Готові списки джерел за темами / Freight and freightage Australia

Добірка наукової літератури з теми "Freight and freightage Australia"

Автор: Grafiati

Опубліковано: 10 грудня 2022

Оновлено: 30 липня 2024

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Статті в журналах з теми "Freight and freightage Australia"

Smyrnova, O. Yu. "THE EFFICIENCY FORMATION MECHANISM OF THE FREIGHT TRANSPORT SYSTEM IN TERMS OF THE VARIABLE NATURE OF DEMANDS FOR TRANSPORTATION." Science and Transport Progress, no. 28 (August 25, 2009): 171–74. http://dx.doi.org/10.15802/stp2009/13640.

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The mechanism of formation of efficiency of freight motor transport system in conditions of variable character of demand for freightage is developed on the basis of space-time approach development to efficiency formation for difficult systems. In the article the definitions of the notions of freight motor transport system adaptability, standard operation conditions are given.

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Sidauruk, Jinner, and Grace M. C. Lumbantobing. "TINJAUAN YURIDIS TANGGUNG JAWAB PENGEMUDI DAN PERUSAHAAN ANGKUTAN ATAS DALAM PENGANGKUTAN BARANG MELALUI ANGKUTAN DARAT (Studi CV. Belawan Indah)." NOMMENSEN JOURNAL OF LEGAL OPINION 2, no. 02 (July 30, 2021): 181–92. http://dx.doi.org/10.51622/njlo.v2i02.385.

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CV Belawan Indah as a company engaged in the field of freight services is also not free from problems arising from mistakes of drivers and transport companies. In discussing the problems in this thesis needed a method of data collection, to obtain data with research. The research in question is the research method of library research and interviews that is collecting material obtained from primary data and secondary data. The data obtained will be analyzed normatively which is descriptive qualitative so that it illustrates the reality. Based on research results obtained at CV. Belawan Indah that the driver and the transport company are jointly responsible by disadvantage arising in the freightage via truck transportation to delays, damage, and lose the goodsin each operation of transportation and efforts of the owner of the disadvantage in the freightage the goods can file a claim for compensation through a consumer and business dispute resolution agency or the so-called BPSK or through a court of law within the general court.

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Ferreira, Luis, and Neil Otway. "Towards rail freight profitability in Australia." Transport Reviews 13, no. 4 (October 1993): 279–93. http://dx.doi.org/10.1080/01441649308716853.

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Prokofieva, E. S., and V. V. Panin. "UNIFORM PRINCIPLES OF ORGANIZATION OF RAIL FREIGHT TRANSPORTATION OPERATIONS." World of Transport and Transportation 17, no. 5 (June 7, 2020): 186–98. http://dx.doi.org/10.30932/1992-3252-2019-17-5-186-198.

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Improving the operational efficiency of transport is one of the main catalysts for raising the quality of life and socio-economic development. The prevailing global trends are aimed at establishing logistic chains from producers to consumers. The cross-border movement of world production within the framework of globalization, the deepening of integration processes between countries highlight the issues of developing a methodology for planning and evaluating international transport corridors from various points of view, and economic, technical, social, environmental and other aspects. The urgent issue is the harmonization of the technical and regulatory framework for the organization of «seamless» transportation, the synchronization of the technological cycles of various modes of transport, including operation of multimodal transport hubs. A large number of studies are dedicated to the modelling and control of traffic flows, new methods of forecasting the transport situation using the results of computer dynamic transport modelling, analysis of existing infrastructure resources and elimination of bottlenecks in the existing railway system (including through the expansion of the railway network and innovative methods of traffic control).Hence the achievement of target parameters of efficiency of production activity of all participants in railway transportations is possible through qualitative changes in the system of the organization of transportation process, the objective of the research was to study technological aspects of improvement of quality of functioning of the transport system in relation to activity of the Russian railways.The research applied methods of system analysis of scientific and technical data and technical and economic indicators of complex systems.The issues of implementation of end-to-end principles of transportation process management are considered, the concept of «technological polygon of transportation process management» is expanded. The analysis and grouping of methods for improving the efficiency of railway transport was carried out with regard to improving the operation quality indicators and refined model of rolling stock management, increasing the efficiency of the use of traction equipment, profiling of railway itineraries in respect of the preferred types of traffic, establishing sections well-provided for safe passage of freight trains and synchronized with the operation ranges of locomotives, organizing freightage in wagons withincreased axle load, removing barriers and restrictions in the power supply sector, etc.The transition to the «polygon» model of the organization of the technological process, the unification and optimization of the use of available resources, and, as a result, the reduction of risks of losses from transportation, service provision and unplanned use of resources are effective tools to improve the quality of rail operations.

