INTERNSHIP REPORT

(From 7th June to 20th June)

Submitted to: FOTCO

GROUP MEMBERS

Syed Talha Hussain (NEDIAN) Sooraj Kumar Lohana (NEDIAN) Aashir ur Rehman (NEDIAN)

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ACKNOWLEDGEMENT

The internship opportunity we had with FOTCO was a great chance for learning and professional development. Therefore, we consider ourselves very lucky individuals as we were provided with an opportunity to be a part of it. We are also grateful for having a chance to meet so many wonderful people and professionals who led us though this internship period.

We are using this opportunity to express our deepest gratitude and special thanks to Mr. Danish Murtuza [Deputy Manager Maintenance & Ops] who in spite of being extraordinarily busy with his duties, took time out to hear, guide and keep us on the correct path and allowing us to carry out our project at their esteemed organization.

We express our deepest thanks and deepest sense of gratitude to Mr. Saad, [mechanical engineer at FOTCO], Mr. Azmat [mechanical engineer at FOTCO], Mr. Daniel and all the other technicians working at jetty for taking part in useful decision & giving necessary advices and guidance and sharing all the information that an internee requires. We choose this moment to acknowledge there contribution gratefully.

We perceive as this opportunity as a big milestone in our career development. We will strive to use gained skills and knowledge in the best possible way, in order to attain desired career objectives. Hope to continue cooperation with all of you in the future.

ABSTRACTThis report is about our private and professional experiences during our internship at the FOTCO.Apart from learning about different operations and maintenance jobs performing at the jetty including piping operation, firefighting, pigging, ship berthing etc, we were also given three assignments which are a part of this report. These are;

Surge pressure control Cathodic protection Determination of water content in oil at field

All these assignments were checked and appreciated by different engineers at FOTCO.

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TABLE OF CONTENTS

Page no

1. Introduction to FOTCO 04

2. Jetty 06 to 07

3. The ship 07

4. Marine loading arms 08 to 09

5. Piping operations 10 to 11

6. Piping maintenance 11

7. Pigging 12

8. Control room 13 to 15

9. Firefighting system 16

10.Assignments

Assignment # 1 ( Cathodic protection ) 18 to 19

Assignment # 2 ( Surge pressure ) 20 to 21

Assignment # 3 ( Water content determination in oil ) 22

11.Conclusion 23

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INTROCUCTION

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FOTCO

Fauji oil terminal and distribution company limited (FOTCO) is located at Port Qasim, 35 KM East of Karachi. It is a state of the art environmental friendly oil handling facility capable of handling 9 million tons oil per annum with a growth potential of more than 27 million tons. Designed and equipped to handle all types of POL products, FOTCO Terminal plays an important role in fulfilling Pakistan's energy needs by providing a safe, efficient and smooth fuel handling facility.It is the only oil terminal in the region equipped with automatic jetty monitoring system.

Brief historyIn 1992 a consortium of fauji foundation Pakistan and infraavest limited of Hong Kong register itself as FOTCO to build a first dedicated oil handling facility in the private sector.Construction work began in 1993 and the project was completed and inaugurated within stipulated time period which is 24 months in 1995.

The terminal

The Terminal comprises an all weather jetty capable of berthing ships upto 75,000 DWT, a 4km long trestle and 3 marine loading arms of 16" diameter. The trestle, which is designed to accommodate 6 product pipelines, allows vehicular access to the Terminal through a 3.5 meter wide road suitable for 12 tons axle load trucks. Presently 2 product pipelines handling Heavy Furnace Oil, Diesel and Crude Oil have been laid.

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INTRODUCTION TO JETTY

It is the most important place at FOTCO, where loading and unloading of fluid takes place. Its total length is 280 metres.It is a structure that projects from the land out into water. Often jetty refers to a walk way accessing the centre of an enclosed water body.Following are the things that are placed in jetty.

Mooring and Breast Dolphins

A dolphin is a man-made marine structure that extends above the water level and is not connected to shore.

