Academic literature on the topic 'Transportation, logistics and supply chains not elsewhere classified'

The purpose of this article is to propose a framework for assessing the agile of manufacturing companies. Three supply chain logistics factors (capacity, transportation, and stock) along with three cross-functional factors (information, suppliers, and pricing) are selected as core sets to classify all required agility actions. In addition, supply chain contracts, as an important indicator of supply chain agile, are also considered for activity classification. These activities are ranked using the Hierarchy Analysis method and then classified according to the main agility factors. Using a cyclic approach to the supply chain, the developed activities are classified as the main strategies of the supply chain links.

The supply logistics of energy biomasses generally involves a complex system of supply chains, which aim to achieve timely and cost-efficient feedstock deliveries to biomass demand points. The performance of supply chains is often examined in case studies where spatial data about biomass sources and transportation networks are deployed in varying resolutions and to different geographical extents. In this paper, we have reviewed 94 publications, in which spatial data were used in case studies that focused on analysing and optimising energy biomass supply chains. The reviewed publications were classified into 16 categories, according to the publication year, study methods and objectives, biomass types, supply system complexity and the spatial features of each study area. This review found that the use of geographical information systems in this context has increased in popularity in recent years, and that and the multiformity of the applied methods, study objectives and data sources have increased simultaneously. Another finding was that most of the studies that we reviewed focused on countries in which spatial biomass and transport network data of high quality were unrestrictedly available. Nevertheless, case studies, including spatial data from multiple countries, were represented marginally in the papers that we reviewed. In this paper we also argue that a standard way of reporting geographical contents in biomass case studies should be developed to improve the comprehension and reproducibility of the publications in this field of research.

The food supply chain (FSC) is made up of producers, traders and processors who bring the product from supply to demand through logistical processes. Food supply chains require specific methodologies for their current diagnosis, evaluation and improvement. Logistics in food supply chain requires to be managed according to its nature. This article identifies the different methodologies through a systematic literature review of publications from 2005 to 2022, using Web of Science, Scopus and Google Scholar search engines, in order to establish the state of the art. As a result of this review, a new taxonomy is proposed and includes the following methodological groups: management, qualitative, quantitative, multi-criteria decision-making (MCDM), statistics, machine learning, mathematical modelling, discrete simulation, system dynamics and others. The methodologies of characterization, evaluation and improvement are classified into two main groups of logistical means and modes. The performance measures most commonly used in the methodologies by the researchers were also identified. From the article, discussions, challenges and trends are generated to identify possible future research and different gaps.