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Laird, Philip. "Rail freight efficiency and competitiveness in Australia." Transport Reviews 18, no. 3 (July 1998): 241–56. http://dx.doi.org/10.1080/01441649808717015.

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Rockliffe, Nigel, Marcus Wigan, and Howard Quinlan. "Developing Database of Nationwide Freight Flows for Australia." Transportation Research Record: Journal of the Transportation Research Board 1625, no. 1 (January 1998): 147–55. http://dx.doi.org/10.3141/1625-19.

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Data on freight vehicle and commodity flows in Australia are poorly covered by official statistics, yet for many strategic purposes the analyst requires a nationwide picture of commodity flows. FreightInfo satisfies this requirement. FreightInfo is a database based on a combination of assembly techniques: the expert development of secondary data from existing national data collections, the systematic identification of major flow sources and sinks, and a rolling program of field data collection from freight consignors, consignees, and carriers. These are integrated into a coherent and consistent database covering the whole of Australia by all modes. A description of FreightInfo is presented, its creation is described, and some aggregate results relating to Australia are presented.

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Aljohani, Khalid, and Russell G. Thompson. "An Examination of Last Mile Delivery Practices of Freight Carriers Servicing Business Receivers in Inner-City Areas." Sustainability 12, no. 7 (April 2, 2020): 2837. http://dx.doi.org/10.3390/su12072837.

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Freight carriers experience major challenges while operating in highly dense inner-city areas. Timely deliveries are crucial for the success of businesses and for the long-term economic growth of metropolitan areas. Previous freight studies have paid little attention to the characteristics of freight movements in a highly dense urban context. Accordingly, this study sought to quantify the operational practices for freight carriers that deliver light parcels to inner-city business receivers. Direct insights were collected using semistructured interviews and an online survey with freight carriers in Melbourne, Australia. The intent was to describe the delivery trips and vehicle types involved in this unique segment. An assessment of operational challenges to the efficiency of freight carriers is presented in the study. In general, freight deliveries to inner-city receivers are characterised by underutilised transport capacity along with a large number of delivery stops. The findings shed light on the challenges that couriers encounter in congested inner-city areas.

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Ghaderi, Hadi, Jiangang Fei, and Stephen Cahoon. "The impediments to the competitiveness of the rail industry in Australia." Asia Pacific Journal of Marketing and Logistics 27, no. 1 (January 12, 2015): 127–45. http://dx.doi.org/10.1108/apjml-11-2013-0136.

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Purpose – The purpose of this paper is to identify current impediments to the competitiveness of the rail industry in the Australian non-bulk freight market. Design/methodology/approach – A systematic literature review was adapted to identify the impediments and challenge themes from 1,081 studies available on the Australian rail industry. To select the studies relevant to the research question, a tollgate criterion was then deployed. Impediments were identified by a structured data synthesis process and a heuristic algorithm was developed to explore the possible relationships between the impediments and challenges. Findings – Four major themes are apparent, each of which presents the rail industry with challenges in the non-bulk freight market. “Infrastructural inefficiencies and the need for further integration” was ranked as the main rail industry challenge, while “environmental concerns and the associated costs of externalities” was the least. In addition, across the four themes data synthesis identified 43 impediments from purely policy related to technical and operational aspects. Research limitations/implications – The major implication of this review is the identification of impediments that have no linkage to the four industry challenges as revealed by stakeholders in the literature. That means that the rail industry has been dealing with a number of issues that have not been explored and studied in depth either by practitioners or academics. The underlying elements of impediments in this group are perceived as managerial, organisational and leadership factors. The rail industry has failed to manage its organisational ties across the system, both horizontally and vertically. This issue has been intensified as the result of complex interactions between different transport modes and operators associated with the non-bulk freight sector. Originality/value – For the first time in the Australian context, this study provides an en masse and summarised picture of impediments to the competitiveness of the rail industry in the non-bulk freight market by systematically reviewing the reports generated by different stakeholders in the last ten years. The outcomes will assist the rail industry and government to understand impediments impacting on the quality of rail freight services that may lead to collaboration on decision-making and investment strategies.

