.1.2. Well-structured and equipped workshop .................................................................................. 28

3.1.3. A dry dockyard ......................................................................................................................... 28

3.1.4. A propeller guard ...................................................................................................................... 29

3.1.5. Industrial waste disposal ........................................................................................................... 30

3.2. Conclusion and Recommendations.................................................................................................. 33

References .................................................................................................................................................. 33

Appendix ..................................................................................................................................................... 34

OBARA DADDIE MIE/0022/10 VII

LIST OF TABLES

Table 1 Attachment time table .........................................................................................................4

Table 2: showing carrying capacity per ferry .......................................................................................5

Table 3: showing the rates of charges charged on vehicles. .................................................................5

LIST OF FIGURES

Figure 1 showing the organizational structure of the company ............................................. 3

Figure 2 showing a ferry carrying vehicles and some people ................................................. 6

Figure 3 showing life rings .......................................................................................................... 7

Figure 4 the engine parts .......................................................................................................... 12

Figure 5 Air Intake and Exhaust System ................................................................................ 12

Figure 6 engine timing parts ................................................................................................... 13

Figure 7 the engine gearing mechanisms ............................................................................... 13

Figure 8 some of the cylinder head parts ............................................................................... 14

Figure 9 metal spacer plate gasket and cylinder head gasket ............................................... 14

Figure 10 a connecting rod ....................................................................................................... 15

Figure 11 the Crankshaft .......................................................................................................... 15

Figure 12 Oil and Lubrication System .................................................................................... 16

Figure 13 the coolant flow of a jacket water after cooled engine ......................................... 17

Figure 14 diesel engine fuel systems ........................................................................................ 17

Figure 15 electronic part of the MEUI fuel system ................................................................ 18

Figure 16 Engine-Mounted Instrument Panel with Marine Power Display (MPD) ............ 19

Figure 17 SCHOTTEL Rudder propeller SRP 170 ............................................................... 20

Figure 18 the internal parts of The clutch ............................................................................... 21

Figure 19 the ferry propulsion system ..................................................................................... 22

Figure 20 the general principle of geared ship propulsion ................................................... 22

Figure 21 the propeller ............................................................................................................. 23

Figure 22 showing the workshop at Kenya Ferry Services Ltd............................................. 28

Figure 23: showing a dry dock owned by the African Marine Company ............................. 28

Figure 24 showing the propeller of MV Harambee after knocking a rock ......................... 29

Figure 25: propeller removal and replacement and the propeller guard design ................. 30

Figure 26: a worker pouring used oil in sea and the spread oil spills in the sea. ................. 30

Figure 27: showing drums filled with used oil on the jetty. ................................................... 32

OBARA DADDIE MIE/0022/10 VIII

ABBREVIATIONS

KFS Kenya Ferry Services Limited

KBS Kenya Bus Services

MOU Memorandum Of Understanding

KPA Kenya Ports Authority

MV Marine Vessel

ISPS International Ship and Port facility Security

KMA Kenya Maritime Authority

IMO International Maritime Organization

EMS Engine Management System

ECM Electronic Control Module

MEUI Mechanically Actuated Electronically Controlled Unit Injection

MPD Marine Power Display

CCTV Closed Circuit Television

NEMA National Management Authority

OBARA DADDIE MIE/0022/10 1

CHAPTER ONE

1.1. INTRODUCTION

1.0.1 Background Ferry services at Likoni Mombasa started in 1937. The ferries have remained the one and only link to the

south coast. The operations are situated on the gateway to the port of Mombasa. The link is important not

only to the local users but to those heading to Tanzania and beyond.

The ferries at Likoni were initially ran by Kenya Bus Services Ltd, on a franchise arrangement with the

Municipal Council of Mombasa. The bus company also operated a network of buses around town and in

Nairobi.

The earlier operations were done using pontoons driven by motor boats. It was not until 1957 that the era

of modern ferries surfaced.

The company continued operating for about 32 years until 1989 when it decided to pull out. It is then that

the Government of Kenya decided to take over the operations of the ferries.

The Government therefore bought all the ferry crafts including Pwani, Mvita, St. Michael, Pombo and

Mtongwe 1 at a price of Ksh 10.5m. The staff was similarly retained at their existing terms and conditions

of service.

Kenya Ferry Services Limited (KFSL) came into being in November 1989 after the Government took over

the operation of the ferry services from the defunct Kenya Bus Services Ltd., who had indicated

unwillingness to continue with operations.

The Government then mandated Kenya Ports Authority to run the services on its behalf. Kenya Ports

Authority in turn changed one of its subsidiary companies (Bunty Estates Ltd) into Kenya Ferry Services

Ltd and commenced operations on 1st November, 1989.

In 1998, the Government through National Assembly Sessional Paper No. 3 formalized the ownership of

the Company by transforming the contributions of both the Government and Kenya Ports Authority into

equity.

1.0.2 Mandate Kenya Ferry Services Limited is a State Corporation, registered as a private company under the Companies

Act Cap 486 Laws of Kenya. The government owns 80% of company’s equity whilst 20% is owned by

Kenya Ports Authority.

The government then asked Kenya Ports Authority to run the services on its behalf. Kenya Ports

Authority on their part changed one of its subsidiary company's Bunty Estates Ltd to Kenya Ferry

Services Ltd and commenced operations on 1st November 1989.

In 1990 the government bought four new ferries namely Marine vessels Nyayo, Harambee, Kilindini and

Mtongwe 2 at a cost of Shs 376 million to supplement the existing fleet. Through financial assistance by

way of advances from Kenya Ports Authority and the Exchequer, the company was able to sustain its

operations during its infancy.

In 1998 the government formalized the ownership of the company through a National Assembly

Sessional Paper No.3 of the same year, by transforming the contributions of both the government and

Kenya Ports Authority into equity. Share capital was thus increased from Shs.2 million to Shs 500

million. The company is now owned 80% by the government and 20% by Kenya Ports Authority.


The core mandate of the company as per its Memorandum and Articles of Association is inter alia; to

acquire, maintain, operate and manage ferries, boats and other vessels for transportation of passengers,

petroleum products and other cargoes; and to sell, lease exchange, transfer and dispose of such ferries or

vessels as may be deemed profitable to the company, to meet present and future needs of its customers.

1.2. Vision, mission and core value

1.2.1. Vision A Ferry service of choice.

1.2.2. Mission To efficiently operate a safe, reliable and sustainable ferry services that is customer driven and meets the

expectations of stakeholder.

1.2.3. Core Values Team work. Integrity Equity.

Customer focus. Sensitivity to the environment

1.3. Strategic issues Resources Ferry operations

Corporate image Leadership and good governance

Legal framework

1.4. Strategic objective:

1. Mobilize and develop resources to achieve a sustained competitive advantage.

2. To operate and manage a commercially viable ferry service that is safe and reliable within the set

operating schedules in line with the changing demands

3. Enhance and sustain good corporate image of the company.

4. To institute and implement sustainable corporate governance programmes that will instill

integrity, promote responsibility, accountability and a positive business culture.

