All posts by Paul Moore

Pathways to decarbonisation – Cummins highlights the role of hybrids

Environmental, Equipment maintenance, Mining consumables, Mining equipment, Mining maintenance, Mining services, Mining software, Sustainable mining

Cummins is globally known as a leader in mining engines used throughout the world on mining trucks and excavators, including all Komatsu mining machines. Its QSK50, QSK60 and QSK78 engines are renowned for their performance across all mining types and conditions, such as high altitude and temperature extremes. But of course Cummins, like its customers, is looking to the future and options on the route to net zero.

During MINExpo 2024, IM Editorial Director Paul Moore sat down with Molly Puga, Cummins Power Systems Executive Director of Strategy, Digital and Product Planning, to talk about just that.

Molly Puga, Cummins Power Systems Executive Director of Strategy, Digital and Product Planning

“Our view is that eventually, zero carbon solutions make sense for mining. If you look at Cummins as a corporation, we have a large on-highway business and have invested a lot in batteries and battery technology, as well as hydrogen, related to that. One reason for that is that the adoption curve in on-highway is coming much more quickly. So to date all of our major zero carbon investments organically have been in that sector. As we think about mining, our view is that battery electric vehicles are the most likely technology end state, but that there are a lot of practicalities, especially related to energy distribution and charging infrastructure plus the capital involved in things like overhead catenary lines, fast chargers, etc., that make it not necessarily the most pragmatic solution for now. Plus, even looking at that end state, there are some mines which lend themselves well to electrification and some which don’t; it depends on your ability to get enough power to the mine site.”

There are always early adopters and slow adopters, plus Puga pointed out there is still a vast swathe of the mining sector that is still using sub-Tier 4 Final engines, so there are still huge emissions wins to be had from that process panning out as well. Plus, as of 2023, all Cummins high-horsepower engines are approved for unblended use with 100% HVO, allowing miners to utilise renewable diesel, generating emissions saving while maintaining power output.

Similar to the truck OEMs, Cummins believes that multiple technologies will play a role in the mining powertrain of the future and that there will be no one size fits all. “Miners are looking at some of these solutions but some are moving faster, often based on pressure from investors and how they have set interim decarbonisation targets and ESG goals. Some of these are being aggressive with interim 2030 targets so are trying to make big moves now; others are more focused on 2050 net zero and seeing what the next decade brings.”

Upgrading to the latest Cummins engine technologies, such as these examples at Rio Tinto and Whitehaven Coal, allow customers to benefit from big emissions wins today

Cummins’ strategy is two pathways to decarbonise: “First there is an electrification pathway that starts ideally with an existing diesel-electric powertrain, adding a battery to create a hybrid stepping stone solution, then eventually you remove the engine and have an all battery powertrain.”

Cummins has already succeeded in demonstrating a hybrid step – in March a hybrid NHL NTH260, 220 t mining truck rolled off the production line in Baotou and is running at Baiyun Iron Mine. The Cummins’ optimised hybrid system allowed the truck engine to be downsized from the previous 2,500HP QSK60 to the current 2,000HP two-stage QSK50. Cummins also supplied power electronics, the battery module and the integration across the powertrain. Cummins says advanced hybrids have the potential to improve fuel efficiency up to 30% dependent on the mine profile and advanced battery technology and controls integration.

Puga adds: “Our strategy is to create modular building blocks that allow you to make the same architecture choices to allow for this route to eventual electrification with the minimal amount of tear up required on the vehicle as possible. Plus, if you wanted to make one of the step changes as part of a major engine rebuild or overhaul – you could do that. That means you could retrofit a truck already out there with a retrofit hybrid kit and get some emissions reductions now as well as fuel savings.”

The second Cummins pathway centres on alternative fuels. “This depends somewhat on where you are in the world. If you are in a region with natural abundance of ethanol or methanol, which are carbon lowering fuels, this can mean minimal interference with the existing engine – for example you could use a dual fuel kit, which is what we are doing with Komatsu and Vale using ethanol in Brazil. And once you start using alcohol-based fuels – it puts you on a pathway towards hydrogen if that becomes a fully scaled solution.”

Cummins is investing in both pathways. Puga adds: “Miners want solutions now to help them make progress. While many OEMs are focusing on going straight from diesel to full BEV, we at Cummins are hearing from miners that they need to show some significant progress now and that they can’t wait for full BEV to be available or indeed commercial from a productivity point of view. Looking at the mines today, you have a whole existing installed base of trucks with turnover of 8-10% a year. So, you can either scrap whole fleets before their scheduled retirement and start again at huge cost, or look to progressively decarbonise with bridge solutions then you get decarbonisation benefits on those trucks still running until their scheduled replacement without massive extra cost.”

The NHL hybrid truck, despite being a prototype is already yielding 15-20% fuel savings at Baiyun. “Other players planning to bring out hybrids are speculating on potential savings – we are showing it is the case and have the real mine field data to prove it.” While the NHL hybrid was a first fitment in the factory, the design is also retrofittable. Puga: “For me the key value for hybrid is that it offers maximum uptime and lower cost of operation while bringing the emissions wins. If hybrids unlock 30% fuel savings this directly translates to major emissions cuts today. This makes the business case for investing in it much easier. Other solutions out there do not hit the same TCO parity. Hybrid is especially well suited to deep pit mines with a lot of topology variation so you get a lot of energy back from regenerative braking.”

Puga says you have two main hybrid options. “You could choose to keep the same size engine and add a battery pack, but this will likely sacrifice some percentage in terms of payload, though it will still allow the truck to go faster. Or, you downsize the engine and keep the same weight when the batteries are added but you still save on fuel.”

Do hydrogen combustion engines have any legs in mining? “It is a bit early to say – the challenge with hydrogen is primarily infrastructure related. If you are bringing it in by tanker or pipeline that is expensive. There’s the option to produce on-site using an electrolyser, but I don’t think hydrogen ICE has reached technology maturity yet enough to hit the required performance requirements for heavy-duty mining applications. Today, it is still not a higher performing or parity performing product.”

