Tag Archives: battery-electric

Fortescue, Scania to develop fully integrated autonomous road train solution

Automation, Environmental, Mine operation news, Power supply for mines, Steel and iron ore, Sustainable mining, , , , , , , ,

Fortescue and Scania have agreed to jointly develop and validate a fully integrated autonomous road train solution, leveraging Scania’s technology in truck automation and Fortescue’s own Fleet Management System (FMS).

The autonomous solution would be developed, tested and validated in partnership at Fortescue’s iron ore operations at Christmas Creek.

“By utilising Scania’s extensive knowledge in supplying trucks to the mining industry and our expertise in autonomous driving, the Road Train solution will reduce the overall mining footprint,” Manfred Streit, Managing Director at Scania Australia, said.

With Scania’s technology in truck automation, the autonomous solution would be integrated with Fortescue’s FMS designed to optimise fleet utilisation and maximise productivity, while ensuring efficient fuel and energy consumption to reduce carbon emissions. The solution would also integrate Scania’s on-board autonomation hardware and technology for the Scania R770 prime mover platform, coupled with three trailers weighing 120 t with a payload of 240 t.

“This is a great opportunity for Scania to learn more about autonomy in demanding conditions with an innovative partner,” Peter Hafmar, Head of Autonomous Solutions, Scania, says.

Fortescue Metals Chief Executive Officer, Dino Otranto, says: “Our deep expertise in autonomous haulage has enabled us to jointly develop a unique autonomous solution that unlocks high grade, satellite deposits for us to mine economically. This project would help us maximise productivity with unique low-cost solutions in our mining value chain.”

Scania Australia has been working closely with Fortescue for many years, and is pleased to see this joint development project become a reality.

Robert Taylor, Head of Mining at Scania Australia, said: “Their heavy haul trucks operate in an incredibly harsh environment. The local and global mining specialists have devised a solution that will bring both efficiency and safety.”

Aramine intent on ‘rapidly expanding’ battery-electric machine offering

Automation, Environmental, Mining equipment, Power supply for mines, , , , ,

Aramine showcased its expertise in battery-powered mining machines, enabling mining operations with low CO2 emissions while ensuring maximum productivity this week at MINExpo 2024, in Las Vegas.

The French manufacturer released its first battery-powered machine back in 2016: the L140B miniLoader. At the time, with more than a decade of experience in manufacturing underground mining machines, “we started from scratch; we didn’t electrify a diesel machine, we designed battery-powered machines,” explains Marc Melkonian, Co-President – Equipment Division.

Now, with more than 50 L140B loaders in operation worldwide, and over 200.000 operating hours, the initial objectives have been achieved, with a machine offering numerous advantages:

  • Reduced CO2 and Nox emissions;
  • No need to transport fuel underground;
  • Reduced ambient temperature and noise in the mine, improving working conditions for operators;
  • Lower mine operating costs; and
  • Guaranteed maximum productivity

Recently, Aramine has released its latest battery-powered machine: the L440B Loader. It is the logical continuation of its precursor: the same technologies but for new challenge – a more efficient, more powerful and more intuitive machine. The machine has a 4.6 t tramming capacity, more than 3.5 times greater than the L140B (1.3 t), and soon a 5-t payload version will follow.

Both machines have a number of innovations in common to offer cutting-edge equipment, Aramine says:

  • Innovation #1: Unlimited autonomy: Aramine offers a unique “plug and charge” solution: its “quick replacement system”. The energy module at the rear of the machine, housing the batteries and the charger, can be “hot-swapped” in less than 10 minutes. Filling the battery is now quicker than filling the fuel tank. A machine equipped with two energy modules can be operated without interruption;
  • Innovation #2: Low maintenance and high reliability: The energy module is a dual technology. Each energy module includes two completely autonomous battery packs with their own battery cells, electronic system and chargers. The machine continues to
    operate even if one of the battery packs fails;
  • Innovation #3: A single pedal for total control Aramine’s unique operating mode uses a single pedal to control speed and braking. This has two major benefits: no friction or wear on parts to stop the machine, and high regeneration during braking phase;
  • Innovation #4: Industry 4.0 ready: The software on Aramine’s battery machines complies with the requirements of Industry 4.0 and
    provides all the information needed for optimised operation, the company says. “All data can be consulted in real time on the machine screen or on a remote tablet to optimize functions, improving productivity and reducing machine fatigue,” Marc Melkonian says; and
  • Innovation #5: The multi energy supply kit: True to its CSR commitments, Aramine offers to give a second life to the batteries in its machines. At any time, thanks to the “Multi Energy Supply kit”, the batteries can be used to supply an office or any other facility. At the end of their original useful life in the mine, these batteries are still powerful enough to power homes and offices in 220 v (50 Hz) or 110 v (60 Hz) for basic electricity needs: lighting, heating, etc. Coupled with solar panels, batteries can operate autonomously in isolated locations.

Marc Melkonian added: “Our engineers are CSR-minded, always looking ahead to the mining machines of tomorrow. Naturally, we intend to rapidly expand our range of battery-powered machines.”

MacLean to deliver 30 battery-electric graders to Fortescue operations

Environmental, Mining equipment, Power supply for mines, Steel and iron ore, , ,

Fortescue, one of the world’s leading technology, energy and metals companies, and MacLean, a global leader in battery electric mining vehicles (BEVs), have announced a new partnership at MINExpo 2024 to help rapidly electrify and decarbonise the surface mining industry.

