Internship Report

Muhammad Ali Page 1
NAME: SYED MUHMMAD ALI RIZVI
UNIVERSITY: DAWOOD UNIVERSITY OF ENGINEERING & TECHNOLOGY,
KARACHI
DEPARTMENT: PETROLEUM AND GAS (D-13-PG-02)
INTERNSHIP DURATION: 27th JULY to15th AUGUST (2015)
INTERNSHIP REPORT
(GASCO ENGINEERING PVT.LTD)

Muhammad Ali Page 2
Index
S.NO. TOPICS PAGE.NOs
1. Token of Appreciation (03)
Purpose of Internship (04)
2. About the company (05)
3. Safety Rules and Symbols (06)
4. Unit Operating Instructions (07)
5. Introduction to the RAM Series compressor (08)
6. Components of RAM Compressor (09-11)
7. Different types of valves (12-14)
8. Reciprocating compressors and its types (with respect to stages) (14-15)
9. Reciprocating compressors and its types (with respect to speed) (16)
10. Single and double acting reciprocating Compressor (17)
11. Cooling Requirements, Cylinder cooling and Cooling System (17-19)
12. Effects of H2S on the human body at various concentrations (19)
13. Alarms and Shutdowns (20)
14. Different types of Gauges (20-21)

Muhammad Ali Page 3
Token of Appreciation
Starting in the name of Almighty Allah, the most merciful and beneficent, whose entity is beyond our
intellect. God gives me persistent in every stage of my life. I am very grateful to Allah for providing me
the strength and health. I am also thankful to my respectable head of department Engr. Bharat Kumar
who supported me during my internship application process. I am very kindful to the HR manager of
GASCO Engineering Pvt. Ltd who approved my request for internship.
With due veneration, I would like to thanks Mr. Mehboob Noor-ul-Moin (Trainer & Advisor) who
spent his precious time with me and delivered a surficial knowledge during my internship program at
GASCO Engineering Pvt. Ltd. From his cooperation, I am so much aware about the basics of particular
field. It is an honor for me to be a part of his patronage.
On completing my task in stipulated time I am feeling much more confident and self-motivated. My
instructor had an excellent and sound knowledge about his field which helped me to learn many things.
Working with the giant organization will be the turning point in my career. The company also taught me
the moral values. It was a tremendous exposure for me to work with one of the renowned companies in
oil and gas sector. I realized a sense of intimacy from my seniors which assist me to feel free in the
environment of head office. I never felt deprivation for any resource during my internship. The company
treated me like a family member. Other employees of company were also very kind to me .They solved
my every query which I had asked.

Muhammad Ali Page 4
Purpose of Internship
Internship is a short-term program offered by company to explore the areas which accomplish in
increasing practical knowledge. Internship is a prolific way to acquire the practical knowledge which is
applied in the industry. The main assessment of internee is to adjust himself in the environment of
industry.
There are several departments working at head office of GASCO Engineering Pvt. Ltd but my
attachment was with operation and maintenance (O&M) department. It was a prestigious opportunity for
me to learn the methodologies of this department. The experts guided me in a pave way.
The aim of my internship was to heed on the basics of reciprocating compressor. During my internship I
also worked on Microsoft office assignments which helped me in polishing my computer skills. I also
learned the forms, types, nature, inhibitors and categories of corrosive environment. The huge amount of
investment demands top-notch health and safety precautions to handle any uncertain situation. Private
companies are also focusing to enhance the skills of their health and safety department.
It was the first step of my professional career. I would to like to grasp more opportunities in near future
in this esteemed company. It was a 3 weeks program which commenced on July 27th
and ended on
August 15th
(2015).