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Rimmer, Peter J. "Freight Logistics: A New Area for Cooperation Between Korea and Australia?" Journal of International Logistics and Trade 1, no. 1 (December 2003): 55–69. http://dx.doi.org/10.24006/jilt.2003.1.1.55.

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Ghaderi, Hadi, Stephen Cahoon, and Hong-Oanh Nguyen. "An Investigation into the Non-bulk Rail Freight Transport in Australia." Asian Journal of Shipping and Logistics 31, no. 1 (March 2015): 59–83. http://dx.doi.org/10.1016/j.ajsl.2015.03.003.

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Дисертації з теми "Freight and freightage Australia"

Whelan, Stephen P. "Land freight transport in Australia : an economic analysis of regulatory and competition reform." Thesis, The University of Sydney, 1996. https://hdl.handle.net/2123/27642.

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An examination of land freight transport in Australia shows that a diverse range of influences have shaped its development and structure over time. Parochial political interests have constituted a potent input into the development of policy, made possible by the federal structure of the Australian governmental structure. Australia is in no way unique in this sense, but the structure and its constituent elements have, over time, resulted in the development of land freight transport policy which has proven, in some respects, to be inefficient and ineffective. Despite a perception that land freight transport policy has been inadequate in the past, attempts to comprehensively reform the regulatory framework in which the land freight transport task is undertaken have not proved successful. This has been partly due to constraints imposed by institutional forces beyond the reach of policy makers. More recently, however, changes in institutional constraints provided an opportunity for reform to be initiated. Coupled with a commitment on the part of constituent governments to seek economically efficient national solutions, changes have occurred in the regulatory environment for land freight transport in Australia. The nature of the economic relationships underlying the freight transport task are examined, and a modelling framework developed for analysing the freight transport task within a spatial equilibrium framework. Although not applied directly to the issue of concern in the present study, the technique represents a useful tool to analyse freight transport relationships in the future. In lieu of the direct application of the spatial transport equilibrium model developed, previous Australian studies are reviewed and inter-state land freight transport demand relationships estimated. The economic implication of regulatory and competition reforms are assessed in the context of a federal structure of government, and a scenario in which the freight transport task represents a diverse set of activities. The study concludes that although the reforms offer opportunities to enhance the regulatory environment for land freight transport, the results to date do not show unambiguous gains from the changes which have occurred, or which are envisaged. Moreover, considerations other than cost-benefit considerations may undermine the persuasive arguments on which much of proposed reforms have been premised. This is likely to lead to misguided policy which, in the long run, does not prove to be welfare enhancing, and which may not correspond with the institutional framework underlying the Australian federal structure.

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Sigut, Julius. "Road-rail intermodal terminals : modelling of operating performance." Thesis, Queensland University of Technology, 1995. https://eprints.qut.edu.au/36239/1/...%2036239_Sigut_1995.pdf.