Today, Fortescue Metals CEO, Dino Otranto, was joined by MacLean CEO, Kevin MacLean, and MacLean President, Stella Holloway, to announce that MacLean will deliver a fleet of 30 GR8 EV graders to Fortescue’s mining operations in Western Australia. The EV graders will be powered by a Fortescue Zero battery power system, making them one of the first battery electric graders for surface mining. The first EV grader is expected to be delivered in 2026, with the full battery electric fleet aiming to be operational in 2029.

“We’ve been in the underground mining vehicle business for over 50 years and as a manufacturer we have almost a decade under our belts with our full-fleet electrification program. Our track record to date is 25 vehicle models battery electrified, 100 EV units sold from bolters to boom trucks to shotcrete sprayers to graders, and half a million operating hours logged. Now we’re turning our sights to surface mining operations,” remarks MacLean CEO, Kevin MacLean. “Our ‘first 50’ saw us shape the underground mining industry in the name of increased safety and productivity. Now our next 50 will be shaped by our deep commitment to supporting the decarbonisation of the mining industry around the globe, where a majority of operations are above ground. I’m truly honoured that Fortescue, such a successful and forward-thinking company, has chosen MacLean as their partner for this essential work in the 21st century.”

“Surface mining vehicle electrification represents the dawn of a new era at MacLean, but it’s one with a deep foundation in our past as a manufacturer of fit-for-purpose solutions for the mining industry,” adds David Jacques, Vice President – Surface Mining Vehicles at MacLean. “We’re taking all the learnings from our GR5 Underground Grader commercialisation and our years of experience in underground BEV design, manufacturing, and site support, and putting it to good use in the context of surface mining electrification. With MacLean and Fortescue, you have two ambitious companies that share the same vision and depth of commitment to innovation that delivers results when it comes to transforming the industry through decarbonisation. This is going to be a powerful collaboration for positive change.”

Fortescue Metals CEO, Dino Otranto, said: “Fortescue is resolutely committed to being the world’s leading green technology, metals and energy company with a laser focus on achieving Real Zero across our Australian iron ore operations by 2030. In 2030, we believe Fortescue will be the go-to Company for green metals, technology, energy and energy storage globally. When the world needs the ‘how’ to be answered, it will turn to Fortescue. To fulfil our 2030 mission, we must partner with like-minded companies like MacLean, which has a proud reputation for designing and manufacturing innovative and high-quality products for underground mining. Importantly, they also share our vision for a mining industry – and a world – no longer reliant on fossil fuels.”

Sandvik presents new ‘trolley module’ for BEV trucks at MINExpo

Environmental, Mining equipment, Power supply for mines, Sustainable mining, , ,

Alongside an announcement focusing on the introduction of an electric modular platform for its Toro™ underground loaders and trucks at MINExpo INTERNATIONAL® 2024, Sandvik has also presented a trolley module for a BEV truck in Las Vegas.

Trolley-electric trucks are expected to be used in large truck applications where the traffic flow is predictable, ramps are long and fleets are big, Sandvik says.

The company said a timeline for commercial availability of the trolley module was “pending customer interest towards testing and adopting the technology”.

The modular Toro platform approach for loaders and trucks, meanwhile, is expected to meet the diverse needs arising from the ongoing electric transition across Sandvik’s global customer base, the OEM says.

Sandvik aims to increase customer productivity, improve safety and support environmental sustainability while keeping ore moving efficiently with this platform approach. The vast range of customer needs requires agility and a multitude of co-existing technologies, as individual mines are adopting new technologies at varying paces, it said.

The backbone of the platform is the electric driveline. Built around it, the modular approach will cover all key machine elements starting from high-level architecture and continuing to the detailed module designs. Practical examples of modules include operator environment, critical steel structures and hydraulic systems, among others. Sandvik’s own BEV battery modules and charging stations complete the ecosystem.

Building on the electric platform, Sandvik expects its near-term load and haul offering to feature diesel-electrics, hybrids, battery-electrics, trolley modules and cable-electric solutions. While new innovations are developed, also current conventional diesel technologies will be further developed.

Cat’s Denise Johnson on solidifying the electrification solution set

Automation, Environmental, Mining equipment, Mining services, Power supply for mines, Sustainable mining, , , , , , , ,

In the leadup to this week’s MINExpo 2024, Caterpillar has been making headlines across the mining technology space with a string of announcements related to mine site electrification. IM got a chance to sit down with Caterpillar Resource Industries Group President, Denise Johnson, to talk through these and more.

The following Q&A picks up from a discussion Editorial Director, Paul Moore, had with Johnson and Brian Weller, Vice President of Electrification, in the leadup to MINExpo 2021, in Las Vegas.

IM: When comparing where the industry is now with the electrification trends and indicators seen just before MINExpo 2021, what do you view as the major energy sources for ultra-class haul trucks to allow miners to achieve some of their net-zero, scope one emission targets? Has your viewpoint changed over that three-year period?

DJ: I don’t think it has changed. Three years ago, we had a vision of the predominant choice for zero exhaust emission haul trucks being battery-electric. Three years later, that vision has been maintained.

You could argue that the battery chemistry has evolved over that time frame, but the expected solution set has broadly remained the same. If anything, we have been able to further validate battery-electric trucks as the optimal choice over that three-year period.

