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The twin-saddle support of horizontal multi-layered


GRP vessels-theoretical analysis, experimental
work and a design approach
A s Tooth, BScTech, MScTech, PhD, CEng, FIMechE, AMCT, W M Banks, BSc, MSc, PhD, CEng, FIMechE, FIM,
C P %ah, BEng, MPhil and B A Tolson,* BEng, PhD
Department of Mechanical Engineering, University of Strathclyde, Glasgow, Scotland

The maximum stress in a storage vessel generally occurs in the region of the support. In the case of lwin-saddle-supported horizontal
vessels used for liquid storage under modest operational pressure, the strain on the inside suflace of the vessel, at the top of the support,
is tensile. This can create problems in glass-reinforced plastic (GRP) composite vessels since local cracking of the inner surface may
allow liquid ingress to the glass through the matrix with consequent premature local failure. This paper extends the earlier work done
at the University of Strathclyde, Glasgow, on metallic vessels (assumed isotropic) and outlines a thin-shell analysis, appropriate for the
layered GRP vessel, to derive the strain levels in the support region. Over several years experimental work has been carried out on a
range of GRP vessels of various sizes. Of particular note three full-size GRP vessels have been extensively strain gauged and hydrauli-
cally tested to provide experimental results to validate the theoretical analysis. Using this analysis, a parametric survey has been
conducted and a design approach presented, to enable the maximum strain to be determined for the symmetric laminated horizontal vessel.

NOTATION stiffness matrix for the generally


distance of saddle centre profile from orthotropic and specially orthotropic
lamina respectively; defined in refer-
vessel end (see Fig. 2)
saddle width [BS 5500 (l)] (see Fig. ence (3)
radius at top of saddle
2) mean radius of the cylindrical vessel
mean diameter of the cylindrical
vessel overall wall thickness of vessel
tensile, coupling and flexure moduli mid-surface displacements in the x, 8
[BS 4994 (2)] and radial directions (see Fig. 1)
tensile moduli in the circumferential coordinates in the axial, circum-
and axial directions ferential and radial directions (see
circumferential stress at the horn [BS Fig. 1)
5500 (l)] total reaction at one of the saddles
correction factor = [BS 5500 (l)]
shear modulus angle subtended by half discrete area
discrete areas in the 8 and x direc- size in the 8 direction
tions half discrete area size in the x direc-
general discrete areas in the 8 and x tion
directions maximum strain calculated from rig-
length of vessel (barrel length) orous analysis
integers, denoting number of terms maximum strain calculated using a
used in Fourier series in circum- British Standard approach
ferential and axial directions respec- mid-surface strains in the axial and
tively circumferential directions
total saddle angle
stress resultants (see Fig. 1) curvatures and twist for axial and
modified stress resultants circumferential directions
maximum number of layers (that is coeflicient of friction between saddle
laminae) in the wall of the vessel and vessel
NA, NC total number of discrete areas in the Poisson's ratio in the 8x plane
x and 8 directions rotations about the x, 0 and z axes
externally applied loading in the x, 0
and radial directions
loading and displacement coeficients 1 INTRODUCTION
in the x, 8 and radial directions The correct choice of tankage for the storage of hazard-
ous liquids in the process plant environment requires
The MS was received on 22 September 1993 and was accepted fur publication on assiduous consideration. A barrier is necessary to
25 January 1994.
* Present address: Department of Marine Technuloyy, University of Newcastle- protect the vessel to ensure its long-term structural
upon-Tyne. integrity. In the case of carbon steel vessels this is often
E02293 @ IMechE 1994 Proc Instn Mech Engrs Vol 208

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