OFFSHORE TECHNOLOGY CONFERENCE

6200 North Central Expressway

Dallas, Texas 75206
=~ OTC 1192
THIS IS A PREPRINT --- SUBJECT TO CORRECTION

Khazzan Dubai 1: Design, Construction and

Installation

By

R. S. Chamberlin, Chicago Bridge & Iron Co.

I'D Copyright 1970

Offshore Technology Conference on behalf of American Institute of Mining, Metallurgical, and

Petroleum Engineers, Inc., The American Association of Petroleum Geologists, American Institute of
Chemical Engineers, American Society of Civil Engineers, The American Society of Mechanical
Engineers, The Institute of Electri~al and Electronics Engineers, Inc., Marine Technology Society,
Society of Exploration Geophysicists, and Society of Naval Architects & Marine Engineers.

This paper was prepared for presentation at the Second Annual Offshore Technology Conference
to be held in Houston, Tex., April 22-24, 1970. Permission to copy is restricted to an abstract
of not more than 300 words. Illustrations may not be copied. Such use of an abstract should
contain conspicuous acknowledgment of where and by whom the paper is presented.

ABSTRACT located sixty miles offshore in

In early August, 1969, a
15,000-ton, bottomless offshore
oil storage tank was completed on
the shore of the Trucia1 Coast of
the sheikdom of Dubai. The suc-
cessful launching, towing and
submerging of the tank were spec-
tacular operations receiving world-
wide attention. These operations,
however, were preceded by extensive
research and development programs
to answer the many questions
surrounding a new or different
structure. These include tests
of crude and salt water, handling
of sludge, model test work and
development of construction and
installation techniques.
INTRODUCTION
Khazzan Dubai #1, a 500,900-
barrel oil storage tank, placed
in service December, 1969, is
References and illustrations at
end of paper.
154 feet of water. The structure,
the first of its kind, stores oil
produced from the Fateh Field.
Dubai Petroleum, a wholly owned
subsidiary of Continental Oil
Company, operates the field for
its partners, Dubai Marine Area
Ltd. (Compagnie Francaise des
Petro1es and British Petroleum),
Deutsch Erdo1-Aktiengese11schaft,
Dubai Sun Oil Company and Contin-
ental Oil Company. Hispanoi1 has
now replaced British Petroleum
as a partner of the DUMA group.
The 15~000-ton structure (Figure
1) is 270 feet in diameter and
over 200 feet in height. It has
no bottom and operates on the
water displacement principle. It
is always full with either water
or oil or a combination of the
two. Filling is accomplished by
placing oil in the tank above
water. The additional weight of
the oil on the water creates an
imbalance in pressure which forces
the water out of the tank through
openings in the wall.
I-440 KHAZZAN DURAl #1: DESIGN, CONSTRUCTION AND INSTALLATION
The unusual structure requires
special construction techniques
which enable it to be built on-
shore, launched and towed some
sixty miles to its offshore loca-
tion. The launching, towing and
submerging were spectacular opera-
tions that created worldwide
interest throughout the industry.
Behind the success of the struc-
ture, however, were many years
of meticulous study and research.
A new structure such as this
brings up unique and special oper-
ating conditions which must be
considered. These include salt
pickup by the oil and sludge
buildup at the oil/water inter-
face.
Gaging techniques must be used
to remotely monitor the oil/water
interface, divert the incoming
stream once the tank is filled or
shut down the pumps once the tank
is empty. Certain operating
advantages are expected: free
water will automatically precipi-
tate to the water below the oil/
water interface, decreasing the
salt content of the crude, and
large buildup of wax or heavy
ends at the interface can be
removed by pumping when the tank
is stripped out.
The open sea location where
the tank is installed gives ample
opportunities for wind to generate
large waves (over 39 feet in
height with 10-second periods).
Coupled with storm-driven currents,
these waves create tremendous
forces on the oil storage tank.
These large forces are resisted
by an anchorage system consisting
of 36"<1> steel piles cemented into
the sea floor.
Sacrificial anodes were
selected for the corrosion protec-
tion system, but even here a
special test was performed in the
Gulf of Mexico to determine that
adequate current density was
being provided on all parts of
the heavily stiffened structure.
A number of model tests were
conducted to verify design assump-
tions and determine the horsepower
required to tow the structure at
a reasonable speed. Model tests
were also performed to demonstrate