What has changed though is the approach to this from mining companies. There is much more of an interest in ‘stepping into’ the electrification journey, versus just ‘flipping a switch’. In other words, we’re seeing more customers being interested in transitioning over time, which is one of the reasons why we have accelerated the development of our Dynamic Energy Transfer (DET) solution, which can already be leveraged with diesel-electric (AC) trucks. This allows customers to start to transition their site infrastructure now, without having to progress all the way to where they need to from an electrification perspective. It allows them to hit their interim greenhouse gas (GHG) reduction targets at the same time, ahead of those longer-term net zero ones.

I think that strategy is very appealing to many customers as they start to look at how to implement electrification effectively over time.

IM: Does this approach differ from region to region (as well as site to site) based on, for example, diesel price benchmarking, access to renewables, energy infrastructure, etc?

DJ: Absolutely. There are some places in the world where sourcing renewable energy is very easy – whether that is through hydropower, solar, wind, etc – and there are others where it is much more challenging. So, we still see that spread with our customers; everywhere from wanting to continue with traditional equipment, all the way to going fully electric.

I would say Australia is probably leading the movement towards electrifying and going all out to achieve zero GHG emissions. A lot of that is driven by carbon tax, government incentives and other aides.

IM Editor Dan Gleeson with Caterpillar’s Denise Johnson

IM: Of the solutions out there, do you see diesel-electric, progressing to battery-electric integrated with stationary charging and DET as the most viable commercialisation route?

DJ: I think mining companies are interested in exploring all the solution sets. From an economic perspective, there is still a lot to figure out in terms of how those will be commercialised.

While I don’t think the commitment towards electrifying has changed, the timeline around when they want to introduce electrification remains the biggest question mark. That is something we are working on, especially with our Early Learner customers. We want them to give us feedback on what timeline they would like to move forward with commercialising. We, in turn, want to make sure we’re meeting what our customers dates are.

IM: Within this electric haulage evolution, is there also a case to be made for exploring a ‘hybrid’ electric solution including battery pack, energy storage component and a smaller on-board engine?

DJ: We’ve studied that heavily and it depends on the mine site as to whether it would be an effective and economically viable option. We have done a lot of simulations around what would be required and, for some mines – especially deep pit mines – the amount of energy you need to pull the truck out of the pit would require the same size engine as you have on a diesel-electric truck today. A smaller engine, combined with an acceptably sized battery and an energy storage source, would not allow you to achieve that same haulage route.

There are other applications that could technically work, but the economics do not make sense now.

We really look at the DET with the diesel engine as our ‘hybrid’ solution. As you see today, we’re basically taking the engine down to idle when it is being propelled on the DET line. The ability to do that allows you to hit that hybrid ‘sweet spot’.

A Cat 798 AC on a DET line at Caterpillar’s Tucson Proving Grounds in Arizona

IM: And DET could also, in theory, allow you to use a smaller battery on board these trucks in certain applications…

DJ: Yes, which allows you more payload potential in those applications as well.

IM: I read that you have now built and tested seven Early Learner 793 XEs to date. What stages are these at in terms of getting to site for testing? Am I right in thinking the one at Newmont’s Cripple Creek & Victor has now been assembled?

DJ: Yes, that one [the Early Learner 793 XE at Cripple Creek & Victor] is going to start running soon. Another one has just arrived in Western Australia too; they are in the midst of transporting that to the test site.

IM: In terms of those Early Learner mine sites, how selective have you been able to be with the applications chosen to give you a wide breadth of knowledge as to how these battery-electric trucks may perform across different types of mine sites?

DJ: We, with our customers, have intentionally chosen the Early Learner site locations to hit ‘corner cases’ for battery truck validation: we have deep pit, we have high altitude, we have cold temperature, we have hot temperature, etc. We are really trying to ensure we hit all those corner cases so the validation that we are doing of not only the technology, but also the application, allows us to understand and learn. We have full confidence that iterations will be required, and we want to do that as soon as possible, so that is why we are sending these machines to the broad corner cases we are.

The customers are also looking for reassurance, as well. One of the things we are doing with the Caterpillar Early Learners is sending engineers to the site to help with that learning cycle. Our team will be right there at the mine site watching, first hand, the development and evolution of the technology as it iterates.

IM: Is that information – in terms of application performance – going to be shared across the Early Learner partner framework as well?

DJ: So, both our Early Learner customers and our Pathway to Sustainability customers are going to be learning with us and finding out what we are seeing at these sites. It is intended to be an industry learning opportunity. There are certain details that cannot be shared, but, when it comes to things like change management for people, and certain processes, technology and infrastructure, we will be sharing that information. It is important to spread this across the industry, and that is the intention of these specific programs.

IM: Might some of these Early Learners and Pathway to Sustainability customers also use DET within this process? Is that part of the conversation?

DJ: In some of these applications, yes, DET will be part of the solution. We will be carrying out field-follow trials on DET in 2025, intending to go into production with it in 2026, so that aligns well with our Early Learner trials.

IM: When it comes to batteries, has your thinking around the supply chain and creating the volumes needed to rapidly bring down the cost changed over this time period (2021 vs 2024)? Could you, for instance, look to acquire more off-the-shelf battery packs/modules, instead of creating customised battery solutions, to lower the cost of the overall battery truck?