Dolphins are usually installed to provide a fixed structure when it would be impractical to extend the shore to provide a dry access facility, for example, when ships (or the number of ships expected) are greater than the length of the berth/pier.The possibility of reducing the total number of mooring dolphins from four to two, results of a static analysis of mooring loads due to wind and current and a hydraulic model test for mooring loads due to waves are presented.The two mooring dolphin concept is an efficient mooring arrangement which will reduce the cost of fixed berth terminals. It is noted, however, that many of the smaller, older tankers in the world fleet do not have adequate mooring equipment to use such a berth and it is recommended that the necessary change in deck equipment be made to allow for such an arrangement. It is also recommended that ship personnel acquaint themselves with mooring procedures using breast and spring lines alone.

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Capstan

Hooks

Motor

TYPES OF ROPE

Usually there are two types of rope used to fasten the ship. One is soft rope and other is spring rope.

SOFT ROPE

They are used to fasten ship and are connected to mooring dolphins only. The material of this rope is high modulus polypropylene.

WIRE ROPE

They are used to fasten ship and are connected to breast dolphin only. It consist of two parts tail and wire.

Fenders

A fender is a bumper used to absorb the kinetic energy of a boat or vessel berthing against a jetty, quay wall or other vessel. Fenders are used to prevent damage to boats, vessels and berthing structures.

Crane

At jetty one crane is present which lifts the gang way and has a maximum lifting capacity of 5 tons.

Gang way

It is simply a temporary bridge which provides route from ship to jetty.

Cat walk

It provide route to from jetty head to dolphins.

UVIR (Ultra Violet Infra Red)

It is an alarming sensor or fire alarm having a sensing range of 150 feet. At jetty 6 UVIR are present.

Display board

It shows the berthing speed of ship to pilots and ship placement to jetty.

Oil Spill Booms

A containment boom is a temporary floating barrier used to contain an oil spill. Booms are used to reduce the possibility of polluting shorelines and other resources, and to help make recovery easier.

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THE SHIP

At FOTCO, ships having the length of 220 to 240 metres are allowed to berth because of limited length of jetty.

Beam(width)=32 to 42m Molded depth (Height of ship) from keel to dock =21 to 22m Midshift draft =keel to water level Water level to Dock =free boat

Port and Starboard

Port and starboard are left and right, respectively. Port is the left-hand side of or direction from a vessel, facing forward. Starboard is the right-hand side, facing forward. Since port and starboard never change, they are unambiguous references that are not relative to the observer.

Rudder

 A rudder is a flat plane or sheet of material attached with hinges to the craft's stern, tail, or after end. Often rudders are shaped so as to minimize hydrodynamic or aerodynamic. On simple watercraft, a tilter essentially, a stick or pole acting as a lever arm may be attached to the top of the rudder to allow it to be turned. 

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MLA (MARINE LOADING ARM)Marine loading arm is basically fluid transfer equipment. It is a machine that contains steel pipes that connect a ship such as an oil tanker to a cargo terminal. At FOTCO there are three MLAs having diameter of 16 inches. The different parts of marine loading arms are the following.

Base riser

It is a welded assembly which supports the inboard arm and outboard arm. A swivel arm called “style50” is present at the top of the riser that supports the inboard arm.

Inboard arm

Inboard arm is pipe carrying the product between the riser and the outboard. At the top of inboard arm swivel called “style40” is present which connect the inboard and outboard arm.

The inboard arm also contains steel beam for the supporting of counterweights.

Outboard arm

Outboard is a pipe carrying the product between the inboard arm and tanker manifold.

It is connected into the inboard arm through the “style 40”. The other outboard end is triple swivel joint called “style 80”.

Style 80

The style 80 is composed of three rotation to arm assembly to tanker and to allow it to freely follow the tanker movements.

Balancing system

Here balancing of arm is achieved by providing counter weight to the arms on the other side.

For the outboard section and the style 80

By the main counterweights on the balancing sheave beam with the pantograph.