5. To ensure enactment of an enabling legal framework supportive of the Company's business

objectives and growth.


1.5. Organizational structure of the company

Figure 1 showing the organizational structure of the company

1.6 Aims and objectives of industrial attachment

It provided a practical blend of content learned in class and its application.

It facilitates understanding the working principles of machines.

It gives base for industrial attachment preparation.

It facilitated fulfillment of the degree course.


Familiarize with the environment of their profession

Identifying engineering problem then coming up with a remedy solution

Acquire the practical skills pertaining their profession

Relate the theoretical phenomena learned in class with their practical application

Create a rapport with their potential future employers after completion of studies.

1.7 Attachment time table

Table 1 Attachment time table

Workshop Welding Maintenance of ferries

(Nyayo, Kwale, Likoni,

Kilindini, Harrambe)

FROM: 11-06-2014 07-07-2014 28-07-2014

TO: 04-07-2014 25-07-2014 05-08-2014


CHAPTER TWO

2.0. COMPANY OPERATIONS Kenya Ferry Services Ltd is committed to provide a very safe, reliable and efficient ferry services to its

customers.

Kenya Ferry Services main activity is the provision of ferry link to pedestrians and vehicle traffic at

Likoni and Mtongwe crossing points. The pedestrians consist of 70% of the total business volume.

Vehicle count for 30% of the total business volume.

The company serves an average of 300,000 passengers and a total of 6000 units of motor vehicles on

daily basis.

Other services: cruise ferry for hire, conferences, and excursion for school parties.

Concessionary- ferry passes and priority passes.

The carrying capacity per vessel is as shown below.

Table 2: showing carrying capacity per ferry

Vessel Vehicles Pedestrians Year bought

MV. LIKONI 60 1,500 2010

MV. KWALE 60 1,500 2010

MV. NYAYO 60 1,200 1990

MV. KILINDINI 40 1,440 1990

MV. HARAMBEE 40 1,440 1990

MV. PWANI 40 1,200 1969

MV. MVITA Nil 900 1975

2.1. Regular Tariffs Tariffs are charged depending on the type of the automotive and its length. These rates are regulated

depending on the economic crisis.

Table 3: showing the rates of charges charged on vehicles.

CATEGORY VEHICLE LENGTH

(METRES)

RATES (KSHS)

Car 3.5-6.0 90-240

Car 4x4 (land rover) 6.0 200

Pick Up 120

Trucks 5.5-16.5 300-1250

Trucks on tow 17.0 1320


Trailers (empty) 5500

Mini buses 7.0 450

Buses 9.0-11.0 880

Petrol car 1700

Fuel tankers – empty 1900

Petrol trailers – empty 5500

Motor cycles/mkokoteni 40

Loaded trailers 7950

Abnormal load 15950

2.2. Ferry operating schedule The company provides a linkage between Mombasa Island and the Mainland South via Kilindini sea

channel at Likoni and Mtongwe crossing points. The Likoni service runs on a 24 hour basis, serving

motorists and pedestrians.

2.2.1. Departures 0400 Hrs. – 0500 Hrs. (30 Minutes Frequency)

0500 Hrs. – 0600 Hrs. (15 Minutes Frequency)






2.1.2. Loaded trailers and abnormal loads These are subject to high tides, therefore the operation has to predict and determine when to carry these

vehicles.

2.3. Financial Sustainability The company’s recurrent budget is funded from vehicular tolls and Government subvention, paid in lieu

of foregone revenue occasioned by free passage of passengers.

Figure 2 showing a ferry carrying vehicles and some people


This arrangement is courtesy of a Memorandum of Understanding between the Government and Kenya

Ferry Services which inter alia provides for compensation for loss of revenue occasioned by the free

carriage of passengers. It is calculated on the basis of capacity utilisation currently at the ratio of 65:35

where 65 is the capacity utilized by the pedestrians and 35 is the capacity utilized by vehicles.

Capital investment is funded separately by the Government. The company also intends to broaden its

revenue base by investing into other revenue earning programmes and product portfolio to broaden its

revenue base in view of the escalating cost of operations. Such products include Advertising, Cruise hire,

Bus terminus, Public Pay washrooms, Stalls and Bunkering for fuel and water and Operation of other

commercial ferry services.

2.4. Safety Safety is one of our prime strategic objectives and corporate mission. Safety to us encompasses both the

ferry operations and our office set ups. For this reason nothing has been left to chance. The company has

life rafts, life boxes, life jackets and rings which people use whenever need be.

Figure 3: showing life rings

2.5. Security Security is one of the major day to day occupations of the organisation. Kenya Ferry Services has put in

place elaborate security measures intended to forestall any breakdown in security procedures. The Kenya

Police and hired private guards are always at hand to ensure there is enough security.

KFS is committed to ensuring that the security of its customers, staff and other stakeholders is

guaranteed. In pursuing this goal, the Company has put in place elaborate security measures and systems

intended to address the security challenges it faces.

The company contracts services of reputable security firms who provide well trained security guards

deployed in all strategic places within our premises to ensure KFS security procedures are enforced to the

latter. The Company is also working in collaboration with the regular Kenya Police, the Anti-Terrorist

police, the Port police and the Administration Police officers who maintain law and order within the KFS

operation area. To this end, the Company has constructed two Police booths on both side of the Likoni

channel for administration. We also maintain a close working relationship with the Kenya Navy.

Since the Company’s core business is concentrated within the larger Port area, KFS is categorized as a

Port facility. Consequently, it is subject to the International Maritime


Organization (IMO) regulations regarding Port facilities security. The Kenya Maritime Authority (KMA),

which is the local enforcement agency, assesses and certifies the facility’s security plan which is

developed and reviewed after every four years as required by the International Ship and Port facility

Security (ISPS) code.

Other security measures which the Company has undertaken include:

1. Fencing of operation area to keep off non Ferry users.

2. Erection of robust and strong gates in operation area for crowd control.

3. 24 hour CCTV surveillance in the operation area

4. Installation of sensor Turnstile counters in all pedestrian inlets.

5. Physical Search and Screening of pedestrians and vehicles boarding the Ferries.

6. Security signage.

7. Regular security awareness to staff and Ferry users.

2.6. Future plans: 1. The Company is in the process of installing ‘Walk-through’ metal detectors and X-ray luggage

scanner to enhance pedestrian screening.

2. Re-design the infrastructure for ease of conducting security checks.

3. Continue to invest in new technologies to enhance security

2.7. Achievements Kenya Ferry Services Ltd has to date made tremendous achievements in developing towards its corporate

vision. The following is a list of some of those major achievements.

