Paper PS3-5

THE CHALLENGES WITH

THE WORLD’S LARGEST 250,000kl LNG TANK
Hiroshi Hiraga
Tokyo Gas Corporation, Japan
www.tokyo-gas.co.jp

Masaki Wakabayashi
Shimizu Corporation, Japan
www.shimz.co.jp

Isho Nakachi
Masaharu MIYAZAKI
IHI Corporation, Japan
www.ihi.co.jp

ABSTRACT

Since Tokyo Gas constructed its first 10,000kl in-ground LNG tank, we have developed our
technologies to maximize the capacity of the tanks. As a result, in 1995, we completed what is
today the world’s largest tank at 200,000kl. As we completed FS on the construction of new tank
to meet the future gas demand, we decided to construct an LNG tank with the world’s largest
capacity of 250,000kl. In order to successfully construct the tank, we are using new techniques
not seen in previous constructions. In this paper we will detail this new approach, focusing on the
following aspects.

1. Adoption of the soil-covered roof slightly above the ground to curb the cost impact due to
increase of maximum liquid depth.

2. Optimization of the diaphragm wall by reduction of wall thickness, stepped diaphragm wall
and reduction of the number of panels.
3. Adoption of the larger soil mass support beam at the top of the diaphragm wall in order to
obtain enough weight to resist increased hydrostatic uplift pressure.
4. Adoption of high strength reinforcing bars after conducting cryogenic performance tests to
prevent excessive bar arrangement and to improve the concrete filling.

5. Reduction of the thickness of the bottom slab and the quantity of its reinforcing bars by
raising the installation level of the bottom heater.
6. Optimization of temporary steel roof structure by material selection and simplification of roof
frame.
7. Development of high compressive strength insulation (PUF) for the highest liquid pressure
8. Shortening of the construction period by 11 months by various measures

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1 INTRODUCTION

Since Tokyo Gas built the world’s first 10,000kl in-ground LNG tank in 1970, we have
continuously aimed at a larger capacity and economical solutions through their operational and
maintenance experience over the years. Tokyo Gas’s history of construction technology can be
classified into three generations, as can be seen on Figure 1. The 1st Generation consists of the
period highlighted by the early stages of development of the sub 95,000kl in-ground LNG tanks
leading up to the early 1980s. The 2nd Generation is classified as the period in which LNG tank’s
capacity become larger than previous ones. From the early 1980s to the early 1990s, in-ground
tank capacity size was improved to hold up to 140,000kl. The construction of the 200,000kl tank
at the Negishi Terminal in 1995 is highlighted in the 2nd Generation. Also, Tokyo Gas
successfully constructed the first fully buried type underground LNG tank, equipped with
reinforced concrete roof at the Ohgishima Terminal in 1998. Finally, during the 3rd Generation,
Tokyo Gas successfully constructed the underground tank with its side wall and bottom slab fixed
joint type in 2003 to improve the underground LNG tank’s overall reliability, safety, and
economical impact.

1st Generation 2nd Generation 3rd Generation

･ First Inground Tank ･ Large size ･ Underground Tank
400 10,000KL ･ Deep Slurry Wall ･ Concrete Roof
･ Technological ･ Rigid Bottom
Establishment Connection
350

300
Tank Capacity

250

200

150
Tokyo Gas
100 others

50

0
1970 1980 1990 2000 2010 2020
Construction year

Figure 1. Trend in Technological Development of In- or Underground LNG Tanks in Japan

Presently Tokyo Gas is constructing what is the world’s largest capacity soil-covered
underground LNG tank of 250,000kl at the Ohgishima Terminal. Tokyo Gas had decided to
construct the tank of such a high capacity considering the resent social and international concern
to counter global warming and meeting the demand for city gas.

The site of the Ohgishima Terminal, the city of

Yokohama, is known as a harbor town, and its overview is
rapidly changing due to its city developments. The site is
also close to the expressway, located approximately
100m to the south. (Figure 2) By taking into account
these site conditions, the outlook and safety of the tank
was taken into serious considerations. As a result, the
Construction site
soil-covered underground LNG tank was selected for its
merits for safety, land usage, and its accommodation Figure 2. Ohgishima Terminal
with its surrounding environments.

