Orica is exploring the development of a Battery Electric Vehicle (BEV) Mobile Manufacturing Unit™ (MMU™) for delivering explosives in blasting areas, saying the initiative targets a reduction in greenhouse gas emissions, contributing to cleaner and more sustainable mining and civil operations.

The development of this electrified MMU not only aligns with Orica’s ambition to achieve Net Zero emissions by 2050; it also supports its customers in achieving their own ESG goals, including the transition from Internal Combustion Engine (ICE) MMU fleets to BEV fleets in the coming years.

The initiative also includes preparing on-site infrastructure for charging stations, which will also support auxiliary equipment such as light vehicles, magazine trucks, stemming trucks and forklifts.

Orica says its approach to the introduction of BEVs in the mining industry is comprehensive. “We understand the shift towards BEVs is driven by the increasing demand for sustainable and environmentally friendly solutions in the mining industry,” it says. “Operators are seeking alternatives to traditional ICE vehicles to reduce their carbon footprint and comply with stricter environmental regulations.”

The competitive nature of the mining industry necessitates innovation and adaptation, according to Orica, saying that, as an industry leader in technology and innovation, its focus is on addressing safety, regulatory and operational challenges while actively listening to customer needs and collaborating with various stakeholders to co-develop effective solutions.

IM touched base with the company to find out more.

IM: Can you talk through some of the safety and regulatory issues that you have come across with a move from ICE-based MMUs for explosives delivery to a battery-electric alternative? Does the potential for a battery to experience thermal runaway bring up specific safety concerns from both a client and regulator perspective?

Orica: Orica, as an industry leader in safety, is highly aware of the potential safety and regulatory changes that come with transitioning from ICE-based mobile manufacturing units to BEVs. As different battery types are introduced, we need to evaluate and assess the impact on our established ‘Basis of Safety’ protocols in relation to explosives product delivery and use and other dangerous goods.

The relative safety pros and cons of battery-initiated thermal events versus ICE are still under evaluation. There are different potential risks and controls for each technology, and the technology is rapidly developing, so we continue to assess risks independently without concluding that one is definitively better than the other. This view highlights the complexity of the issue and the need for thorough evaluation.

International regulations for this technology are in development – and with our history as an industry safety leader, we are collaborating closely with these evaluations.

For instance, Orica is leading efforts in the establishment of the BEV/EX Subgroup as part of the UN Committee of Experts on the Transport of Dangerous Goods. This subgroup collaborates with other UN subgroups on related topics such as flammables, truck and trailer manufacture, and hydrogen-powered vehicles. This involvement ensures that Orica is at the forefront of regulatory developments and can influence the creation of standards that address the unique challenges posed by BEVs.

We are also investigating a range of Management of Change issues associated with BEVs around risks from fire. Thermal runaway in lithium-ion batteries can lead to uncontrolled temperature increases, potentially causing fires or explosions. Factors leading to thermal runaway include internal cell faults, overheating, physical damage and manufacturing defects.

Advanced Battery Management Systems (BMS) are crucial for monitoring and controlling battery temperatures to prevent thermal runaway. Fire suppression systems and thermal management technologies are essential to mitigate the risks associated with battery fires. Orica’s ongoing evaluation work on modeling battery fires from passenger vehicles to truck scenarios is an example of our commitment to understanding and managing these risks.

Regulations are evolving to address the unique risks posed by BEVs, including the need for new testing protocols and safety standards.

Orica’s involvement in reviewing various national and international standards and codes related to BEV/DG vehicles, such as ADR 2027 and European ECE R100 adaptations, ensures we remain compliant with the latest regulatory requirements.

We are also working closely with the Global Chief Inspectors of Explosives (CIE) groups on BEV introductions and recently presented at the CIE Conference Perth. This follows previous studies with a local university evaluating battery compatibility with secondary explosives.

IM: Considering these issues/challenges, are there certain jurisdictions or locations that you view as being the best place to start trials of these BEVs?

Orica: Orica’s design and development activities for BEVs will be conducted close to our technology centres, primarily in Australia and other key locations. Australia appears to be the best place to start trials of BEVs for explosives delivery because of its robust regulatory framework and the fact we have an established technology centre in proximity to potential trial sites.

The initial focus is on off-road, mine-based mobile manufacturing units. Orica employs a whole-systems engineering design process for all its explosives delivery fleet. This approach includes:

• Validating and verifying key changes brought by BEV technology. This tests not just the MMU bulk explosives loading on a mine, but also battery charging, depot loading, interaction with other fixed and mobile equipment, on-mine travel, performance in target process conditions and interaction with operational staff;
• Operational considerations: The trials will also consider operational differences such as methods for releasing electrical and mechanical stored energy and processes for recovering equipment in breakdowns; and
• Regulatory engagement: Orica takes a proactive approach with regulators in different jurisdictions throughout Australia to obtain the necessary authorisations to proceed with these developments. However, specific implementation sites have not yet been nominated.

IM: Can you talk through some of the vehicle specifics in regard to the selection of battery chemistry (and why you chose this), battery size and any other amendments to the vehicle architecture? Is the first prototype going to be a retrofit (from a diesel unit) with the commercial offering being a newly designed MMU?

Orica: At this point in time Orica’s MMU BEV program is focused on understanding and assessing different types of lithium-ion and other battery technologies. As we are not a battery developer, we are collaborating closely with major OEMs to provide the chassis component for the full MMU system. This collaboration involves:

• Conducting detailed hazard assessments to understand how different battery systems interact with the full MMU system (note this is in both surface and underground mining applications);
• Evaluating the importance of battery management systems, variations in battery types and locations and their impact on collision outcomes; and
• Assessing battery breakdown products (gases) in the event of thermal events and variations in supply voltages to depots.

As previously stated, we are closely aligned with industry regulatory and operational studies to assess different battery technologies and will continue to stay involved in this and be directed by any outcomes.

IM: What timeline do you have for trialling and launching such a vehicle? Have you already identified a site where this will first be tested?

Orica: Orica’s timeline for developing and launching an MMU BEV is driven by the need to match customer requirements for electrification and our established Net Zero ambition. The development cycle for such vehicles typically spans approximately two years, following a well-established whole-systems engineering design process.

As previously stated, the design and development activities will be conducted close to Orica’s Technology Centres in Australia and other key regions. This ensures that the development process is closely aligned with Orica’s expertise and resources.

As of now, we have not yet chosen specific field implementation sites for the initial trials. The selection of these sites will be based on their suitability to validate and verify the entire system, including the MMU, charging systems, and operational requirements. The goal is to ensure that the trials closely align with customer needs and operational conditions.