What are Cummins’ mining customers saying and what is likely to be the in demand short term solution? “First and foremost, they are talking to us about uptime and quality being there for any solution. They can’t afford to have trucks down in an active mine site so they want us to ensure that any new technology is proven to the extent this will not happen. When it comes to decarbonisation, there is a real desire to partner which was not there before. We at Cummins can’t develop the perfect technology in a vacuum. We want miners to partner with us, help us run pilots and trials and give us feedback. We also need the truck OEMs to engage. Everything needs to happen together to ensure success. From the Cummins point of view, we are also trying to figure out the right investment pace for the market on the ground, so we don’t get too far ahead too quickly in case adoption stalls or slows down.”

Puga concluded by saying that Cummins believes there is a real need out there for a bridging hybrid solution that is underestimated, as it has not been the focus of the large truck OEMs but from the mining side it really is becoming a major focus, especially as the realisation is setting in on how long the road to full BEV will be. Looking at a hybrid solution that uses a dual fuel engine with batteries – you can approach 80% carbon reduction – and for the installed base of trucks that is a no brainer. While nothing beyond the NHL truck trial has been made public, Puga said a lot is happening internally and behind the scenes. “We have been quietly developing viable aftermarket hybrid solutions that we are ready today to find customers for – we have already looked at numerous different hybrid architectures including both for diesel electric and mechanical drive trucks. So we are ready, we have designs, it is more about how and when we get them out into the market – both with mining groups but also truck OEMs. And we are getting good engagements – there are a number of projects where we have already passed what you could call the sensing and discovery phase with hybrids and have moved on to full programs – watch this space.”

National Group drives collaboration on Komatsu 830E engine-upgrade project

Equipment maintenance, Mining consumables, Mining equipment, Mining maintenance, Mining services, Sustainable mining

A successful collaboration between National Group, Komatsu Australia and Cummins South Pacific is delivering efficiency gains and environmental benefits for mining companies through advanced engine technology. In early 2023, National Group, a leading privately owned mining services firm, embarked on the largest engine upgrade in its history.

The goal was upgrading each engine in 16 Komatsu 830E haul trucks used at the Lake Lindsay and Curragh coal mines in the Bowen Basin in Central Queensland. National Group’s multi-million-dollar project involved converting the Cummins Tier 1 QSK60 engines in the haul trucks to the Cummins ‘Advantage’ solution.

Cummins’ Advantage solution enables the QSK60 to be upgraded to the latest diesel technology at overhaul time with no major changes to the base 60-litre V16 design. The result is lower fuel consumption and greenhouse gas emissions, and a substantial extension to engine life in the haul trucks.

National Group Founder and Managing Director, Mark Ackroyd, says the engine project is part of his firm’s ongoing commitment to provide one of the largest and most advanced equipment fleets in Australia’s mining sector.

“National Group continues to invest heavily in its fleet,” says Ackroyd. “We are providing more equipment that utilises latest technology to help our mining clients reduce their fuel consumption and carbon footprint.”

The engine upgrade is an important part of National Group’s broader Environmental, Social and Governance (ESG) strategy. In 2023, National Group launched its Sustainability Strategy to build on its previous sustainability achievements and provide a roadmap to expand its ESG focus this decade.

“The engine upgrade is the largest initiative so far resulting from National Group’s new sustainability strategy,” says Ackroyd. “We plan to further expand our ESG focus and are encouraged by the early success of the engine upgrade project. The feedback from project stakeholders is very positive.”

To date, 12 of 16 engines have been upgraded on time and on budget, with no safety incidents or project setbacks. The remaining engines are expected to be upgraded this year, meaning all 16 trucks will soon be out in the field.

The project’s complexity is reflected in the amount of planning required, the number of people involved across three firms, and the scale of National Group’s investment to upgrade 16 engines.

Each engine, about 2.5 m high and 3 m wide, was removed onsite and upgraded by Cummins engineers. Cummins mostly upgraded National Group’s own engines and resupplied them as certified MCRS engines. For National Group, that meant getting back the engines it originally purchased and which are familiar to their onsite maintenance teams

The modularised engines were then sent to one of Komatsu’s Mackay workshops for engine overhaul/upgrades, then returned to site to be reinstalled into the next 830E. Each overhaul/upgrade in Mackay took around 200 hours, including extensive testing.

The key technology upgrade was to the engine’s fuel injection system. The early high-pressure unit injection system (HPI) was replaced with the high-pressure modular common rail system (MCRS) that now features on all of Cummins’ latest-generation high-horsepower engines.

Cummins’ Advantage solution also includes innovative combustion technology engineered for Tier 4 Final and Stage V emissions compliance – the most stringent off-highways emissions standards in the world delivering a proven 63% reduction in diesel particulate matter. In addition, the reduction in fuel consumption supports a reduction of scope 1 emissions (CO2) aligned to the National greenhouse and energy reporting act 2007 (NGER).

Glen Evans, Branch Manager at Cummins in Emerald, says the engine upgrade required extensive collaboration. “A lot of credit should go to the teams at National Group, Komatsu and Cummins on this project. Everyone worked together really well to understand each other’s needs, what was required and how to ensure the project achieved its goals. The project has been a good opportunity for Cummins to expand its relationship with National Group.”

At the ground level, Evans’ colleague, Fredy Cerdan, Product Support Representative at Cummins, liaised with National Group Maintenance Superintendent Damien Melville.

A larger group of stakeholders from National Group, Cummins and Komatsu was then formed and the group met before the project officially began.

Gary Clarke, Regional Service Manager Queensland at Komatsu Australia, says a unique feature of the Komatsu Truck is its modularisation. “All the engine components are in one module that slides in and out of the 830E. It’s a really great design and means we were able to complete all of the upgrades and modifications off the truck which reduced downtime when we completed the installations on site.”

Komatsu technicians have to rebuild the modularised engine to other parts in the 830E – a lengthy process given the size of the equipment. “With the MCRS Engine, we are installing a 60-litre engine into a very large haul truck,” says Clarke. “For comparison, with a car, you’re typically talking about a 3-4-litre engine.”