In this paper, we will introduce the challenges in the construction of the world’s largest
capacity soil-covered underground LNG tank.

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2 OUTLINE OF UNDERGROUND LNG TANK

2.1 Structure

The basic shape of the underground

Inner diameter of membrane
LNG tank is cylindrical as this shape is 1400 2800 72000 2800 1400

best suited to underground structures for

1000
800
Covering soil 1. Concrete roof
t=800～1600
which the main pressure comes from
outside. Such basic dimensions as the DL+14,400 Maximum liquid level DL+14,000
inner diameter, liquid depth and roof rise

Maximum liquid depth 61700

Banked soil
DL+4,750
are determined in consideration of the site DL+3,500
250,000 kl
layout, geological conditions and economy Underground LNG tank
(Figure 3).
5. Diaphragm wall
t=1400 3. Side wall　t=2800
The underground LNG tank consists of 6. Side heater
a concrete side wall, a concrete bottom 2. Membrane t=2
Insulation t=210
slab, a concrete roof, metal membrane, 4. Bottom slab t=8000

800 8000 212

insulation and others. While the side wall
and the bottom slab resists such external
DL-56,712
pressures as earth pressure and
groundwater pressure, the membrane Crushed stone bed 7. Bottom heater

attached to the inner face of the concrete

structure functions to maintain the liquid as Figure 3. Outline Drawing of
Underground LNG Tank
well as gas tightness of LNG. The
insulation is installed between the membrane and the concrete structure to suppress the
evaporation of LNG and also to convey the liquid and gas pressures to the concrete body.

Compared to the existing 200,000kl underground LNG tank, the latest underground LNG tank
under construction has the same inner diameter but its maximum liquid depth is 12.5 m deeper.
The main specifications of this underground LNG tank are shown in Table 1.

Table 1. Main Specifications of the Latest Underground LNG Tank

Storage Capacity 250,000kl

Liquid to be Stored • Liquefied natural gas (LNG)
• Design temperature: -162 deg. C
• Design pressure : 23.5 kPa
• Liquid density : 475 kg/m3
Main Dimensions • Inner diameter: 72,000 mm (inner diameter for the membrane)
• Maximum liquid depth: 61,700 mm
Basic Member Material Purpose
Configuration 1. Roof RC t=0.8-1.8m Resistance to pressure
2. Membrane SUS304 t=2mm Liquid and gas tightness
3. Side walls RC t=2.8 m Resistance to pressure
4. Bottom slab RC t=8.0 m Resistance to pressure
5. Diaphragm wall RC t=1.4 m Temporary retaining wall
6. Side heater STPG370 Sch80 Control of frozen region
7. Bottom heater STPG370 Sch40 Control of frozen region

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2.2 Construction Method

The flow of the construction work is shown below.

STEP-1 Diaphragm wall work : Construction of a temporary diaphragm wall from the ground
surface to the impermeable layer.

Diaphragm wall

STEP-2 Internal excavation : Excavation of the area inside the diaphragm wall to the
work predetermined depth.

Diaphragm wall

STEP-3 Bottom slab work : Placing of the crushed stone bed, bottom heater and bottom
slab into place.

Bottom slab

Bottom heater
Crushed stone bed

STEP-4 Side wall work : Construction of the side wall in sequence from the haunch
section at the bottom end of the wall. Installation of the ring
Ring plate plate at the top of the side wall.

Side wall
Bottom slab

Bottom heater
Crushed stone bed

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STEP-5 Temporary steel roof : Assembly of the temporary steel roof above the bottom slab
work and installation of the insulation and membrane along the
Ring plate
inner face.