stability during all phases of
the submerging operation.
OTC 1192
STRUCTURAL DESIGN
The structural design of the
offshore storage tank requires
review and analysis of each
element under three separate
conditions. The tank first must
be able to store the product
which means withstanding the
buoyant effect of the oil. In
addition, it must be designed to
resist the forces created by the
environment when the tank is full
of oil or water. A completely
different set of conditions exists
during submergence of the tank,
and in certain areas high stresses
are developed that govern the
design.
Figure 2 is an engineering
drawing showing major dimensions.
As is customary in the indus-
try, a 100-year storm wave with
the characteristics noted in
Table 1 was selected for design
purposes.
The roof, a portion of a
sphere, is under tension when
the tank is full of oil. The
membrane stress under this condi-
tion is quite low and does not
govern the design. The hydrody-
namic loads under the design
wave create high compressive
loads in the roof when the tank
is full of water. The roof,
stiffened in two directions, is
designed for the external load
using critical buckling with a
factor of safety of 2.0. In
addition to designing for local
buckling, the roof was also
checked for overall stability
including a condition of non-
symmetrical wave loadings. The
center bottle offered substantial
stiffness to the roof enhancing
its overall stability.
The thickness of the roof
plate in the area adjacent to
the conical transition section
is governed by the stresses
experienced during submergence.
Under this condition, these plates
have high circumferential compres-
sive stresses,~nd a factor of
safety of 2.0 was used in the
design.
The shaft is designed for
external hydrostatic and hydro-
dynamic loads, while the cone is
designed for hydrodynamic loading.
OTC 1192 R. S. CHAMBERLIN
These members are designed for
critical circumferential buckling
stresses with a factor of safety
of 2.0 and longitudinal stress
allowable based on AWWA Standards
with a 25% increase when storm
loads are included.
At locations where there is a
discontinuity in the geometric
shape, secondary stresses had to
be considered. One such area is
the three-way intersection of the
roof, cone and bottle. In these
areas of discontinuity, all members
were designed to meet ASME Section
III criteria for secondary stresses
for maximum allowable fiber and
membrane stresses.
Fatigue was considered in the
design. Minor's law for cumulative
damage was used. Cyclic loading
created by waves in the open sea
for a 30-year period is the major
factor in the fatigue analysis,
but the normal filling and empty-
ing cycles were also considered.
The 80'~ bottle's (Figure 3)
primary function is to assist in
the submerging operation and, for
reasons of economy, was designed
for an internal pressure that
would balance the external pres-
sure it would experience during
submergence. The bottle was
designed for internal pressure,
using API Standard 620 stresses.
During the submerging operation
as water is added to the bottle,
the pressure is allowed to build
up but is counter-balanced by
external water pressure. However,
during the latter part of submer-
gence, some air is vented; so the
net pressure does not exceed the
design pressure.
The eccentric attachment of the
piles to the structure creates
large bending moments in addition
to shear load. The lower portion
of the wall is heavily stiffened
to resist these high loads and
transfer them to the other portions
of the structure. The design did
not take into account the strength
of the concrete encased in the toe
and the wall. Reinforcing in the
concrete was used to tie the two
steel shell plates together.
In the early stages of design,
it was decided that the material
used in the structure should
exhibit a certain degree of notch
I-441
toughness. As a criterion, the
finished structure was to have
15 foot-pounds of energy as
measured by Charpy V-notch speci-
mens at the operating temperature
which was assumed to be 50°F. To
accomplish this, a material was
selected that had a Charpy V of
15 foot-pounds at O°F in the as-
rolled condition. By selecting
materials with this property, the
expected loss of ductility during
fabrication would not be enough
to exceed the basic requirement
for the completed structure.
A modified ASTM A-442-60
material was selected for the
shell girder, roof, cone, shaft
and the upper course of the
shell of the bottle. The two
large girders at the base of the
cone and the shaft were made from
ASTM 516, Grade 60 material.
Structural material and the
balance of the plate material
conformed to ASTM A-283, Grade C