Clarke says the engine installations have gone smoothly. “There have been no quality issues with the build or installation, everything has been delivered on time and there have been no safety incidents. The first upgraded 830E has been in operation for over a year and 11 others are in the field. From Komatsu’s perspective, the results so far have been as expected.”

Clarke says Komatsu welcomed the opportunity to work closer with National Group. “It’s one of the biggest projects Komatsu has ever undertaken for National Group, so it’s great that the relationship between our organisations continues to grow. The National Group and Cummins team have been great to work with.”

National Group, says Clarke, deserves credit for its investment in the project. “Costly upgrades of equipment to deliver environmental and efficiency benefits are not something mining contractors in Queensland are required to do. The direct benefits of reduced fuel consumption and lower greenhouse gas emissions go to the client rather than the contractor. National Group had the foresight to make a major long-term investment in this project for its clients, even though it receives indirect benefits from the engine upgrade.”

For National Group’s Mark Ackroyd, the main benefit is helping clients achieve their goals. “Our firm’s DNA has always been built on being very customer- focused. Our clients want to use mining equipment that reduces their carbon footprint through lower fuel consumption. We are responding to our clients’ needs through this investment in engine upgrades.”

Ackroyd says the project delivers other long-term benefits for National Group. “We’ve further strengthened our relationship with Komatsu and Cummins and our people have learnt more about collaboration on large projects. As we continue to expand and upgrade National Group’s fleet, in response to rising demand for our services, collaboration skills with other firms are increasingly valuable.”

Another benefit of the project is its alignment with National Group’s sustainability strategy. “The risk with developing a sustainability strategy is that it looks great on paper, but ultimately sits on the shelf,” says Ackroyd, “This project shows how serious we are about implementing our new sustainability strategy and expanding our ESG focus through major investments that will benefit our clients, mining workers, communities and the environment for years to come.”

Ackroyd expects National Group to further upgrade its fleet in the next few years. “It’s something we are looking at. Our business has a lot of momentum and capacity to invest. We see the quality of our fleet, and the maintenance skills behind it, as key competitive advantages that we continue to build on to support our clients as they grow.

XCMG – solid to succeed

Automation, Base metals, Bulk handling, Environmental, Equipment maintenance, IoT, Mining consumables, Mining equipment, Mining maintenance, Mining services, Power supply for mines, Precious metals, Steel and iron ore, Sustainable mining

At MINExpo 2024, IM Editorial Director Paul Moore met with Ren Hua, General Manager of XCMG’s Global Mining Machinery Business Division. XCMG is today China’s leading mining equipment supplier and a growing force in mining globally. They discussed a range of topics including the rise of wide body trucks and XCMG’s unique breadth of product range and green energy solutions.

Q XCMG is rapidly growing its presence in mining equipment in the global market outside China especially with new technologies and new concepts, such as battery trucks and wide body trucks – how would you summarise XCMG’s offering to mining compared to the traditional Western suppliers?

We are and have been actively responding to the global energy transformation by promoting the application of new energy technologies into mining machinery. In fact, 20% of XCMG’s products are new energy products. We are committed to providing clean and smart mining solutions. Today for mining equipment we have launched ethanol, methanol, LNG, hydrogen, hybrid and battery electric powered machinery. To date we have already had significant success with our 80 t battery electric mining truck, the XD80TE, and we are already in serial production with that model, with deliveries to high profile mining customers. These trucks already have zero emissions so this is already a differentiator between us and Western suppliers – they may have prototypes and trials ongoing but we have fleets of these machines operating. In terms of demand for different types of new energy solutions, it varies by region and by client. Some prefer battery electric, some prefer hydrogen, some prefer ethanol. We can also customise products based on client needs.

Ren Hua, General Manager of XCMG’s Global Mining Machinery Business Division, at MINExpo 2024

Q How significant are the contracts you are completing with Simandou for both Winning Consortium Simandou and Rio Tinto (SimFer) – is this a great opportunity to start getting primary fleets into operation with a Tier 1 miner?

We are already heavily involved in the Simandou project – both on the WCS and SimFer side. We recently signed a global framework agreement and statement of work with SimFer which includes the supply of over 30 units of our XDE260 230 t electric drive trucks plus six large mining graders. The XDE260 is already becoming established elsewhere with units in Ecuador, Serbia and Australia as well as a large fleet in China. This SimFer deal is very significant for us – it very much marks our entry into major contracts with Tier 1 mining companies involving large mining machinery – a market until recently which has been dominated by Caterpillar and Komatsu. We believe that SimFer is just the first and that many more will follow. We have also already supplied over 30 70 t class XGE105 mining trucks to WCS – and these are already operating in Guinea. We have had cooperation with Rio Tinto in Australia going back over a decade. This started with components including hydraulic cylinders, then to ancillary ie non primary fleet equipment and graders in particular. So we already known each other well. I would say our potential in mining also reflects our product range – from 70-700 t excavators and trucks up to 360 t (400 ton).

Q Autonomous haulage is already quite advanced in China – can you talk about the XCMG autonomous haulage technology and what it brings to the mining market?

We attach great importance to autonomous driving technology and we have made remarkable progress in recent years. We have deployed over 50 autonomous trucks ranging in size from 90 to 230 t payload; and one mine in China – Xiwan – has 32 units of the 220 t XDE240 truck running autonomously. These trucks have now run autonomously for over 10,000 hours with zero accidents and with no safety drivers. We have been investing heavily in autonomous technologies and we now have a big engineering team devoted to autonomy – around 40 senior engineers all with doctorate degrees. So today for mining trucks and other primary mining equipment we are developing all the the automation technology ourselves without any third party involved. We prefer to provide our clients with our own complete solution in this regard. For smaller machines we are still open to partnering with other companies on automation. We have also been a leader in supplying remote control excavators and other equipment – like full automation it is another way to remove operators from risky operational areas. For example in and around tailings dams, we see a lot of demand for remote control excavators and dozers.