Side wall Temporary

steel roof

Bottom slab

Bottom heater
Crushed stone bed

STEP-6 Roof air-lifting work : Lifting of the temporary steel roof with pressurized air and
Temporary steel roof
welding of it to the ring plate on the side wall.
Air blowing

Side wall
Bottom slab

Bottom heater
Crushed stone bed

STEP-7 Roof work : First lifting of the concrete roof using the air support and
(first lifting) temporary steel roof as formwork.
Concrete roof (first lifting)

Air support

Side wall
Bottom slab

Bottom heater
Crushed stone bed

STEP-8 Roof work : Second lifting of the concrete roof using the existing
(second lifting) concrete roof (first lifting) as a support.
Concrete roof (outer roof)
Concrete roof (inner roof)

Side wall
Bottom slab

Bottom heater
Crushed stone bed
STEP-9 Mechanical work : Installation of the side and bottom insulation and membrane.
and banking work Banking work around the LNG tank.
Concrete roof

Banked soil

Side wall

Membrane
Insulation
Bottom slab

Bottom heater
Crushed stone bed

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STEP-10 Soil cover work and : Application of soil cover to the roof and installation of the
side heater work side heater.
Covering soil
Concrete roof

Banked soil

Side wall

Side heater
Membrane
Insulation
Bottom slab

Bottom heater
Crushed stone bed

STEP-11 Completion of an underground LNG tank

2.3 Master Schedule

In order to decrease the overall construction period and the cost for the construction of the
tank, studies were commenced in April 2008. The diaphragm wall construction was commenced
in November 2009, the temporary steel roof is scheduled to be lifted by air pressure in April 2012,
and the manholes (M/H) are scheduled to be closed in July 2013. Master schedule of the
construction is shown as follow:

Table 2. Master Schedule

2008 2009 2010 2011 2012 2013

7 10 1 4 7 10 1 4 7 10 1 4 7 10 1 4 7 10 1 4 7 10
Order planning ▽Commencement ▽Closing
Preparation work of M/H
Construction of Diaphragm wall
Excavation work
Construction of concrete body
Construction of roof
Membrane, Insulation
Banking work
Commissioning

3 CHALLENGES FOR THE CONSTRUCTION OF A 250,000KL LNG TANK

3.1 Civil Engineering Works

3.1.1 Adoption of the Soil-covered Roof

While enlargement of the inner diameter is an effective way to increase the storage capacity
of an underground LNG tank with curbing a cost increase, it was necessary in the present case to
adopt the same diameter as the existing underground LNG tank because of the limited land

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availability. Therefore, it was decided to Existing LNG Tank Latest LNG Tank
increase the maximum liquid depth by 1.25 (200,000kl) (250,000kl)

800
times so that the storage capacity could be

1000
increased from 200,000kl to 250,000kl. Such
increase of the maximum liquid depth would
Banked soil
push up the overall construction cost as it

Maximum liquid depth 61700

Maximum liquid depth 49200
meant a deeper excavation depth. To
mitigate such a cost increase, it was decided
to raise the RC domed roof above the ground
surface so that the maximum liquid level
would be on a par with the ground surface.
Meanwhile, the overall excavation depth
would be similar to that of existing

9800

8000
underground LNG tanks. In addition, the
thickness of the concrete roof is reduced by

1247
20% by reducing the weight of the covering
1500 1400
soil (Figure 4).
Figure 4. Comparison of Existing and
Covering soil is to be planted and is Latest Underground LNG Tank
given a specific structure designed to prevent
soil loss in view of the assumed rainfall intensity and watering for plants. The overall shape of the
soil cover is decided to ensure harmony between the LNG tank and its surrounding environment.
The likely view of the LNG tank from a nearby expressway is also taken into consideration.