with the exception of the heavier
thickness of the pile which was
procured to an A-36 specification.
Three thousand psi concrete was
used made according to ACI Speci-
fication 318-63.
A combination of manual and
automatic welding was used
throughout with all procedures
qualified in accordance with the
requirement of Section IX of the
ASME Boiler and Pressure Vessel
Code.
X-ray, ultrasonic and magnetic
particle examinations were used
throughout as quality control
tools. All of the inspections
were performed in accordance with
the requirements of API Specifica-
tion 650. Critical joints consis-
ting of shaft-to-cone, roof-to-
bo~tle, roof-to-shell and radial
tube joints to shell and skirt
were all 100% inspected using a
combination of the previously
described methods.
The center bottle was air
tested to one and one-quarter
times the design pressure.
The dome roof and double wall
shell were checked for tightness
using a low pressure air test
with a soap bubble inspection of
all exposed seams. In addition,
a low pressure vacuum test was
performed on the same elements.
I-442 KHAZZAN DUBAI #1: DESIGN. CONSTRUCTION AND INSTALLATION
MODEL TESTING
The large submerged offshore
oil tank placed in relatively
shallow water presented a diffi-
cult engineering problem too
complicated for rigorous mathe-
matical analysis. As a result,
a model test program was under-
taken. This would determine
magnitude and characteristics of
forces on the model resulting
from wave action.
Froude scale models were used
for testing. This was done
because inertial forces are domi-
nant and the Froude number is the
same for both model and the full
size structure. This approach
minimizes dynamic scaling errors.
Three different models were
constructed, all scaled 1:48.
Testing was done at the San
Diego Marine Technology Center
(MTC) of General Dynamics
Corporation. The wave channel
is 320 feet long, 12 feet wide
and 6 feet deep. A hydraulically
operated, compound wedge wave
generator is able to generate
regular sinusoidal waves over a
wide range of length and period.
The wave profile was measured
by resistance and capacitance
type wave measuring devices. The
probe output is processed by an
oscillograph and reproduced on
photographic paper.
The model is supported verti-
cally by four load cells that are
used to measure vertical loads.
One load cell is used to measure
horizontal loads. A block sche-
matic is shown on Figure 4.
A series of waves was run, one
with a 1.S-second period and a
height of 9.75 inches, which cor-
responds to the design wave.
Other waves with various lengths
and periods were used to develop
data to correlate the model test
with theory and also to show the
influence of wave length on force.
Some of the results are noted in
Table 2.
The horizontal and vertical
forces measured on the model
varied slightly from those com-
puted. In final design the
dynamic loads were increased 30
percent over those noted in Table
2 as an added safety factor.
OTC 1192
TOWING TESTS
The basic concept of onshore
construction implies the need for
towing the structure in the open
sea to its offshore location.
Because of the importance of this
requirement, towing tests were
performed using a 1:48 Froude
scale model.
A series of tests was performed
at General Dynamics' MTC towing
basin. The model was towed at
various drafts under varying sea
conditions to determine horsepower
requirements.
The towing of the completed
structure was performed by two
tugs, one 9,000 horsepower and
one 4,000 horsepower. The 60-
mile journey required about
fifteen hours. The actual results
compared favorably with the model
tests.
Specifications required the
submerged storage tank to be
located within 100 feet of a
predetermined location. Once
again, this required moving the
completely submerged tank by
the tugs. Model tests were per-
formed to simulate this condition
at CB&I's Research Facility in
Plainfield, Illinois.
During final placement, the
two tugs were placed 180 0 apart.
They maneuvered the submerged
tank with ease. Final location
of the tank was well within the
tolerance - again demonstrating
the value of the model testing.
CONSTRUCTION
During the early phases of
design, it was concluded that the
tank should be constructed onshore
for reasons of logic and economy.
This approach, however, creates
the problem of moving and launch-
ing the lS,OOO-ton structure after
completion. -
A number of different construc-
tion and launching techniques were
considered. The two most promis-
ing schemes were a single or
double graving dock.
Before selecting the method,
a site had to be located rela-
tively close to shore with com-
patible onshore and offshore
topography.