DJ: No, our thinking hasn’t changed. We have a number of development agreements with various companies around battery technology that we’re continuing to build on. We think deep integration in this supply chain is important. We won’t be manufacturing cells; we will procure those from a variety of sources around the world, not just one source. The intention would be for us to take the battery cells, make the battery packs and racks, integrate that into our software, the cooling and all the controls. We think it will be a competitive advantage for us, and benefit our customers best, if we do it ourselves. That control system will allow deeper integration into the machine platform and the energy management component. We think it is a core part of what will make our product the optimal solution for our customers.

IM: Does that also come with an extra cost element?

DJ: It could. Caterpillar could buy battery packs off the shelf, but then, what would be the difference between Cat’s solution and anyone else’s? If we think Caterpillar’s control system – through cooling and battery management, for instance – will allow batteries to last longer, then that will allow our customers to achieve the lowest total cost of ownership (TCO). This is important as the battery represents a substantial cost, especially with the scale of the machines we are talking about. We need to be mindful of trying to make them last longer, while servicing and repairing them in an optimal manner.

The lifecycle of the battery is important to achieving this low TCO – from procurement of the cell through to secondary use, which we can leverage oftentimes in a stationary energy storage system application, through the recycle process. We may not do every piece of this – the recycling piece, for instance – but we want to be able to operate that complete lifecycle ecosystem in the way that makes the most sense and provides the best customer value.

IM: How advanced are you in terms of simulation, design and fleet management integration for the deployment of battery trucks? How important will this element be for customers achieving the results they want?

DJ: We have developed a completely in-house simulation software for this, which I am really excited about. The simulation tools will help us in ways we would never have imagined before, and it will be integrated into our autonomy solution as well. This will allow it to be used for advanced planning of the mine site itself, but also for decision support as to when to, for example, move the DET around the site, select how many trucks will be needed around the site, and how to optimise productivity within those confines.

We have already learned a lot from the Early Learner customer sites as a starting point for simulations, visualising their mine sites to help inform them of what they might need from a site infrastructure and energy management perspective. This is where we’re pulling in our energy & transportation expertise to help such analysis, as well as our digital team. It is an enterprise-wide focus that allows us to pull in a lot of skillsets from the entire team.

IM: Could such a solution be rolled out to customers as well?

DJ: We think it will be a very important tool for our customers. We think it will drive down the cost and ensure site optimisation is done at a much broader level than it is today.

IM: Lastly, you mentioned to Paul three years ago that you did see cabless trucks coming in the future. How far away from this future are we now?

DJ: It will depend on our customers pull for it; right now, we’re still putting cabs on trucks! Customers still want that versatility.

But there is a huge advantage to taking the cab out of the equation – in terms of weight and cost. It also allows much greater freedom in design iteration. Additionally, payload increases could be reaped.

We have some cabless designs out there already, but we are waiting for the customer pull. It is the customers that will ultimately help us decide when they are ready for those.

IM: I guess you could give the ultimatum of, ‘You can have a cab on the truck, but you’ll have to forego, say, 500 kW of additional battery capacity to have that cab.’ That may also focus their minds…

DJ: That sort of trade-off may be an option for our customers to consider. I also think as autonomy adoption continues to increase; it will help facilitate the likelihood of that taking place. There will have to be a way to remotely recover those units, but we already do that today.

EPCA demonstrating real-world battery haulage business case at Bakers Hill mine

Environmental, Mining equipment, Power supply for mines, Sustainable mining, , , , ,

Electric Power Conversion Australia (EPCA), a Perth, Western Australia-based company, is gaining attention for its advancements in electrifying heavy machinery, with its biggest project to date, a fully retrofitted Caterpillar 777 haul truck operating entirely on battery power, taking another step towards becoming a commercial proposition.

Founded by Clayton Franklin, who also leads its engineering team as Chief Engineer, the company plans to retrofit up to 70 trucks annually from diesel to battery-electric.

Having initially showcased this vehicle at The Electric Mine 2024, in Perth, in May, followed by an appearance in Kalgoorlie at Diggers and Dealers, the company has now progressed to trial operations.

At Bakers Hill, a sand mine located just 40 minutes north of Perth, EPCA’s fully battery-electric 91 t haulage truck has been hard at work for the past month. This test phase marks a significant step forward for the company, demonstrating EPCA’s commitment to sustainability, efficiency and innovation while enhancing operational efficiency and cutting costs, the company says.

The retrofit of the CAT 777 represents a complete overhaul, not just a minor upgrade. The diesel engine has been entirely replaced with an electric motor powered by high-capacity batteries (supplied by Xerotech), marking a radical shift in the truck’s operation. More than 5.9 t of components were removed and replaced by six batteries, each weighing 1.4 t. In the end, the truck is now 2.5 t lighter, thanks to the reduced weight of the custom-designed tray made by Austin Engineering, EPCA says.

This transformation offers far more than environmental benefits; it significantly enhances efficiency and operational viability, the company explains. Additionally, the electric truck is expected to reduce maintenance and operational costs for mining companies compared with the diesel equivalent, providing a cleaner, more cost-effective alternative to traditional diesel-powered trucks. EPCA assures that, over 20 years, the total cost of ownership for a diesel truck will be approximately A$25 million ($17 million), while the battery-electric truck’s total will come in at A$11.5 million.

