AASTU JUNE, 2019

INTERNSHIP EXPERIENCE AT:

ANBESSA CITY BUS SERVICE

ENTERPRISE

SUBMITTED BY: TSEGAYE URGESSA

ID NO: ETS 1124/08

Submitted in partial fulfilment of the

Requirement for the award of

Degree of Bachelor of Science in mechanical engineering

SUBMITTED TO:

Department of mechanical engineering

ADDIS ABABA SCIENCE AND TECHNOLOGY UNIVERSITY

ADDIS ABABA

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My Declaration

I hereby declare that this internship report is an authentic record of my own works as
requirements of Industrial Training during the period from Feb/26/2019 to Jun/13/2019 for the
award of degree of B.Sc. in Mechanical Engineering, Addis Ababa Science and Technology
University, Addis Ababa.

Signature of student: …………….

Student Name: Tsegaye Urgessa

ID No.: ETS 1124/08

Date: …………………….

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Acknowledgement
First of all I would like to thanks my God for being able to complete this report. I wish to
express my sincere gratitude to Mr. Esuyawkal, quality control engineer for providing me an
opportunity to do my internship and project work in Anbessa City Bus Enterprise. I also wish
to express my gratitude to the official and other staff members of Anbesssa City Bus Enterprise
who rendered their help during the period of my internship. My acknowledgement extends to
Mr. Elias mechanical engineering department head and Mr. Besufikad my advisor.

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Abstract
This report reviews the durability of internship program at Anbessa City Bus Enterprise. The
company is government owned company, and it offers internship opportunity to the students
in need of education about complete vehicle servicing, diagnosing, repair, maintenance and
other related department like manufacturing. Internship is an opportunity to relate what has
been covered in class and what is applicable in the field in an operational environment. The
purpose of the program is to fulfil the core equipment for the award of bachelor degree in
mechanical engineering to get practical aspect of the theoretical studied at university and to
understand the operation in industry sector and to enable students gain experience in different
tasks.

I was assigned to different workshop which include primary maintenance shop, radiator and
intercooler maintenance shop, light duty vehicle shop, tire retreading shop, electrical system
maintenance shop, power transmission shop and manufacturing shop. This helps me improving
my practical experience while working with professionals. In this report I include all duties and
tasks I take care throughout my internship period.

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Acronyms
ACBSE…………………Anbessa City Bus Service Enterpris

EFI…………………….. Electronic fuel injection

ECU……………………Electronic control unit

HT……………………...High tension

LT………………………Low tension

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list of figures page

Figure 1: anbessa city bus layout ........................................................................................... 1

Figure 2 working on engine ................................................................................................... 7
Figure 3 radiator maintenance shop ..................................................................................... 11
Figure 4 ignition system circute........................................................................................... 12
Figure 5 fuel system ............................................................................................................ 15
Figure 6 inspection machine ................................................................................................ 18
Figure 7 buffing machine .................................................................................................... 18
Figure 8 skiving operation ................................................................................................... 19
Figure 9 trade bulding machine ........................................................................................... 20
Figure 10 curing chamber .................................................................................................... 21
Figure 11 retreded tires ....................................................................................................... 21
Figure 12 working on electrical shop ................................................................................... 24
Figure 13 working on gear box ............................................................................................ 29
Figure 14 lath machine on operation .................................................................................... 31
Figure 15 welding shop ....................................................................................................... 31

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Contents page
My Declaration ..................................................................................................................... ii

Acknowledgement ............................................................................................................... iii

Abstract ............................................................................................................................... iv

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

INTRODUCTION ................................................................................................................ 1

1.1. Background of the company ................................................................................ 1

1.2. Vision, Mission, and Value of the Enterprise ....................................................... 2

1.3 Organizational Structure of Main Activity ................................................................ 3

1.4 Title and Position of the Supervisor in Charge .......................................................... 4

1.5 Main purposes for the establishment of ACBSE ....................................................... 4

1.7 Major sectors of the enterprises ................................................................................ 5

1.8 The Main Services of the Company .......................................................................... 5

CHAPTER TWO .................................................................................................................. 6

DETAIL OF WORKING EXPERIENCE .............................................................................. 6

2.1. Summary of duty ..................................................................................................... 6

2.2 working experience ................................................................................................ 31

2.3 Learning Outcome .................................................................................................. 31

2.4 Applications of Theory and Soft Skills ................................................................... 32

CHAPTER THREE............................................................................................................. 33

CONCLUSION AND RECOMMENDATION ................................................................ 33

3.1 conclusion .............................................................................................................. 33

3.2 Recommendation ............................................................................................... 33

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CHAPTER ONE

INTRODUCTION

1.1. Background of the company

The Anbessa City Bus started as a share company founded in 1945 and owned by Emperor
Haile Selassie and members of the royal family, before it was nationalized in 1974. It came to
be a public enterprise only after it was re-established in 1994.Anbessa has recently begun to
acquire buses assembled locally by the Metal & Engineering Corporation, a newly established
military industrial complex of the Ethiopian government. It has included in its fleet more than
500 of these locally assembled buses known as Bishoftu Buses, which bear the town's name
where the assembly plant is located. Eight of these buses are in Jimma, although Anbessa only
operates in Addis Ababa and special zones of Oromia Regional State. Currently, there are
around 1000 city buses under the enterprise. Nearly 40 percent of these are out of service due
to technical issues. The older DAF-Berkhof buses that were built in The Netherlands are being
refurbished to extend their usability. The enterprise also operates 93 routes in and around the
capital Addis Ababa. Each bus has a capacity for 100 passengers (30 seated and 70 standing).
These buses cover a collective distance of 54,000 km daily and provide their services to 1.5
million people, as indicated in the 2006/07 to 2010/11 five year strategic document of the City
Administration.

Figure 1: anbessa city bus layout

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The transport service was launched by Ten Buses using four main routes with a tariff payment
of birr 0.15. It has strengthened its service from time and increased the number of buses to one
hundred sixty three until 1966 and it had constructed an office building and a garage currently
known to be Lideta area. On august 1974 G.C., the Enterprise was transferred to ownership
under the supervision of the Government. By the year 1976 G.C, it was transferred to the
national road transport corporation’s public transport service, as main organizational unit. In
the year 1981 G.C, in order to strengthen the service of the enterprise, one hundred cross-
country and fifty city buses were purchased. The company began working after the invasion of
fascist Italians regime with the authority of Ministry of work by gathering the remaining
vehicles in the city garage in 1945 G.C.