OTC 1192 R S. CHAMBERLIN
A number of different sites
were considered and the soil
geology tested to determine ground
water elevation, percolation rate
and general characteristics of
the soil. If a single graving
dock were to be used~ the excava-
tion would be some 1z feet below
the mean sea level which would
require constant dewatering;
while on the other hand, if a
double graving dock arrangement
were used, both the construction
area and launching area would have
to retain an 8-foot head of water
while the tank is being moved
from the construction area to the
launching area.
Small pits 30 to 40 feet in
diameter were dug and filled with
water to determine seepage rate.
Dikes were also constructed and
the surface treated with various
materials such as a soil/cement
mixture, asphalt compound and
polyethylene film. Water was
then pumped into these to deter-
mine the leakage rate.
At the conclusion of the tests,
it was decided that a double
graving dock scheme should be
used (Figure 5). The construction
area was excavated 1 foot above
sea level and the launching area
excavated 12 feet below sea level.
The structure is completely
assembled in the construction
area, including placement of the
concrete in the outer wall. Once
completed, the construction area
is diked, and water added so its
level is 8 feet above the construc-
tion area elevation. The tank is
then floated and moved to the
launching area (Figure 6).
Once in the launching area,
the breach is removed and the tank
is ready for its trip to the sea
(Figure 7).
To float the open bottom struc-
ture, air is pumped under the roof
and pressurized until it supports
the weight of the tank. In this
condition~ the draft of the tank
is about ~ feet. The central
container or bottle is pressurized
independently of the roof with a
pressure high enough to balance
or exceed the external water
pressure expected during the sub-
merging operation. The tank is
launched in this condition.
I-443
TOWING AND SUBMERGING
During towing and the first
phase of submerging, the struc-
ture is extremely stable; since
the circular wall cuts a large
water plane area (Figure 8). If
the structure tips, the wall acts
like an outrigger on a canoe;
and the weight of the wall coming
out of the water increases, and
the apparent weight of the wall
on the other side decreases
creating a large righting force.
Once on location, submerging
begins by venting the air under
the roof. This increases the
draft and the structure remains
stable and plumb until the outer
wall is submerged (draft - 31
feet). When this point of sub-
mergence is reached, the center
of gravity of the structure is
still above the center of buoy-
ancy and the structure rotates
about the radius of curvature
of the roof (180' R) lifting a
portion of the concrete-filled
wall out of the water (Figure 9)
creating a righting moment.
Venting of the air under the
roof continues and the tank
slowly returns to a vertical
position (Figure 10). The center
container or bottle supports the
entire weight of the structure
and the center of buoyancy has
moved above the center of gravity.
The structure is now stable in
an upright position. To continue
submerging, water is pumped into
the bottle increasing the draft
which is controlled by the buoy-
ancy provided in the cone and the
shaft. Pumping continues until
the structure is on the bottom
(Figure 11). The design is such
that the draft can be controlled
at any depth within the design
limit and all the operations
reversed to bring the structure
back to the surface.
Once the structure is on the
bottom, enough water is added to
the bottle to give it negative
buoyancy to hold it on location
while the piles are placed around
the periphery. After the piles
have been installed, the bottle
is flooded and covers removed from
manholes in the bottle. The bottle
now communicates with the volume
1-444 KHAZZAN DUBAI :/11: DESIGN, CONSTRUCTION AND INSTALLATION
under the roof and becomes part of
the storage volume.
PILE DESIGN AND PLACEMENT
The submerged storage tank is
subjected to large dynamic forces
created by wind-driven waves and
currents. In addition, the weight
of the structure changes with the
addition of oil. Table 3 shows
the loads the tank must resist
while operating under severe storm
conditions.
A suitable site for the tank
was located reasonably close to
Dubai Petroleum's production plat-
form. A site investigation was
made. It included a hydrographic
and a seismic survey and a soil
boring operation. The selected
site was relatively level with a
slope of about 1 foot in 100 feet.
The soil at the mud line consisted
of sand and silt to a depth of
about 3-1/2 feet to 8 feet below
the mudline. A hard, well-cemented
limestone cap rock layer with an
average thickness of 5 feet under-
lies the sea bed material. The
remaining stratum, extending to a
depth of 100 feet, consisted of
alternating layers of well-cemented
limestone, weakly-cemented limestone,
clay silts and sands.