Introduction What is inflation-orthopedic perspective In orthopedic surgery, inflation is characterized as the gradual increase in the cost of surgical materials and medical services. This drop in buying power implies that the same amount of money may buy fewer medical products and services. For example, if inflation raises the cost of essential materials and services, a conventional knee replacement operation may become more expensive. Inflation-adjusted insurance reimbursements to doctors have also fallen, implying that orthopedic surgeons may be paid less in actual terms for the same surgeries over time. How inflation affects us Inflation has a considerable impact on orthopedic physicians’ personal fortunes. It can reduce buying power, raise the cost of medical equipment and services, and lower the true worth of savings and investments. This can lead to greater operational expenses and less profitability for surgeons in private practice. Inflation can also impact debt payments, since many doctors with large debts may face increasing interest rates on variable-rate loans. Furthermore, if salaries and other revenues do not keep up with inflation, orthopedic surgeons’ time-adjusted income declines, limiting their capacity to save and invest for future aspirations. **Understanding Inflation** Understanding factors of inflation for India Supply and demand forces combine to generate inflation in India. On the supply side, changes in agricultural output caused by irregular monsoons have a considerable impact on food costs, which account for a large portion of the Consumer Price Index (CPI). For example, unseasonal rains in late 2023 caused a jump in vegetable prices, resulting in a 7.5% CPI inflation rate in November 2023. Furthermore, global issues such as crude oil price swings influence transportation and production costs. In 2022, the Russia-Ukraine conflict prompted crude oil prices to skyrocket, resulting in increased petrol costs in India and inflation of more than 6%. On the demand side, increasing consumer spending and government stimulus measures, notably during the COVID-19 recovery period, have contributed to inflation. The Indian government’s numerous relief packages and direct cash transfers raised disposable income, driving up demand for goods and services. Furthermore, structural problems, such as inefficient supply chains and excessive logistics costs, contribute to inflationary pressures. The Reserve Bank of India (RBI) strives to control inflation between 2% and 6%, but chronic supply-side constraints and unpredictable global markets make this a difficult undertaking. How is inflation calculated India’s inflation rate is calculated by the RBI using the CPI. The formula is: Inflation Rate = (CPI Current – CPI Previous) × 100. The current base year is 2012. The main components and their estimated weights are as follows: • Food and beverages: 45.86% • Housing: 10.07%. • Clothing and footwear: 6.53% • Fuel and light: 6.84% • Miscellaneous (includes services, such as healthcare, education, and transportation): 28.32%. To contain inflation and stabilize the economy, the RBI sets interest rates and monetary policy based on the CPI inflation rate. Investment Strategies to Beat Inflation Inflation-silent eroder of money power Inflation has a substantial influence on the value of money since it raises prices over time, lowering the buying power of money. Assuming a 5% inflation rate, products and services that cost ₹100 this year will cost ₹105 next year. Furthermore, money held in a savings account normally generates just 4% interest, which can result in a loss of buying power if the interest rate is less than the inflation rate. In recent years, inflation rates in India have frequently exceeded 6%, resulting in a gradual loss in the capacity to purchase goods and services and a detrimental impact on long-term financial goals. Furthermore, over the years, this loss of purchasing power on your money is compounded exponentially. Example Let’s take an example of 1 lakh rupees invested for a 30 years horizon in banks and in equity stocks. ● Bank savings (4% interest rate): ○ Initial investment: ₹1,00,000 ○ After 30 years at 4% interest: ○ Future Value = 1,00,000 × (1 + 0.04)30 = ₹3,24,339 ● Equity investment (15% Return – these returns may vary on a yearly basis, but on a long-term average come to around 15%): ○ Initial investment: ₹1,00,000 ○ After 30 years at 15% return: ○ Future value = 1,00,000 × (1 + 0.15)30 = ₹66,21,596 ● Adjusting for 6% Inflation: ○ Real value after 30 years (using bank savings): ○ Adjusted value = 3,24,339 ÷ (1.06)30 = ₹50,438 ○ Real value after 30 years (using equity): ○ Adjusted value = 66,21,596 ÷ (1.06)30 = ₹10,30,801. Direct equity Individual doctors setup demat accounts and buy equities based on their own research. The ideal approach is to invest in high-quality firms with honest management and consistent price growth, such as Asian Paints, Pidilite, and Reliance (please bear in mind that this is not a stock suggestion). The disadvantage is that if an investor books losses during a market downturn, they may lose a large sum of money. World events such as wars, natural catastrophes, and stock market rumors can all generate price volatility. This might produce panic and uncertainty in the minds of investors, resulting in substantial losses. Mutual funds Mutual funds simplify investing through integrating the investments of many people to form a diverse portfolio. Direct mutual funds are less expensive than ordinary funds, with frequently lower expense ratios. Index funds, such as the Nifty 50, offer even lower expense ratios, often ranging from 0.1% to 0.3%, and efficiently follow indexes. Most actively managed mutual funds fail to outperform the Nifty 50 index. Thus, Nifty index funds, which closely mirror index performance, frequently prove to be a better investing option for many individuals. However, mutual funds face the danger of significant losses in market collapses. Nevertheless, a long-term investment horizon of around 7–10 years yields high returns. Real estate Real estate is frequently seen as a good inflation hedge due to rising property values and rentals. However, real estate investments need significant resources and carry hazards such as market volatility and property upkeep fees. Real estate investments are classified into three types: Residential, commercial, and real estate investment trusts (REITs). Residential investments include homes and apartments, whereas commercial investments include office buildings, retail spaces, and industrial sites. REITs provide liquidity and diversity without owning real property, but they are susceptible to market hazards. Commodities Investing in gold, silver, and other commodities such as gold and silver are classic inflation hedges that hold their value during inflationary periods. Gold is chosen for its safety and liquidity, but commodities are volatile and do not provide income in the same way that dividends or rents do. Commodities normally do well during inflation as prices rise, offering a hedge against currency depreciation, but they can be impacted by global supply and demand forces. Sovereign Gold Bonds (SGBs) are a secure and income-generating alternative to purchasing actual gold. They provide an annual interest rate of 2.5%, payable semi-annually, which increases the investment value. The interest earned is taxable, while capital gains on redemption are tax-free. SGBs have an 8-year lock-in term, with the opportunity to depart after the 5th year. Investing ₹1 lakh in SGBs over the past 8 years yields a return of around 128%, culminating in a final value of ₹2.28 lakhs, surpassing conventional gold at around 100%. Bonds Treasury Inflation-Protected Securities (TIPS) are government-backed investments that safeguard investors against inflation. They adjust their principal value with inflation and decrease with deflation, providing a safe, government-backed alternative with lesser yields than regular bonds. TIPS alter their principal value, offering a buffer against inflation but often with lower beginning interest rates. In a 10-year timeframe, a ₹1 lakh investment in TIPS would increase to around ₹1,81,940, whereas the same money in a bank FD at 6% interest would rise to roughly ₹1,79,085. TIPS generate a somewhat higher return, due to the inflation protection component, which enhances total yields. Practical Guidelines for Investors 1. An actionable approach for doctor investors would be to invest in mutual funds using platforms such as Kuvera and Coin, which provide direct investing in mutual funds. This helps to lower the expenditure ratio 2. Invest around 10–20% of your monthly income on a monthly basis (Systematic investment plans) rather than just accumulating in your bank 3. Prefer index mutual funds, such as the Nifty index funds 4. Make recurring investing in high-quality stocks with a strong reputation. This research must be conducted by the investor himself or through portfolio management services 5. Continue to purchase SGBs rather than physical gold wherever feasible 6. Commercial real estate should be preferred over residential real estate since it generates higher rents and appreciates more quickly 7. Do not keep a lot of cash, as it erodes its value. Instead, try to invest in real estate 8. Pay taxes regularly and try to use all the sections of tax deductions with the help of a good chartered accountant. (These guidelines are suggestions and recommendations and authors are not liable for any losses incurred by following these tips) Conclusion In India, orthopedic doctors may fight inflation by properly distributing assets across asset classes. These include equities, mutual funds, stocks, and debt instruments, such as SGBs, real estate, and REITs, as well as inflation-indexed bonds. By combining these assets with a balanced portfolio, doctors may establish a solid financial foundation while navigating inflationary challenges, assuring their financial future.