The company has launched its operation by giving service to Addis Ababa and provinces on
1951 G.C. as a share company and named as „‟ Ethiopian Vehicles Services SC‟‟.
Corporation’s public transport service, as main organizational unit. In the year 1981 G.C, in
order to strengthen the service of the enterprise, one hundred cross-country and fifty city buses
were purchased. The public transport service was dissolved and a newly organized, entity with
the name of public transport corporation started to administer of the company the present head
office of the enterprise known by the name „‟ Anbessa Garage‟‟ which includes Yeka Depot
was launched in the year 1987 G.C. In 1994 G.C, by the regulation no 187/1986 of the Council
of Minister, it was independently established as a public Enterprise with the name of „‟Anbessa
city bus service enterprise‟‟. In 1996 PTC was broken into its three component parts and it
was established again as a freestanding commercial enterprise since then the workshop
component of Abay Technical service has been merged with Anbessa with which it share the
Yeka depot site.

This latter business provides service both to Anbessa and to the external market. Anbessa city
bus service enterprise provide the conventional bus services in Addis Ababa although the
federal government owns this company its operation are financially supported by the city
administration that pays a subsidy for each passenger carried. However the level of such
Subsidies is gradually being reduced and the former linkage to passenger number has now been
broken the resulting removal of the performance incentive is undesirable.

1.2. Vision, Mission, and Value of the Enterprise

The Enterprise Vision and Mission to Operate in a new manner as public Enterprise are the
following.

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1.2.1 Vision
To be the leading and commendable African urban transport provider, and to see that the daily
activities of the community are done in a sustainable and satisfactory level

1.2.2 Mission
Providing modern, suitable, sustainable, and speedy urban transport service with an affordable
price to the enterprise beneficiary community. The enterprise shall perform the following
activities

 Establishing service Improvement system for handling customers complaints

suggestions; working in close collaboration with stakeholders and collaborator
 Undertaking re-engineering of works which can grow up its institutional capacity in
light of the procedure, organization and human resources.
 Undertaking performance centered activity, which enhances discharging its capacity in
adequate manner.

1.2.3 Major values and Principles of the Enterprise

 Sustainability
 Responsibility
 Readiness for change
 Environmental safety
 Ethical issues

1.3 Organizational Structure of Main Activity

Anbessa city bus service enterprise provide the conventional bus services in Addis Ababa
although the federal government owns this company its operation are financially supported by
the city administration that pays a subsidy for each passenger carried. However the level of
such subsidies is gradually being reduced and the former linkage to passenger number has now
beenbroken the resulting removal of the performance incentive is undesirable even if it allows
for easier budgeting at the city administration.

Anbessa was originally a privet enterprise holding an exclusive franchise for the provision of
passenger transport services in the city bus was nationalized in 1974 then formed one part of
the passenger transport corporation with two other division being responsible for long distance
bus service and bus material (spare part and bodies) supply respectively. In 1996 PTC was
broken into its three component part and Anbessa established again as a freestanding

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commercial enterprise since then the workshop component of Abay Technical service has been
merged with Anbessa with which it share the Yeka depot site. This latter business provides
service both to Anbessa and to the external market. As per the current structure of the Enterprise
there are seven divisions and two services each of them containing its sub sections. These are

 Operation Division
 Technical Division
 Service Researching, Designing and supervision Division
 Property purchasing and provision Division
 Property purchasing and provision division.
 Finance and Human resource division
 Audit and inspection service

1.4 Title and Position of the Supervisor in Charge

Title of the supervisor is B.Sc. in mechanical engineering and his position is quality control.
He had helped me since the starting date up to the end date regarding the time management,
problem solving thinking like the project and so on.

1.5 Main purposes for the establishment of ACBSE

 To solve the problem of transportation in and around Addis Ababa sub city
 To give service for the customers with fair price.
 To engage within maintenance and over hauling of the buses.
 To manufacturing spare parts of the buses.
 To engage in any other activities necessary for attainment of its purpose.

1.6 Enterprise’s strategic plan

According to 2009/10 – 2014/15 – the 5-year strategic plan of the company the following issues
will receive first hand emphasis; Expanding its transportation service so that we can reach to
where the poor community is found, By growing the present 290 Autobus number service plan
supply of 49% to 589 Autobus numbering the strategic plan period, Growing the number of
transported people by 35% from 108,500,000 to 135,000,000, Scaling up the service grade to
the level of carriers that can transport large number of commuters of the current serving 290
buses, enable them to render complete service, Purchase up to 200 (Two hundred) new buses
with the support and subsidy from government and replace the old once.

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1.7 Major sectors of the enterprises

1.7.1 Operation and transport service
The enterprise is rendering the city transport service in three bigger depots, four terminals
sixteen posts, and more than one thousand four hundred prepared buses stations. The depots of
Yeka, Shegole and Mekanissa are organized as branch station and bus allocation and
maintenance works, petrol, provision store services etc. are undertaken. The branch office of
Jimma is rendering transport service to Jimma city and the surrounding by having eight buses,
forty two workers and minor maintenance. 1.7.2 Technical service In spite of the fact that, the
total numbers of Buses exits in the enterprise are 522, more than 60% of them have finished 8
years of service. Currently the daily average number of Buses getting service is on an average
rate of 270 up to 290 for immediate maintenance and support. The Garage workshop is
organized in a modern manner at the head office compound (Yeka depot) have capacity to
properly maintain and preparing the enterprise’s buses. In addition the sector usually referred
as central workshop has quality and efficiency to undergo external / individual as well as
companies / vehicle maintenance and this branch is accompanied by the modern equipment’s
and skilled work force on the field . There are three Lists of depots in Anbessa city bus service
enterprise these are Shegole depots, Yeka depots, Mekanisa depots.

1.8 The Main Services of the Company

The main services given by the Anbessa City Bus Service Enterprise are as follows. Overall
bus mechanical part maintenance, engine problem maintenance, gear box (manual
transmission) maintenance, breakdown body maintenance and rebuilding, grinding old paint
and change by a new one, different lath machine operation like grinding, facing, turning,
boring, cutting etc, crankshaft grinding to the standard level by using lath machine, replacement
of spare parts, gaskets, seals, piston rings, welding of different body parts and different broken
spare parts by using electric arc welding, tire repairing service, bus body washing for the
company, conducting research and development activities, conducting automotive capacity
building training, and gives training and workshop for the new drivers etc.