Performance data and results

Bakers Hill, a privately held sand mine, provides the perfect environment for EPCA to push the limits of its technology, according to the company. The eastern side of the mine was prepared for testing, with a grader pushing up a ramp featuring a 17% incline and a turnback. Though it is a sand mine, the conditions and setup at Bakers Hill are comparable to a bauxite mine in terms of depth and incline, offering a realistic representation of the challenges this truck might face at commercial-scale mining operations.

In these conditions, the electric truck has shown impressive performance metrics, according to EPCA. During standard operations, the truck has consistently delivered over 10 hours of runtime on a single charge, with the battery taking just 50 minutes to fully recharge. This quick turnaround time ensures that the truck can maintain its productivity, minimising downtime while still offering substantial energy savings.

One of the key tests involved driving the truck on a 17% incline, where it consumed 252 kWh of energy. On the descent, the regenerative braking system was able to recover 35 kWh (15%). When stationary, with the auxiliary systems running, the truck consumes around 20 kWh/h.

The truck is designed for 91-t payloads, with the testing at Bakers Hill revealing that it can handle inclines of up to 27% under full load. This makes it an ideal candidate for some of the most challenging mining operations where steep inclines and heavy loads are standard, EPCA says.

Scalable fast-charging solution

Delivering charging infrastructure on mine sites is challenging. Mining companies are forced to deploy large and expensive infrastructure to be able to charge large electric fleets. EPCA has collaborated with Western Australia-based integrated energy solution provider UON Pty Ltd, who has developed the SMART™ (Scalable, Modular, Automated, Renewable, Temperature controlled) CELL DC Fast Charging solution, which can charge the CAT 777 haul truck in less than 50 minutes, according to the company. The UON charging solution has been designed to operate in harsh Western Australian mining conditions, ensuring reliable charging power at all times.

The UON SMART DC Fast Charging can be seamlessly connected to the existing grid or be powered completely by 100% renewable energy, such as solar, providing much-needed charging infrastructure in grid-constrained locations, the company says. Its all-in-one mobile Battery EV charging solution is fully mine-compliant and can be easily redeployed on any brownfield or greenfield mine, which enables mining companies to avoid a large investment in infrastructure, UON says.

Real-world demonstrations and future steps

EPCA has already showcased the truck at Bakers Hill to several Tier-One mining companies, all of whom have expressed very positive reactions, according to EPCA. “These real-world demonstrations are designed to showcase the truck’s capabilities and the benefits of electrification in reducing carbon emissions and operational costs,” it says.

Following the Bakers Hill trials, EPCA plans to move into endurance testing in 2025 and run this design for many thousands of hours before moving into mass production.

The company concluded: “EPCA is well positioned to meet the increasing demand for battery-electric mining trucks. Supported by a robust distribution network, the company is set to fulfil its order book of over 600 trucks, reinforcing its leadership in the electrification of the mining industry.

“The future of mining is electric, and EPCA’s work is leading the way in making that a reality.”

Boliden’s sustainable metals supply strategy on show at Rävliden

Automation, Base metals, Environmental, Mine operation news, Mining equipment, Mining services, Power supply for mines, Sustainable mining, , , , , , , , ,

Boliden is used to setting the standard in mining, and its latest innovation leap focused on electrification at the Rävliden mine in northern Sweden is another example of it leading from the front.

The Sweden-based company has a vision of being the most climate-friendly and respected metal provider in the world, and, from what IM witnessed and heard last month during a visit to the extension of the Kristineberg mine, Rävliden, it is well on its way to doing that.

The group climate targets that were validated and approved by the Science Based Targets initiative at the back end of 2023 – reducing absolute CO2e Scope 1 & 2 emissions by 42% in 2030 from the 2021 baseline among these – are important markers for Boliden, but what is even more impressive is the actions being taken on the ground to hit these.

Among them are the addition of numerous battery-electric vehicles into the underground operating fleets in the mines within the Boliden Area and Garpenberg, the open-pit trolley assist achievements made with diesel-electric drive trucks at Aitik and Kevitsa and, at the Smelting divisions, major investments in recycling. This is underpinned by energy inputs that are from predominantly fossil fuel-free grids or with captive green energy supply.

This has allowed the company to establish Green Transition Metals (GTM): a portfolio of recycled and low-carbon metals that it sells on the market and act as a key differentiator in the commodity space. To this point, these products have allowed the company to access forms of finance unavailable to competitors lacking such green credentials.

The philosophy behind this tangible example of sustainable commodity supply has been felt upstream and downstream of Boliden HQ, as confirmed by Patrik Westerlund, Boliden Senior Development Engineer.

Westerlund is responsible for the underground truck trolley project at Rävliden and says he has felt the backing and involvement of management at every turn of the project.

“Whenever reporting on progress on the project, I have felt support from management,” he told IM. “Innovation is encouraged from the top down at Boliden.”

Battery truck trolley first

In 2021, the company outlined a SEK1.25 billion ($123 million) investment at Kristineberg towards further developing the mine towards the Rävliden mineralisation. This expansion was expected to contribute to an increase in milled volumes in the Boliden Area to 1.8 Mt/y.

A satellite deposit close to Kristineberg – which, itself, has been operating since the 1940s – Rävliden constitutes a sub-vertical to steeply south-dipping, 5-25-m wide and 150-m high mineralised lens, or system of lenses, with a length extent of at least 900 m along plunge. The mineralisation at Rävliden is broadly of a similar character to Kristineberg although is amenable to both long-hole stoping and transversal open stoping – as opposed to the cut and fill mining and drift and fill mining methods utilised to mine the mineralised material underground at Kristineberg.