Muhammad Ali Page 5
About the company
The main objective of GASCO Engineering Pvt. Ltd. is to boost up the pressure of depleted gas wells,
installing heavy compressors which compress the gas by using a reciprocating piston within a cylinder
(or a series of cylinders).
GASCO Engineering Pvt. Ltd. is the only company with Rental compression supply to OMV, ENI & BP
Pakistan. They have also integrated their business in industrial equipment supply and man power. Last
decades they are also engaged themselves in EP & C, Operations and maintenance work all over
Pakistan and across Borders.
There are several departments working in GASCO Engineering Pvt. Ltd. Some of them are enlisted
below:
 Finance and Account department.
 Procurement department.
 Human Resource (HR) department.
 Operation and maintenance (O&M) department.
 Health and Safety (HSE) department.
 Projects etc.
Compressors and facilities are designed based on study about drilling success rates, field-wide production
and both short- and long-term well decline curves. GASCO Rental operations give you access to
GASCO’S extensive compressor rental fleet & broad operational expertise while maintaining strategic
control of your assets and production.

Muhammad Ali Page 6
Safety Rules and Symbols
 Never leave a natural gas facility without wearing approved personal safety equipment, as per industry
standards.
 When parking vehicles around compressor sites, always try to maintain a safe distance of 18 meters
from the building. If the area of parking has been tested for gas, and LEL levels are safe, then vehicles
may be parked closer to the compressor facility. However, this must be in accordance with individual
company policies.
 Leave any open flame contents and
smoking materials in the vehicle.
 Never smoke in or around compressor
facilities.
 Approach the compressor unwinds of
prevailing wind (when possible).
 Before entering a building, perform H2S
(maximum 10 PPM) and LEL (maximum
10%) hazard check from exterior.
 If H2S levels are detected above 10 PPM,
self-contained breathing apparatus must be
worn.
 Make sure fire extinguishers are available
inside and outside of the building.
 Continue to check H2S and LEL levels
while performing walk around inspection
and take readings.
 Remember “take your time”. Nothing is performed safely if you get in a rush or panic, especially
around compressors. “Do first things first, step by step”.
 Never leave a mess in or around a compressor station. Oil rags and debris can cause fire and tripping
hazards. Practice good housekeeping.

Muhammad Ali Page 7
Unit Operating Instructions
The compressor package is essentially a gas pump and is primarily designed to provide an increase in
the pressure of the gas being pumped.
This is accomplished by a reciprocating piston within a
cylinder (or a series of cylinders), which draws the gas into a
chamber and simply compresses it into a smaller actual volume.
As this compression process takes place, the gas pressure
continues to rise until it reaches a point slightly greater than the
line pressure downstream.
At this point, the gas discharges out of the compressor at the desired higher pressure. Valves within the
compressor cylinder act like check valves to allow the gas to flow in and out of the cylinder in one
direction and to prevent the gas from flowing backwards as it naturally would from a high to a low
pressure state.
The compressor driver may be an internal combustion engine or an electric motor. In either case, it is
important for the sake of the driver to unload the compressor as much as possible prior to start. This can
be partially accomplished by temporarily connecting the downstream, or discharge side of the
compressor to the upstream, or suction side thereby placing the unit in a “bypassed” mode.
This results in maintaining suction pressure throughout the compressor. The load can only be further
decreased by reducing the internal pressure close to atmospheric. This reduction in load is necessary to
ensure that the torque required to rotate the combined compressor and drive shafts is not greater than the
starting and accelerating torque of the driver.

Muhammad Ali Page 8
Introduction to the RAM Series compressor
All cooper Energy Services compressor frames are engineered
for reliable, continuous, heavy duty and trouble free operation.
The balance-opposed design, with two crank throws separated
by a crank cheek, is a modern standard for reciprocating
compressor frames.
Precision designed and connecting rod bearings are thick
walled, steel backed and spilt. The crankshaft is removed
through the top of the base without disturbing the cylinders.
The lube oil pump and the force feed lubricator are gear or
shaft driven and mounted on the auxiliary end cover. Either
may be maintained independently.
Lube oil is drawn from the sump through a strainer that protects the lube oil pump. A full flow tube lube
oil filter with a differential pressure indicator capable of identifying a plugged filter protects all
compressor frame running parts.
All cylinders will fit interchangeable on the standard
crosshead guide. Careful attention is given to the cooling
of cylinders designed for a 1:5:1 to 5:1 pressure ratio. O-
ring provides a seal between the cylinder head and the
cylinder body for nicks, tears and compression set.
The RAM balanced opposed reciprocating compressors
have a range of one to four cylinders. The cylinders are
unique to the RAM compressor in that they are all air-
cooled and range in size from 4.5 to 20.0 inches (114 mm
to 508 mm) in diameter and may be mounted on the
frames in various combinations.