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CHAPTER TWO

DETAIL OF WORKING EXPERIENCE

2.1. Summary of duty

In four month duration I have been able to gain a lots of knowledge from the company here
I’m going to summarize the overall duration. I was able to work under the following shops at
the company.
 Primary maintenance shop
 Radiator and intercooler shop
 Light vehicle shop
 Tire retreading shop
 Electrical system maintenance shop
 Clutch, gearbox and differential shop
 Manufacturing shop

1.1.1. Primary maintenance shop

This is the first place where all the buses come first. Under this shop periodic servicing, repair
and maintenance of engine and different vehicle components are performed. Almost I spent
one month on this shop

1.1.1.1. Working on engine

Fortunately I was join the company while some of the coworkers perform engine repair and I
spent almost 2 weeks with them.

I started my first day at this shop by asking the technician “what’s wrong with the engine?”
and one of the technician told me that the engine has suffered breathing problem, it gets too
hot, there is some unusual vibration and it finishes coolant rapidly. I was almost confused with
the phrase “breathing problem” and I keep asking what the breathing means and it was my first
time to identify a breather or breathing hose, which is directly connected with engine block and
its function is venting crankcase pressure out of the engine, by doing so engines piston rings
are allowed to seal tighter against the cylinder wall and make the engine having batter
compression. The technical told me that, the engine is breathing water vapor or vapor is coming
through the hose, which is undesirable and indication of some failure. I asked him again “so

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Figure 2 working on engine

What do you think the problem is?” he was so confident about the problem and it seems such
kind of problem is usual. He told me that the engine has many problems

1. The engine breaths vapor due to water gasket problem

2. The engine gets too hot and finish coolant rapidly as it breaths vapor
3. The exhaust gas get black as the engine burns oil and this is the indication
of oil ring problems

After he told me all this problems we begun to disassemble the engine. Engine disassembly is
a serious task and it requires experience.

After we disassemble the engine we found that the water gasket was ruptured and leak water
out of water jacket, both compression ring and oil ring of four cylinder has failed and piston
and cylinder sleeve of cylinder no 2 is completely failed. All their prediction was right and
change new water gasket, piston rings and piston and cylinder sleeve for cylinder no 2

1.1.1.2. Steering system maintenance

Steering system is serious problem at anbessa in my internship duration almost we repair

steering system each week, the common symptoms of buses that has steering problems are:

 Pulls to one side when driving.

 Steering feels like it is slipping.

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 Steering wheel is hard to turn.

 Steering wheel vibrates.
 makes screeching sounds when turning steering wheel

All the busses of Anbessa has parallelogram type steering system. There can be several source
of the problem. The first thing to rule out are lack of lubrication and low pressure in the power
steering system. Then you have to look at wear in the steering linkage. The problem could be
as simple as worn or missing seals but most often it is a worn kingpin. Frequently king pin
worn out and changed in anbessa

Axle Eye Re-Sleeving

The eye that holds the kingpin on each end of the axle will eventually wear and lose shape from
repeated hard knocks and this will create play in the kingpin. The kingpin itself will also lose
shape. The solution is re-bushing. At the company we bore the eye to a larger size and press fit
a new sleeve to firmly grip a new kingpin. The procedure is commonly called “axle eye re-
sleeving”.
The other unique feature of anbessa city bus is that they manufacture the sleeve there with the
help of lath machine from bronze
Tie Rod End and Drag Link Replacement

A steering linkage can also wear out at the tie rod ends which transmit the steering motion from
one wheel to the other. The drag link which transmits steering motion from the steering gear
box can also lose its original dimensions. The solution will be to replace the tie rod ends or
drag links.
Steering Gear and pump maintenance

A steering system of the parallelogram type is normally fitted with a steering box assembly.
We check for excessive movement in the steering box itself.

This can be done by having the vehicle on the ground, and feeling the "free play" in the steering
wheel with the road wheels in the straight ahead position. While watching the wheels to see
how much you can move the steering wheel, before the road wheels start to move

If the bus has a major steering problem; if it almost seems like it changes lanes by itself even
with a firm grip on the steering wheel; then we look at the steering gear box itself. The company
not only can replace a defective steering gear but can also rebuild the older to its original

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specifications. They can also repair or replace the hydraulic pump and hoses that bring power
to your system.

2.1.1.3 Braking system operation and maintenance

All the anbessa buss are air braking system. Braking action to take place requires several basic
components the first and the most important one is compressor, used to build and maintain air
required for braking action it is driven indirectly by the engine it also uses engine lubrication
and cooling system. Compressor intake system draws air from the engine air intake system.
After all the produced compressed air begins to travel to air drier and regulator assembly
through pipe and hose. Air dryer is a drying agent that removes most liquid and vapor from
compressor discharge air before it reaches the air brake and accessories reservoir thank. This
results in only clean dry air being supplied to the reservoir. Air regulator is also the most basic
component used to control and manage the compressed air pressure that is supplied to the
reservoir. Reservoirs are pressure rated thanks, which hold a supply of compressed air until
required for braking system. The system has S-cam brake assembly combined with slack
adjuster.

Like steering system maintenance, brake system maintenance is a day to day activity performed
in the company the most common activities are maintenance of brake compressor, brake oil
replacement, brake adjustment and brake shoe replacement.

The brake compressor is piston type compressor, most of the time the piston ring of the
compressor fails and are replaced. In the company brake shoe is also replacement here they
replace brake shoe with help of hydraulic press machine. Once the brake worn the brake
position should be adjusted as the braking efficiency decrease.

1.1.2. Radiator and intercooler maintenance shop

After I completed 1 month on primary maintenance shop I was transferred to this shop and I
spent only one week under this shop.

Car radiator repairs are one of the more dramatic malfunctions that you may have to deal
with. Because of the nature of the heat and pressure that's contained within the cooling system,
these types of problems are what we associate with the stereotypical cloud of steam coming
from under a disabled car's open hood. The radiator is obviously the most well known part of
the cooling system, but it's frequently not the culprit when it comes to a malfunction. Here are
some of the most common repairs to a buses cooling system at anbesa :

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 A failed thermostat. The thermostat is the most common culprit when a vehicle
overheats. The thermostat isn't actually part of the radiator itself, but a type of valve
that controls how much coolant can flow into and out of the radiator. This helps keep
the engine at optimum operating temperature. When the thermostat fails, the car begins
to overheat very quickly.

 Leaky radiator hoses. The most common source of a leak within the cooling system
isn't the radiator, but the radiator hoses. The hoses link the radiator to the engine and
allow coolant to flow between the two. Radiator hoses are considered to be aware
component, which means that they should be replaced periodically, whether they are
working well or not. That's because they tend to become more prone to failure over
time.

