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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>FINANCING OF LNG PLANTS</title>
      <link>https://trid.trb.org/View/160454</link>
      <description><![CDATA[It is of considerable significance that capital requirements involved in financing L.N.G. plants have increased beyond the reach of most private investors.  In response to this situation, it is of critical importance that imaginative financial programs be created in order to provide for the necessary confluence of capital.  We propose, for purposes of this paper, to examine the major financing options offered by Japanese government agencies which are suitable for L.N.G. plants.  Methods discussed will include such things as fund supply, insurance, and guarantees.  Further explanations will focus on the working relationships between JNOC, the EXIM Bank of Japan, OECF, and EIDMITI by way of reviewing their involvement in the financing programs for the Brunei, Das Island, and Indonesian L.N.G. projects.  The final section of this paper will place the above-mentioned projects in an historical perspective and briefly review their backgrounds.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160454</guid>
    </item>
    <item>
      <title>THE INCREASING COST OF LNG (CAUSES AND REMEDIES)</title>
      <link>https://trid.trb.org/View/160459</link>
      <description><![CDATA[The cost of LNG delivered from the first LNG projects was not out of line with the price of other energy.  Recently, however, the trend has been sharply upward.  Expected savings from advanced technology and from economies of scale have not been realized with the result that LNG is now barely competitive.  What are the possibilities of cost reduction?  Can investment be reduced by better coordination of liquefaction, shipping and terminal facilities as a system and by the use of advanced techniques?  Are there unnecessary losses of high cost product in shipping and terminals?  Can fixed charges be reduced by means of innovative financing and by the sharing of risks?  The sum of small savings in many fields may make the difference between rejection of LNG as uneconomic and the growth of a profitable industry.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160459</guid>
    </item>
    <item>
      <title>FINANCIAL AND LEGAL ASPECTS OF LNG TRADING CONSIDERED IMPORTANT FROM A SHIPOWNER'S VIEWPOINT</title>
      <link>https://trid.trb.org/View/160453</link>
      <description><![CDATA[The paper discusses the economical risk areas related particularly to the transportation element of an LNG project.  Various procedures which again have different effects on the project risks.  Reference is particularly made to the U.S. regulatory system.  The influence of the various projects, risks on the shipowner's financing possibilities/terms is reviewed.  Financing solutions, ideal from a shipowner's point of view, are discussed.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160453</guid>
    </item>
    <item>
      <title>FINANCING LNG PROJECTS IN A CHANGING ECONOMIC ENVIRONMENT</title>
      <link>https://trid.trb.org/View/160455</link>
      <description><![CDATA[Since 1970, the economies of the world have experienced slow growth, rising inflation, foreign exchange volatility, and capital market constraints, such as short maturities, volatile floating interest rates, and periods of capital scarcity.  Despite the unfavorable economic environment, baseload LNG operations have grown rapidly during this same period.  The technical viability of LNG production and shipping is well established.  While at one time the major issues in the development of an LNG project were primarily technical, now they are more likely to involve issues of commercial viability.  Recent trends indicate that the future economic environment may continue to be unfavorable to the development of capital intensive projects. Structuring an LNG project will require greater planning and attention to the financing and economic environment. This will entail evaluation of proven ways and emerging possibilities for dealing with economic uncertainty. However, with an awareness of this environment and its implications for financing, projects can be structured to meet energy needs of the 1980's.  The technical development and commercial advantages of LNG point to continued growth.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160455</guid>
    </item>
    <item>
      <title>TRANSPORTATION OF L.N.G.</title>
      <link>https://trid.trb.org/View/147056</link>