3.1.2 Optimization of Diaphragm Wall

For the design of the diaphragm wall for the existing underground LNG tank, an earth
pressure coefficient (Ko) of 0.5 was used for calculation of the earth pressure. Review of the earth
pressure data collected at the time of the construction of the existing underground LNG tank
revealed that the actual earth pressure coefficient (Ko) was less than 0.4. For the latest
underground LNG tank, an earth pressure coefficient of 0.4 is, therefore, adopted to allow a
safety margin (Figure 5). The resulting reduction of the design earth pressure acting on the side
wall has led to a reduction of the thickness of the diaphragm wall from 1.5 m to 1.4 m (Figure 4).
Actual values for the existing
0 underground LNG tank
Actual values for the existing
underground LNG tank
Ko = 0.4 (present design)
-10
Ko = 0.5 (previous design)
Elevation (DL, m)

-20

-30

-40

-50

-60 Top of mudstone layer

0 200 400 600 800 Stepped Diaphragm wall
Earth and Water Pressure (kN/m2)
Figure 5. Distribution of Earth and Water Figure 6. Outline Drawing of Stepped
Pressure at the Ground of the Ohgishima Terminal Diaphragm wall

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Given the fact that the mudstone layer providing the embedment layer for the diaphragm wall
is partly uneven, a stepped diaphragm wall where the bottom end of the wall is stepped is
adopted to secure the penetration depth into the mudstone layer and to reduce the work volume
(Figure 6).

This diaphragm wall is to be constructed by means of placing vertically long panels along the
entire circumference. The number of these panels is reduced from 36 to 24 for the latest
underground LNG tank by means of enlarging the panel size (Figure 7). This makes the
construction period shorter.

Number of panels: 36 Number of panels: 24

Figure 7. Panel Layout

3.1.3 Adoption of Larger Soil Mass Support Beam

The thickness of not only the diaphragm wall
Soil mass weight
but also the bottom slab and roof has been
reduced to obtain the best dimension of each
9650

member. The problem of insufficient weight to

resist hydrostatic uplift pressure caused by such Soil mass
reductions is solved by enlargement of the soil support beam
3500
mass support beam installed at the top of the
diaphragm wall (Figure 8).
Figure 8. Outline Drawing of Soil
As the enlargement of the soil mass support Mass Support Beam
beam leads to an increase of its circumferential
rigidity, a considerable circumferential bending
moment is generated by oval deformation due to
the seismic load (Figure 9) and the quantity of
reinforcing bars to be arranged is increased. To
overcome the resulting problem of excessive bar
arrangement, we adopt the high strength
reinforcing bars as mentioned in the following
section. Consequently, the enlargement of the soil Circumferential
mass support beam is achieved. bending moment

Figure 9. Circumferential Bending

Moment Diagram

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3.1.4 Adoption of High Strength Reinforcing Bars

Reduction of the wall thickness produces concern regarding the occurrence of insufficient
concrete filling due to excessive bar arrangement. To prevent such excessive bar arrangement
and to improve the concrete filling, it is decided to use high strength reinforcing bars made of
SD490 which allows 30% reduction of the amount of reinforcing bars to be used because of its
strength compared to SD345 which is the standard material for reinforcing bars.

Given the fact that the inner surface temperature of underground LNG tanks ranges from -40 deg.
C to -90 deg. C, it is essential to conduct a cryogenic performance test with the reinforcing bars to
confirm that the reinforcing bars do not rupture before yielding in the low temperature region.

This low temperature tensile test is compliant with BS EN 14620-2006 and the test items and
acceptance criteria are shown in Table 3. The shape of the notch and the testing machine are
shown in Figure 10 and Figure 11 respectively.

The NSR (notch sensitivity ratio) among the test items is the indicator for the rupture potential
of a reinforcing bar at a notched area prior to its yielding and is calculated by the following
equation.

NSR= tensile strength of notched bar / lower yield stress or 0.2% proof stress of unnotched bar

Table 3. Outline of Low Temperature Test for Reinforcing Bars

Test Item Acceptance Criterion

(a) Plastic elongation at low Plastic elongation of 3% or more at a point of at least
temperature 2d in distance from the rupture point of unnotched bar
(b) Notch sensitivity ratio (NSR) Minimum sensitivity ratio (NSR): 1.0
(c) Yield strength at low temperature 1.15 times higher than the design yield strength

Grip section

Cooling bath

Grip section
Figure 10. Notch

Figure 11. Testing Machine

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3.1.5 Change of the Installation Level of the Bottom Heater

The existing underground LNG tank uses the pin joint method to bind the side wall and
bottom slab as shown in Figure 12. The waterproofing function is achieved by freezing the water
stop plates at the joint. As the latest underground LNG tank does not have such water stop plates
because of the rigid binding between the side wall and bottom slab, it is possible to change the
installation level of the bottom heater so that the freezing line is raised.