Muhammad Ali Page 9
Components of RAM Compressor
The components of RAM Compressor are enlisted below:
 Common main and rod bearings.
 Gear-driven lube oil pump.
 Removable crosshead shoes.
 Convenient balance weights.
 Precision forged steel crankshaft.
Cylinders
The cylinder is a pressure vessel that
contains the gas in the compression
cycle. Single-acting cylinders
compress gas in only one direction of
piston travel. They can be either head
end or crank end. Double-acting
cylinders compress gas in both
directions of piston travel. Most
reciprocating compressors use
double-acting cylinders. Choice of
cylinder material is determined by
operating pressure. Cast iron is
normally used for pressures up to
1,000 psi. Nodular iron is used for pressures up to 1,500 psi. Cast steel is usually used for pressures
between 1,500 and 2,500 psi. Forged steel is selected for cylinder operating pressures greater than 2,500
psi. A cylinder’s maximum allowable working pressure (MAWP) should be rated at least 10% greater
than the design discharge pressure (minimum 25 psi).

Muhammad Ali Page 10
Crosshead Assembly
The crosshead assembly consists of a pair of shoes, the bolts and nuts to attach the
shoes, and the crosshead. A crosshead is a mechanism used in large reciprocating
engines and reciprocating compressors to eliminate sideways pressure on the
piston. The crosshead is made of ductile iron and is machined to accept two
aluminum. The crosshead pin is a full-floating design. It is secured within the
Crosshead and the eye of the connecting rod by two snap rings. On smaller engines
the connecting rod links the piston and the crankshaft directly, but this transmits
sideways forces to the piston, since the crankpin moves from side to side with the
rotary motion of the crank. A piston rod is attached to the piston and links it to the crosshead, which is a
large casting sliding in crosshead guides, allowing it only to move in the same direction as the piston
travel.
Crankshaft
The crankshaft is the part of the engine that transforms the reciprocating motion of the piston to rotary
motion. The crankshaft rotates in the main bearings located at
both ends of the crankshaft and at certain intermediate points.
More manufacturers tend to favor the use of forged
crankshafts than cast, due to their lighter weight. Crankshaft is
a one-piece design. Drilled holes carry lubricating oil from the
main bearings to the crank pin journals and bearings.
Lubrication continues from this point to the crosshead end of
the connecting rod. The crankshaft extends beyond the frame
at opposite end of the oil pump. A hub mounted on this
extension allows the compressor to be coupled with the driver.
At the point where the crankshaft extends beyond the frame
wall, a seal prohibits oil leakage.

Connecting Rod
In a reciprocating piston engine, the connecting rod or conrod
connects the piston to the crank or crankshaft. Together with
the crank, they form a simple mechanism that converts
reciprocating motion into rotating motion. As a connecting rod
is rigid, it may transmit either a push or a pull and so the rod
may rotate the crank through both halves of a revolution, i.e.
piston pushing and piston pulling. The connecting rod has
two bearing. The big end bearing is built in two halves. It is
made of metal with inner coating of antifriction metal. The
connecting rod small end bearing is built of steel, with inner
coating of antifriction metal. A hole runs through the
Connecting rod for its entire length, to allow passage of oil from the big end to the small end bush.
Compressor valves
The essential function of compressor valves is to permit gas flow in the desired direction and to block all
flow in the opposite (undesired) direction. Each operating end of a compressor cylinder must have two
sets of valves. Most compressors have valves mounted in the cylinders. A relatively new design concept
places the valves in the piston. The valve-in-piston design operates with low valve velocities and
provides longer life cycles and reduced maintenance time.