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Road-rail transfer facilities ( or terminals, as they are referred to), represent a significant component of intermodal transportation. The term "intermodal" refers to the combination of two or more different modes used in transportation process of freight, in case of this study taking place between the road and the rail. The complexity of intermodal transportation has created a considerable demand for extensive application of computer modelling of its operations. Intermodal infrastructure represents a multimillion dollar capital investment, the utilisation of which has to be closely monitored. In recent years some innovative technologies have found their way into intermodal and some of them have been implemented with a various degree of success. One of those successful innovations is a system commonly known as RoadRailer. Its main features are bimodal trailers with the capability of being hauled on road as well as on rail. The research presented here includes the development of simulation models which are used to evaluate the operating performance of road-rail intermodal terminals. Two main types of terminals are modelled, namely: conventional container transfer facilities and RoadRailer trailer port facilities. The results of changing key operating resources and the incidence of trailer breakdowns have been tested using the simulation models developed as part of this thesis. Operations of other types of terminals and/or their combinations (for example sea-rail) are not the subject of this work. 960 detailed observations of important operations activities were made by the author during the research. The data collected were analysed to find the appropriate type of statistical data distribution. The Chi-Square test was performed to determine the best-fit line, with the conclusion, that the Erlang distribution was chosen correctly (Chapter 4.4 and Appendix F). The RoadRailer model described in Chapter 6 was developed as a mean of assessment of the new extended Adelaide RoadRailer terminal operation expected to commence from 1 March 1994. Data representing real-life operating performance were to be collected in due course, evaluated and used for the calibration of that model. However, due to changed ownership of RoadRailer trailers and interstate operating rights (which resulted in cessation of the interstate operation), the forecast scope of operation has not been realised. Thus the necessary data have not become available for the planned model calibration. An alternative approach had to be adopted, resolving the absence of data. A comparison of results achieved under the past limited scale of operations, with that given by the model, was performed. The RoadRailer terminal operation can take place under different set of conditions which influence the final result. The impact of specific conditions is investigated in depth in the model described in Chapter 6. The results thus obtained provide to the best knowledge of the author the first successful attempt in Australia to use computer simulation in modelling RoadRailer terminal operation. Dynamic simulation was found to be a very efficient tool for investigation/modelling of intermodal operations, both conventional and RoadRailer. As such it can be recommended for practical application whenever a number of factors with variable parameters of performance have to be considered The investigation of a Conventional terminal operation has proved the container manipulations (it means loading, unloading, transferring and storage manipulations from road to rail and vice versa) to be more efficient/productive than RoadRailer manipulations performed under a comparable set of operating conditions. However, it is recommended that a decision about the right choice between these two technologies be made according to marketing objectives and results of a detailed comparison of infrastructure capital costs. The close investigation of RoadRailer terminal operations has revealed a considerable impact of the number of resources deployed and the trailer breakdown ratio upon the performance reliability. If a performance commensurate with the best world standards is targeted, while sustaining a high breakdown ratio, then a relatively high level of resources have to be used. Reliability of trailers has been proved as a very important issue. The technical complexity of trailer design raises the possibility of trailer breakdowns unless an efficient preventive maintenance system is put in place. With the breakdown ratio grater than 5% it is highly recommendable that a dedicated repair crew be used. If the ratio exceeds 10% then successful performance is not achievable without such a crew, especially in the long run. These results have nevertheless to be considered as valid for the particular operating environment and as such do not claim general validity. After setting out the results obtained using the terminal models, several topics closely associated with the operating performance of road-rail terminals are discussed in Appendices. These are based on the experience of the author and Australian National. In Appendix G the key performance factors for a terminal are discussed, and associated performance indicators are put forward. In Appendix H the types of lifting equipment commonly used in terminals are described together with their main advantages and drawbacks. The strong relationship between the linehaul and terminal components of the overall road-rail intermodal task is highlighted with respect to customer service variables in Appendix I.

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Chang, Kevin N. "Identification and evaluation of non-infrastructure regional freight mobility issues /." Thesis, Connect to this title online; UW restricted, 2005. http://hdl.handle.net/1773/10141.

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Wong, Kwan-wai Sammy. "Multimodal freight transportation in United States." Hong Kong : University of Hong Kong, 1999. http://sunzi.lib.hku.hk/hkuto/record.jsp?B21129009.

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Tsang, Ki-keung. "A study of freight transport in Hong Kong." Click to view the E-thesis via HKUTO, 2005. http://sunzi.lib.hku.hk/hkuto/record/B3178303X.

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Fang, Ka-wing Frocho. "Intermodal freight transportation planning of Hong Kong /." Hong Kong : University of Hong Kong, 2001. http://sunzi.lib.hku.hk:8888/cgi-bin/hkuto%5Ftoc%5Fpdf?B23427231.

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Westby, Karl David. "Systems analysis of freight transportation networks /." Thesis, Connect to this title online; UW restricted, 2004. http://hdl.handle.net/1773/10126.

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Yeung, Sau-fung Lorraine. "Transport planning in Hong Kong : cross border freight transport /." Click to view the E-thesis via HKUTO, 1995. http://sunzi.lib.hku.hk/hkuto/record/B42574456.

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Gue, Kevin R. "Freight terminal layout and operations." Diss., Georgia Institute of Technology, 1995. http://hdl.handle.net/1853/30751.

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Ng, Ka-wing Simon. "Cross border freight traffic congestion : the Hong Kong-Shenzhen case /." [Hong Kong] : University of Hong Kong, 1994. http://sunzi.lib.hku.hk/hkuto/record.jsp?B13730897.

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Книги з теми "Freight and freightage Australia"

R, Dumas. Coastal shipping issues affecting Western Australia: Report prepared for the Industries Assistance Commission inquiry into coastal shipping in Australia. [Nedlands, W.A.]: Dept. of Transport, 1987.