Autononous XDE240 rigid trucks at CHN Energy’s Xiwan coal mine in Shaanxi Province

Q Why are wide body mining trucks increasingly being used in place of other options in mining? But there are many suppliers – how do XCMG wide body trucks differentiate themselves?

Because of their strength and also flexibility. When compared to conventional tipper type off highway trucks, they have a much stronger chassis plus a better and more robust suspension system. Plus they can carry a higher payload in relation to their size which means increased productivity. Then compared to the traditional two axle rigid mining truck, they are much more economical to run, with a very competitive initial cost as well as low ongoing maintenance costs. A rigid truck in the 80-90 t class will cost in excess of $1 million, with a wide body truck coming in at less than half of that with the same payload. Plus the parts prices are also lower. This is why wide body trucks are very rapidly becoming the mining truck of choice in mining globally in the smaller size classes – they already dominate in China but are becoming important in most major mining countries elsewhere as well including in South America, Africa, Europe and Southeast Asia. And their payload is going up – we believe that in these size classes, even up to 100 t, that the wide body truck is set to replace the rigid truck in mining. Plus they are easier to electrify and there are many battery electric wide body trucks operating in the market already. On suppliers, you are correct that it is a very competitive market. We have the advantage in China of being the number one player in both construction and mining equipment, including in large rigid trucks. In fact we draw on some of the technologies we have developed for our rigid trucks for our wide body designs. For example our 80 t wide body truck has a hydraulic suspension system instead of a spring-based system. Plus our wide body chassis I would say is more sturdy that those from other wide body truck OEMs. And we have been able to achieve a lower fuel consumption than competitors. We also have an advantage in being able to supply mining customers with a complete package – not just trucks but also the right match excavators, plus a lot of other ancillary equipment. Finally, we have an extensive global dealer network, so compared to other Chinese OEMs we are in a much better position to support our mining clients. Our products are exported today to 190 countries so we already have directly owned spare parts distribution centres in many countries in the world. Plus our dealers have their own spare parts and servicing locations.

Q Back to electric equipment – what types of charging solutions has XCMG been supplying to mining customers? What is the right way forward and does it depend on the equipment type? What are your thoughts on trolley assist?

There are many ways to charge equipment – I would say trolley is very costly to deploy with heavy infrastructure investment. The side-arm type solution for dynamic charging has now appeared on the market but is yet to be proven. We at XCMG are looking into this as an option as well. We believe that long term, battery and hydrogen powered mining equipment are the most viable solutions. Battery technology is advancing rapidly, especially in terms of power density with solid-state batteries. These batteries are becoming lighter, more compact, and safer, making them increasingly suitable for mining equipment. Charging times are also decreasing, while equipment operating hours are increasing to six hours or more per charge. We are looking at solid-state batteries going to production in the next three years. At XCMG, we currently offer a range of charging solutions, including 1C and 2C, and we are moving toward even higher charging speed, such as 6C for fast charging. Our primary solution remains stationary plug-in charging, but we are also developing dynamic charging technologies. We have delivered a number of battery swapping solutions for wide-body trucks, allowing battery packs to be swapped from both sides or the top. Although battery swapping is more challenging for larger rigid trucks, we are actively conducting studies to adapt this technology for them as well. At XCMG, we have not only developed advanced charging solutions but have also standardised our mining battery pack system across a wide range of equipment, including mining trucks, graders, wheel loaders, dozers, excavators, etc. This battery system has a very modular design, meaning it can be easily used across different types of mining machinery. The pack is not only safer and more robust, but it is also standardised to significantly reduce maintenance costs for our mining customers. This modular approach simplifies fleet management, allowing for battery swaps and upgrades with ease, and offers increased flexibility across a wide variety of equipment. The result is improved reliability, lower operational costs, and enhanced long-term value for our clients. All these innovations help position battery-electric technology as the dominant solution for mining equipment. Hydrogen also has significant potential, but the challenge lies in the infrastructure. We are confident it will grow in importance over time, as green hydrogen is the most environmentally friendly solution, avoiding the need for metals and materials required for battery production.

Q You launched a cabless, autonomous truck, the XDR80TE-AT, in 2023 – do you really see cabless trucks as having a future?

For smart, green mines, we believe combining battery or hydrogen powered equipment with autonomy – and that includes having no cab – is the future, yes. We already have about 10 units of the model you refer to running at a Chinese minesite which have been operating for two years now.

Voltera – advancing electrification in Chilean mining

Uncategorised

The BEV surface utility or often called light vehicle market is highly competitive, with many mines seeing it as an easy first step into electrification – but it is also an important one given that some large mines can have many hundreds of these light trucks in operation, whether by the mining company itself or by its contractors. So the potential decarbonisation effect from a Scope 1 standpoint is not insignificant.

Andres Vergara, Co-Founder, Voltera

Some players are building dedicated vehicles from scratch, especially those looking to market them underground, but for surface vehicles most are conversions from existing trucks with some ruggedisation and alteration aside from the powertrain itself.

But still others are taking existing successful light vehicle BEVs and selling them into mining – one of these, and already a highly successful one, with a large fleet of 53 of its R6 light vehicles operating with Antofagasta Minerals at Centinela – is Chile’s Voltera. The R6 has a range of 403 kilometres and i capable of carrying up to 900 kg. It was especially tested for the mining sector, under real working conditions and at high altitudes, with excellent results.

IM Editorial Director Paul Moore caught up with Co-Founder Andres Vergara recently and also saw two of the company’s mining BEVs up close at the Exponor 2024 show in Antofagasta in June – the new R7 4×4 light vehicle and the M3 people carrier as well as its Chinese-made Iocharger plug-in charging station, which is interoperable for both CCS2 and GB/T charging ports.

Vergara explained that Voltera is already the number one seller of electric cars in Chile, with Tesla for example only having entered the Chilean market this year in 2024. And all of these sales are to different types of companies, it does not operate in the retail market. And from a company perspective its three main customers are light trucks for mining, road cars for Uber for the Uber Green platform, plus vans for last mile deliveries in food, consumer retail and other trades.

