Por: Gerson Bastos, líder en Soluciones Digitales y Descarbonización, y Pablo Monsalve, consultor en Transición Energética, Ausenco Chile.

Abstrac

The main purpose of this paper is to assess the potential for replacing a diesel-powered logistics truck fleet with electric trucks, as well as the different alternatives for applying this approach to mining operations, from high-elevation points of origin, such as the Andes Mountains, to lower-altitude destinations, such as export ports, while highlighting the environmental and economic benefits. 

This research presents an innovative proposal for the transportation of mining products, with encouraging results in the decarbonization of the mineral transportation value chain, particularly in Peru and Chile. 

In this context, this paper summarizes the methodology used and the most significant research findings, theoretically demonstrating that transitioning from a diesel-powered truck fleet to an electric fleet can generate substantial environmental, energy, and economic benefits, matching or even improving the Total Cost of Ownership (TCO) of a conventional diesel fleet. The proposed transition would optimize mineral transportation by reducing operating costs, increasing productivity, and minimizing greenhouse gas emissions, while positively influencing the mining industry’s image among its stakeholders. 

The business case for electric trucks is primarily driven by the following factors, which enable them to compete with diesel-powered trucks: 

ν Lower costs per kilometer traveled, driven by lower energy and maintenance costs. 

ν The reduction in energy consumption costs is further enhanced by: 

• The greater efficiency of electric motors compared with diesel engines. 

• The use of regenerative braking on downhill sections, which makes it possible to convert the gravitational energy of transported mining products into electrical energy stored in the truck’s batteries. 

The results of the study can be replicated in mining operations transporting ore under operating conditions that meet the following parameters: 

ν A distance of less than 120 km between the origin and destination, without the need for dynamic charging infrastructure. 

ν An elevation difference of more than 500 m. 

Operating conditions with smaller elevation differences offer less potential for benefits from regenerative braking. Longer transport distances may require complementary dynamic charging infrastructure, which allows the vehicle to be powered along a specific section of the route, thereby optimizing its range during uphill travel while allowing regenerative braking to be used on downhill sections. 

This paper describes the methodology used to evaluate logistics routes in Chile and Peru and subsequently presents the results of the analysis, along with recommendations for engaging different stakeholders to ensure the successful implementation of electrified logistics routes.