For the arm assembly

By the main counterweights which compensate the weight of inboard, outboard sections and the “style 80”.By the additional counterweights (if necessary) fitted on the beam of inboard arm or structure for making better the inboard section balancing.

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Pantograph

The pantograph arrangement is composed of two sheaves (style 40 and balancing sheave) and cable.

Control system of MLA

Types

An hydraulic power unit An electric control panel A remote control panel

Characterstics of different components of loading arm

Length of inboard arm (32 to 9754mm) Length of outboard aarm(33 to 10158mm) Height of riser(7977mm)

Working conditions of MLA

Design pressure(15.9 bar 1 bar=14.5 psia) Working pressure(11.1 bar) Hydrostatic test (28,89 bar) Design temperature(65C) Working temparture (50C) Nominal flow rate (3250 T/h)

Material

Loading arm assembley (carbon steel)

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PIPING OPERATIONS

Piping system starts from three MLA (marine loading arm), which joins the manifolds of the ship, which open in a head. From the head two pipe lines are connected through different valves and pumps, one is for diesel (3.8 km long and 30 inch in diameter) and other is for furnace oil (4 km long and 36 inch in diameter). Both these pipe lines open at different container from where specific companies gather their product.In both pipe lines 1700 to 1750 metric ton fluid is always present so that any air cannot be present in lines. Different equipment that make this safe and secure piping system are:

SDV (SHUT DOWN VALVE)SDV are used to ensure safety of pipeline. If the discharging pressure from the ship exceeds 13.5 bar then the SDV will operate automatically and closes the discharging.At FOTCO there are three MLAs , out of which two have SDV and one has a manual valve.

NRL (NON RETURNING VALVE)Just after SDV, an NRL is placed in each line before entering into the head. The purpose of NRL is to stop the back pressure. It has a flapper which shut down the discharging line when back flow of fluid occurs due to decrease in pressure of fluid from the ship.

HEAD

It is simply a big diameter pipe (36 inches) in which fluid from all three MLA comes and then goes either in furnace line or in diesel line. It has storing capacity of 10 metric ton and can handle pressure upto 10 to 11 bar.

Valve (alpha 401)

If we have diesel in the head then valve alpha 401 in opened and whole cargo goes into the diesel line (green colour) and moves toward P1.

Valve (alpha 301)

If we have furnace in the head then valve alpha 301 is opened and whole cargo goes into the furnace line and moves toward P1.

Valve (bravo 401)

In case if we want to perform pigging in the diesel line then we use valve bravo 401.

Valve (bravo 301)

In case if we want to perform pigging in the furnace line then we use valve bravo 301.

Valve (Charlie 401)

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Also used during pigging

Valve (Charlie 301)

Also used during pigging.

Slop pump

Below the jetty there is a pit/slope tank having volume of 10 cubic metres. It is normally used to store the waste liquids of jetty but sometimes when the pit is clean and we cannot directly discharge the cargo from head to P1 then we store that cargo in this pit.The slope pump is present at jetty which is used to collect that cargo or waste from the pit and then send it to the P1.

Fuel transport pump

When the discharging from ship is completed then there is some fluid left in the head and in the MLA’s. Therefore a pump is used to suck all that fluid and send it to the desired pipe line.

Discharge valve

It is used to discharge the fluid present in head to the pit.

Vent valve

It is used to remove air pressure in pipe lines.

PIPING MAINTENANCEWhenever pipelines got corrosion or rusting, their maintenance is done in which first the damage pipeline is blasted by fine silica sand at 100 psi having a blasting scale of 2.5 microns.

After blasting pipeline gets first coat of paint called primer and then second coat called intermediate and then third and final coating of paint. The thickness of all three coats should be of 450 microns which is checked by Alcometer.

In case of pitting, in which holes are formed in pipelines, a metal plate is placed and welded on that damaged area so that no oil gets spill from those holes.

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PIGGINGPigging is a job of using devices known as "pigs" to perform maintenance operations. This is done without stopping the flow of the product in the pipeline.