Soil conditions at the site sug-
gested a grouted-in-place piling
rather than a more conventional
driven piling. Experience of
others in the area confirmed this
when a driven pile had to be
placed to great depths in order
to develop the vertical load-carry-
ing capacity required.
Individual piles were designed
to resist the maximum lateral,
uplift and downward forces. Thirty-
six-inch O.D. piles were cemented
into the soil with a neat cement
that had a 28-day compressive
strength of 3,000 psi.
The piles were designed for
lateral loads by treating them as
a beam on elastic fbundation. The
pile was considered fixed in the
structure and penetrated the cap
rock 2 feet below the base of the
tank. The maximum stress in the
pile occurs under the moment
imposed by the maximum lateral
load, plus an axial load acting
simultaneously with it.
OTC 1192
A full scale pullout test was
performed to verify design assump-
tions and to demonstrate that
neither a steadily applied load
nor a cyclic load caused progres-
sive soil failures.
The piles were placed from a
jack-up rig (Figure 12). Six
anchor lines were used for moving
and positioning the barge. Two
of the lines were attached to the
30'~ shaft of the tank. This
procedure permitted accurate
positioning of the barge over the
flange of the submerged tank.
A 42-inch hole was drilled 100
feet deep using a 24-inch tricone
bit, 32-inch hole opener and a
42-inch underreamer (Figure 13).
After the drilling was completed,
the pile was lowered into the
predrilled hole. It was c~mented
to the formation using a neat
cement with a 28-day strength of
3,000 psi (Figure 14). The pile
was then grouted to the structure
(Figure 15), with an expanding-
type grout. Full scale tests of
the grouted connection were con-
ducted, and it was shown that
the connection developed greater
strength than the pile.
OPERATIONAL CONSIDERATIONS
Salt Pickup
One problem crude producers face
is contamination of their crude
by salt. Foreign crude producers
are faced with a specification
that permits only 10 pounds of
salt per 1,000 barrels of crude.
This stringent specification
required special study, since the
crude floats on the salt water
in the submerged storage tank.
The study noted that the
important cause of salt pickup in
oil is emulsification of brine in
the oil. There are th~ee probable
causes of such emulsification:
1. Disturbance of the free
interface between the crude oil
and salt water.
2. Film of oil remaining on
the walls of the tank as the oil
is withdrawn.
3. Funneling or sucking down
at the outlet pipe.
A number of samples of crude
were tested. They demonstrated
OTC 1192 R. S. CHAMBERLIN
that the flow rates expected
throughout the structure were so
low that only a mild disturbance
of the oil/water interface could
be expected. The expected flow
rates would not cause emulsifica-
tion. The test also demonstrated
that a great deal of kinetic energy
must be supplied to create a true
emulsion between the oil and salt
water.
To simulate the film of oil on
the wall of the tank, a test was
performed using a plastic appara-
tus. The apparatus is preferen-
tially wet by oil as steel. would
be. The crude sample used for the
experiment contained approximately
42 pounds of salt per 1,000 barrels
of crude. One of the experiments
was done at the actual linear rate
of movement. A second one was
done at double the rate. In each
case the interface was recycled up
and down forty times to far exceed
any anticipated recycling in the
actual tank. The results of three
samples from the first run were
noted on Table 4.
It can generally be concluded
that there was no salt pickup in
the crude, as the discrepancy in
the results is well within testing
tolerance.
The other possible and most
likely means of emulsification of
the oil would be at the oil outlet
where a vortex action might suck
salt water with oil into a pump
outlet. To circumvent this, one
of the capacitance probes monitors
the interface at a point where
this would not occur and shuts the
pump off.
Handling Sludge
Many of the crudes produced in
the Middle East have a high wax
make-up. When the oil is stored,
it undergoes slow cooling with
some crystallization of the high
melting wax fractions which settle
to the bottom. Sand, emulsified
oil, asphalt and other impurities
also settle with the wax during
storage. In conventional ground
storage tanks, the bottoms have
to be removed periodically to pre-
vent clogging of pipelines and
decrease in storage capacity.
A typical sample of Middle East
I-445
sludge was obtained with the
properties noted on Table 5.
The sludge was compared with other
published data for tank bottom
wax/oil mixtures, and the plastic
properties estimated by extrapola-
tion. With the sludge in question,
it appeared that the plastic point
would be approximately -50°F.
This indicates the wax would be
in the plastic stage at the opera-
ting temperature - even under the
most severe conditions.
From these properties, it is