1. Increased share capital from Kshs. 2 million to 500 million.

2. Purchase of two new ferries

3. Review of MOU between the government and Kenya Ferry Services Ltd. from initial 60:40 to

65.35 in 2002.

4. Successfully boosted passenger carrying capacity of MVs Kilindini and Harambee from 800 to

1440 passengers by converting the two ferries from single to double deck.

5. Acquired fully fledged maintenance facility and office at Peleleza.

6. Acquired land for improvement of infrastructure facilities at Likoni.

7. Improved safety and security standards by carrying out routine audits, provision of safety gears

and public sensitization.

8. Restructured and re-aligned organizational operations and management structure.

9. Converted KFS Ltd from a subsidiary of KPA to a fully-fledged State Corporation.

10. Continued conformance to Statutory, Lloyd and Underwriter standards.

11. Enhanced corporate image by participating in corporate social irresponsibility programmes.

2.8. Maintenance

Some of the basic pre sea checks in Maintenance involve

Maintenance procedures can be grouped into nine broad categories:

1. Lubrication – checking levels; changing oil, oil filters; performing oil sampling for trending

analysis to optimize oil change intervals and to detect engine wear.


2. Fuel system – changing fuel filters, fuel injectors; checking water separators; and doing fuel

quality analysis to make sure fuel contains proper lubricants and additives.

3. Cooling system – fluid level checks; coolant sampling for trending analysis; draining,

flushing and refilling the system when required.

4. Air intake system – inspecting and changing air filters; inspecting the turbocharger to make

sure there is no fouling of the compressor blades from crankcase gases.

5. Exhaust system – inspecting for leaks, corrosion, wet stacking.

6. Valves and heads – inspecting, adjusting and recording of valve train wear for trending

analysis; inspecting and recording of cylinder head wear for trending analysis.

7. Emissions systems – inspecting crankcase ventilation systems, selective catalytic reduction

(SCR) systems and diesel particulate filters (if so equipped).

8. Mechanical systems – inspecting resilient engine mounts and torsional couplings; general

inspecting for leaks, wear or deterioration.

9. Operating systems – downloading data from digital engine management system (EMS) to

note and review alarm conditions.

All the maintenance for the ferries and its assets are pre-programmed, and handled by the engineering

department. This department consists of three sections i.e. Mechanical, Electrical, and General

Maintenance. The maintenance programmes are divided into the following four categories:

a) Routine Maintenance: This involves the servicing of one ferry on a daily basis. This program is

intended to ensure that each ferry is serviced at least once every week

b) Planned Maintenance: This is done as per the manufacturer’s schedules.

c) Lloyds Class Requirements: The ferries Nyayo, Kilindini & Harambee are registered under

Lloyd’s class and fall under the following class service schedules.

i. Annual Survey: In this survey, ferries are inspected by a class surveyor once

a year, checking for mechanical & safety conditions of the vessels.

ii. Docking survey: The class certified ferries undergo docking survey every

two and a half years, where the structural conditions, cathodic protection

against sea barnacle growth, and general operating equipment is done. This

survey is done at the African Marine dry dockyard.

iii. Special Surveys: This is done once every 5 years. This inspection covers a

complete overhauling of all operating equipment i.e. the main engines,

propellers, general service pumps, safety equipment, communication

equipment, generators and e.t.c.

iv. Intermediate Surveys: This inspection is done by the class surveyors at a

time determined by the surveyors.

2.9. Mechanical department The major activities were in the diagnostics and repair sections in the workshop/workplace which

included:

Regular vessel maintenance and service.

Sea water and fresh water systems repairs and service.

Cooling systems repair.

Clutch system repair.


Propeller assembly overhaul.

Sea water pumps, fresh water pumps, oil pumps, fuel pumps and steering oil pump systems

maintenance and service.

Engine and transmission overhaul.

Engine and transmission assembly.

Management of tools and equipment.

Ferry and generator set electrical and electronics.

Engine dismantling and assembling.

Portable pumps dismantling and assembling.

Servo motor maintenance and service.

2.9.1. Major task undertaken

2.9.1.1. Engine overhaul

This includes disassembling, servicing and reassembling the whole engine.

Disassembling

It includes removal of all components attached to the engine.

These are;

Timing belt and auxiliary belt

Alternator

High tension leads.

Thermostat and housing cover

Fuel rail/ injectors

Oil/fuel filter

The clutch

Cooling systems

Pumps

Turbocharger

Intake and exhaust manifold

Engine mounting brackets

Rocker covers and rocker assembly

Cylinders and its assembly

The oil from the sump is then drained completely and the internal components removed in the following

order.

i. Valve cover

ii. Cylinder head

iii. Oil sump

iv. Oil pump

v. Piston and connecting rod assemblies

vi. Crankshaft and the main bearing

Procedure for dismantling the cylinder head

a) Remove Rocker shaft and rocker arms

b) Cam shaft is removed


c) Camshaft followers and tappets are removed

d) Numbering or marking the valves- this is done so that each valve can be refitted to its original

seat in case they are not being replaced.

e) Removal of valves locks using valve spring compressor

f) Retainer, valves spring seat and valves are removed.

2.9.1.2. Cleaning

Rust and carbon is cleaned off on the cylinder heads wall and linings. It’s ensured that valves seat

perfectly on the inlets and outlets. Grinding paste can be used to rub the surfaces clean. This prevents loss

of power during compression power leakages.

2.9.1.3. Assembling the cylinder heads

After thorough cleaning, lubricate the valve lips and slide them to the openings.

Drop the spring seat over the valve guide and set the valve spring and retainer in place.

Using a valve spring compressor, the spring is compressed and collets carefully fit in the upper groove.

The compressor is released gradually to make sure the collets seat properly.

Rockers arm and shaft are refit

The bearing surface is lubricated and the rocker cover replaced.

2.9.1.4. Pistons and connecting rods

a) Each of the connecting rod nuts are loosened until they can be removed by free hand.

b) It should be noted that each piston is marked so that they can be refitted in their respective positions.

c) Bearing shell should be removed and pistons pushed out through the top of the engine.

d) The procedure above is repeated to all other pistons.

e) Using ring expanders, the piston rings are removed.

f) Pistons are then cleaned and all carbon scrubbed off.

g) Finally the pistons and the connecting rods are inspected for any cracks.

2.9.1.5. Refitting

Oil control rings are fitted in the right order – the rings gaps are placed so that they are

approximately 1200 apart.

Piston and rings are lubricated with engine oil and a piston ring compressor attached to the piston.

The rings must be compressed until they flush with the piston.

The crankshaft is rotated until the number one connecting rod is at the bottom dead center

Gently the piston and the connecting is inserted in the cylinder bore and the bottom edge of the

ring compressor rested on the engine block.