During past decade, following the increase in the diversity of the patterns of client expectations and its consequent rise of industrial competition for better productions and services, organizations increasingly paved the ground for higher flexibility in production lines and product development to meet the costumers' needs. But managers of many industries learned that in order to survive in the market, improving internal procedures and company's flexibility is not solely enough but material and parts suppliers must also match the company's market development policies. Competitive environment faced companies with several challenges such as reduction of production cycles, decrease in distribution time, decrease in inventories and also waiting time, which are all of high importance to maintain profitability in the market. In order to solve these problems, the process which is now referred to as Supply Chain Management was introduced; meanwhile the notion was soon spread that the real competition was not between companies but was between supply chains indeed and logistic as a part of it was remarked. In the first step, through a critical review of the literature the constituent elements of logistics costs were integrally identified and content classified. The output of this stage developed a model that represents the main structural constituent of logistics costs with associated variables. By using a questionnaire and interviewing elites the general model was then turned into a native model in the ceramic and tile industry. Then based on conceptual cost model, consisting of structures and variables, a case study on Khayyam Ceramic and Tile Company was conducted and using financial statements and interviewing relevant units within the company, a cost framework was extracted and following results were obtained. According to the study, 11% of the total costs of the company accounted for logistics costs of which, 33% was transportation costs , 39% inventory costs, 16% storage and handling costs, and 12% costumer related services and order processing.