      <description><![CDATA[On a previous occasion, the Author (of the University of Manitoba) has pointed out that it would be economically and ecologically advantageous to process and ship LNG at a higher pressure than atmospheric; the gas would then be carried at a correspondingly higher temperature, above the--260 deg F of current practice.  After mentioning that a novel design of hull has been proposed for this purpose, and that a case study has been performed for a one-billion cu. ft./day plant in which the product would be handled at--140 deg F instead of the usual--260 deg F, he discusses the determination of the optimum temperature for the LNG cargo. This optimum temperature can be found by balancing the savings in refrigeration costs against the increased costs for the ship's steel when higher pressures are used.  These two cost variables, and their relationships, are examined, and curves, covering the temperature range up to--120 deg F, are presented in which they are shown for the operation of both one ship and four ships and for both 3.5% and 9% nickel steel as the construction material for their tanks.  This analysis shows that the savings from operating at an intermediate temperature are greatest when the transportation distance is short, since fewer ships and therefore less steel is needed.  The use of a cheap steel is advantageous, and it may even be possible to use an ordinary mild steel, insulated internally with polyphenylene oxide foam; such a design would shift the break-even point towards operation at a higher temperature and increase the potential saving.  However, there is a potential saving by operating at a higher temperature than that of current practice, irrespective of the number of ships and of the unit cost of materials.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147056</guid>
    </item>
    <item>
      <title>PROBLEMS ASSOCIATED WITH TRANSFER OF LNG FROM OFFSHORE TERMINALS TO LNG CARRIERS</title>
      <link>https://trid.trb.org/View/144476</link>
      <description><![CDATA[Studies which examined the effects of transfer system availability (due to wait-on-weather) on carrier operations and the economics of the whole gas recovery system have shown that it is essential to be able to moor the LNG carrier and transfer LNG in sea states of at least 3 m and preferably 5 m significant waves.  Order from NSFI as No. 18627.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144476</guid>
    </item>
    <item>
      <title>LNG 1974-1990: MARINE OPERATIONS AND MARKET PROSPECTS FOR LIQUEFIED NATURAL GAS (ANALYSIS, FORECAST)</title>
      <link>https://trid.trb.org/View/78126</link>
      <description><![CDATA[This special report concerns growth in the world trade in liquefied natural gas.  It contains data on requirements for carriers, the cost of carrier operations, and the financing of LNG projects.  There is an analysis of problems, particularly in financing, pertaining to LNG projects.]]></description>
      <pubDate>Tue, 14 Nov 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/78126</guid>
    </item>
    <item>
      <title>PROJECT FINANCING OF LNG-TRADE</title>
      <link>https://trid.trb.org/View/76106</link>
      <description><![CDATA[The developments which are likely to occur in financial structuring for LNG-ventures are reviewed with respect to past and current financing trends.  The project finance concept and risk analysis are dealt with.  Aggregated and disaggregated financing approaches are discussed, and capital market considerations are examined.  Order from NSFI as No. 14788.]]></description>
      <pubDate>Tue, 31 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/76106</guid>
    </item>
    <item>
      <title>LNG PROJECTS: CARRIER AND PLANT COSTS</title>
      <link>https://trid.trb.org/View/71260</link>
      <description><![CDATA[This part outlines capital and operating costs of LNG carriers and the capital costs of onshore plant and equipment.  The costs are representative of the general specifications of carriers in service or on order for delivery in the late 1970s and early 1980s; the freight costs are calculated on the basis of a carrier ordered in 1977 and delivered in 1981 and with an operational life of 20 years. Order from: BSRA as No. 48,409.]]></description>
      <pubDate>Sat, 19 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71260</guid>
    </item>
    <item>
      <title>OFFSHORE LNG TERMINAL REVIEW: SMALL SCALE GAS RECOVERY SYSTEMS FOR HOSTILE ENVIRONMENTS</title>
      <link>https://trid.trb.org/View/74628</link>
      <description><![CDATA[Publicised offshore gas liquefaction terminal concepts have been reviewed and it is concluded that some semi-submersible and surface floating ship/barge systems can best fulfill the requirements of small-scale, short-life gas supply recovery. Mixed refrigerant and turbo-expander liquefaction cycles can operate on offshore terminals, the choice being dependent upon logistic and safety aspects of the former and the higher fuel costs of the latter.  Other principal areas of technical risk are high-lighted and an LNG terminal to carrier transfer system based upon flexible hose described. A gas gathering system based upon the application of a number of gas liquefaction terminals is presented and a financial appraisal conducted to relate sensitivity of various key parameters to landed gas costs.  It is established that gas supplies of 35 MMSCFD and above can be recovered at costs comparable with other landed LNG supplies.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74628</guid>
    </item>
    <item>
      <title>LNG FOR CALIFORNIA</title>
      <link>https://trid.trb.org/View/72717</link>