Tap gently on top of the piston with a wooden handle while guiding the other end of the

connecting rod into place on the crankshaft journal.

Once in place, refit the bolts and nuts and tighten to required torque.

This is repeated for the rest of the piston.

After the assembly, the crankshaft is rotated severally by hand to check of any error.

2.9.2. The electronic control unit Owing to the rapidly changing technological advancements and desire by world environmental

preservation bodies demand for efficient vessels and minimal environmental pollution has become not

only a thing for the environmentalists but even the automotive industry has undertaken to stem exhaust

gas emissions and to this effect have developed a hugely electronically controlled engines. This has seen


the installation of an electronic control unit that works together with a number of both input sensors and

output sensors to aid in achievement of comfortable driving as well as the previously stated goals.

2.10 The ferry systems and major parts

2.10.1 Engine

Figure 4 the engine parts

This is the right side view of a 3508 engine. It shows the commercial version with front mounted

oil filters (A) and fuel filters (B), fuel hand priming pump (C), rear mounted turbochargers and air

cleaners (D), air shutoff (E), oil pump (F), oil cooler (G), fuel transfer pump (H) and water pump

(I) startor motor

The standard 4.3 liter per cylinder displacement engines have a bore and stroke of 170 mm x 190 mm

(6.7” x 7.5”). The high displacement 4.9 liters per cylinder engines have a bore and stroke of 170 mm x

215 mm (6.7” x 8.5”).

PARTS OF ENGINE

2.10.1.1 Air Intake and Exhaust System

Figure 5 Air Intake and Exhaust System


This schematic shows the air and exhaust flow in the 3500 engines. Air flows into the turbocharger

compressor, into the after cooler housing, through the after cooler core, and into the air plenum or intake

manifold. Combustion air then flows through connecting elbows to the cylinder heads, intake valves, and

into the combustion chamber. Exhaust in the combustion chamber flows out through the exhaust valves,

into the exhaust manifold and into the turbocharger turbine to drive the turbocharger.

ENGINE TIMING

Figure 6 Engine timing parts

To time the camshafts to the engine crankshaft, first rotate the camshaft until the camshaft timing pin can

be inserted into the slot in the camshaft. The timing pins are stored under the rear camshaft access covers

on both sides.

Do not rotate the crankshaft with the camshaft timing pins in place after the cam gears have been

installed. The pins and possibly the camshafts will be damaged. It is recommended that the flywheel and

camshaft timing pins be removed after the camshaft gear retaining bolt has been lightly tightened.

Figure 7 The engine gearing mechanisms

This view shows the rear gear train which includes a crankshaft gear, a cluster gear which reduces the

camshaft speed by 50%, two camshaft idler gears and the two camshaft drive gears. B series engines also

have a timing ring on the left camshaft drive gear which provides a speed and timing signal to the

electronic engine control.

On engines the cluster gear is weighted and acts as a balancer. The balancer cluster gear must be timed to

the crankshaft gear.


2.10.1.2 CYLINDER HEAD

Figure 8 Some of the cylinder head parts

The cylinder head is installed to the engine with eight bolts (A). The bolts are liberally coated with engine

oil before installing then torqued according to the service manual. Also shown are the exhaust valve

springs and rotators (B), intake valve springs and rotators (C), valve bridges (D), mechanical unit injector

(E), exhaust valve lifter (F), intake valve lifter (G) and injector lifter

2.10.1.3 GASKETS

Figure 9. Metal spacer plate gasket and cylinder head gasket

A thin metal spacer plate gasket is installed between the spacer plate and the cylinder block. The gasket

has a fine preapplied silicone gasket bead on the side and across the bottom of both sides of the gasket to

seal oil inside the engine. The aluminum spacer plate is installed on the gasket and they both are

positioned on the block by an oil feed tube on the pushrod end and two dowels above the cylinder bore.

This figure 9b shows the cylinder head gasket installed. It has a fire ring that seats on the top of the

cylinder liner. The most recent gasket has a silicone bead around the lifter area and has tape to hold the

loose fitting fire ring in place on the new gasket. The tape is not removed during assembly. Shown also

are the two locating dowels and the oil feed tube. An o-ring seal is placed above and below the spacer

plate.


2.10.1.4 Pistons, Rings and Liners

Figure 10 A connecting rod

The connecting rod is forged steel with a taper on the pin bore end. This allows more material in the

piston to give it added strength while still giving more strength in the high load area of the rod

.2.10.1.5 Crankshaft and Seals

Figure 11 The Crankshaft

The 3500 engines have a heavy duty forged and counterweighted crankshaft. The 3508 engines have

offset connecting rod journals to provide “even firing” for the 60 degree V-8 engine

Oil and Lubrication System

Lubricating oil is pulled from the oil pan through a suction bell and piping to the oil pump. The suction

bell has a screen to provide clean oil to the pump. The pump pushes the oil through the oil cooler and the

oil filters and then to the oil galleries in the front of the engine.


Figure 12 Oil and Lubrication System

This engine lube system schematic shows:

1. Oil pump

2 (lower) oil pump pressure relief valve and oil cooler bypass valve

3. Oil cooler

4. Oil filters with bypass valve (item 2 upper)

5. Main oil gallery

6. Piston cooling jet sequence valves

7. Camshaft oil galleries

8. Piston cooling jet manifolds

9. Turbocharger oil supply lines (vehicular)

10. Turbocharger oil drain line

Lubricating oils serve several vital functions in the engine:

1. Lubricate friction surfaces by forming a fluid film to minimize metal to metal contact

2. Cool the engine parts and carry away nearly one-third of the engine heat from the engine components

at full load

3. Clean the engine by flushing away dirt and wear particles

4. Reduce rust and corrosion inside the crankcase - water is a product of combustion, water vapors are

always present inside the crankcase and oil coats all the internal surfaces.

5. Protect the engine from harmful acids and deposits formed from the products of combustion - additives

in the lube oil can neutralize the harmful acids.

Cooling Systems

Cooling systems are a necessary part of any engine. Excess heat is generated during the combustion

process and must be removed from the engine or it will be destroyed. Engines are designed to give

maximum life and operating efficiency so properly designed cooling systems must also control the

operating temperature. The operating temperatures can affect the fit-up of moving parts, lubricating

ability of the lubricants, the overall operating efficiency of the engine and the wear rate of the moving

components.


An engine that runs too hot will also have hotter oil. Hotter oil will be thinner, thus reducing the

lubricating ability. The oil film between moving parts will be thinner so there will be less running

clearance between the moving parts which may increase friction between moving parts. Inadequate

lubrication will cause failure from scuffing of the moving parts in contact with each other and in extreme

conditions will cause the moving surfaces to seize.