Purpose Unforeseen events can disrupt the operational process and negatively impact emergency resources optimization and its supply chain. A limited number of studies have addressed risk management issues in the context of emergency supply chains, and this existing research lacks inbuilt and practical techniques that can significantly affect the reliability of risk management outcomes. Therefore, this paper aims to identify and practically analyze the specific risk factors that can most likely disrupt the normal functioning of the emergency supply chain in disaster relief operations. Design/methodology/approach This paper has used a three-step process to investigate and evaluate risk factors associated with the emergency supply chain. First, the study conducts a comprehensive literature review to identify the risk factors. Second, the research develops a questionnaire survey to validate and classify the identified risk factors. At the end of this step, the study develops a hierarchical structure. Finally, the research investigates the weighted priority of the validated risk factors using the fuzzy-analytical hierarchy process (FAHP) methodology. Experts were required to provide subjective judgments. Findings This paper identified and validated 28 specific risk factors prevalent in emergency supply chains. Based on their contextual meanings, the research classified these risk factors into two main categories: internal and external risk factors; four subcategories: demand, supply, infrastructural and environmental risk factors; and 11 risk types: forecast, inventory, procurement, supplier, quality, transportation, warehousing, systems, disruption, social and political risk factors. The most significant risk factors include war and terrorism, the absence of legislative rules that can influence and support disaster relief operations, the impact of cascading disasters, limited quality of relief supplies and sanctions and constraints that can hinder stakeholder collaboration. Therefore, emergency supply chain managers should adopt appropriate strategies to mitigate these risk factors. Research limitations/implications This study will contribute to the general knowledge of risk management in emergency supply chains. The identified risk factors and structural hierarchy taxonomic diagram will provide a comprehensive risk database for emergency supply chains. Practical implications The research findings will provide comprehensive and systemic support for respective practitioners and policymakers to obtain a firm understanding of the different risk categories and specific risk factors that can impede the effective functioning of the emergency supply chain during immediate disaster relief operations. Therefore, this will inform the need for the improvement of practices in critical aspects of the emergency supply chain through the selection of logistics and supply chain strategies that can ensure the robustness and resilience of the system. Originality/value This research uses empirical data to identify, categorize and validate risk factors in emergency supply chains. This study contributes to the theory of supply chain risk management. The study also adopts the fuzzy-AHP technique to evaluate and prioritize these risk factors to inform practitioners and policymakers of the most significant risk factors. Furthermore, this study serves as the first phase of managing risk in emergency supply chains since it motivates future studies to empirically identify, evaluate and select effective strategies that can eliminate or minimize the effects of these risk factors.

The advent of information technology (IT) and today's unpredictable and unforgiving business environment has enticed many 'best-in-class' manufacturers into adopting supply chain management (SCM). The SCM involves a set of several independent organisations, including the logistics service provider, responsible for moving materials from the point of origin to the point of consumption. The materials cost often comprises a large portion of the total cost of manufacturing. However, management of the large numbers of different levels of suppliers is frequently difficult and complex.

This project proposes a five-stage framework. Within this framework, it discusses the process whereby an organisation creates a paradigm shift towards a new culture of directional SCM, called Directional Supply Chain Management (DSCM), which is the main theme of this project. It allows an organisation to utilise a common logistics service provider (CLSP) for all members along the supply chain and provide direction to them. DSCM uses technology to monitor variability and complexity, to decide on the right courses of action, and then to act rapidly on those decisions so that the business can better keep its promises to customers and deliver the right product, at the right price, at the right quantity and at the right time.

The use of such a technique, successfully implemented in the case study, enabled the company concerned to reduce its material cost from US$36,344/machine in the period July - September 2003 to US$30,256/machine in the period October - December 2005, with different amounts for each quarter due to different sales volumes, translating into an overall total saving of US$7,134,000 over a period of ten quarters (or savings of US$2.854 million per annum). The guidelines proposed in this study for DSCM can help other companies reduce their costs and increase responsiveness to improve overall performance.

On the basis of the literature review and case study, a questionnaire-based survey was formulated to investigate contemporary practices and concerns regarding DSCM. A general conclusion is that all of the significant DSCM practices positively impact on performance.

The focus of this thesis is to examine the use of techniques of risk management employed by companies in Central Queensland's mining manufacturing supply chain. This is a rapidly growing industry sector supporting one of Queensland's major export industries. The specific objective of this research is to examine how companies in the supply chain employ techniques to identify, assess, and manage supply risks.

The research methodology entailed the use of in-depth interviews of companies in Rockhampton, Mackay and Yeppoon in Central Queensland. This method has been selected because of limited empirical data relating to supply chain issues in this field. Quantitative questions have been incorporated into an interview questionnaire to gain more information in the limited time available. A total of 21 interviews were conducted, and methods of qualitative description and descriptive statistics have been used to analyse the subsequent data.

The results show that Supply Unavailable, Supply Price Increase, and Unpredictable Lead Times are three main sources of supply risks perceived by respondents. For risk identification and assessment, specific techniques have been adopted widely, especially Communication with Suppliers. For risk mitigation, Alternative Suppliers when Supply Interrupted is perceived as the most important technique to reduce the impact of risk occurrence, while Close Working Relationship with Suppliers and Localised Sourcing are broadly used as the techniques to reduce the likelihood of risk occurrence. However, traditional buffer-oriented techniques, such as Multiple Sourcing, and Increased Stockpiling and Buffer Inventory, are not as popular in this industry as would be expected from published literature.