Carlos Espinoza, Minera Centinela General Manager, unveiling the world’s largest single mine EV fleet in 2023

Voltera represents two Chinese BEV majors in Chile – Dongfeng and Geely. In some cases it sells them under the Voltera brand and in some cases under the OEM brand. It normally uses the Geely brand in its own right as it is quite well known but most Dongfeng vehicles are sold as Voltera and this is the most common sold into mining.

Vergara: “For mining we sell the light trucks almost exclusively under our Voltera brand and we make some modifications related to security as well as some other adjustments.” He adds on the market: “There are hundreds of Chinese BEV brands, and it was very difficult for anyone to distinguish between them based on quality or consistency. We chose two leading OEMs, but also opted to use our own brand in the event that if there were any supply issues, we could also source vehicles from other leading Chinese OEMs as well.”

So that is the current size of the BEV light vehicle market in mining in Chile and what is the future potential? “Today we are selling large numbers both to the mining contractors and to the mining companies. This is all done direct, not through dealers. We have really just started in the mining market – the big mining groups here normally have a bidding process that can take a year or two and we are involved in these tenders with most of the major miners in Chile. That said we are already present in many of the mines via contractor fleets.”

A good example is global mining contractor Thiess, which earlier this year announced an agreement to lease two Voltera R6 BEVs, which were delivered to their Llano Copper Project in October 2023 – Llano being a major greenfield project that is part of the overall Centinela operations. Thiess is carrying out a full mining services contract at Llano including maintenance, mining operations, and asset management services.

Vergara added on Voltera’s offering: “We do not just provide vehicles to mining, rather a full 360 degree BEV service – including chargers, IoT, telemetry systems, software and even car sharing solutions so the same car can be shared by multiple drivers. This is very unique to us. Our Iochargers include fast chargers which can charge the cars in only 30 minutes but we also offer other lower price point versions where the vehicle can be plugged in overnight. It all depends on how the operation or contractor is going to use the vehicles. We also perform the charger maintenance and have the software platforms to control them. This includes giving customers the ability to have booked charging slots for vehicles and reduce waiting times.” Offerings include Enex E-Pro, which is the e-mobility app brand of Shell’s licensee in Chile.

He also emphasised the massive BEV potential in Chile – in 2023 their sales as a proportion of overall sales was less than 1% – this compares to China for example which in the same year was almost 40% of overall sales. “The fleet that we have at Centinela is the largest BEV fleet at any mining operation in the world. So we are pioneers and first movers in that respect. Taking the top 20 copper mines in Chile alone, each has well over 500 pick up trucks and some of them have over 1,000. We estimate in the Chilean mining industry as a whole there are 30,000 to 40,000 pick ups that will need replacing with BEV versions in the coming years. Our market share in mining BEVs is already 70% and we hope to maintain and grow that.” Not only that but Voltera is also very active in Peru and is in active discussions with the major mining operators and contractors there as well.

Thiess exports fleet of rebuilt Cat 789 trucks from Indonesia to Perth

Mining equipment, Mining maintenance, Mining services, Sustainable mining

Global mining services company Thiess says it has successfully exported its first fleet of rebuilt trucks – five Cat 789 trucks – from Batam Island in Indonesia to Perth, Australia, with more enroute to support the ongoing demand for hauling fleet.

It states: “Our Thiess Rebuild Centre team in Indonesia resets the usage clock on each truck to zero hours, extending each truck’s service life by 40,000 to 60,000 hours, with a full rebuild that includes overhauling all major components and refurbishing the chassis and electrical systems. Since opening in January 2024, the team has completed 17 trucks, with six more near completion. A total of 31 trucks are expected to be completed and exported by the end of the year.”

Thiess Group Executive Chair and CEO Michael Wright said: “Our truck and component rebuilds underscore Thiess’ commitment to sustainable solutions and innovation in mining. The rebuilt equipment and components will result in improved machine productivities, incorporating product updates and technology improvements, delivering reliability and enhanced mining efficiencies at lower costs for our clients.”

He adds: “The centre also serves as an incubator, allowing us to explore decarbonisation and alternative fuel technologies, with future opportunities to offer these services to our clients. Our rebuild team has successfully developed innovative solutions such as building diagonal stairway control boxes from piece parts, helping circumvent global supply chain issues.”

Strategically located near Singapore to service Thiess operations in Asia and Australia, the centre showcases the role Thiess can play in the future of sustainable mining, which includes creating opportunities in the communities where the company operates.

Thiess Engineering Indonesia General Manager Daryl Albury said: “Thiess has invested in several local programs across the Batam region. We’ve partnered with Batam State Polytechnic and vocational schools across Batam to provide work experience programs and sponsored local youth to take part in our leading Apprentice Program at our Balikpapan Training Centre, providing valuable skills in mechanics and auto-electrical trades. These contributions ensure we’re helping to build a robust workforce and pipeline of skilled local workers that supports economic growth and innovation across the region.”

Further strengthening Thiess’ community impact, the Thiess Rebuild Centre team has also worked closely with local government on various initiatives aimed at promoting environmental sustainability and public health.

In addition to planting 500 mangrove trees and distributing 20 waste bins made from recycled oil drums to promote cleanliness and recycling across the region, Thiess has joined a government-led infant stunting reduction program, providing essential nutritional support to 10 affected babies and their families in Batam. Albury said: “Through this program, we’re seeing positive health outcomes, with improved weight and height of the babies.”

Thiess concludes: “With our Rebuild Centre, we reaffirm our commitment to sustainable practices, community support and technological advancement, setting a new standard for sustainable mining services and asset management.”

Schlam gears up for North American success; ships truck bodies to Rio Tinto Borates

Automation, Bulk handling, Equipment maintenance, Mining consumables, Mining equipment, Mining maintenance, Mining services, Steel and iron ore, Sustainable mining

Schlam, a leading Australian mining truck body manufacturer, is entering a new phase of growth as it expands into the North American market. The company is in the process of shipping ten bodies to Rio Tinto Borates as well as additional bodies to other large global miners in the region, marking a significant milestone in its international journey.