An engine that runs too cool will have problems also. Water that condenses in the crankcase will cause

rapid oil contamination and sludging inside the engine. Colder piston and ring temperatures can cause

increased deposit formation on the pistons and in the piston ring areas. The heavy deposits can cause

piston ring sticking and high ring and liner wear. The wear rates of other components can also be affected.

Higher oil viscosities and colder engine operating conditions will reduce the engine efficiency and

increase fuel consumption.

Figure 13 The coolant flow of a jacket water after cooled engine

This schematic shows the coolant flow of a jacket water after cooled engine. Coolant flows from the

water pump through the after cooler and oil cooler, the engine and the regulators. The regulators send

some coolant through a radiator or heat exchanger for cooling and the rest through a bypass line to the

water pump.

Fuel System

IS controlled by Mechanically Actuated Electronically Controlled Unit Injection (MEUI) systems.

Figure 14 Diesel engine fuel systems


The 3500 diesel engine fuel systems are designed with each cylinder having its own unit injector. Fuel

enters the fuel transfer pump (2) through the inlet line (1) from the fuel tank and primary fuel filter and

water separator. The fuel transfer pump is an engine driven gear type pump. It has a pressure relief valve

that returns some fuel to the pump inlet if the system fuel pressure exceeds 860 kPa (125 psi). There is

also a check valve at the pump outlet to prevent fuel flow through the pump when the priming pump is

used. From the fuel transfer pump the fuel moves through separate fuel lines to the fuel filters (3) and the

hand priming pump (4). The hand priming pump also pumps fuel into the fuel filters. From the fuel filters

the fuel is piped to the fuel supply manifolds (6) on each side of the engine. At each cylinder a small fuel

supply line delivers fuel to a port in the cylinder head which supplies fuel to a cavity around the fuel

injector (5).

On the opposite side of the head, a port in the head moves surplus fuel to a fuel return line which supplies

fuel to a fuel return manifold. Fuel in the return manifolds is piped to a fuel pressure control valve (7)

which is mounted on the front of the right side fuel manifold. From the fuel pressure control valve, fuel

returns back to the main fuel tank (8). This view shows a fuel system with spin-on fuel filters. The

commercial front mounted fuel filters are designed into the fuel system in the same way.

The fuel system pumps four times as much fuel as the engine can consume at full load. This surplus fuel

cools the injectors. The fuel usually is piped back to the main fuel tank so the fuel can cool naturally from

the bulk of the fuel in the tank. If a day tank must be used in the installation, then a fuel cooler must be

installed in the fuel return line. Fuel temperature to the engine should not be above 66 °C (150 °F). Higher

fuel temperatures will reduce the maximum power output from the engine and increase the risk of injector

deposits and failure.

Figure 15 Electronic part of the MEUI fuel system

The electronic part of the MEUI fuel system consists of the engine control module, engine sensors,

electronic fuel injectors, customer interface (inputs & outputs) and engine monitoring devices. An

example of an MEUI system is shown. It has an Electronic Control Module (ECM) with a personality

module or programming for a particular application, engine, rating and operating condition. The ECM

sends the electrical signals to the fuel injectors at the appropriate times to pump precisely measured fuel

into the cylinders. The output of the ECM is calculated by the ECM based on many inputs. These inputs

are throttle position, camshaft position, atmospheric pressure, turbocharger outlet pressure, filtered and

unfiltered fuel pressure, turbocharger inlet pressure, filtered and unfiltered oil pressure, crankcase


pressure, coolant flow, after cooler temperature, engine coolant temperature, exhaust temperature and

others. Monitoring devices can be connected to the ECM to monitor operating conditions and engine

performance. Some of the monitoring devices can be set up to protect the engine with alarms, derating,

and shutdown.

Engine-Mounted Instrument Panel with Marine Power Display (MPD)

Figure 16 Engine-Mounted Instrument Panel with Marine Power Display (MPD)

The manual start position starts the engine crank sequence and allows the engine to continue running once

started. The Stop position places the engine in cool down mode and shuts it down. The emergency stop

button brings the engine to a quick stop for protection during emergency situations. Power is removed

from the ECM and the air shutoff is activated if the engine has one. This button should not be used for

normal engine shutdown. Remote emergency stop buttons can also be connected into the panel. The

instrument module control switches interface with the main display module to bring up different readings

on display. The alarm is activated by the main display module whenever there is a system alarm, a

parameter out of range or an active diagnostic.

The alarm silence button lets you turn off a sounded alarm. The alarm is silenced, but if the engine

continues to run and the problem is not corrected in five minutes or a new condition is detected, the alarm

will sound again.

Marine Power Display (MPD)

Used in Graphic display of engine operating parameters in analog, digital, or bar chart Format.

2.10.2 SCHOTTEL Rudder propeller SRP 170

General

The SCHOTTEL Rudder propeller, hereafter called SRP, is a Z--drive. The lower gear—box with

propeller is rotatable to port or starboard endlessly in order to produce full propeller thrust in any desired

direction, thus obtaining the optimum combination of propulsion and steering.

Power is transmitted by two pairs of spiral bevel gears made of high quality material.

Steering is transmitted via a worm gear set.


Figure 17 SCHOTTEL Rudder propeller SRP 170

Description

Design

1 Float switch for lack of oil warning 2 Sight glass 3 Vent cock (in older versions)

4 Oil header tank 5 Upper gear—box 6 Name plate

7 Rudder position transmitter 8 Hydraulic motor for steering 9 Mechanic drive for rudder

position transmitter 10 Steering worm gear 11 Support-- and steering pipe

12 Propeller 13 Lower gear—box 14 Magnetic screw plug

15 Anode 16 Screw plug 17 Screw plug

18 Venting cover 18a Venting cover with dipstick

2.10.3 The clutch

Friction discs. Rubber coupling.


Figure 18 the internal parts of the clutch

In the case of the hydraulically disengageable clutch, type: the oil is guided radially from the outside into

the ring cylinder. The engaging section consists of a cylinder (shaped as a bell housing), a piston, a deep-

groove ball bearing and a pressure ring and is sealed with lip seals.

In the unpressurised state, the pressing-on forces of the disc-spring stacks cause the torque, which is

introduced via the clutch hub and the bolts, to be transmitted on to the toothed ring via the gearing of the

friction discs.

When pressure is applied by oil which enters the ring cylinder radially via the cylinder, the piston presses

on to the guide bolts arranged around the circumference via the deep-groove ball bearing and the pressure

ring. As a result of this, the disc springs are pressed together. A clearance occurs between the pressure

plate, the inner disc, the friction disc and the clutch hub. The torque is no longer transmitted (the clutch is

disengaged).

In the disengaged state, the piston is pressed back into its original position by the pressure spring.