In regard to the cross-sectional force generated in the bottom slab, the axial tensile force
becomes smaller when the average temperature of the bottom slab is higher than that of the side
wall, and the bending moment becomes smaller when the temperature difference between the top
face and bottom face becomes smaller. The smaller temperature difference and the higher
average temperature are achieved by raising the installation level of the bottom heater. Because
both the axial tensile force and the bending moment become smaller, it becomes possible to
reduce the thickness of the bottom slab by 18% and the quantity of the reinforcing bars by 33%.

Side wall Freezing line

-63 deg. C
Water stop plate
Side heater
9,800

Water stop plate

Bottom slab
800

Bottom
heater level
Bottom slab

Water stop plate

Bottom heater

Bottom heater
Freezing line
Freezing line
-34 deg. C
Side heater
Figure 12. Binding of Side Wall and Bottom
8,000

heater level
8,00

Bottom Slab in Conventional Bottom slab

0

Underground LNG Tank

Bottom heater
Figure 13. Comparison of Temperature Distribution

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3.2 Mechanical Engineering Works

3.2.1 Optimized temporary steel roof structure

The following two items were optimized for the temporary steel structure;

1) The temporary steel roof structure, consisting of the roof plate and the frame mounted on
the roof plate, is merely used as a formwork for the concrete filling of the roof supported
by air. The temporary steel roof structure requires water-proof functions until the concrete
roof is frozen, and the roof plate and frame are cooled down to -90deg. C during this
duration. Therefore, cryogenic materials (SLA365Mod like ASTM A 516) are selected to
withstand low temperature. Meanwhile the roof frame are normally required to fix the
steel roof plate on the concrete roof, therefore cryogenic steel was applied to the roof
frame of existing underground LNG tank. However, since this fixing function is burdened
by the stainless steel anchor, the roof frame of latest underground LNG tank can apply
ambient use material instead of cryogenic material.

2) The shape of temporary steel roof structure for the existing underground LNG tank was
flat within a 9m radius, in order to apply the same flat module as the bottom membrane
for easier installation and manufacturing (Figure 14). As a result, the central part of the
roof frame was complicated. To solve this issue, new membrane compatible for spherical
structure for the central part was developed for the latest underground LNG tank. By
simplifying the roof structure, the total weight of the center part of roof frame was reduced
by 30%.

Temporary Steel Roof Structure for Existing Temporary Steel Roof Structure for Latest
Underground LNG Tank Underground LNG Tank

Simplified Center Roof Frame

(Spherical Roof Frame)
Complicated Center Roof Frame
(Flat Roof Frame)

Figure14. Simplified Temporary Steel Roof Structure

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3.2.2 High Compressive Strength Insulation (PUF: Poly Urethane Foam)

The insulation panel is arranged taking into Design Max. Lequid Level = 61.7m
account the liquid and gas pressure. In the A
latest underground LNG tank, Grade I and J 60.0 A pplied C om pressive
S trength
were developed for the deepest liquid level. 55.8 B
(Figure 15) C
51.8
50.0
47.8
Insulations used for existing underground
LNG tanks constructed in Japan were of D

domestic products, but for latest underground 40.0 E

37.8

Lequid Level (m )
LNG tanks, a Korean manufacturer with
experience in insulation used for LNG carriers R equired C om pressive F
S trength
was selected after confirmation of performance 29.8
30.0 O perationX 3

test (Table 4). G

R equired C om pressive 23.8
Strength
Seism ic(level2)X1.2 H
Insulations used for LNG tanks are broken 20.0 17.8
down into many grades differing from Required Compressive
Strength I
13.8
insulations for LNG carriers. (Figure15). Seismic(level1)X2