Different type of valves
The different types of valves are
defined below:
Suction valve and Discharge
valve
The set of inlet (suction) valves
admits gas into the cylinder. The
set of discharge valves is used to
evacuate compressed gas from the
cylinder. The compressor
manufacturer normally specifies
valve type and size.
Plate valves
Plate valves constructed from rings connected by webs into a single plate are a common
valve type. Depending on the sealing plate material, plate valves are capable of handling
pressures as high as 15,000 psi, differential pressures to 10,000 psi, speeds to 2,000 rpm,
and temperatures to 500°F. Plate valves do not perform well in the presence of liquids.
Concentric ring valves
Concentric ring valves are capable of handling pressures to 15,000 psi, differential
pressures to 10,000 psi, speeds to 2,000 rpm, and temperatures to 500°F.
Blowdown valve

The blowdown valve relieves trapped pressure when the compressor is shut down for
maintenance. Valve control is typically automatic but is sometimes
manual at some small, onshore compressor installations.
The Relief valve (RV)
A type of valve used to control or limit the pressure in a system or
vessel which can build up for a process upset, instrument or
equipment failure, or fire. The pressure is relieved by allowing the
pressurized fluid to flow from an auxiliary passage out of the
system.
Check valve, clack valve, non-return valve or one-way
valve
A valve that normally allows fluid (liquid or gas) to flow through
it in only one direction. Check valves are two-port valves, meaning
they have two openings in the body, one for fluid to enter and the
other for fluid to leave.

Reciprocating compressors and its types w.r.t Stages
They use pistons driven by a crankshaft. They can be either stationary or portable, can be single or
multi-staged, and can be driven by electric motors or internal combustion engines. Small reciprocating
compressors from 5 to 30 horsepower (hp). Large reciprocating compressors well over 1,000 hp (750
kW). Discharge pressures can range from low pressure to very high pressure (>18000 psi or 180 Mpa).
There are two types of Reciprocating compressor with respect to stages:
 Single Stage Reciprocating compressor.
 Multi stage reciprocating compressor.
Single stage Reciprocating
Compressor
It is used for compressing air and it is
satisfactory for all ranges of pressure it consist
of a cylinder in which a piston reciprocates
the piston is driven by crank through
connecting rod. The crank is mounted in a
crank case. The values are generally pressure
differential type in which gas will enter in
suction valve and release from discharge
valve.

Multi-Stage Reciprocating
Compressor
In multi-stage each cylinder has its own
inlet and outlet. Multi-stage is used to
maximize the efficiency of compressor. At
every stage pressure increases to some
extent.
Single stage Reciprocating compressor
(Releasing from depleted gas well and compresses, to increase its pressure)
To the stage of compressor
Scrubber controls gaseous emission
Passes through slug catcher for settling sand particles
Subjected to cooler for cooling ot down
Hot Gases from well

Types of Reciprocating Compressors (w.r.t Speed)
There are two types of reciprocating compressors with respect to Speed:
 High speed (separable)
 Low speed (integral)
The American Petroleum Institute (API) has produced two industry
standards, API Standard 11P and API Standard 618, which are frequently
employed to govern the design and manufacture of reciprocating
compressors.
Separable compressors
The term “separable” is used because this category of reciprocating
compressors is separate from its driver. Either an engine or an electric
motor usually drives a separable compressor. Often a gearbox is required
in the compression train. Operating speed is typically between 900 and
1,800 rpm. Separable units are skid mounted and self-contained.
Separable compressors are usually arranged in a balanced-opposed
configuration characterized by an adjacent pair of crank throws that are
180 degrees out of phase and separated by only a crank web. The cranks
are arranged so that the motion of each piston is
balanced by the motion of an opposing piston.
Integral compressors
The term “integral” is used because the power
cylinders that drive the compressor are mounted
integrally with the frame containing the compressor
cylinders. Integral units run at speeds of between 200
and 600 rpm. Integral compressors may be equipped
with two to ten compressor cylinders with power
ranging from 140 to 12,000 hp. Integral compressors
typically have compressor and engine-power cylinders
mounted on the same frame and are driven by the same
crankshaft. Cylinders in integral compressors are
usually arranged on only one side of the frame (i.e., not
balanced-opposed).