2.10.4 Seals, Fittings and Connections Fittings serve several purposes;

1. To join components with ports of different sizes.

2. To bridge different standards; O-ring boss to JIC, or pipe threads to face seal, for example.

3. To allow proper orientation of components, a 90°, 45°, straight, or swivel fitting is chosen as needed.

They are designed to be positioned in the correct orientation and then tightened.

4. To incorporate bulkhead hardware to pass the fluid through an obstructing wall.

5. A quick disconnect fitting may be added to a machine without modification of hoses or valves.

2.11. Working principle of the ferry The ferry uses reciprocating diesel engines to generate power for propulsion. The power of the engine is

fed through a transmission to propeller shafts. Transmissions determine the revolutions of the propellers.

The ferry relies on two different power sources: one for propulsion and one exclusively for electrical

power. The electrical power includes lighting, sound systems and the hydraulic systems of the ferry which

comprises the prow controlling. A ferry moves through the water through a propelling device –the

propeller. This device imparts velocity to a column of water and moves it in the opposite direction in

which it is desired to move the ferry. A force, called reactive force because it reacts to the force of the

column of water, is developed against the velocity-imparting device. This force, also called thrust, is

transmitted to the ferry and causes the ferry to move through the water.

http://auto.howstuffworks.com/diesel.htm

http://auto.howstuffworks.com/transmission.htm


Double stern unit

Figure 19 the ferry propulsion system

The screw-type propeller is the propulsion device used in almost all marine vessels. The thrust developed

on the propeller is transmitted to the ferry's structure by the main shaft through the thrust bearing. The

main shaft extends from the main reduction gear shaft of the reduction gear to the propeller. It is

supported and held in alignment by the spring bearings, the stern tube bearings, and the strut bearing. The

thrust, acting on the propulsion shaft as a result of the pushing effect of the propeller, is transmitted to the

ferry's structure by the main thrust bearing. The main reduction gear connects the prime mover (engine) to

the shaft. The function of the main reduction gear is to reduce the high rotational speeds of the engine and

allow the propeller to operate at lower rotation speeds. In this way, both the engine and the propeller shaft

rotate at their most efficient speeds.

Figure 3.1: Showing the principle of a geared ferry.

The ferry relies on propellers to push it through water. Propellers commonly referred to as screws, cut

through the water and provide forward or reverse motion. Unlike airplanes, which require tremendous

Figure 20 the general principle of geared ship propulsion

http://science.howstuffworks.com/transport/flight/modern/airplane.htm


propeller speeds to provide the forward motion needed for flight, ferry propellers do not need to turn as

fast. They rely on torque, or brute power, over RPM, or high speed.

Figure 21 the propeller

A propeller is a type of fan that transmits power by converting rotational motion into thrust. A pressure

difference is produced between the forward and rear surfaces of the airfoil-shaped blade, and a fluid (such

as air or water) is accelerated behind the blade. Propeller dynamics can be modeled by both Bernoulli's

principle and Newton's third law.

2.11.1. Forces acting on a foil The force (F) experienced by a foil is determined by its area (A), fluid density (ρ), velocity (V) and the

angle of the foil to the fluid flow, called angle of attack ( ), where:

The force has two parts - that normal to the direction of flow is lift (L) and that in the direction of flow is

drag (D). Both can be expressed mathematically:

And

Where CL and CD are lift coefficient and drag coefficient respectively.

Each coefficient is a function of the angle of attack and Reynolds number. As the angle of attack

increases lift rises rapidly from the no lift angle before slowing its increase and then decreasing, with a

sharp drop as the stall angle is reached and flow is disrupted. Drag rises slowly at first and as the rate of

increase in lift falls and the angle of attack increases drags increases more sharply.

For a given strength of circulation ( ), . The effect of the flow over and the

circulation around the aero foil is to reduce the velocity over the face and increase it over the back of the

blade. If the reduction in pressure is too much in relation to the ambient pressure of the fluid, cavitation

occurs, bubbles form in the low pressure area and are moved towards the blade's trailing edge where they

collapse as the pressure increases, this reduces propeller efficiency and increases noise. The forces

generated by the bubble collapse can cause permanent damage to the surfaces of the blade.

http://auto.howstuffworks.com/auto-parts/towing/towing-capacity/information/fpte.htm

http://en.wikipedia.org/wiki/Mechanical_fan

http://en.wikipedia.org/wiki/Rotational

http://en.wikipedia.org/wiki/Thrust

http://en.wikipedia.org/wiki/Airfoil

http://en.wikipedia.org/wiki/Bernoulli%27s_principle

http://en.wikipedia.org/wiki/Bernoulli%27s_principle

http://en.wikipedia.org/wiki/Newton%27s_laws_of_motion

http://en.wikipedia.org/wiki/Angle_of_attack

http://en.wikipedia.org/wiki/Lift_coefficient

http://en.wikipedia.org/wiki/Drag_coefficient

http://en.wikipedia.org/wiki/Reynolds_number


2.11.2. Propeller thrust

2.11.2.1. Single blade

Taking an arbitrary radial section of a blade at r, if revolutions are N then the rotational velocity is .

If the blade was a complete screw it would advance through a solid at the rate of NP, where P is the pitch

of the blade. In water the advance speed is rather lower, the difference, or slip ratio, is:

where is the advance coefficient, and is the pitch ratio.

The forces of lift and drag on the blade, dA, where force normal to the surface is dL:

where:

These forces contribute to thrust, T, on the blade:

where:

As ,

From this total thrust can be obtained by integrating this expression along the blade. The transverse force

is found in a similar manner:

Substituting for and multiplying by r, gives torque as:

which can be integrated as before.

The total thrust power of the propeller is proportional to and the shaft power to . So efficiency

is . The blade efficiency is in the ratio between thrust and torque:

showing that the blade efficiency is determined by its momentum and its qualities in the form of angles

and , where is the ratio of the drag and lift coefficients.

This analysis is simplified and ignores a number of significant factors including interference between the

blades and the influence of tip vortices.


2.11.2.2. Thrust and torque

The thrust, T, and torque, Q, depend on the propeller's diameter, D, revolutions, N, and rate of advance,

, together with the character of the fluid in which the propeller is operating and gravity. These factors

create the following non-dimensional relationship:

where is a function of the advance coefficient, is a function of the Reynolds' number, and is a

function of the Froude number. Both and are likely to be small in comparison to under normal

operating conditions, so the expression can be reduced to:

For two identical propellers the expression for both will be the same. So with the propellers , and

using the same subscripts to indicate each propeller:

For both Froude number and advance coefficient:

where is the ratio of the linear dimensions.

Thrust and velocity, at the same Froude number, give thrust power:

For torque:

2.11.3 Actual performance When a propeller is added to a ferry its performance is altered; there is the mechanical losses in the

transmission of power; a general increase in total resistance; and the hull also impedes and renders non-

uniform the flow through the propeller. The ratio between a propeller's efficiency attached to a ferry ( )

and in open water ( ) is termed relative rotative efficiency.