apparent that the wax would flow
to the interface and flow freely
along it. The other heavy ends
would also end up on the interface
floating on the water.
The inverted funnel shape of
the submerged storage tank has an
advantage over a conventional
ground storage tank, because all
of the sludge can be conveniently
collected at a single outlet
point. This permits a number of
different methods to be considered
for removing the sludge. By
mixing it with hot oil, for
example, a slurry can be obtained
that can be pumped in a conven-
tional manner. The second method
would be to add heat through a
coil to melt the wax in the sludge
and pump it out at periodic inter-
vals. Another possible method
would be to remove it by a
separate mechanical pumping system.
Another possible concern is
coating of the structure with
paraffin. Others havelstudied
this problem and Jorda studied
paraffin deposition on metal sur-
faces of different roughnesses.
He says that slowly cooled crude
oil will not cause serious depo-
sition on the surface. The
deposition, he feels, is also
dependent on the nature of the
wax and the velocity past the
interface. From the expected
flow rates in the tank, there
appeared little likelihood of
clogging of the holes in the oil
inlet or transfer nozzles. Some
minor deposition may occur on the
walls of the tank, but since the
oil is cooled slowly and uniformly,
the deposition will more likely
end up at the oil/water interface.
•
Corrosion Protection
1-446 KHAZZAN DUBAI #1: DESIGN, CONSTRUCTION AND INSTALLATION
A sacrificial anode system was
selected for corrosion protection
of the surface below the mean sea
level, both internally and exter-
nally. The water at the offshore
location has a resistivity in the
range of 18-22 ohm-centimeters
and a sacrificial system has
proved very workable on other
structures located in the same
area.
This structure did present one
unusual problem due to the size
and spacing of the roof stiffeners
(Figure 2). The distribution of
the current is very important in
obtaining satisfactory protection,
and it was felt that the stiffeners
could possibly cause some shielding
with an attendant poor current
distribution.
In view of the complexity of
the structure, a test panel was
constructed and tested. These
tests indicated a need for over-
lapping of anode zones to provide
adequate current density and to
insure protection of all surfaces.
The anodes were installed on the
structure as suggested by the
test. Recent reports indicate a
satisfactory polarization and
current distribution at the
reference cells on the completed
structure.
Gaging
A number of different methods of
gaging were considered - includ-
ing a specially designed float
capable of floating on the oil/
water interface. A perforated
tape attached to the float would
operate a counter to indicate
liquid level in the tank.
Another explored system
involved a set of differential
pressure transmitters to sense
the interface of five different
elevations in the tank. The
measurements in this system would
have been made by means of
bubblers located at specific
locations in the tank.
The selected system is a set
of capacitance probes capable of
detecting the oil/water interface.
They are placed at four different
elevations in the tank and are
monitor~d remotely on the opera-
ting platform. One probe is
OTC 1192
located at the lowest level in
the tank. It indicates when the.
tank is·full and diverts the
incoming oil flow to the other
storage tanks. A second probe,
located at the upper part of the
tank, indicates that the tank
is empty of oil and shuts the
pumps off.
Gaging tables have also been
provided for use with the capaci-
tance probe monitoring system.
As a further check, flow meters
record volume placed into storage
and pumped to tankers.
CONCLUSION
The successful installation
and operation of Khazzan Dubai
#1 is another step forward for
the offshore oil industry.
Storage of crude at an offshore
producing area gives the producer
an alternate method of developing
a field.
In the current installation,
the tank is used for storage only.
However, in future installations
the inherent strength of the
structure can be used for suppor-
ting a platform or attachment of
a tanker mooring device. If
either is used, the overall value
of the structure will be increased.
Model testing has proven to
be an invaluable aid during the
many phases of design of the
structure. Extensive use of
models was made to determine
towing characteristics and sub-
merging sequence. In addition,
model testing was used to confirm
design assumptions of the wave
forces on the large submerged
objects.
Subscale and full scale tests
were performed on the grouted
pile-to-structure connection. A
full scale pile pull-out test
demonstrated that the expected
pile loading would not cause
progressive soil failures.
REFERENCE
1. Jorda, R. M., "Paraffin
Deposition and Prevention
in Oil Wells", Journal
of Petroleum Technology,
December 1966).
 Table 1
Table 2