Schlam’s first US delivery on its way to Rio Tinto Borates

Known for its rapid growth in the Australian market, Schlam has now set its sights on the United States, targeting the hard rock mining sector. This move builds on its decade-long journey to becoming a top truck body supplier in Australia and says it reflects its commitment to continued growth and innovation.

A strong foundation

Schlam’s journey began in 1996 when founder Barry Schlam saw an opportunity in Western Australia’s southwest region for high-quality welding and fabrication services. Initially catering to the mining and agricultural sectors, the company quickly built a reputation for excellence.

In 2010, Barry’s son, Ryan Schlam, took the reins, steering the company into maintenance and equipment refurbishment services for major mining operations in the region, including Newmont. That same year, the company launched its first fabrication facility in Waroona, marking a significant milestone for the rural-based firm.

The turning point came in 2015, when Schlam acquired DT HiLoad and introduced its revolutionary Hercules dump bodies. This enabled Schlam to engineer an improved design to meet the growing demand for innovative, efficient truck bodies in the mining sector. Since 2015, Schlam has grown production from just 80 units annually to over 300.

In 2023, Schlam further solidified its global presence by establishing Schlam Americas in Tucson, Arizona, to serve the US hard rock mining sector.

By April 2024, the company had celebrated the production of its 2,000th mining truck body, and attributes its rapid growth to its dedicated commitment to customer partnering and continual refinement and improvement of product designs.

Customer-centric approach

Sudhanshu Singh, President of Schlam Americas and former head of Caterpillar’s large mining truck division, attributes much of the company’s success to its customer-focused ethos. Singh told IM Editorial Director Paul Moore: “Schlam has always prioritised safety, quality, and customer service. From field maintenance to truck body design, we work closely with our clients to ensure that our products meet our customers’ most demanding requirements.”

This partnership-driven approach, alongside a relentless focus on innovation and product refinement, Schlam says, has made it a go-to supplier for top-tier mining companies, both in Australia and beyond.

Innovation at the core: performance meets durability

Schlam adds that its truck bodies are designed to thrive in the toughest mining environments. Their lightweight, curved designs optimise payload capacity without compromising structural integrity, a key factor in their appeal to miners.

Schlam bodies also boast impressive longevity. The company told IM that while truck bodies in regions like Chile typically last around 12,000 hours, Schlam bodies in Australia’s challenging hard rock conditions have a lifespan exceeding 20,000 hours.

By reducing weight in non-wearing areas and using lighter, yet strong, materials for structural components, Schlam says it has solved a long-standing dilemma in the mining industry: balancing payload capacity with durability. Singh stated: “Miners no longer have to choose between a lighter body with a greater payload but shorter lifespan, or a heavier body that lasts longer but limits payload. Schlam’s designs offer the best of both worlds.”

Expanding manufacturing and global reach

Schlam has aggressively expanded its manufacturing capabilities to support growing demand. The company recently expanded its main facility in Western Australia by 50% and introduced advanced manufacturing technologies, including robotics.

Schlam’s global expansion has also seen the establishment of new production hubs to support demand within major mining regions worldwide. It says this allows it to supply bodies to the exacting engineering standards it is held in high regard for, in a timely and cost-efficient manner.

North American expansion

Schlam’s strong position in the Australian market, where it supplies truck bodies to major mining companies such as BHP, Rio Tinto, Newmont, Fortescue, and Glencore, has laid the groundwork for its North American entry. Singh explained that Schlam’s customers in Australia were so impressed with the performance of its truck bodies that they actively requested the introduction of the product into their North American operations.

A Schlam dump truck body designed to accommodate an automated haulage system

To meet this demand, Schlam is manufacturing its truck bodies locally in Monterrey, Mexico, rather than importing them from Australia. As stated, the first bodies have already been built and shipped to Rio Tinto Borates, representing the first significant step in Schlam’s expansion into the region.

Customised solutions for every mine

Schlam maintains that what sets it apart in the competitive truck body market is its ability to tailor solutions to the specific needs of each mining operation. “We take everything into account,” said Singh, “from the type of shovels used to the nature of the haul roads and materials being loaded. This ensures that every truck body we deliver is optimised for the unique conditions of each mine.”

Schlam’s engineering team conducts detailed site studies to design truck bodies tailored to each client’s requirements. Advanced software-driven simulations streamline the design process, enabling Schlam to deliver custom-engineered solutions in weeks rather than months. This ability to respond quickly, it says, has been key to its success and sets it apart from its competitors.

Future-proofing for a changing industry

As the mining industry moves toward hybrid, hydrogen-powered, and battery-electric trucks, Schlam told IM that it is already adapting its products for these new technologies. The company’s truck bodies are currently in use on Liebherr T 264 battery-electric trucks at Fortescue’s operations in Australia and on Fortescue’s first hydrogen powered haul truck.

Schlam body designed for Fortescue’s hydrogen-powered haul truck prototype

According to Singh, these electric trucks present new design challenges, such as ensuring the body canopy is clear of trolley pantographs and key sensors used for autonomous operation.

Schlam’s commitment to innovation and its ability to evolve alongside industry trends make it well-positioned for continued success as it expands into North America and beyond. “We are always working to make things better,” Singh emphasised. “Our focus on engineering excellence ensures that our products deliver maximum productivity and performance for every application.”

With its first major North American order underway, and with others in the pipeline, Schlam believes it is poised to make a lasting impact on the mining industry in the North American region. Singh concludes: “Our proven track record of innovation, customer-centric solutions, and adaptability ensures that we will continue to be a leader in mining truck body design for years to come.”