While buildup in a pipeline can cause transmittal slows or even plugging of the pipeline, cracks or flaws in the line can be disastrous. A form of flow assurance for oil and gas pipelines and flow lines, pipeline pigging ensures the line is running smoothly.

The maintenance tool, pipeline pigs are introduced into the line via a pig trap, which includes a launcher and receiver. Without interrupting flow, the pig is then forced through it by product flow, or it can be towed by another device or cable. Usually cylindrical or spherical, pigs sweep the line by scraping the sides of the pipeline and pushing debris ahead. As the travel along the pipeline, there are a number functions the pig can perform, from clearing the line to inspecting the interior.

Pigging can be of two types

Air pigging Crude pigging

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CONTROL ROOMFrom this room engineers control and monitor whole operations performed at the jetty. Here the display of 16 cameras’ are shown from which the engineers have an eye on every single place on jetty and also remain in contact with workers and ship and office through radio system. Different computers are also present here for specific purposes.Each computer has its own working software which are,

COMPUTER # 01It has MP2 software which is used for any maintenance purpose performed at the field.

COMPUTER # 02It has SCADA (supervisor control and data acquisition system) software. Here the layout of both HFO (Heavy Furnace Oil) and HSD (High Speed Diesel) is to be shown. This software monitors pressure in bars, temperature in degree centigrade and flow rate in Metric ton/hour of each pipeline.

COMPUTER # 03It has integrated marine monitoring software. This system has three window.These are:

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Mooring (Tells about forces on mooring dolphins and breast dolphins)

Docking (Tells about speed and location of ship docking at jetty).Its sensor is present on jetty, beside breast dolphin having range of 100 m.

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Weather (Tells about wind pressure and tides level and other environmental conditions).Wind sensor is present above control room and tide sensor is present below MD1.

COMPUTER # 04 It has AIS (Automatic Identification System) which shows the location of the ships arriving at FOTCO.

COMMUNICATION EQUIPMENTSAt Control room there are three radio system.

Radio Channel 01 ( It provide communication network within the FOTCO also with PSO and BAKRI)

Radio Channel 06 (it provide communication with PAPCO) Radio Channel 09/10 (It provide communication with PORT QASIM)

There is also an additional channel known as Radio Channel 71 which provide international communication network.

CONTROL PANELIt is use to control the operations of pipelines.

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FIREFIGHTING SYETEMWhenever fire system operates then we stop fire from jockey pump to fire engine then from fire engine to proportion skit and then from proportion skit(where our line is pressurized) to jetty. Then at jetty three valve will operate .

Foam valve Water valve Deluge valve

Now at jetty two towers are present at two sides

Gangway tower (604):

The gangway tower is distributed as follow

602 (A)(for foam), 602(B)(for water), 602(C)(for deluge)

Monitor tower (606):

Similarly the monitoring tower is distributed as follow

604(A)(for foam), 604(B)(for water), 604(C)(for deluge)

Deluge

Deluges basically are nozzles which use for cooling purpose at jetty from which sea water come. The series of deluge is 608, whenever fire system operate first of all deluge nozzles will open automatically in fog form (shower form) not in jet form.

After opening it then there will be command that at which place the fire has operated then we will tell them that whether we have to operate foam or water or both.

If water and foam both have to operate then by standard 97% will be water and 3% will be foam.

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ASSIGNMENT NO 1:

CATHODIC PROTECTIONCorrosion is hazardous for the life of any metal structure, it eats away the metal and makes it weak. Therefore in order to protect the piles of the jetty and trestle cathodic protection is applied.

Cathodic protection can, in principle, be applied to any metallic structure in contact with a bulk electrolyte. In practice its main use is to protect steel structures buried in soil or immersed in water. It cannot be used to prevent atmospheric corrosion.

Structures commonly protected are the exterior surfaces of pipelines, ships’ hulls, jetties, foundation piling, steel sheet-piling, and offshore platforms. Cathodic protection is also used on the interior surfaces of water-storage tanks and water-circulating systems. However, since an external anode will seldom spread the protection for a distance of more than two or three pipe-diameters, the method is not suitable for the protection of small-bore pipework.