Single and Double acting Reciprocating Compressor
Reciprocating engine cylinders are often classified by whether they are single or double acting,
depending on how the working fluid acts on the piston.
A single-acting cylinder in a reciprocating
engine is a cylinder in which the working
fluid acts on one side of the piston only. A
single-acting cylinder relies on the load,
springs, other cylinders, or the momentum of
a flywheel, to push the piston back in the
other direction.
A double-acting cylinder is a cylinder in
which the working fluid acts alternately on
both sides of the piston. In order to connect
the piston in a double-acting cylinder to an
external mechanism, such as a crank shaft, a
hole must be provided in one end of the
cylinder for the piston rod and this is fitted
with a gland or 'stuffing box' to prevent
escape of the working fluid. A double-acting hydraulic cylinder has a port at each end, supplied with
hydraulic fluid for both the retraction and extension of the piston. A double-acting cylinder is used
where an external force is not available to retract the piston or where high force is required in both
directions of travel.
Cooling Requirements
The primary purpose of any water treatment is to protect the surface of the cooling system from
cavitations, scaling or sludge, corrosion deposits that would reduce the transfer of heat to the coolant. It
is the responsibility of the operators/users to consult with reliable vendors of cooling system treatments
in order to adequately protect the equipment from damage caused by cavitations, corrosion, scale or
sludge formation and other water treatment related problems.
Cylinder cooling
The heat of compression and friction between the piston rings and the cylinder add heat to the cylinder.
Removing some of this heat is beneficial to the performance and reliability of the compressor in several
ways. Cylinder cooling reduces losses in capacity and power caused by suction gas preheating. It can be
assured by maintaining the cylinder jacket coolant temperature at least 10°F above the suction gas
temperature. It is recommended that the cylinder not be more than 30°F above the suction gas
temperature.

Cooling Systems
The power input to the compressor is
converted to heat in the compression
process. This heat is removed by a
cooling system for two primary
reasons: (1) to prevent the compressed
air and various compressor parts from
reaching excessively high
temperatures, and (2) to improve the
efficiency of multistage compressors
by increasing the density of air
between stages of compressions. The
standard Cooling System has a
centrifugal pump that is driven by a
gear. Types of cooling systems
include: Air-cooled, Static, Thermo
siphon, Pressurized.
Air cooled
Air-cooled systems are used for small throughputs and low heat loads. Cooling fins provide a sufficient
surface area to cool the cylinder.
Static
Static systems are sometimes used on small compressors to assist air-cooled systems. Cooling fluid
functions as a static heat sink and acts more as a heat stabilizer than a cooling system. Some heat is
transferred from the system by conduction to the atmosphere.
Thermo siphon
The driving force for a thermo siphon derives from the change in density of the cooling fluid from the
hot to cold sections of the system. API Standard 618 permits use of this system when discharge gas
temperatures are below 210°F or when temperature rise across the cylinder is less than 150°F.

Pressurized
Pressurized cooling systems are the most common. In locations where cooling water is not available, a
self-contained, closed cooling fluid system may be used. The system consists of a circulating pump,
surge tank, and a fan-cooled radiator or air-to-liquid heat exchanger. The radiator may have multiple
sections—one for cylinder coolant, one for cooling lube oil, and one (or more) for cooling discharge gas.
The cooling fluid is either water or a mixture of water and ethylene glycol. The crankshaft usually drives
the circulating pump.
Effects of H2S on the Human body at various concentrations
Sour gas or hydrogen sulphide (H2S) is a highly corrosive and extremely toxic gas. It is colorless and
smells like rotten eggs. In the higher concentrations it will kill your sense and impede your ability to
detect it.
The below table shows the concentration of H2S of different parts per million (ppm) with their effects:
H2S Concentration Effects
1 ppm (0.0001 %) Detectable “rotten eggs” odor.
100 ppm (0.01 %) Kills sense of smell in 3 to 5 minutes.
200 ppm (0.02 %) Kills sense of smell rapidly.
500 ppm (0.05 %) Loss of reasoning ability and sense of balance.
700 ppm (0.07 %) Rapid loss of consciousness and breathing.
1,000 ppm (0.10 %) Immediate unconsciousness.
Alarms and Shutdowns
Each unit is equipped with a specified complement of electrically or pneumatically operated alarm
and/or shutdown devices. These devices are designed to protect the unit in the event of any abnormal
operation or any malfunction which may occur.