Chart depth: 154.0'

WAVE LOADS
Maximum astronomical tide: 5.9'
Height Period Horizontal Vertical
Storm tide: 1.0'
Model 9.75" 1.52 Sec. 91# 125#
Still water depth: 159.9'
Scaled to Structure 39.5' 10.5 Sec. 10,100k 13,750k
Maximum wave height: 39.0'
Period of maximum wave: 10.5 seconds
Crest elevation above bottom: 183.2'

Table 3 Table 4

ORIGINAL SAMPLE AFTER 40 CYCLES

CONDITION MAX. DOWN MAX. UPLIFT MAX. HORIZ.
Full of water 17,000k ... 0 42.0 Ibs of salt/MBbl of crude 43.4 Ibs of salt/MBbl of crude
44.4Ibs of salt/MBbl of crude 43.6 Ibs of salt/MBbl of crude
No storm
43.4 Ibs of salt/MBbl of crude 43.5 Ibs of salt/MBbl of crude
Full of oil
_. 14,000k 0 43.3 Ibs of salt/MBbl of crude (Ave.) 43.5 Ibs of salt/MBbl of crude (Ave.)
No storm

Full of water 36,500 k 2,500 k 13,300k

+100-yr. storm
Table 5
Full of oil 5,500k 33,500 k 13,300k
+100·yr. storm Water & Sediment 1%
Wax 37%
Oil 62%
Viscosity 4.38 c.s. at 2100F
Gravity 0.865 at 1400 F
 Fig. 1

- 1 - - - - - --'._--~ -

L
Fig. 2 - Section through storage tank.
 Uplift Strain
Gauges

Water Line

Barge Load
Strain Gauge
I MODEL --==t~

WAVE

,. 2~~~S
Amp Q AIrIG AnpO
I I I
• J I I

t ' t I I I
I
,
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....
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I
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CEC Oscillograph

Fig. 4

Fig. 3