The first practical use of cathodic protection is generally credited to Sir Humphrey Davy in the 1820s. Davy’s advice was sought by the Royal Navy in investigating the corrosion of copper sheeting used for cladding the hulls of naval vessels. Davy found that he could preserve copper in sea water by the attachment of small quantities of iron or zinc; the copper became, as Davy put it, “cathodically protected”.

Types of Cathodic Protection

There are two types of cathodic protection:

1: GALVANIC/ SACRIFICIAL ANODES

2: IMPRESSED CURRENT

GALVANIC/ SACRIFICIAL ANODES:

A galvanic anode, a piece of a more electrochemically "active" metal, is attached to the vulnerable metal surface where it is exposed to an electrolyte. Galvanic anodes are selected because they have a more "active" voltage (more negative electrode potential) than the metal of the target structure (typically steel). For effective cathodic protection, the potential of the steel surface is polarized (pushed) more negative until the surface has a uniform potential. At that stage, the driving force for the corrosion reaction with the protected surface is removed. The galvanic anode continues to corrode, consuming the anode material until eventually it must be replaced. The driving force for the cathodic protection current is the difference in electrode potential between the anode and the cathode.

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IMPRESSED CURRENT:

For larger structures, or where electrolyte resistivity is high, galvanic anodes cannot economically deliver enough current to provide protection. In these cases, impressed current cathodic protection (ICCP) systems are used. These consist of anodes connected to a DC power source(In dc power source we have to focus on negative and positive terminal we have to keep in mind that polarity never change), often a transformer-rectifier connected to AC power.

At jetty impressed current cathodic protection method is used. which consist of two parts Cathode and Anode.

We ground anode in sea water and the material which we have to protect from cathode we will give it cathode supply and to complete this connection between cathode and anode sea water is present which acts as a electrolyte there. Now the electrolytic process will start(Electro-chemical process in which current is passed between two electrodes through an ionized solution (electrolyte) to deposit positive ions (anions) on the negative electrode (cathode) and negative ions (cations) on the positive electrode (anode).) now The structure in which steel is present which will oxidize, ferrous will go to water and will form ferrous hydroxide and further it will form ferric hydroxide which is permanent corrosion. Now this permanent layer of corrosion will deposit on Anode. And the layer which was deposited on pile will deposit at Anode. And as time pass the layer will continuously deposit on Anode. And eventually the time will come when the anode will stop its working then we will change the Anode .

ASSIGNMENT NO 2:

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SURGE PRESSURE IN A PIPING SYSTEMSurge pressures in piping systems are generated by changes in the velocity of flow in a system. These sudden velocity changes can be caused by the operation of valves and pumps, or by expulsion of air from the piping system. With proper planning and design, the effects of surge pressures in a system can be minimized.

Controlling Surge Pressures

Surge pressures, particularly those caused by the rapid expulsion of air are capable of damaging almost any pipeline. There are, however, a number of ways of reducing the risk:

• Take proper precautions to avoid air entrapment during initial filling and testing of a pipeline

• Ensure proper sizing and placement of combination air/vacuum release valves

• Design systems with flexible pipe materials.

Surge Pressures and Pipe Materials

Flexible pipes like PVC generate much lower surge pressures than rigid materials like concrete or iron. Consider a water pipeline flowing at a constant velocity of 2 ft/s (0.6 m/s). If that flow was instantaneously stopped by a valve slamming shut, the surge pressures generated among various different pipe materials would vary significantly:

Applications

Surge control products have been used in many industries to protect the maximum working pressure of hydraulic system for decades. Typical applications for surge relief equipment is in pipelines at pump stations, receiving manifolds at storage facilities, back pressure control, marine loading/off loading, site specific applications where pressure surges are generated by the automation system, or any location deemed critical by an engineering firm performing a surge analysis.

