China 
Africa 
Explore chapters and articles related to this topic
Introduction: Transport Revolutions Ahead
Published in Richard Gilbert, Anthony Perl, Transport Revolutions, 2018
This edition of Transport Revolutions is being both written and published in Canada where metric units increasingly prevail. We follow Canadian practice in using kilometers and liters rather than miles and gallons. A kilometer is roughly six-tenths of a mile. A liter is roughly a quarter of a US gallon. Vehicle speeds are in kilometers per hour (km/h). Mass is usually in kilograms (roughly 2.2 pounds) or (metric) tonnes. Each tonne is 1,000 kilograms, or about 2,200 pounds, or about 1.1 (short) tons.
The Southampton system: a new universal standard approach for port-city classification
Published in Maritime Policy & Management, 2021
Toby Roberts, Ian Williams, John Preston
Hierarchical systems are commonly used by governments, such as the widely used major and minor system. Since 2000, the UK Government has defined a major port as a port that handles over 1,000 kilotonnes of cargo annually (Department for Transport 2018a), with this value having been 2,000 prior to 2000. The US Department of Defence (2005) defines a major port as a port capable of handling 100 kilotonnes a month, which would give an annual value of 1,200 kilotonnes per year. China has 34 major ports all of which exist in cities handling over 50,000 kilotonnes per year (Ministry of Transport of the People’s Republic of China 2019). This shows how a simple minor or major distinction does not work at a global level due to the varying sizes of ports and the varying importance of these ports to their respective countries. Different types of tonnes are also used across the world. A US Tonne (short tonne) is equivalent to 907.18 kg, a metric tonne is equivalent to 1000 kg and a British tonne (long tonne) is equivalent to 1016 kg (Britannica 2020). This makes comparisons more difficult, however, it can still be possible as shown by AAPA (2016), which ranks ports together despite different forms of tonnage being used. A port handling 10,000 kilotonnes annually may be of great importance to a small country, whereas a similar sized port in China is considered minor. Both of these ports would create considerable impacts for the cities in which they are located.
Analytical modelling of dump truck tire dynamic response to haul road surface excitations
Published in International Journal of Mining, Reclamation and Environment, 2020
Bruno Ayaga Kansake, Samuel Frimpong
Shovel-truck haulage systems continue to be the preferred choice for moving ore and waste in surface mining operations due to the efficiency, flexibility and high productivity they present. Due to economies of scale [1], and to meet the ever-increasing production demands of industry, truck capacities have increased significantly over the years. High payload trucks also offer better cost efficiency due to several direct and indirect cost savings, such as savings in labour, equipment components and consumables. Due to their numerous advantages, ultra-large trucks (≥200 tonnes capacity) are becoming dominant in the mining industry, with current population exceeding 40% of dump trucks in the mining industry [2]. Recent truck models reach payload capacities of over 362 tonnes (~400 tons), with empty truck operating weights in excess of 272 tonnes (300 tons). Operating these ultra-large trucks in the rugged mining environments results in significant haulage costs, reaching 45–50% of total mining cost [3,4].
LRN 2016 SPECIAL – high capacity vehicles and modal shift from rail to road: combining macro and micro analyses
Published in International Journal of Logistics Research and Applications, 2018
Henrik Pålsson, Henrik Sternberg
In Sweden, the maximum gross weight was recently increased from 60 to 64 tonnes, while the maximum length restriction was kept at 25.25 m. The Swedish government has also decided that selected parts of the public road network will allow for trucks with a maximum gross weight of 74 tonnes during 2018 without changing the length restriction. The maximum limitations in Sweden are heavier and longer than those in most European countries, where 40 tonnes and 18.75 or 25.25 m are the most common restrictions. In addition, HCVs with a length of 34 m and a gross weight of 74 tonnes are tested in Sweden. These types of changes in weight and length restrictions would increase transport efficiency and decrease the price of road freight transport, which in turn would affect a modal shift from rail to road, as well as the demand for road freight transport.