J
Therefore the performance test for each grades 10.0

(Gr. A to J) was executed as per below: 5.8

Compressive strength, Tensile strength, 0.0

0.000 0.200 0.400 0.600 0.800 1.000 1.200
Bending strength, Shear strength, Thermal
Compressive Strength (N/mm2)
conductivity, Water absorption, Non-
inflammability, Compressive creep (Figure16). Figure 15. Arrangement of Insulation
Panel in Relation to Liquid Level

This selection leads to widen the procurement source and to reduce costs.

Table 4. Test result of PUF insulation for LNG tank (Grade J)

Compressive Tensile Bending Shear Thermal Water Non-

Item Strength Strength Strength Strength conductivity Absorption inflammability
(N/mm2) (N/mm2) (N/mm2) (N/mm2) (W/mK) (g/100cm2) (sec/mm)
SPEC ≧1.00 ≧1.06 ≧1.66 ≧0.77 ≦0.030 ≦3.0 ≦120/≦60
Korean 1.63 1.46 2.96 1.28 0.0278 1.01 62/22

Yield compressive strength

Service life 50 years

Figure 16. Compressive Creep Test Result of PUF (Grade G)

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3.3 Shortening of the Construction Period

Table 5 compares the construction period of the existing 200,000kl underground LNG tank
with that of the latest 250,000kl underground LNG tank. The overall construction period for the
former was 56 months. Despite the increase of storage capacity, the planned period for the latter
is 45 months, indicating a shortening of the overall construction period by 11 months through
various measures. The principal factors responsible for the shortening of the construction period
are explained below.

1 ) Diaphragm wall work (5.5 months → 3.5 months: shortened by 2 months)

• Reduction of the work volume through the adoption of a stepped diaphragm wall
• Reduction of the work volume through reduction of the wall thickness
• Reduction of the number of panels through enlargement of the panel size

2 ) Bottom slab and side wall work (period up to the handing over point to the
mechanical work: 13.5 months → 10 months: shortened by 3.5 months)

• No joint work due to the adoption of rigid binding between the bottom slab and side wall
• Reduction of the work volume through reduction of the bottom slab thickness
• Single concrete placement operation due to the reduced bottom slab thickness
• Reduction of the quantity of reinforcing bars due to the use of high strength bars

3 ) Mechanical work (23 months → 17.5 months: shortened by 5.5 months)

• Omission of the hydrostatic test

• Omission of pre-cooldown operation
• Shortening of the critical path due to a change of the work sequence for the temporary
works of side membrane and insulation from after A/L to before A/L.

Table 5 Comparison of the Work Schedule

Year Year 1 Year 2 Year 3 Year 4 Year 5
Work Period 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60

Existing Diaphragm
Excavation
Side
Side wall Roof Banking, Side heater
200,000 kl 56 wall wall
Underground months
Bottom slab Roof structure and M/I A/L,A/S T/W Side and bottom M/I H/T P/C L/T
LNG Tank

250,000 kl
Diaphra 11 months
Underground gm wall
Excavation Bottom slab Side wall Roof Banking, Side heater
45
LNG Tank
months
Under Roof structure and M/I A/L,A/ST/W Side and bottom M/I L/T
Construction

M/I ; Membrane and Insulation A/L ; Air Lifting A/S ; Air Support T/W ; Temporary Work
H/T ; Hydrostatic Test P/C ; Pre-Cooldown L/T ; NH3 Leak Test

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4. LOOKING FORWARD

Currently as of January 2010, the construction of the diaphragm wall is going along as
scheduled. The construction of the 250,000kl soil-covered underground LNG tank will be made
possible by using the vast experience gained over the years into the technology development.
We would like to continuously develop and adopt new technologies for improving the safety,
reliability and economic aspects of the underground LNG tanks in the future.

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