Exploration of the Rävliden mineralisation has resulted, to date, in 8.4 Mt of inferred and indicated mineral resources. The deposit contains copper, zinc, lead, silver and gold, with mining rates of 800,000 t/y making for a 10-year operation.

Where the project gets very intriguing – and the reason for IM’s visit – is in the company’s haulage plan.

Where Kristineberg uses a 160 t/h skip hoist to get the crushed ore to surface, Rävliden is expecting to transport its ore, waste, concrete and personnel using a 5.6-km ramp stretching from surface to 750 meters underground, at an average incline of 1:7.

This will represent a world-first battery-trolley operation, which the company is already proving out via an 800-m trolley test track – also a world first.

Back in April, Boliden, Epiroc and ABB passed a new technology milestone by successfully deploying the first fully battery-electric truck trolley system on this test track, which boasts a 14% incline as well as a curve with a 35-m-long radius.

IM, during late August, witnessed one of these fully loaded Epiroc battery-electric Minetruck MT42 SG Trolley trucks in operation at the mine, along with the supporting infrastructure supplied by ABB and others. The on-board truck infrastructure includes ABB’s DC-DC converter, HES880 inverters and AMXE motors to enhance the power of the machine, while there are off-board rectifier substations for the track. The ABB Ability™ System 800xA® was also showcased during the visit, which monitors and controls the electrical system. In addition, Siemens provided on-board hardware for the MT42 SG Trolley truck.

The truck features a trolley pantograph connected to an overhead catenary line, which is similar in makeup to an on-road electric highway application.

During the visit, ABB highlighted how its solution had been customised and tweaked to work within the regulations and safety standards in Sweden, as well as Boliden’s own site requirements.

Epiroc also showcased how its battery-electric Minetruck MT42 SG has been adapted to work on trolley; the most obvious adaptation being the use of three battery subpacks as opposed to the standard five subpacks the battery-only machine is normally equipped with. The removal of 40% of battery power was justified to make room for the on-board DC-DC converter, as well as the reduction in power required to operate on the trolley line – as is currently envisaged, the trucks will only run on battery power alone for a circa-0.9 km stretch of the 5.6-km ramp.

Franck Boudreault, Epiroc’s Underground Application Expert Electrification, remarked on the economic benefits of running off grid-backed trolley power, compared with battery power alone. The OEM’s modelling also indicated the batteries on board would benefit from a substantial uplift in life due to the comparatively “light duty” application they would have while on trolley. This increased longevity would translate to reduced operating costs over the mine’s lifetime.

BEV loader first

As if the battery-trolley first was not enough for one project, Rävliden also became the first mine to automate stope loading with a battery-electric LHD – the Epiroc Scooptram ST18 SG – late last year at Rävliden. This is on top of commissioning ABC Total on an Epiroc Simba M6 longhole production rig at the operation. ABC Total allows for a full round of holes to be drilled automatically, according to Epiroc.

The miner’s ambitions go beyond this, though, with plans to automate the fleet of Minetruck MT42 SG Trolley trucks running on the ramp. The ‘concrete’ nature of these plans is evidenced by the fact Boliden has already built a loading station adapted for automation underground at Rävliden, as well as the moves to install an above-ground remote operations station later.

There is plenty more to this mine, which produced first concentrate last year, than ramp haulage.

The circa-$120 million investment also covers an underground crusher – a Metso Nordberg® C160 jaw crusher – a ventilation plant built with heat exchangers for increased efficiency and sustainability, a truck loading station, workshop and pumping stations.

The automated loaders carry blasted material from the stopes to either ore passes or loading pockets. Material is either directly loaded from the bottom of ore passes into the crusher at -750 m or by using MT42 SG trucks to transport material from loading pockets to the crusher. From the crusher, the material is transported by conveyors to loading chutes. These chutes feed crushed ore to the MT42 SG Trolley trucks, which move up the ramp and dump on surface. Ore is then trucked circa-90 km to the Boliden Area Operations Process Plant for beneficiation by flotation, before further processing the concentrate to a final product at the Rönnskär smelter, 65 km away.

The electrical infrastructure to support a complete fleet of electric vehicles and mobile equipment is also part of this, as Westerlund and his colleague Frida Pettersson (Project Manager at Rävliden) confirmed.

In a brief presentation on these plans, Westerlund outlined a fleet that included three battery-electric LHDs, three battery-electric trucks, four battery-trolley trucks, two “construction” battery-electric trucks, two electric light loaders and 12 “mining machines” that are also due to be battery-electric.

Battery-powered machines already ordered and/or delivered include two Epiroc Boomer E20 SG Battery drills, two Epiroc Boltec E10 SG Battery bolters, one Jama battery-powered SBU8000E underground scaler (using an Epiroc battery solution underpinned by Northvolt batteries), three Epiroc Scooptram ST18 SG LHDs, two MT42 SG trucks and the four MT42 SG Trolley trucks.

Westerlund admitted question marks remained over whether Rävliden would be able to source a full-electric fleet in the next few years, explaining that the company has had to employ diesel equipment where it cannot currently obtain the ‘green’ alternatives. He was hopeful there would be a proliferation of battery-electric integrated tool carriers in the near term – outside of the diesel-to-battery conversions available in relatively small quantities in Australia – as well as battery-electric material transport trucks from the likes of Scania. He also saw mass produced battery-electric pick-ups coming.