Vale begins testing of Petrobras renewable content Diesel R5 on mining truck

Bulk handling, Environmental, Equipment maintenance, Mining consumables, Mining equipment, Mining maintenance, Mining services, Sustainable mining

Brazilian iron ore mining giant Vale and oil & gas major Petrobras have announced the signing of a Strategic Alliance Agreement to supply products with a focus on competitiveness and advancing Vale’s decarbonisation agenda. This agreement, which reflects the natural evolution of the protocol of intentions signed by the companies in September 2023, establishes conditions for testing and potentially marketing three strategic products: co-processed diesel with renewable content, natural gas and bunker with 24% renewable content. The products included in the agreement were defined on the basis of joint studies between the companies.

“We are very happy to announce this broad partnership with Petrobras, which brings benefits to both companies and creates value for Brazil,” says Vale’s CEO, Gustavo Pimenta. “The agreement reinforces Vale’s commitment to promoting the decarbonisation of its operations and offering solutions to reduce its customers’ emissions, thus leveraging Brazil’s competitive edge in renewable fuels.”

“We are developing ever greener fuels and honouring our commitment to decarbonise our activities. The partnership with Vale is yet another realisation of Petrobras’ goal of improving production capacity and the company’s logistics structure to deliver to the market greener products such as Diesel R and reinforce our decarbonisation strategy,” says Petrobras President Magda Chambriard.

Diesel R5 is an S10 diesel with 5% HVO (hydrotreated vegetable oil) in its composition. It is produced by co-processing oil derivatives with raw materials of plant origin, resulting in a product with identical technical specifications to mineral diesel and 60% less carbon intensity in the renewable portion.

The agreement provides for collaboration on more competitive models for the supply of natural gas, an essential input for the production of pellets and also iron ore briquettes – a product developed by Vale that contributes to promoting the decarbonisation of the steel industry.

And finally, the alliance provides for Petrobras to sell a very low-sulphur bunker blend with 24% biodiesel for testing on an iron ore transport vessel working for Vale.

The first action under the agreement has already begun with the supply of diesel with renewable content (Diesel R5) by Petrobras. The product began to be supplied to Vale in the second week of October to carry out industrial-scale tests on the Vitória-Minas Railroad and at the Fábrica Nova mine, in the Mariana Complex (Minas Gerais, Brazil), on a Caterpillar 789C mining truck.

Petrobras is a pioneer in the development of diesel with renewable content. It is a product obtained by co-processing in Petrobras refineries and does not require any alterations to vehicles or storage structures in order to be used. The product also requires a mixture of biodiesel ester, according to the percentage defined by current regulations.

Tyrecycle & Alcoa Australia sign mining tyre recycling deal

Bulk handling, Environmental, Equipment maintenance, Mining consumables, Mining equipment, Mining maintenance, Mining services, Sustainable mining

Tyrecycle and Alcoa Australia have joined forces in what is described as a milestone agreement to give a new life to old mining truck tyres. Last week, Tyrecycle’s state-of-the-art recycling facility in East Rockingham, 40 km south of Perth, welcomed its first load of used off the road (OTR) tyres from Alcoa.

To mark the occasion, Tyrecycle and Alcoa teams joined with representatives from the resource recovery industry, and the Western Australian Government, as the first load of mining tyres arrived at Tyrecycle’s recycling facility.

“The partnership with Alcoa marks our first contracted agreement with a mining operator from the southwest of WA to recycle OTR tyres. This is a significant milestone for both Australia’s mining and recycling industries,” said Tyrecycle CEO, Jim Fairweather.

Sourced from Alcoa’s bauxite mines in the Peel and South West regions, Tyrecycle processes the 57-in tyres into crumb rubber, a core component in sustainable road surfaces and soft-surface applications such as athletics tracks and playgrounds.

“Every tonne of crumb rubber used in asphalt mixes represents a potential greenhouse gas saving of 2,463 kg of CO2-e. Knowing your mining tyres took that path instead of being buried is a fantastic outcome for stakeholders and the environment alike,” said Fairweather.

Alcoa Global Program Manager – Water and Waste, Nicole King highlights quality processes and sustainable outcomes as being a shared value in the partnership. “We wanted to be sure our end-of-life OTR tyres were being managed and generating products that support our waste management objectives,” said King.

“We have set ourselves the global goal of a 25% reduction in landfilled waste by 2030 from a 2015 baseline. OTR tyres are a significant material stream for our WA mining operations, and recycling end-of-life tyres will make a contribution towards achieving our goal.”

Tyrecycle says it has its sights firmly set on expanding its mining tyre recycling capability, with the company in the final stages of constructing is new OTR tyre recycling plant in Port Hedland. The facility will have an initial 12,000 tonne per annum processing capacity and is scheduled to commence operations in November 2024.

“Our Western Australian tyre recycling capability and capacity has grown significantly in the past 12 months, with much more to come. Later this year we’ll be opening Australia’s first dedicated OTR tyre recycling facility in Port Hedland. This site will significantly increase the economic viability of the sustainable management of end-of-life OTR tyres.”

Sandvik hands over equipment to key mining customers at MMH in Seville

Automation, Base metals, Equipment maintenance, Mine shafts and equipment, Mineral project development, Mining consumables, Mining equipment, Mining services, Mining techniques, Sustainable mining

At the 5th Mining and Minerals Hall (MMH) event being held in Seville, Spain, this week and being attended by IM Editorial Director Paul Moore, Sandvik Mining & Rock Solutions has handed over some major equipment units to key customers in the region.

The size of the MMH this year, with the exhibition covering all three Fibes halls, and the presence of numerous machines enroute to customers, are indicative of the growth being seen in the Iberian Pyrite Belt which straddles Spain and Portugal – both at existing mines and through major greenfield projects in the pipeline.

First off, inside Pavilion 2 of the impressive Fibes event centre, Sandvik has been showcasing its twin boom DD422i smart face drilling rig, which is destined for mining customer Sandfire MATSA, which operates three underground copper-zinc-lead mines in Spain’s Huelva province – Aguas Teñidas, Magdalena and Sotiel. The new rig is being deployed to Aguas Teñidas.

The Sandvik DD422i drill handover to Sandfire MATSA

The presentation was made to Rob Scargill, CEO of Sandfire MATSA; along with Manuel Picón, Maintenance Manager; and Victor Manuel González, Mine Manager. Sandvik Ibérica was represented by Enrique Mota, General Manager and Rafael Cabrera, Commercial Manager of the South Zone.