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Victoria University of Wellington. Institute of Policy Studies, ed. New Zealand transport policy and closer economic relations with Australia. Wellington [N.Z]: Victoria University Press for the Institute of Policy Studies, 1985.

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Challis, D. A review of the minor bulks transport policy in Western Australia. [Perth]: Dept. of Transport, Western Australia, 1990.

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Western Australia. Metropolitan Freight Network Review. Congress. Freight Network Review second congress: Saturday 15 June 2002, 10am to 4.30pm, Esplanade Hotel, Fremantle, Western Australia. [Perth, W.A.]: The Minister, 2002.

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Great Britain. Department for Transport., ed. Focus on freight. London: TSO, 2003.

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Muller, Gerhardt. Intermodal freight transportation. 4th ed. Washington, D.C: Eno Transportation Foundation, 1999.

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Mahoney, John H. Intermodal freight transportation. Westport, Conn: Eno Foundation for Transportation, 1985.

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Muller, Gerhardt. Intermodal freight transportation. 2nd ed. Westport, Conn. (P.O. Box 2055, Westport 06880): Eno Foundation for Transportation, 1989.

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Muller, Gerhardt. Intermodal freight transportation. 3rd ed. Greenbelt, MD: Intermodal Association of North America, 1995.

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Canada. Industry, Science and Technology Canada. Freight forwarding. Ottawa: Industry, Science and Technology Canada, 1991.

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Частини книг з теми "Freight and freightage Australia"

McKinnon, Alan. "Improving the Sustainability of Road Freight Transport by Relaxing Truck Size and Weight Restrictions." In Supply Chain Innovation for Competing in Highly Dynamic Markets, 185–98. IGI Global, 2012. http://dx.doi.org/10.4018/978-1-60960-585-8.ch012.

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Increasing legal limits on the size and weight of trucks allows companies to achieve a higher degree of load consolidation. This reduces the total number of vehicle-kilometres required to distribute a given quantity of goods, saving money and reducing environmental impacts. Proposals to legalise longer and heavier vehicles, (LHVs) have, nevertheless, generated intense debate, particularly in Europe where they are strongly resisted by railway and environmental organisations. This chapter reviews recent studies on this subject, presents an analytical framework and focuses on three critical issues: the extent to which loads can be consolidated in LHVs, their effect on the freight modal split and the possibility that the resulting reduction in road freight costs will stimulate additional traffic growth. Most of the recent studies support the development of LHVs, particularly those based on actual experience of their use in countries such as Australia, Sweden and the United States.

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Boyce, Gordon. "The Growth of Shipping Services, 1902-1909." In The Growth and Dissolution of a Large-Scale Business Enterprise, 107–42. Liverpool University Press, 2012. http://dx.doi.org/10.5949/liverpool/9780986497391.003.0006.

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This chapter charts the expansion of the Furness Group from 1902 to 1909 as they responded to the growth of American liner competition and shifting environmental conditions by engaging in other trades and amassing other resources. It analyses trends in trade, freight rates, tonnage, profit; the Furness Group’s profitability between 1900 and 1909; changes in patterns of growth; the North Atlantic trade stalemate between 1902 and 1909; the poor financial performance of Manchester-based liners; the Furness Group’s attempt to develop new liner trades beyond the North Atlantic into the Persian Gulf, South America and Australia; developments in tramp and contract trades; fleet expansion and consolidation; and insurance, salvage, repair, and provisioning interests. It concludes that by changing the composition of the Furness Group’s interests between 1902 and 1909 the company developed new and productive trade interests beyond the North Atlantic and escaped the trade deadlock. They would adjust the direction of services and expansion again in 1910, once the demand for shipping services resurfaced.

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"Sea freight transport in Australia and competing transport modes: taxation, fiscal and other policies affecting mode choice, and their environmental consequences." In International Trade and Business Law Review: Volume XI, 42–56. Routledge-Cavendish, 2012. http://dx.doi.org/10.4324/9780203060605-6.

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Singh, Amanpreet, Prem Chhetri, and Rajiv Padhaye. "Understanding the Port-Centric Logistics Clusters." In Innovative Solutions for Implementing Global Supply Chains in Emerging Markets, 257–72. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-4666-9795-9.ch017.