Haulage to surface and underground load and haul activities represent over 85% of diesel and CO2 emissions at the project, according to Westerlund, meaning the big emission wins are within reach.

All these machines could come together for a mixed battery-electric autonomy first, with Epiroc the likely integrator in this scenario – similar to what the OEM has achieved with a mainly diesel-powered fleet at the Cadia operation, in Australia, in partnership with MacLean.

This is the current plan, but there is some flexibility being built into the mining operations at Rävliden. Westerlund and Pettersson, for instance, said the ventilation plant had been sized for a bigger operation, with expectations that exploration will reveal more resources to justify higher mining rates.

Commercial appeal

With Boliden committing to this battery-trolley haulage scenario, it opens the question: how big a market is there for such a solution going forward?

There were several attendees from major and mid-tier mining companies on this trip, indicating interest is high. At least one mining contractor and some smaller consulting/engineering companies also joined the delegation in Sweden.

There were questions put to Westerlund and Pettersson from this community about whether the same throughput could be achieved via a hoisting operation. In response, Westerlund referred to the obvious fact that the planned haulage route meant the company could reuse the current industrial area and leave a very limited footprint on surface at Rävliden.

A Jama battery-powered SBU8000E underground scaler in operation

The battery-only haulage question came up too, but the 1:7 average incline of the ramp would likely require a significant number of battery swaps and/or charges during normal operation.

Boliden is in a very good position to enact this plan, being blessed with a significant amount of renewable power at Rävliden, expertise with battery-electric machines and the required electrical infrastructure thanks to previous trials and vehicle acquisitions, previous experience of underground trolley via Kiruna truck deployments at Kristineberg and elsewhere, and confidence in the expansion of its orebody.

While not in a unique position, there are only a few companies and operations that have all these factors going for them.

This will inevitably play into Epiroc’s plan to commercialise the MT42 SG Trolley system, and ABB’s own supporting electric infrastructure.

Boudreault said there were several criteria Epiroc wanted to tick off with the test track at Rävliden to highlight the commercial business case, including:

  • Demonstrating the ability to manage energy in a smart way on trolley;
  • Benchmarking the cost per tonne of such an operation; and
  • Showcasing the potential productivity benefits.

“We very much see this proof of concept with Boliden as the ‘ice breaker’ in terms of battery-trolley haulage potential,” he said.

Those who visit the mine in 2025 will likely see the commercial operation of the 4.7-km trolley line, gaining an understanding that goes beyond the proof of concept, but Boudreault said the significant speed on ramp boost, improved cycle time and ability to deploy less trucks in such a haulage operation would prove enticing for starters.

“At the same time, we are aware that the right partners will be needed to make any new installation a success,” he explained, adding that ABB’s input may be sought again for such a deployment.

This is before considering the local electrical standards that such an operation would be guided by, plus any other safety-related regulations that would need consideration.

“All of these will be factored into trade-off studies that are specific to that operation and the company’s own requirements,” Boudreault said, adding that, on paper, an operation with a 5-10 year mine life was likely required to make a battery-trolley operation economically work.

Leading from the front

The involvement of Swedish innovation agency Vinnova and its initiative ‘Sustainable Industry’ – which includes some financing for the project – will undoubtedly have helped get such a project off the ground at Rävliden, yet don’t discount the ingredients Boliden can call on to create the ideal mix for such innovation.

More so than any other mining company, Boliden has integrated sustainability at every point of the supply chain.

It has been using an internal carbon price to make investment decisions at all its operations for over a decade; it has embedded recycling into its thinking, becoming one of the first miners to leverage smelting capacity to process such material; it has implemented nitrate-free and environmentally friendly explosives at some of its operations (Kankberg being one); and it has also embedded mill lining recycling into its activities at Aitik.

That’s before mentioning its feats in the mining equipment automation space, an arena the company feels will pair well with electrification to deliver more than the sum of their parts in the future.

Many of these feats have been facilitated by the renowned Nordic mining equipment, technology and service space, which has allowed the company to access and implement the solutions at a suitable pace.

Not all miners demand respect from their peers and stakeholders, and even fewer can claim to be ‘climate-friendly’. Boliden can argue it ticks both boxes.

Epiroc whets the electrification appetite for MINExpo 2024

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Less than a month out from MINExpo INTERNATIONAL 2024 in Las Vegas, Jérôme Cloué, Vice President of Electrification for Epiroc, talked up numerous electrification launches/debuts at the show that would go a long way to helping its customers achieve their sustainability targets.

During a visit to Boliden’s Rävliden mine, part of the Kristineberg complex, in in northern Sweden in late August to highlight the Epiroc Minetruck MT42 SG Battery vehicle running on an 800-m trolley test track underground, Cloué said the company was expecting to make many announcements at the show, including some that fit into the “zero carbon” category.

Epiroc, as part of its sustainability goals, has outlined 2025 and 2030 dates for having fossil-free options in place for its underground and surface mining product lines, respectively. Cloué was confident the company would meet these targets, however it is unlikely these will be exclusively battery-electric options – especially at the top end of the surface drilling product line where the company is leveraging cable-electric power for each drill in the Pit Viper series, for instance.