 Air in the cooling system. Air can become trapped in the cooling system, which
restricts the flow of coolant and reduces its efficiency. If your car seems to be running
hot, you might want to see about having the cooling system bled to remove possible
air bubbles.

 Radiator leaks. Leaks in the radiator itself are harder to locate and repair than
problems with hoses. Look for bubbles or steam coming from the radiator to signal the
location of a leak. Leaky radiators can sometimes be patched, but it's a tricky job.

 A failed water pump. The cooling system uses a pump to move the coolant
throughout the engine in order to regulate the temperature. Water moves through the
radiator, past the pump, into the engine and then is forced back into the radiator. If the
water pump fails, the water no longer circulates properly and the car will overheat. A
broken water pump is fairly common.

 Cooling system obstructions. Obstructions can take the shape of engine "scale"
blocking the cooling passages in the engine or radiator, which makes it difficult for
coolant to move efficiently. Obstructions can also happen when something restricts
the flow of air through the radiator, which in turn makes it hard for the radiator to
transfer heat to the air. This can be caused by anything from bent fins to body damage
from an accident.

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 A failed radiator fan. Modern cars use an electric fan to pull enough air through the
radiator to keep the car cool at idle and low speeds. A car that does fine on the freeway
but overheats at idle or in traffic probably has a problem with the radiator fan.

Figure 3 radiator maintenance shop

1.1.3. Light duty vehicle shop

The company has also a light vehicle maintenance shop, which is located near to main heavy
duty engine shop. I spent three weeks in this shop and it was a lucky moment ever I spent in
anbessa because I was able to perform three major tasks which I dream of. At this shop light
vehicles like pickup, hatch back, van, minibuses….. Are repaired and maintained. At the day I
was there one spark ignition EFI engine car was pending for maintenance. I, my coworker and
one chef mechanic was assigned to fix the car, it was my first time to fix spark ignition engine
at anbessa because all the busses are compression ignition engine.

We start our tasks by asking the chef what the problem was and he told us that the car suffer
from crank but no start problem, it is just to mean the engine cranks while the ignition switch
is on but not start. He also told us that when such a problem happens we have to check for
spark plug first and to do this we simply remove the spark plug cable out of engine and observe
whether the spark reaches the spark plug. But in order to form a spark the spark plug must be
connected to the ground, to do this we connect the negative terminal of spark plug to the
negative terminal of the battery with the help of jumper cable and then we crank the engine but
we observe no spark at all this indicates that the car has problem on ignition system and we
start to trace the ignition system lines.

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The ignition system circuit looks like the following

Figure 4 ignition system circute

The coil is the component that produces this high voltage. It is an electromagnetic device that
converts the low-tension (LT) current from the battery to high-tension (HT) current each time
the distributor contact-breaker points open.

The distributor unit consists of a metal bowl containing a central shaft, which is usually driven
directly by the camshaft or, sometimes, by the crankshaft. The distributor cap is made of
nonconductive plastic, and the current is fed to its central electrode by the HT lead from the
center of the coil.

Inside the cap there are more electrodes often called segments to which the sparkplug leads are
connected, one per cylinder. The rotor arm is fitted on top of the central shaft, and connects to
the central electrode by means of a metal spring or spring-loaded brush in the top of the
distributor cap.

The current enters the cap through the central electrode, passes to the center of the rotor arm
through the brush, and is distributed to each plug as the rotor arm revolves. As the rotor arm
approaches a segment, the contact-breaker points open and HT current passes through the rotor
arm to the appropriate sparkplug lead.

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The contact-breaker points are mounted inside the distributor. They act as a switch, in
synchronization with the engine that cuts off and reconnects the 12 volt low-tension
(LT) circuit to the coil.

The points are opened by cams on the central shaft, and are closed again by a spring arm on
the moving contact. With the points closed, LT current flows from the battery to the primary
windings in the coil, and then to earth through the points. When the points open, the magnetic
field in the primary winding collapses and high-tension (HT) current is induced in
the secondary windings. This current is transferred to the sparkplugs through the distributor
cap. On a four-cylinder engine there are four cams. With each full rotation of the shaft the
points open four times. Six-cylinder engines have six cams and six electrodes in the cap.

The sparkplugs are screwed into the combustion chambers in the cylinder head. HT current
passes from each segment on the distributor cap down the plug leads to the plug caps. it then
passes down the central electrode, which is insulated along its length, to the nose of the plug.
A side electrode connected to the plug body protrudes just below the central one, with the gap
between the two usually set from 0.025 in. (0.6 mm) to 0.035 in. (0.9 mm).

The current sparks across this gap, flows along the side electrode, through the plug body and
the engine, then back to the coil, completing the circuit.

The various symptoms of its failure are

 Backfiring
 Starting problems
 Less fuel economy
 Engine misfiring
 Vehicle stalling
 Engine shaking
We follow the spark plug cable and we found the cable was attached to distributor. One cable
from distributor is attached to ignition coil and the ignition coil was connected to fuse box so
the problem will be either of this three components failure. To know where exactly the problem
was, we simply remove the cable goes from ignition coil to distributor and check whether the
ignition coil sparks or not. To do this we insert screw driver to ignition coil and with the help
of jumper cable we connect another screw driver to negative terminals of battery then we

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approaches the grounded screw driver to the other screw driver without making contact almost
as equal gap as that of spark plugs air gap and then we crank the engine, while the engine is
cranking we observe a spark is coming between the screw drivers and we conclude that, the
ignition coil and fuse box is working properly so the only problem will be distributor. Next
we remove the distributor and dismantle it, finally we got the ignition problem was due to worn
out brushes of distributor. We change brash and install, know the spark starts to fire while we
crank the engine but the engine isn’t start yet.

After we diagnosis the ignition system of the car we directly goes to the fuel system to check
whether the required amount of fuel is injected at the required time. The type of injection
system of the car was EFI electronic fuel injection. Let’s see the working principle of EFI
before I’m going to explain what we have done to check the fuel system.

The electronic fuel injection system is a new innovation in gasoline engine, this system
incorporates electronic computerize to get the best fuel and air comparisons under all engine
conditions. The EFI system basically has the same diagrams as conventional fuel systems.
However, the EFI system does not equip with carburetor. Instead, the injector will be placed in
front of the intake valve in each cylinders. The fuel will be moved directly from the tank to the
injector. The flow of gasoline in the EFI system is more like this,

 Gasoline inside the tank will be pumped by an electric pump located inside the tank
(sink).