Private food standards are an increasingly important regulatory mechanism in the agri-food system. Driven by quality demands of consumers, high profile food scares, changes to the legislative requirements of retailers and increasing risk in global supply chains, retailers are frequently involved in the development of private food standards, and their enforcement along supply chains. This new role for retailers as de facto gate keepers for quality and production processes points to an increase in power of this group.

Regulation theory provides a useful perspective from which to contextualise the economic and regulatory changes that have created an environment in which retailers have both the incentive, and the ability, to impose their requirements throughout the supply chain. This theory suggests that the neo-liberal agendas pursued by many developed nations have not led to a deregulation of production but have created space for re -regulation which has been taken up by global organisations attempting to remain profitable and grow in a highly competitive operating environment. While there is a great deal of enquiry regarding the limitations and opportunities these private standards create for marginal farmers, little has been revealed about the ways in which those producers based in developed countries have been affected. The actor approach provides a framework for the consideration of producers, empowering them and positing that they are not passive recipients of the changes occurring around them.

This thesis examines how the development of GlobalGAP, a private food standard developed by a consortium of many of Europe's largest retailing chains, shaped the production relations of an Australian Citrus producers cooperative. The hypothesis at the heart of this study is that while GlobalGAP may be evidence for a strengthening of the market power of retailers, as well as a mechanism through which retailers can reassert this market power to downstream supply chain actors, producers will have nuanced and varying responses. This suggests that although some producers may be unwilling or unable to certify to the standard, others will successfully negotiate GlobalGAP and incorporate its' requirements in standard business practice. Those that do may benefit from doing so through, for example, increased market access or more streamlined business practices.