The overall propulsive efficiency (an extension of effective power ( )) is developed from the

propulsive coefficient ( ), which is derived from the installed shaft power ( ) modified by the

effective power for the hull with appendages ( ), the propeller's thrust power ( ), and the relative

rotative efficiency.

/ = hull efficiency =

/ = propeller efficiency =

/ = relative rotative efficiency =

/ = shaft transmission efficiency

Producing the following:

http://en.wikipedia.org/wiki/Non-dimensional

http://en.wikipedia.org/wiki/Froude_number


The terms contained within the brackets are commonly grouped as the quasi-propulsive coefficient (

). The is produced from small-scale experiments and is modified with a load factor for full size

ferries.

Wake is the interaction between the ferry and the water with its own velocity relative to the ferry. The

wake has three parts: the velocity of the water around the hull; the boundary layer between the water

dragged by the hull and the surrounding flow; and the waves created by the movement of the ferry. The

first two parts will reduce the velocity of water into the propeller; the third will either increase or decrease

the velocity depending on whether the waves create a crest or trough at the propeller.

crankshaft are timed.

The other components are fitted; oil pump, oil sump, cylinder head assembly, timing belt, water

pump and flywheel.

Finally all the other external components are refitted.

Oil filter is fixed and new engine oil refilled.

Countercheck to make sure not mistake.

After the overhaul, the engine is left to run for at least an hour


CHAPTER THREE

3.1 Technical Problems at the Company During the twelve weeks period of attachment in the company, a number of problems were identified.

These include:

i. A control system to prevent fuel wastage by overflowing during refilling fuel emergency

tanks from fuel main tank.

ii. The need of a well-structured workshop.

iii. Lack of a dry dockyard to enhance maintenance activities.

iv. The need of a propeller guard to guard the propellers from coral rocks in the sea.

v. Inappropriate way of industrial waste disposal proper way such as used oil, water and

diesel.

vi. Inadequacy of material handling equipment: (i.e. lifting & storing) hence reduced output,

poor quality of work, slow speed on deliveries and increase in cost of service/production.

vii. Stores is not equipped making it impossible to have required spares on time.

viii. Inadequacy (Scarcity) of working tools.

3.1.1. Refueling fuel emergency tanks As stated earlier, the ferry has two propellers; one front and the other is found at the rear side of the ferry.

Each of these propellers is driven by an engine. This means that the ferry has two engines located in

separate engine rooms. The ferry has one main fuel tank which is filled from the fuel station of the

company. Each of the engines obtains its fuel from the emergency tanks which are located in each engine

room. The emergency tanks are refilled from the main tank. The problem comes when refilling these

emergency tanks from the main tank, especially the one found in the other engine room since it is difficult

to know when it’s full so as to shut off the fuel valves. This is so because there isn’t an automatic system

with sensors to automatically shut off the valves when the emergency tanks are fully.

This problem can be solved by designing an automatic shut off system which shuts off the valves

immediately the tank is full to the desired level. This system will comprise sensors which sense when fuel

is needed in the emergency tanks and automatically open the valves to allow fuel into the emergency

tanks and when the tank is filled to the desired level the valves automatically shut off.

The main reason why we need this is to avoid fuel wastage due to overflowing and also to reduce the

movement required during fueling these emergency tanks especially the one found on the other side of the

engine.


3.1.2. Well-structured and equipped workshop

Figure 22 : showing the workshop at Kenya Ferry Services Ltd

Important machines such as lathe, wheel loaders, milling, grinding, drilling and power saw machines are

not available just because there is no space to put these machines. Hence a lot of time and resources is lost

when waiting for items that have been sent to be produced or ordered from the outside. Sometimes the

produced items do not conform to the required standards.

This problem can be solved by constructing a big and well equipped modern workshop. It provides a

place for the daily servicing and periodic repair and overhaul of machinery, for initial assembly of

equipment, and for the modification of equipment to fit specific engineering needs. A well-planned, well-

equipped shop encourages technicians to practice on-going engineering works. This will reduce the

chances of costly downtime during the operations.

3.1.3. A dry dockyard A dry dockyard is a place where marine vessels (ships and ferries) dock for a quite long period of time for

annually maintenance services such as painting to be done on it. Kenya ferry services ltd doesn’t have a

dry dockyard of its own, instead it hires one from an international company nearby; the African Marine.

This increases the operational cost of the company since it uses millions of money in hiring the dry

dockyard.

Figure 23: showing a dry dock owned by the African Marine Company


Since Kenya ferry services ltd owns wide portion of the water body at Likoni, it can construct its own

dockyard at which annually maintenance can be done at reduced cost. Apart from doing its annually

maintenance, it can hire to other people which can be a source of income to the company hence increasing

its revenue.

3.1.4. A propeller guard This is used to guard the propeller. All of the company’s ferries and service boats are not guarded and

hence can be easily damaged by debris (floating, partial submerged, or totally submerged), rocks, shoals

and other shallow water hazards. This can cause damages to the propeller which normally affects the

motion of the ferry.

This problem occurred while in my attachment at the company, where MV Kilindini had been taken for

general maintenance at the island. After the maintenance, the technician in charge decided to move the

ferry without confirming the water level if its enough to move the ferry without the propeller touching the

ground. This made the propeller to hit a hard coal rock at the shore which damaged one of the gears at the

gear box. The ferry had to stay for a whole week while being repaired. The incident is as shown below.

Figure 24 showing the propeller of MV Harambee after knocking a rock

The damage was not all that severe and it was allowed for the time being to operate as it is without a

small portion. But in some cases the damage will not allow proper propulsion and will need the propeller

to be changed. An example of a severely damaged MV Harambee propeller that occurred on 2nd

February 2013 is seen on the photo below which was taken on the KFS workshop. The broken part caused

propulsion imbalance resulting to vibration, hence the need of replacement was necessary.

The process of propeller overhauling and replacement is long and tiresome which requires a lot of man

power. This involves removing the propeller unit base which too heavy for people to carry hence lifting

machines such as the 3 tons chain block, are required to remove the propeller base unit hence the

propeller itself.


Figure 25: propeller removal and replacement and the propeller guard design

Due to this problem encountered, there is need of protecting the propellers from such damages.

In solving this problem, a propeller guard is required to protect the propellers. This will prevent the

propeller from hitting rocks and other hard materials in the sea. The [propeller guard should like the one

shown in the figure above.

3.1.5. Industrial waste disposal Kenya ferry services ltd, just like any other company produces waste products during its operation. The

main waste products are used oil and used diesel. These products have adverse effects to aquatic life

especially because the company is located at the shores and its operations are on the sea.