Sandvik states: “We hope you enjoy your new smart drilling rig, and as always, thank you very much for trusting us once again.” The DD422i offers a 60 m2 coverage and according to Sandvik has one of the widest ranges of automatic drilling functions available in its class, allowing it to achieve reduced over-breaking with maximised pull-out per blast.

Moving to the outside area in front of the Fibes entrance to the MMH event, Sandvik has three machines on display during the event – a Pantera DP1100i hydraulic, diesel-powered, self-propelled top hammer drill rig; plus two underground machines – a large 21 t class Sandvik LH621i LHD in a loading position above a 63 t payload Sandvik Toro TH663i mining truck.

The Pantera DP1100i and LH621i loader were earmarked for Sandvik’s customer, the major mining contractor and mining services company INSERSA, and were officially handed over on the afternoon of the second day of the event on October 16. The ceremony took place in the presence of Francisco de Aspe, President of INSERSA, together with Javier de Aspe, CEO; Rafael Moreno, Financial Director; and Manuel Martín, Director of Mining.

The LHD is the 48th delivered to INSERSA, and the Pantera the 15th, indicating the level of trust and cooperation between Sandvik and INSERSA in the region over many years.

Finally, the Sandvik Toro TH663i mining truck is heading to Sandvik’s Portuguese distributor Cimertex for deployment to ALMINA’s Alentejo zinc-lead-copper mine in Aljustrel, Portugal. It is part of a major order announced in July this year for ALMINA through Cimertex which includes 20 Toro™ TH663i trucks, five Toro™ LH621i loaders, four Sandvik DS411 rock bolters and three Sandvik DL421 longhole production drills.

Komatsu’s underground battery electric program – robust and simple

Environmental, Equipment maintenance, Mining consumables, Mining equipment, Mining maintenance, Mining services, Power supply for mines, Sustainable mining

Earlier this year, IM Editorial Director Paul Moore was able to see the Komatsu WX04B battery electric LHD in action as part of a sneak preview at a Komatsu customer event at its test mine, which is located at the University of Arizona’s San Xavier Mining Laboratory near Tucson, Arizona.

Doug Eamer, Komatsu Senior VP of Hard Rock Mining: “This is our first battery electric LHD and features our dynamic battery swap system. You have your battery pod at the rear – it is an ESS or Energy Storage System. When I say the swapping is dynamic, the vehicle has onboard power to be able to offload the depleted battery and pick up a charged battery. It is a patented ground level system – which is allowed for in the shape and design of the ESS body and the departure angle from the LHD.”

IM Editorial Director Paul Moore at the San Xavier Mining Laboratory earlier this year

Competitor battery swap systems are vertical lifts, and use electro-hydraulic cylinders to support the battery and/or require the battery to be deposited into a dedicated tray or flat concrete pad. Eamer states: “With our design, the battery can be unloaded onto uneven ground, even on a negative grade off-set from where the machine chassis is and even where there are some loose rocks – our system still allows the pod to be picked up, pulled on and locked into position.”

The WX04B went through months of testing earlier this year. The proof of concept machine is significant because it forms the basis for all of Komatsu’s planned larger LHDs moving forward – the next iteration of which will be a 7 t LHD set to be launched in 2025/2026. That machine will also have ground level battery swap like the WX04B plus it will have an on-board tramming battery pack. In addition to the 7 t machine, Komatsu has plans to introduce larger battery electric LHDs in the future.

The company is also continuing the development of hybrid LHDs to offer customers who want that flexibility before going to full battery. Komatsu will also look at introducing battery electric models for its underground trucks. In addition, with the recent GHH acquisition, there will be synergies with some of its models and designs as well.

These design attributes are intended to keep it as simple as possible to make the machines as flexible as possible across all types of hard rock mines including small and mid-tier operations including narrow vein sites. And the ground level system means swapping batteries can be done in most parts of the mine – it doesn’t need a dedicated and purpose-built swapping area. Eamer: “We went through many iterations of our battery LHD design and the feedback from early BEV adopter customers was always – we want robust and simple, so that is what we have done.” In addition, competitor batteries need auxiliary cooling for thermal management – the Komatsu battery thermal management system is integrated into the ESS so that auxiliary cooling is not needed.

Komatsu WX04B and batter charger at MINExpo 2024 in September

Finally, the system is charging port agnostic – it has a CCS2 port, meaning the customer has the option to use a third-party charger. Komatsu has its own vehicle-agnostic 150 kW battery charger that it developed for the WX04B which has built in transformers and has been engineered specifically for underground hard rock mining. Its compact, rugged design allows the charger to be easily moved and deployed and is available in a variety of input voltage ranges to meet global demands.

The packs themselves have Proterra battery modules – in the WX04B there are six of them – with a total energy density of 165 kW/h which is twice that of competitors in this class meaning theoretically it can run for twice as long. It can operate for up to four hours in a typical underground LHD duty application with the charge cycle around two hours. The machine can be opportunity charged to replenish the battery during shift changes or operator lunch breaks without removing the ESS.

The battery management system acts like the brain of the battery system as it continuously controls and monitors the battery cells. On-board telemetry allows for battery information to be continuously monitored in real time down to the cell level which can trigger alarms and aid with troubleshooting and potential issues. The WX04B has a tramming battery pack with plenty of power to tram without a pod attached as well as to swap the pods.

Komatsu designed the WX04B based on a common and proven platform with its WX04 diesel machine utilising common elements such as Komatsu’s industry-proven Z-link, reinforced boom design and optimised geometry which offer excellent reliability, durability and productivity. The operator cab is ROPS/FOPS-certified, with generous space and comfort. A fully enclosed, environmentally controlled option includes open-door safety interlocks that activate brakes while deactivating the boom, bucket and steering functions.

The WX04B battery electric LHD and 150 kW battery charger were both recently featured in Komatsu’s booth at MINExpo 2024 in Las Vegas, Nevada.