Death and serious injuries caused by heavy vehicle crashes occur daily in the heavy vehicle transport industry, which has been described as the deadliest industry to work in. There is much suffering and grief amongst families caused by these deaths and serious injuries, and there is a significant financial burden costing the economy billions of dollars each year, yet crash investigations do not appear to identify the underlying causes of these crashes and why heavy vehicle drivers, as well as other road users, are being killed or seriously injured. This is a worldwide problem and not unique to any one country. This research has been undertaken to identify whether systemic investigations are needed to improve safety in the heavy vehicle transport industry. A systemic investigation is the detailed process of collecting and analysing crash information from a broad and varied scope, using a wide range of resources, techniques and methods in order to identify and establish the underlying causes of a crash. The heavy vehicle transport industry operates in a socio-technical system that has been described as a multi-layered hierarchical system, which is multifaceted, non-linear and complex, and contains a level of uncertainty where actors, technologies and tasks are interacting across levels of the hierarchical layers. Their relationships are interlinked and interconnected, having causal ties where there are direct or indirect operational requirements. For this research the socio-technical system has been identified as consisting of government, regulatory/enforcement agencies, supply chain parties, heavy vehicle companies, drivers/co-drivers, and environment/road and vehicles. A part of the heavy vehicle transport industry socio-technical system comprises of policies, rules, legislation and procedures to help guide the decision-making process to ensure both safety and compliance within the system. The intent is captured in the legislation that governs the system where compliance to the legislation is required. Heavy vehicle crashes are investigated by state and territory police forces as well as regulatory agencies. These police forces and regulatory agencies have a mandate to investigate for the purposes of identifying driver liability, and as a consequence look for blame. However, the recent enactment of the Heavy Vehicle National Law and Compliance and Enforcement legislation does not support this approach and seeks to apportion blame throughout the logistics chain, rather than placing blame on the driver. This research discovered that there are a number of underlying causes that adversely influence heavy vehicle driver behaviour and contribute to crashes; however, these causes are not usually identified in investigations, with the outcome of an investigation often being to blame the driver. Investigations do not tend to look at the socio-technical system within which the heavy vehicle transport industry operates to identify the interactions and interconnections that can influence and impact upon a driver’s behaviour. In most instances when human errors are identified the investigation ceases with no further exploration as to what caused the human errors. This research has identified that investigators do not use a systemic investigation methodology, indeed many who have conducted investigations of heavy vehicle crashes have no knowledge of what a systemic investigation is. In addition, this research discovered that investigators did not have the training, skills and competencies or specialist knowledge of the heavy vehicle transport industry to investigate heavy vehicle crashes. These investigators primarily gained their skills and competencies ‘on the job’ through a tacit transfer of knowledge, essentially learning as they worked. Unfortunately, the investigators from the state and territory police forces and regulatory agencies are not specialists in the heavy vehicle transport industry and lack the understanding of the heavy vehicle transport socio-technical system. These investigators have a mandate to investigate for the purposes of prosecution, and as a consequence look for the attribution of blame. These agencies do not apply a systemic investigation methodology to determine the underlying causes of a crash. Even the recent enactment of the Heavy Vehicle National Law, which seeks to apportion liability to others throughout the logistics chain, is consistent with this prosecutorial approach. In contrast, investigations into aviation, rail and maritime incidents are conducted by the Australian Transport Safety Bureau (ATSB), which adopts a “no blame-no liability” investigation methodology, albeit one that is not systemic. These investigations are tailored to each specific domain which seeks to uncover underlying causes without attributing blame. Incident investigations in these transport modalities have facilitated a reduction in rates of serious incidents. Consequently, the adoption of such an approach to heavy vehicle crash investigations should also result in a reduction of serious crashes due to a more comprehensive uncovering and understanding of underlying causative factors. This research was conducted in three stages. The first stage consisted of a literature review that identified the socio-technical system within which the heavy vehicle transport industry operates, the underlying causes of heavy vehicle crashes identified by academic research, the legislative regimes governing the heavy vehicle transport industry, the actors involved in the heavy vehicle transport system, and what investigation methods are currently being used to conduct heavy vehicle crash investigations. Stage two consisted of two parts: the first part being a survey of heavy vehicle transport industry participants seeking their responses to twenty survey statements, and the second part being semi-structured interviews of investigators who have investigated heavy vehicle crashes. Stage three also consisted of two parts. Part one was a thematic analysis of investigation reports completed by the ATSB of investigations of heavy vehicles crashing with trains at level crossing that occurred between 2000-2019. Part two was a thematic analysis of Coronial report findings of heavy vehicle fatal crashes that occurred in Australia between 2005 and 2020. This research identified that a number of stakeholders have called for the ATSB to take over investigations of heavy vehicle crashes; however, the ATSB are under resourced to meet their current obligations and may not be best suited to conduct investigations of heavy vehicle fatal crashes. The ATSB have also, in the past, been criticised for not having suitable systemic investigation processes in place. This research’s original contribution to knowledge is the development of an investigation framework that can be used by investigative agencies to assist with investigations of heavy vehicle crashes. The investigation framework will help direct investigators in their search for answers to identify the underlying causes of a heavy vehicle crash. The framework instructs the investigator to look beyond blame and driver error and motivates the investigator to look at other underlying causes and contributory factors influencing driver behaviour. This research has obtained evidence to support the need for a dedicated heavy vehicle crash investigation agency which uses a systemic investigation methodology to investigate crashes. Additionally, the research has identified the need for investigators to be trained in the necessary systemic investigation techniques and to gain knowledge and develop skills specific to the heavy vehicle transport industry. This research has developed an investigation framework that can be used by investigators to conduct investigations of heavy vehicle crashes. This framework is a systemic methodology that when applied will ensure investigators delve deeply to uncover the underlying causes from within the heavy vehicle transport socio-technical system, rather than assigning blame to the driver and ceasing investigations when human error has been identified.

Far North Queensland covers an area in the tropics that extends roughly from Cardwell on Australia's east coast to the tip of Cape York Peninsula. The city of Cairns is its administrative centre. Europeans first began moving into the inland parts of this reeion in the 1860s but the mountains and tablelands along the eastern hinterland were clothed in thick, tropical rainforest that defied efforts to develop transport routes between inland settlements and potential ports along the east coast. Colonisation could not have occurred without the provision of roads, and colonial and state governments played a leading role in this, driven by the demands of settlers who were both road builders and users.

This thesis demonstrates the significance of roads in the development of Far North Queensland from the 1860s to the 1960s. Within the context of the overall pioneer project of which road construction was a key part, it examines the leading role played by government, the technological advances that influenced the development of a road network, the contribution of people who worked on road construction, and the demands of road users that influenced their location and the rate of construction. It posits that the process of developing a road network contributed to the formation of a 'pioneer legend' in Far North Queensland, which had its origins in geographical remoteness and a challenging physical environment.