The most common recommended Alarm set points are listed below:
Alarm/Shutdown Normal
Condition
Alarm Point Shutdown Point
Oil Pressure in
Header
45-55 psig (310-
380 kPag)
25 psig (173 kPag) 20 psig (138 kPag)
Oil Temperature
out of the Frame
160-180°F (71-
82°C) Out
185°F (85°C) Out 190°F (88°C) Out
Vibration Nominal 1/4-3/8 turn from normal
condition
3/8-1/2 turn from normal
condition
Gas Temperature Suction (TS) or
Discharge (TD)
20°F (11°C) above TS or
TD
25°F (14°C) above Tout
or Tin
Water Temperature Tin or Tout 20°F (11°C) above Tout or
Tin
25°F (14°C) above Tout
or Tin
Gas Pressure Suction (PS) or
Discharge (PD)
5% below PS
5% above PD
10% below PS
10% above PD
Different Types of Gauges
Gauges provide indications of engine performance. The different types of indicators are discussed
below:
Engine Oil Pressure
This gauge indicates the pressure of the engine oil. The typical range at low idle rpm is 186 to 344 kPa
(27 to 50 psi). The typical range at rated rpm is 345 to 600 kPa (50 to 87 psi).
Oil Filter Differential Pressure
This gauge indicates the difference in pressure between the inlet side and the outlet side of the engine oil
filters. Replace the engine oil filter elements when the oil filter differential pressure reaches 103 kPa (15
psi).
Jacket Water Coolant Temperature
This gauge indicates the temperature of the engine coolant at the outlet of the jacket water. The
operating range is 88 to 100°C (190 to 210°F. Engines that use fuel with a low Btu content may have
temperatures up to 110°C (230°F). Cogeneration engines may have a maximum temperature up to
127°C (260°F).

Inlet Manifold Air Temperature
This gauge indicates the inlet manifold air temperature to the cylinders. The sensor for inlet manifold air
temperature is located the after cooler.
Pyrometer
The pyrometer indicates the temperature of the exhaust gas of each individual cylinder.
Service Hour Meter
The meter indicates the total number of clock hours of engine operation.
Fuel Filter Differential Pressure
This gauge indicates the difference in fuel pressure between the inlet side and the outlet side of the fuel
filter. For high pressure gas fuel systems, service the fuel filter when the fuel filter differential pressure
reaches 34 kPa (5 psi). For low pressure gas fuel systems, service the fuel filter when the fuel filter
differential pressure reaches 1.7 kPa (0.25 psi).
Air Cleaner Differential Pressure
This gauge indicates the difference in air pressure between the inlet side and the engine side of the air
filter element. For optimum engine performance, replace the air elements when the air cleaner pressure
differential reaches 2.5 kPa (10 inches of H2O). Maximum air cleaner differential pressure is 3.7 kPa (15
inches of H2O).
Engine oil Temperature
This gauge indicates the engine oil temperature after the oil has passed through the oil cooler. The oil
temperature is controlled by an 82°C (180°F) temperature regulator that is in contact with the oil. The
maximum oil temperature at rated rpm and rated load is 104°C (220°F).
Coolant Pressure
This gauge can be used for jacket water pressure or auxiliary water pressure. On cogeneration engines,
this gauge is a differential pressure gauge.

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