 Gasoline from the pump will flow through the fuel filter. In the fuel filter, the gasoline
will be filtered from any dust or dirt’s.

 After passing the fuel filter, the gasoline will be inserted directly into the delivery pipe.
The delivery pipe has multiple channels that directly connected to each injectors.

 When one of the injector solenoid opened, the gasoline will spray out. To adjust the
amount of gasoline that sprayed, the ECU will adjust the duration of the injector
solenoid opening time.

Perhaps there is a question, why does gasoline spray out when the solenoid open?
There is a difference pressure between intake manifold and inside the injectors (actually, the
pressure inside the injector is greater than the pressure inside the intake). Thus, the gasoline
inside the injector will spray out into the intake manifold that has lower pressure. This is the

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task of electric fuel pump, the fuel pump will pump the gasoline from the tank to the delivery
pipe. That is, the fuel pump does not just deliver gasoline from the tank to the engine, but also
raises the gasoline pressure constantly

Figure 5 fuel system

For efi circuit, might be more complicated. However, i will explain a basic of EFI system
schematic with a very simple circuit.

As shown in the image, this circuit consists of three main components. They’re sensors, ECU,
and actuators. The sensor will be an indicator or benchmark of the ECU in computing, while
the actuator is used as the executor of the result of the ECU calculation (eg injector and fuel
pump).
If explained, maybe the circuit will be like this

 IAT and MAF sensors, will detect air temperature and the mass of air that flowing
passing the filter. This will be an early indicator to determine how much gasoline is
needed.

 The TP sensor will detect the opening angle of the throttle valve, it will know the RPM
desired by the driver (the higher the RPM the more gasoline it will take)

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 CKP and CMP sensors will give the info to determine when the injector is open, this
will make the gasoline spray out fitting during the intake step.

 O2 sensor, served as feedback or correction of the combustion results, whether the

combustion works perfect or premature. Data from O2 sensor, will be used to improve
AFM (air fuel mixture). This sensors, locate inside the exhaust manifold.

The data from the above sensors, will form a voltage with a certain value. Each voltage value,
has different information to what is measured. The ECU will translate all these voltage values,
and perform the calculations. The results, is also in the form of voltage.

There are two outputs from the ECU, first ECU output to the injector and second to the fuel
pump. The output voltage from the ECU to the injector has a duration, the duration will affect
the amount of gasoline sprayed. While the ECU output to the fuel pump, has a value variation.
The greater the voltage the greater the pressure generated by the pump, this makes the amount
of gasoline coming out of the injector more and more.

Having this concept we are able to check the components of fuel system as follow, first of all
we check the pressure of fuel that reaches the injector nozzle to do this we connect the pressure
gauge to pressure port which is located on the fuel rail and then with key on engine stope
condition we check for pressure. Fortunately the pressure was quite enough for the system this
indicates that fuel pump, all fuses and relays which are related to fuel system is working
properly but this can’t justify proper function of fuel system so in order to fully justify the
system we need to check for the injector nozzle. To do this we remove both wires connected
to injector nozzle. One of the wire is ground and the other one is supply of constant current
from battery. The ECU uses the ground cable to switch the nozzle on and off so with help of
multi mater we check whether the voltage of ground wire is pulsating, indeed the voltage was
pulsating so we finally conclude that the fuel system was working properly but the engine
wasn’t start yet.

We have check for ignition system and for fuel system but the engine wasn’t start yet so what
we conclude was that the engine suffer from mechanical problems like compression, this
problem was often caused by overheated engine with blown head gasket, piston ring failure
and slept timing belt. So we first check for timing belt and we observe the belt was slept about
140 degree obviously this is serious problem that leads to lack of compression as the timing

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for valves are disordered. We finally replace new timing belt and check whether the engine
cranks, ended the engine cranks we all become happy. I really like this shop and almost I spent
two weeks doing repeated tasks in this shop.

1.1.4. Tire retreading shop

The other unique feature of the company is that, it has a tyre retreading shop. Under this shop
the old worn tread of tyre is removed and new trade is attached through a specialized process
involving hot and cold curing. Retreads are used in the company because of high cost of
replacing bus tyres. Tyre retreading undergoes nine steps and each steps should be carefully
analyzed.

Tyre retreading process at the company

1. Collection of Casings

Worn tyres are collected to select suitable casings for tyre retread.

2. Initial Inspection

Each tyre received in a retread plant is subjected to a rigorous visual inspection. Inspectors are
assisted by the use of non-destructive sophisticated inspection equipment. We begin initial
Inspection with several visual inspections. Visual inspection begin when the tyre is placed on
the mechanical spreader, which allows the inspector to see the inside of the tyre more clearly
then we examined the side wall of the tyer. Next he move to the inner liner and then to the bed
area. After several inspection of one side of the tyre he checks the other side wall and bed area
as well as the other half of liner, then he moved to the crown area the final step of visual
inspection. Once the visual inspection is completed it is time for electrical inspection, during
this important steps fractures and other injuries not visible to the necked eye are identified via
an electric impulse

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Figure 6 inspection machine

3. Buffing after inspection

The purpose of buffing is to remove all trade rubber so that the surface is clean and smooth.
The buffer also tooth up the tyre casing during this step of retreading process the operator loads
the inspected tyre under the buffer machine, next the tyre is inflated to its optimum pressure so
it’s a normal running condition the casing is then buff for uniformity by buffing to
predetermined crown width, radius and symmetrical profile

Figure 7 buffing machine

4. Section Repairs & Skiving

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During this step the operator remove any steel core metal that has been damaged by things like
rock, drills and penetrations he also remove any rusted steel core. Skiving ensures such defects
more Worley possibly resulting at the retread failure. Fist the operator trims out the damaged
or rusted area next he trims back the steel core to solid material and then remove any finer
damage once this is done he uses wire brush to do a final cleaning of the area.

With advances in state-of-the-art repair materials and repair methods, many of these tyres can
be routinely repaired and in most cases can be retreaded when the original tread is worn off.
The repair station is where any surface injury is treated using effective material and tools for
grinding and patching.

Figure 8 skiving operation

5. Cementing and Filling

Even in small injuries it is critical that the injury is cleaned and filled. If this is not done, severe
rust, separation and steel cable looseness could take tyre out of service. The injury should be
inspected, and then cleaned out with a carbide cutter. After cementing the injury, a vulcanizing
rubber stem should be applied to “fill” the injury. This would create a permanent repair that
maximizes tyre life.