In the meantime, Epiroc is also working with clients on certifying the use of biodiesel in its existing diesel-powered fleet for “immediate” decarbonisation benefits. Cloué said the surface drilling fleet is already compatible with biofuel (HVO100), with the underground load and haul, and drilling fleets set to follow shortly.

The company is also continuing to advance its work on repurposing batteries used in its mining equipment for secondary life applications. Outside of mining, the company has signed a partnership with Renewmic, whereby a battery previously used to power one of Epiroc’s battery-electric vehicles is helping to support and stabilise the Swedish power grid through frequency containment reserve services. Cloué expects to see more of these examples crop up in mining in the future, strengthening the business case for battery-electric machines through an extension of the battery’s working life.

He is also expecting further collaborations such as the one Epiroc highlighted with Boliden and ABB at the Kristineberg operation last week.

“Mining houses and suppliers are realising that the way to accelerate the [electrification] transformation is through collaboration,” he told IM. “We are looking to work with other partners like ABB on future projects.”

EPCA to produce 50-70 battery-electric mining trucks a year, Xerotech says

Environmental, Mining equipment, Mining services, Sustainable mining, , , , ,

Having showcased its “Green Machine” to attendees at two major events in Australia recently, Electric Power Conversion Australia (EPCA) now has plans to produce 50-70 battery-electric mining trucks annually, according to a recent case study from one of its suppliers.

EPCA, located in Perth, Western Australia, recently electrified a CAT 777 100-ton (91-t) mining truck using a Xerotech Battery System. Known as the “Green Machine”, this project marks a significant advancement in mining truck electrification and showcases EPCA’s expertise in converting diesel mining equipment to fully battery-electric systems, Xerotech says.

EPCA faced the challenge of delivering high power levels for extended operations within the constraints of the existing truck design. Space is a key factor in battery system integration and the widespread adoption of battery-electric applications. The solution was to install six 290 kWh Xerotech batteries, its largest single pack, running in parallel to generate a total of 1741.8 kWh and 671 V. This installation transformed this CAT 777 into the world’s highest energy density, battery-electric mining truck, the supplier claims.

Clayton Franklin, Chief Engineer and Founder of EPCA, said: “We’ve now got the world’s highest energy density, full battery-electric mining truck.”

This truck was first showcased at The Electric Mine 2024, in May of this year, with attendees of the event at Crown Perth able to see the machine in the iron. The company has since gone on to display the machine at Diggers & Dealers, in Kalgoorlie, Western Australia, this week.

Switching to battery-electric power increased the truck’s horsepower from 1,000 hp (746 kW) to 1,120 hp and improved the torque from 4,700 Nm to 5,200 Nm. This performance boost, along with an efficiency leap from 35% to 95%, underscores the advantages of the Xerotech battery system, the company said.

The Green Machine offers numerous benefits to operators, including reduced noise and vibration, enhancing comfort and safety. It can run for eight hours on a full charge and recharges in just 50 minutes using smart charging technology, making it ideal for continuous mining operations, EPCA says. “For an operator operating this machine, the advantage is no noise, low vibration,” Franklin said, emphasising the improved safety features, including a SIL2-rated functional safety system.

EPCA plans to produce 50-70 battery-electric mining trucks annually. With 5,500 mining trucks in Australia and 55,000 globally, the potential impact is substantial, it says. Franklin said: “Our mining clients here in Australia are ecstatic that this truck’s being built and manufactured right here in Western Australia.”

Xerotech’s vision of a fully electric future is, the company says, supported by its scalable and configurable battery platform, enabling every OEM and integrator to embrace electrification. With no recurring engineering and design costs, electrifying prototypes or entire fleets is both feasible and cost-effective.

First Sandvik LH518iB battery-electric loader arrives at McIlvenna Bay

Automation, Base metals, Environmental, Mine operation news, Mining equipment, Precious metals, Sustainable mining, , , , ,

The first Sandvik LH518iB battery-electric loader and supporting batteries have arrived at the McIlvenna Bay project in Saskatchewan, Canada, project owner Foran Mining has reported.

Back in 2022, Sandvik announced it would supply a fleet of 20 battery-electric vehicles (BEVs), including trucks, loaders and drills, for the project in what was its biggest battery-electric vehicle order to date.

Among this 20-strong fleet was seven Sandvik 18-t-payload LH518B loaders (since revised to iB loaders), six Sandvik 50-t-payload TH550B trucks, four Sandvik DD422iE jumbo drill rigs, two Sandvik DL422iE longhole drills and one Sandvik DS412iE mechanical bolter.

Foran says the combination of the LH518iBs and TH550Bs will “showcase the next wave of battery-electric vehicles helping support a sustainable, decarbonised future”.

Sandvik launched the LH518iB in March 2023, becoming the first Sandvik underground battery machine equipped for full automation, being compatible with its AutoMine Lite and AutoMine Fleet offerings as well as its Manual Production Monitoring system. Sandvik’s patented self-swapping battery system on board the LH518iB, including the AutoSwap and AutoConnect functions, minimises infrastructure needs and enables the loader to return to operation significantly sooner than ‘fast-charge’ mining BEVs, the company claims.

The 2022 feasibility study on McIlvenna Bay outlined a 4,200 t/d operation over an 18.4-year mine life, able to produce an average annual production of 33,000 t of copper-equivalent output over the first 15 years of mine life. By individual metal, this equates to 17,600 t of copper, 28,900 t of zinc, 20,000 oz of gold and 486,000 oz of silver.