Spring-Loaded Pressure Safety valves

Spring-loaded pressure safety valves use a compressed spring to hold the valve closed. The valve will remain closed until the process pressure exceeds the set point of the spring pressure. The valve will open 100% when the set point is reached and will remain open until a certain blow down factor is reached. Oftentimes the blow down is a percentage of the set point, such as 20% of the set point. That means that the valve will

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remain open until the process pressure decreases to 20% below the set point of the spring-loaded relief valve.

Surge Relief Valves

Surge relief valves are known for their quick speed of response, excellent flow characteristics, and durability in high pressure applications. Surge relief valves are designed to have an adjustable set point that is directly related to the max pressure of the pipeline. When the product on the inlet of the valve exceeds the set point it forces the valve to open and allows the excess surge to be bled out in to a breakout tank or recirculated into a different pipeline. So in the event of the surge, the majority of the pressure is absorbed in the liquid and pipe, and just that quantity of liquid which is necessary to relieve pressures of unsafe proportions is discharged to the surge relief tank. Some valve manufactures use the piston style with a nitrogen control system and external plenums, while others use elastomeric tubes, external pilots, or internal chambers.

Pilot-Operated Valves

Pilot operated surge relief valves are typically used to protect pipelines that move low viscosity products like gasoline or diesel. This style of valve is installed downstream of the pump/valve that creates the surge. The valve is controlled by an external, normally closed pilot valve. The pilot will be set to the desired set point of the system, with a sense line that runs up stream of the valve. When the upstream process conditions start to exceed the pilot set point, the valve begins to open and relieve the excess pressure until the correct pressure is met causing the valve to close.

Gas/Nitrogen Loaded Surge Relief Valves

Piston-style gas-loaded surge relief valves operate on the balanced piston design and can be used in a variety of applications because it can handle high and low viscosity products while maintaining a fast speed of response. An inert gas, most commonly nitrogen, is loaded on the back side of the piston forcing the valve closed. The nitrogen pressure on the back side of the piston is actually what determines the valves set point. These valves will remain closed until the inlet pressure exceeds the set point/nitrogen pressure, at which time the valve will open from the high pressure and remain open as long as the process pressure is above the nitrogen pressure. Once the process pressure starts to decay, the valve will start to close. Once the process pressure is below the nitrogen pressure, the valve will go closed again.

ASSIGNMENT NO 3:

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DETERMINATION OF WATER CONTENT IN DIESEL AND FURNACE OIL AT FIELD

Crackle Test:

In the crackle test a drop of oil is placed onto the hot plate and observed. If there is no water in the oil, no “crackling” will be observed. Conversely if the oil does contain liquid water, the heat will cause it to change to the vapour stage creating observable bubbles in the oil droplet. The size of the bubbles roughly corresponds to the amount of water present in the oil; the larger the bubbles, the more water there is dissolved in the oil. By observing the size of the bubbles created on the hot plate, some quantitative judgements can be made about the concentration of water present in the oil sample. 

Calcium Hydride Test Kits:

In this test method, a known volume of oil is placed in a sealed container with a known amount of calcium hydride. The container is shaken vigorously causing the water in the oil to react with the calcium hydride, producing hydrogen gas. The amount of hydrogen produced is directly proportional to the amount of water in the oil sample.This test is done in a cup shape apparatus with a sealing having a pressure gauge at the top. The reading given by gauge is multiplied by a constant number given in instruction manual to determine the ppm of water in sample.

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CONCLUSIONIn review this internship has been an excellent and rewarding experience. We have been able to meet and network with so many people that we are sure will be able to help us with opportunities in the future.

One main thing that we have learned through this internship is being innovative as well as self-motivation. When we first started, we think that we were not going to learn anything because we all are Petroleum Engineers and all we know about drilling and production of crude oil from the ground which is not done at FOTCO. But soon we realize that there are stuffs that are related to petroleum industry like transportation of oil through pipelines, corrosion protection of piles from sea water, piping maintenance etc. So we kept ourselves motivated and learn as much as we could and now this report shows our level of interest about this internship.

So far, we had an excellent experience at FOTCO and we hope that other interns in future got as much out of it as we did!

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