6. Building – Tread Rubber

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In the pre-cure system, the tread rubber has already been vulcanized with the new tread pattern
design. The buffed tyre needs a thin layer of cushion gum to be wrapped around its crown area.
The pre-cured tread rubber is then applied with the building machine. This is called the building
process.

Figure 9 trade bulding machine

7. Enveloping & Rim Mounting

The built tyres are then mounted with envelops and rims to prepare them for curing.

Double Envelope System

For enveloping, tyres are first fitted an outer envelope at the envelope-mounting table before
the inner envelope is fitted into them. The enveloped tyres are then vacuumed out for
preparation prior to curing

8. Curing by Chamber

The tyre is then placed in a curing chamber and the pre-cured tread becomes adhered to the
tyre through a vulcanizing process.

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Figure 10 curing chamber

9. Final Inspection & Painting

The retreaded tyre is subjected to a final inspection. This inspection insures that only tyres that
meet industry quality standards are allowed to leave the retread shop. All retreaded tyres are
encouraged to be returned with the sidewalls painted using a light coat of black tyre paint.

Figure 11 retreded tires

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1.1.5. Electrical system maintenance shop

Under this shop electrical related parts like starter motor and alternator are maintained

Starter motor diagnosis and maintenance

 The primary motor that turns your crankshaft and starts your engine.
 The solenoid that simultaneously engages the drive gear and closes the main motor’s
electrical contacts.

Starting system troubles may be caused by poor maintenance, or just by wear and tear. Even
with decent maintenance, the different system components get a lot of wear during their service
life. Over a period of time, the starting motor will eventually runs its course and wear out. The
two components inside the starting motor that commonly fail are the solenoid or the starting
motor itself. When this occurs, the starting motor will be rendered useless and needs to be
replaced.

Common Symptoms You May Notice When Trying To Start Engine.

Engine Will Not Turn Over

The most common problem with a starting motor is when you turn your key and nothing
happens. This is often caused by the solenoid or motor that has burnt out, or is experiencing an
electrical issue. However, this problem may be caused by a dead battery as well. It may appear
that you have power to your starting system, but the engine will not turn over. This can be
misleading as a lot of battery power is required to crank your engine over. 9 out of 10 engines
with starting problems during winter months are battery related.

Starting Motor Engages But Doesn’t Spin the Engine

There are times when you’ll turn the key and hear the starter activate but it will not crank over.
Issues with starting motors are sometimes mechanical in nature. In this case, the problem may
be due to the gears that are connected to the flywheel. Either the gear has stripped or has
become dislodged against the flywheel.

Grinding Noise When Trying To Start the Engine

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This warning sign often occurs when the gears that connect the starter to the flywheel are worn
out. This is similar to the one that is heard if you start your engine and then accidentally restart
it. However, grinding may also happen inside the starting motor. If this noise continues without
being replaced, it can cause damage to the engine’s flywheel.

Smell or See Smoke When Starting the Engine

The starter is a mechanical system that is powered by electricity. Sometimes the starting motor
will overheat because of continued power being supplied to the starter. If this occurs, you’ll
most likely see or smell smoke coming from underneath the engine. This problem may be
caused by a short circuit or might be due to a problem with the ignition switch.

Starter Soaked With Oil

The starter is often located around the bottom of the engine and is vulnerable to soaking from
leaks. An oil-soaked starter likely has a short life remaining. Consider correcting the leak and
replacing the starter before a malfunction occurs.

Engine Freewheeling

Freewheeling occurs when you crank the engine and simply hear a whining noise without the
engine cranking. When this occurs, it means the starter is not engaging with the flywheel. This
is a worrying situation which could result in having to replace the whole component.

Starter Stays Running After the Engine Started

When you start the engine and release the key the circuit will discontinue the power to the
starting motor. If this stays on after the engine has started, the main contacts in the solenoid
have most likely failed. If this problem is not addressed immediately, the relay will be stuck in
the ‘on’ position. This will ultimately cause serious damage to the whole starting system and
the transmission flywheel.

Once the starter problem is identified, they remove the starter motor and sends to this shop for
repair. Under this shop carbon brushes are replaced armature and stator are cleaned, and re
winded if necessary.

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Figure 12 working on electrical shop

Alternator diagnosis and maintenance

These are the basic symptoms of a bad alternator:

 The vehicle's instrument cluster has the battery light on.

 The vehicle has to be jump-started with another car or jump-start box
 The vehicle will not stay running after the jumper cables/ jump-start box have/has been
removed.
 The battery can be charged and the vehicle will run for as long as that charge isn't
depleted.
 When the headlights are turned on, they are very dim and/or cause the car to stall,
necessitating another jump-start.

The diagnosis described in the following pages has worked for beshoftu bus. as long as I've
been working on cars and has given me a good success rate in correctly diagnosing a bad
alternator. Let me just point out that this test is not intended to diagnose a short-circuit in the
vehicle's wiring harness.

To perform this test, it's important that the battery in the vehicle is fully charged. You can
remove the discharged battery and replace it with a fully charged one or simply charge the
vehicle's battery (on the vehicle or off) before test.

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the test is divided into three parts: PART 1- Testing the alternator voltage output with the
multimeter in VOLTS DC mode. PART 2- Testing the continuity of the alternator's output wire
(to the battery) with the multimeter in OHMS mode. PART 3- Verifying that the alternator fuse
in the fuse-box is not blown (if equipped).

We're going to' start by testing the alternator's output at the battery itself. Whip out multimeter
and turn the selector knob to VOLTS DC. You can use an analog multimeter or a digital
multimeter ( I prefer the digital ones).

Be careful, take all necessary safety precautions and use common sense when performing all
of the tests in this article.

1. Start the vehicle (it'll start and stay running if the battery is charged.)
2. Put the RED multimeter lead on the battery positive terminal.
3. Put the BLACK lead on the battery negative terminal.
4. Look at the reading. It should hover around 12 volts.

5. Turn on the headlights. Turn on the blower motor on high (A/C or Heater). Turn on the
wipers. Turn on the radio. Turn on as many things as possible in your car or truck (the
reading should start to go downhill to 9 volts or less in about a minute's time. The
vehicle may stall below 10 volts).
6. Turn off the vehicle

If the test gave you the results stated above. The alternator is not charging the battery. Because
an alternator that is charging the battery will produce 13 (up to 14.5) volts with the headlights
on or off and/or with everything on (so if the the test above gave you steady, and I emphasize
steady,13 and up to 14.5 volts with everything on, then your alternator is not bad).