Recalling back an incident which took place during my attachment period at the company, we were

cleaning the engine room of MV Pwani and were disposing the used oil into the sea as that was the

procedure given by one of the workers of the company. The Safety and Environmental officer of a nearby

company noticed what we were doing and came to us cautioning us not to do that anymore. Photographs

were taken by the environmental officer as shown below.

Figure 26: a worker pouring used oil in sea and the spread oil spills in the sea.

When the oil spills into the sea it spread over the water surface which has adverse effects to aquatic life.

The effects on our aquatic life would be much the same as it is for humans.


3.1.5.1. Effects of contaminants to aquatic life

1. Poisoning and Internal Damage

Animals can be poisoned or suffer internal damage from ingesting oil. Effects include ulcers and damage

to red blood cells, kidneys, liver and to the immune system. Oil vapors can injure to eyes and lungs, and

can be particularly hazardous while new oil is still coming to the surface and vapors are evaporating. If

vapors are severe enough, marine mammals may become "sleepy" and drown.

Oil can also cause effects 'up' the food chain, such as when an organism higher on the food chain eats a

number of oil-infected animals. For example, reproduction in bald eagles decreased after the eagles ate

animals infected by oil.

Life above the water is also affected in that the wings of sea birds may become covered by oil, thus

hindering them to fly. In trying to clean themselves, they ingest oil and may die.

2. Increased Predation

Oil can weigh down feathers and fur, making it difficult for birds and pinnipeds to escape from predators.

If they are covered with enough oil, birds or pinnipeds may actually drown.

3. Decreased Reproduction

Oil spills can affect the eggs of marine life such as fish and sea turtles, both when the spill happens and

later on. Fisheries were impacted years after the oil spill due to the destruction of herring and salmon eggs

when the spill occurred.

Oil can also cause disruption of reproductive hormones and behavioral changes that lead to reduced

reproduction rates or affect the care of young.

4. Fouling of Habitat

Oil spills in the can effect ocean habitat, both offshore and onshore. Before an oil spill reaches shore, the

oil can poison plankton and other pelagic marine life.

On shore, it can cover rocks, marine algae and marine invertebrates. Once the cleanup of surface areas has

occurred, oil that has seeped into the ground can hurt marine life for decades. For example, oil can drip

into the ground, causing issues for burrowing animals such as crabs.

3.1.5.2. The national management authority (NEMA)

According to the national environmental management authority (NEMA), waste products from

commercial, industrial or homestead activities should not by any means cause hazardous effect to both

aquatic or terrestrial inhabitants.

In Kenya currently it is usual to see pools of blackish liquid in ditches, along fence lines and in roadways

or even perhaps noticing an iridescent sheen or a light brown mass floating in our neighbourhood or in

water sources. This is almost an enough evidence of inappropriate disposal of waste water, especially

used oil contaminated water. Over years this will have severe impacts on soil, sea water, aquatics,

vegetation an eventually climate at large.

The water used for cleaning engine room, maintenance bay and the workshop is mostly contaminated

with oils, mud and small metal particles. Sometimes the engine room attendant get tired and pour this

contaminant in the sea this severely affect the sea. Currently in the company, this water in disposed in the

drainage which drains in sea and a waste land in the outcast of Mombasa. Charity truly begins at home

http://www.nytimes.com/2010/05/05/us/05ecology.html

http://alaska.fws.gov/media/unalaska/Oil%20Spill%20Fact%20Sheet.pdf

http://environment.about.com/od/environmentalevents/p/exxon_valdez.htm

http://marinelife.about.com/od/habitatprofiles/p/pelagiczone.htm


and so this sleeping dragon must be dealt with once and for all. This is for the benefit of future

generations of Kenya citizen.

3.1.5.3. Solution by the company

After that incident, the company saw the importance of a proper way of sea water contaminants disposal.

It decided to use the empty oil containers as storage tanks for the used oil, fuel and dirty water as shown

in the picture below.

Figure 27: showing drums filled with used oil on the jetty.

Again this solution could not solve this problem fully. This is because sometimes the empty containers

were insufficient; hence some workers were tempted to dispose this waste into the sea. Another problem

occurred when carrying these filled containers from the ferry which is the in the sea to the storage point.

This is because these drums are heavy and requires a lot of man power to carry.

Due to these problems and the necessity of the company to protect the lives of the aquatic life, an

immediate solution is required to solve this problem once and for all.


3.2. Conclusion and Recommendations People need air to breathe, water to drink, food to eat, new medicines, a climate we can live in, beauty,

inspiration and recreation. We need to know we belong to something bigger than ourselves. We want a

better future for those we care about.

Because the oceans are the largest ecosystems on Earth, they are the Earth’s largest life support

systems. To survive and prosper, we all need healthy oceans. Oceans generate half of the oxygen people

breathe. At any given moment, more than 97% of the world’s water resides in oceans. Oceans provide a

sixth of the animal protein people eat. They’re the most promising source of new medicines to combat

cancer, pain and bacterial diseases. Living oceans absorb carbon dioxide from the atmosphere and reduce

the impact of climate change.

The diversity and productivity of the world’s oceans is a vital interest for humankind. Our security, our

economy, our very survival all requires healthy oceans.

The ocean and seas also play an important part in commerce. Land area, as we all know, is not

contiguous. Hence, the ocean and the seas are used as watery highways for large ships and tankers which

transport wanted commodities, produce and other merchandise from one port to another across the globe.

Many countries, too, make use of the seas as their natural boundaries which enables them to make full use

of their territorial waters to maximum use as well. Further, development of seaports and harbors to

increase trade and commerce with other countries would also improve the pace of that country's progress.

The seas are a treasure trove. Since fish contains animal proteins, fats, minerals and vitamins, it is an

excellent food. It can also be used as animal food and fertilizers. But the world's fishing industry has yet

to develop to the same extent as its agriculture. Talk of 'aqua culture' or 'farming of the sea' to help feed

starving countries are still in its infancy and, so far, little progress has been made. Sea water also contains

many other salts and minerals. There is gold in sea water. On the sea beds are many other metals, and

diamonds which can be extracted. Under the sea bed are oil and natural gases.

Whether you live on the coast or far from it, whether you eat seafood or not, you and the future of all

those you love depends on healthy oceans.

These are the reasons for the importance of the ocean and the seas, hence the importance of protecting the

sea and its creatures. This shows the importance of coming up with a system of protecting the aquatic life.

References i. Gundlach, E.R. and M.O. Hayes (1978). Vulnerability of Coastal Environments to Oil Spill

Impacts. Marine Technology Society

ii. Centrifugal pumps by Igor J. Karassik, Roy Carter

iii. William, S, J., Introduction to Fluid Mechanics, Second edition, PWS-KENT Publishing

Company.

iv. Company operation manuals


Appendix

GENERAL DRAWING OF THE FERRY


THE CLUTCH

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