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Port-centric logistics clusters are considered as intermodal gateways and/or hubs of international trade, which connect national economies with global production networks. These clusters are spatial agglomeration of logistics related interconnected and interdependent companies. Singapore, Dubai and Rotterdam are world class exemplary of port-centric logistics clusters. The formation of these clusters is a derivative of conducive business environment generated within a geographically defined area. Despite the recognition of port-centric approach to economic development there is insufficient evidence to empirically assess the functional and spatial characteristics of port centric logistics clusters. There is also disagreement on three key questions: how port-centric logistics clusters are defined and identified, what industry types do they constitute and what methods are appropriate to delineate the boundary of port centric logistics cluster. In this paper, a spatial approach is adopted to geographically delineate the spatial congregation of port-centric logistics employment using three major container ports in Australia. Using the Census data from the Australian Bureau of Statistics (ABS 2006), analysis has been conducted on employment data containing information about where people work and what industry they work within the close vicinity of case study seaports. The results show that the spatial extent Australian port centric logistics clusters, which tend to vary both in size and shape. Overall size of employment in port-related industries in Australia has grown substantially. Road freight is dominating industry in the port-centric logistics cluster with a contribution of 23.02% and 37.54% in 2001 and 2006 respectively. The range of port-centric logistics cluster in Melbourne is towards western suburbs and in Botany Bay the port-centric logistics cluster is discerned mainly around eastern suburbs and in Brisbane the spread of port-centred logistics cluster is towards southeast inner Brisbane and Northwest Inner Brisbane suburbs. This shows the impact of land use consolidation by the State Government in their effort to boost transport and warehousing employment closer to Australian container ports. The establishment of port-centric logistics clusters, we argue, could mean the opportunities for organisations to achieve agglomeration economies, increase rivalry among organizations to promote competition, access to greater pool of customers, availability of skilled labour force, closer proximity between customers and supplier, sharing of public infrastructure and resources, increased inter-firm interactions, and knowledge spill-over.

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Тези доповідей конференцій з теми "Freight and freightage Australia"

Barbosa, Fábio C. "LNG Use in Freight Rail Industry as an Economic and Environmental Driver: A Technical, Operational and Economic Assessment." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2233.

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Freight rail carriers have been continuously challenged to reduce costs and comply with increasingly stringent environmental standards, into a continuously competing and environmentally driven industry. In this context, current availability and relative abundance of clean and low cost non conventional gas reserves have aroused a comprehensive reevaluation of rail industry into fuel option, especially where freight rail are strongly diesel based. Countries in which rail sector is required to play an important role in transport matrix, where fuel expenditures currently accounts for a significant share of operational costs, like Australia, Brazil, United States and other continental countries, can be seen as strong candidates to adopt fuel alternatives to diesel fueled freight railways. Moreover, from an environmental perspective, the use of alternative fuels (like natural gas) for locomotive traction may allow rail freight carriers to comply with emission standards into a less technologically complex and costly way. In this context, liquefied natural gas (LNG) fueled freight locomotives are seen as a strong potential near-term driver for natural gas use in rail sector, with its intrinsic cost and environmental benefits and with the potential to revolutionize rail industry much like the transition from steam to diesel experienced into the fifties, as well as the more recent advent of use of alternating current diesel-electric locomotives. LNG rail fueled approach has been focused on both retrofitting existing locomotive diesel engines, as well as on original manufactured engines. Given the lower polluting potential of natural gas heavy engines, when compared to diesel counterparts, LNG locomotives can be used to comply with increasingly restrictive Particulate Matter (PM) and Nitrogen Oxides (NOx) emission standards with less technological complexity (engine design and aftertreatment hardware) and their intrinsic lower associated costs. Prior to commercial operation of LNG locomotives, there are some technical, operational and economic hurdles that need to be addressed, i.e. : i) locomotive engine and fuel tender car technological maturity and reliability improvement; ii) regulation improvement, basically focused on operational safety and interchange operations; iii) current and long term diesel - gas price differential, a decisive driver, and, finally, iv) LNG infrastructure requirements (fueling facilities, locomotives and tender car specifications). This work involved an extensive research into already published works to present an overview of LNG use in freight rail industry into a technical, operational and economical perspective, followed by a critical evaluation of its potential into some relevant freight rail markets, such as United States, Brazil and Australia, as well as some European non electrified rail freight lines.

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