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1.1.6. Clutch, gearbox and differential shop

Clutch

Common clutch and power transmission problems

Slippage

Slippage is a clutch problem that occurs when the pressure plate is unable to hold the friction
disc against the flywheel tightly when the clutch is engaged. This causes the disc to rotate at a
different speed than the flywheel. The high temperature caused by friction against the disc will
eventually damage the clutch plate and necessitate a replacement. On clutches with mechanical
linkage, adjustment can forestall replacement for a time. If you notice the engine revving
abnormally as the clutch is released, and the car accelerates gradually, then it could be a
slippage problem. It's possible that grease or oil on the disc is causing the slippage or the engine
mount could be broken, causing the linkage to be bound up by an improperly moving engine.
Another common cause of slippage is when the friction plate is simply worn out from use. A
clutch will not last forever, and over time the clutch will begin slipping. Adjustments will not
fix this problem, as a worn out friction plate will require complete replacement.

Vibration

A grabbing or chattering clutch is an indicator that there is a problem inside the clutch
mechanism. It is an easily noticed problem. Symptoms include a vibration or jerking as the
clutch is released, especially when accelerating from a stop. This problem may be the result of
a damaged or broken disc, flywheel or pressure plate. It may also be caused by loose springs
or worn engine mounts, according to the Integrated Publishing website on Clutch
Troubleshooting.

Squeal or Chirp

Noises associated with clutch problems are difficult to diagnose because the sounds can mean
many different things. If you hear chirping or squealing when you use the clutch, have it
checked. When squealing or chirping starts or stops whenever you press down the clutch pedal,
then there is a good possibility it is a worn or damaged release bearing or pilot bushing. Other
problems that accompany this noise include problems with a worn release fork, input shaft or

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improper installation of the friction disc. Other noises, such as growling when the pedal is
engaged, are also signs of trouble.

Gear Changing Problems

Clutch release problems can cause a variety of symptoms that drastically affect the driving
experience. If the clutch will not disengage completely, the disc will continue spinning and
prevent the driver from getting the car into gear from neutral. It may also cause the gears to
grind when the car is put into gear and potentially cause stalling when the car rolls to a stop,
according to the Automotive Parts Network website. When the clutch does not disengage from
the flywheel it is usually the result of a leak or air in the hydraulic system, or improperly
adjusted mechanical linkage.

Gearbox

Common gear box failure indication

Noise

Noise is the first warning sign of a transmission problem. The sooner the problem is caught
and repaired, the better: fewer parts will be affected and any repairs will be less expensive.

Bearing, gear and shaft wear are the most common causes of noise. As gear tooth faces and
bearing races wear, they develop groves and small pits. While these are only small at first, they
will gradually become larger, and as they grow, these imperfections will cause even more noise
to occur.

Until you've experienced it, it's hard to appreciate quite how much noise a failing bearing or
gear can make. The way one person hears a sound is very different from the way another person
hears the same sound, and there really is no substitute for an experienced ear.

If you have any concerns relating to the noise your transmission is making, please contact one
of our experts immediately.

Whining and howling

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Whining that appears relatively suddenly and becomes very loud over short period of time can
be indicative of damage to the gear teeth or gear hub bearings.

The most likely source of this damage is a shortage of lubrication. If the oil film on the gear
teeth becomes too thin, the teeth will wipe against each other, subsequently destroying the
smooth surface on the face of each tooth and causing them to mesh roughly. Even if the oil is
replaced or replenished to aid lubrication, the damaged gears will never recover.

Other common sources of gear tooth damage include corrosion and wear. Water in gearbox oil
can attack the steel surface of each gear, which can ultimately lead to pitting and abnormal
wear.

Changing the oil often is a proven method of avoiding corrosion. Wear of the gear teeth is
something that is both inevitable and unavoidable. However, ensuring the gears have lots of
clean and suitable lubricating oil can greatly decrease the rate of surface wear.

Rumbling and growling

Low-pitched growling or rumbling noises when the engine is running are usually the sign of a
faulty rolling-element (also known as a ball or roller) bearing.

They are extremely sensitive to small bits of metal or dirt in the lubricant film between the
bearing elements and cause the rollers to drag across the surface of the race. The more foreign
material in the oil, the faster the bearing will wear.

The growling of a bad transmission bearing, like the whine of a bad gear, will become
increasingly noisier while it wears, until the bearing seizes or falls apart, with catastrophic
results.

One of the fundamental functions of the bearings in a transmission is to maintain the correct
clearance between pairs of gears. If the bearings begin to wear and loosen, the gears can start
to mesh improperly and become damaged from the crooked tooth contact. If the bearing falls
apart, the results are equally as bad. Small pieces of steel from the broken bearing will travel
through the transmission and can get caught between gear teeth. Ultimately, this can smash

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Figure 13 working on gear box

Gear teeth and damage the gears. If one of the bearings seizes, it is highly likely that, in turn,
it will take the transmission case with it.

Buzzing and hissing

If the gear shifter or the shift linkage are making a hissing of buzzing noise while the car is
moving, particularly while the vehicle is accelerating or decelerating, a loose bolt or worn
rubber isolators in the shift linkage is the most common cause.

Other causes of these high-frequency noises include bent shift forks, shift rods, or interlocks,
or even excessive movement in the synchronizer sleeves.

In all of these cases, the cause of the noise it is the shift forks contacting the grooves in the
sleeves. This causes a hissing noise that travels through the shift linkage to the shift lever.

Banging and clunking

A banging and clunking felt in the shift lever and heard under the car usually indicates a broken
or loose motor mount.

Commonly, the noise is loudest when letting out the clutch when taking off from a stop.
Alternatively, if the rear transmission is bad in a rear-wheel-drive vehicle, the noise will occur

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when letting out the clutch in reverse as the tail shaft of the transmission rises up and slams
back down.

Broken mounts may also result in a clunking noise when accelerating and decelerating gently.
Another frequent sign of a damaged motor mount is clutch chatter. Contrary to widespread
belief, clutch chatter is almost never actually caused by the clutch disc or flywheel; it is usually
the result of overly flexible motor mounts, which may be due to design or wear.

Grinding and shifting trouble

The most common shifting complaint is grinding or "crunching" when shifting into gear, which
is usually felt as much as it is heard.

The noise itself is caused by the ends of the synchronizer sleeve internal splines banging against
the external dog teeth splines because the gear and sleeve are rotating at different speeds. This
occurs as a direct result of something failing in the synchronization process. Inefficient
synchronizer performance can be caused by either a problem in the transmission, or by a
separate clutch issue.