      <description><![CDATA[In its diverse efforts to supplement California's existing natural gas sources, Pacific Lighting Corporation, in partnership with Pacific Gas and Electric Company, has become committed to the development of two large-scale liquefied natural gas (LNG) base load projects which will utilise the domestic gas resources of South Alaska and the vast foreign reserves of Sumatra, Indonesia.  These additional gas supplies are sought primarily to relieve the risk of curtailment to California's firm customers.  This paper presents a current overview of these two LNG projects including discussions of specific developments in receiving terminals and ship adquisition.]]></description>
      <pubDate>Wed, 03 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72717</guid>
    </item>
    <item>
      <title>TRANSPORT THE KEY TO AN ECONOMIC PROJECT</title>
      <link>https://trid.trb.org/View/72232</link>
      <description><![CDATA[In broad terms, the organization of a project involves four distinct stages; these are--the preliminary review; establishing the feasibility and obtaining government approvals; the economic analysis (including the transport element), and the implementation and construction.  This article is only concerned with the marine transport part of stage 3 (the economic analysis), i.e. establishing the optimum combination of variables in terms of numbers of LNGCs, the capacity of each carrier and the service speed which together will yield the minimum delivered LNG cost.  A simulation of the entire project also forms a basic part of the analysis of a project's feasibility, using a computer model of the trade.]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72232</guid>
    </item>
    <item>
      <title>LNG REVIEW 1977</title>
      <link>https://trid.trb.org/View/60432</link>
      <description><![CDATA[The outlook is for steady, though not spectacular, growth in LNG trade: the current outlook is for between 11 and nearly 19 billion SCFD of LNG moving in international trade by the mid-1980's rising more modestly in the second half of the decade to between 11 and 22 billion SCFD.  This compares to expected LNG imports of 6 billion SCFD by the end of the 1970's.  This study of the major technical, economic, market and financial aspects of the LNG industry is conducted by authors who are themselves involved full time in the LNG business.  It has been aimed at both companies involved directly in the organization of LNG projects, their supplier companies and those persons involved in legal, banking, accounting and insurance matters which impinge upon LNG project organizations and operation.  The study is in eight parts (1) Gas markets and LNG supply, (2) LNG movements to the major markets, (3) LNG carriers: requirements and availability, (4) review of technologies, (5) LNG projects: carriers and plant costs, (6) planning and trade analysis, (7) contracts and financing, (8) Bibliography.]]></description>
      <pubDate>Fri, 13 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60432</guid>
    </item>
    <item>
      <title>WORLDWIDE LNG MARKETS</title>
      <link>https://trid.trb.org/View/60020</link>
      <description><![CDATA[This analysis covers LNG technology, economic and markets. Specifically, worldwide LNH imports at $758 million this year will increase to $2.35 billion by 1980.  But of even greater interest, adds the study, "the stage is set for a very important quantitative rise in LNG shipments to occur between 1980 and 1985."  Worldwide imports will soar to $7.9 billion by the end of that period.  To create such worldwide LNG production capacity, industry will make some $17 billion in capital investments over the 10-year period as follows: Baseload LNG plants: Investments to total $7 billion in 16 equipment categories (controls, valves, heat exchangers, etc.) and three service categories, each analyzed in depth in the two-volume F&S study.  Storage: Capital investment at $1 billion to boost LNG storage capacity by nearly 10 million tons.  LNG Carriers: A "conservative."  Forecast shows that same 60 LNg camers will be necessary as a minimum to met transportation demands, and this will entail a $9-billion capital investment.  The projections weigh the principle technology culternatives that include 21 different LNG production processes, all principle LNG carrier designs, and LNG production outlook on a county-by county basis.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60020</guid>
    </item>
    <item>
      <title>ECONOMICS OF LIQUEFACTION ABOARD LNG TANKERS</title>
      <link>https://trid.trb.org/View/50796</link>
      <description><![CDATA[A table for a typical LNG transportation case showing the value of LNG required for 14% and 20% Average Annual Rate of Return (AARR) for various bunker costs is presented.  It appears that for liquefaction to be economically attractive, LNG should have a value of 30% to 50% or more above ship bunkers on a Btu basis.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/50796</guid>
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