While cone-like-synchronizers are simple and reliable, they rely on friction to function, and as
such, the blocking rings degrade over time. They are also easily damaged by "speed shifting"
without using the clutch that does not release completely, and incompatible lubricants.

Synchronizer blocking rings wear badly when the clutch doesn't fully disengage because they
are forced to act against higher speed differences than they were designed for.

The grinding will also dull the sharp end of the synchronizer sleeve splines and the gear dog
teeth, and wear here contributes to bad synchronizer performance and hard shifting.

Jumping out of gear may be the result of any number of the internal and external problems.
End play or preload problems with individual gears on the main shaft are two of the most
common, although linkage issues, worn bearings, and worn synchronizers can also cause
jumping out of gear in certain situations.

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1.1.7. Manufacturing and welding shop

The other unique feature of anbessa is that they manufacture different vehicle parts like
kingpin, bush, sleeve…. With the help of different lath machine. Kingpin is the most frequent
worn out part, once it worn out they fill it with electrode and reduce to the required diameter
with the help of lath. Here different operations like turning, facing, boring, drilling and knurling
are performed to reduce the parts to the required dimension.

Figure 14 lath machine on operation

Figure 15 welding shop

2.2 working experience

During my intern I have got different experiences in doing with my coworkers. Now I am
confident to do different tasks alone. Here are some experiences I have got

I can inspect and service a vehicle periodically this includes: brake shoe replacement,
engine oil replacement, brake oil replacement, transmission oil replacement, air cleaner
replacement
I can diagnosis and repair vehicle electrical system: starter motor test and repair, battery
test and repair, ignition system diagnosis and repair, alternator diagnosis and repair
I can manufacture some parts like kingpin and sleeve with lath machine
I can diagnosis different engine crank but no start conditions
I can dis assembly power train and re assemble it
I can diagnosis the eight engine system

2.3 Learning Outcome

First of all an internship is an important to us in order to gain practice in a real world setting
under the guidance of knowledge, and experienced. It provides work hands, on work

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experiences that cannot gain during classroom. While I participate in the internship I have
gained practical knowledge such as how the engine disassembled in the engine shop, how to
remove spare part from the bus in the maintenance shop, how to use hand tools and their name
that they use to call.

The results of an internship are to be confidence full with practical knowledge, the ability to
analyze and interpret diverse, complex part, critical thinking and the ability to evaluate designs,
plans and projects, knowing the work ethics, and greeting with the employer and
communication etc.

The major benefits gained from the internship are classified and stated as below briefly. From
internship many experiences are gained when what theoretically learned is brought to practical
one. Therefore internship enables students comparing theoretical knowledge with practical
world. Generally benefits I have gained from internship are like, in term of Upgrading
knowledge, In term of Improving practical skills, In term of Improving team playing skills, in
term of Improving interpersonal communication, in term of Improving leader ship skills, clear
written and oral communication skill, and awareness of ethical issues etc.

2.4 Applications of Theory and Soft Skills

Internship program gives me the opportunity to apply my theoretical knowledge in real world
environments, in addition to the practical skill. Almost all the course I have taken was focused
on theoretical part, so it used me somewhat for the definition of parts.

2.4.1 Challenges I have been facing

Although I was able to communicate with different senior and chief engineers by using my
communication skill, some challenge during my stay. The major challenge was: - the courses
I took in campus were not enough to understand and perform my tasks faster. My knowledge
in practical application was not good that I spend my considerable time improving practical
skill. Even if my section staffs were very connected, I was not able to join the circle right away.
But after sometime I have understand with more practice in the company.

2.4.2 The measures taken to overcome challenges

Adapting or good approach with workers and keeping time, doing my internship without
absent, also working overtime to upgrade my skill and knowledge. Give safety care for
instruments, I gained some good software from other university students.

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CHAPTER THREE

CONCLUSION AND RECOMMENDATION

3.1 conclusion
Finally, my internship duration at anbessa city bus enterprise was an exciting and it was a time
that alters my attitude towards the relationship between a practical experience and the
theoretical knowledge. Throughout my four month duration I have been able to gather a lots of
knowledge from my coworkers. We ware sharing experiences with other university students of
the same department, even it was my first time to identify some important terms like
electromagnetic brake, servo, and different engine components. In the past months I worked in
many areas. This gave me the chance to find out which areas I want work in after my education.
The area that I found most interesting was light vehicle maintenance shop.

Before my internship started my ideas did not match the experiences have gained during my
internship. There is a big difference in the school projects and the tasks and activities during
the actual work. In school we learn how to describe the work in projects, where in work you
learn how to implement them in reality. This internship was definitely an introduction to the
actual work field for me. I have learned how to work in a business organization and apply my
knowledge into practice. I learned a lot from the different interns that I have been working with
during my internship. Each intern had a different educational background and that made it
interesting for me. By working with them I got to learn from them and become aware
educational background.

3.2 Recommendation
3.2.1 Recommendation for university
The part that I found most interesting during internship was engine shop. During my study I
mostly learned about engine under IC engine course but, the way this course delivered is not
satisfactory that is why I’m kindly recommending the university to fulfil all the necessary shops
required under this department. Compare to other university students at the company we were
the only university who has no access to shops, they were practically skilled in doing different
tasks and projects. So our university should improve its industry linkage.

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3.2.2 Recommendation for the company

Anbessa city bus enterprise is a great learning company for interns. It is a big company and
helps interns improve and develops their skills. I would recommend ACBE to keep hiring
interns with different educational background, to help build and improve company with the
knowledge they gained from their studies. Here are a lists of recommendations that I observe
during my interns and I hope the company will correct them

o Time management: they have bad habit toward time management.

o They have no an electrical working tools only use hand tools, like open-end
wrench, combination wrench, socket and ratchets are some of hand tools used
to twist and holding the nut or bolts by hand, it is time take and boar. The
solution of this effect must be to design electrically working machine, used to
simply twist the nut or bolt. So it is time saver and save man power.
o The working management weakness: The arrangement of bus is randomly is not
safe to work freely. Spatially the damaged bus station must be known. Because
the mechanic who maintain that bus, if he can know the place of bus stopping,
he is tired and time is consumed by watching the bus. By this case he’s working
interest is decrease. So, each bus must have its known stopped place.

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References

Denton, T. (2017). Automobile electrical and electronic systems. Routledge.

Yaegashi, T., Aoki, K., & Nakatomi, T. (1979). U.S. Patent No. 4,155,332. Washington,
DC: U.S. Patent and Trademark Office.

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