UNDERGROUND MINING RAIL
A NMT was a leader in underground continuous
loading and unloading rail haulage systems
around the world for over thirty years with our
systems used in most of the world’s largest
underground mines. We have collaborated at
many mines but which include LKAB Kiruna in
Sweden (iron ore), Freeport McMoRan Grasberg
in Indonesia (copper-gold) and Vale Thompson
in Canada (nickel) projects and on other new
projects at the bidding phase such as in
Australia, China and Russia.
Q Can you explain why you now feel you have a
one stop shop for mining rail haulage?
A The NMT solutions and equipment always
were leaders in the movement of ore, materials
and personnel both in vertical shafts and
horizontal tunnels, and now with the addition of
SCHALKE technology in traction and technology
in maintenance equipment as stated it gives us
diversification not only in mining but urban
metro and other industrial applications.
Q Can you provide a synopsis of the SCHALKE
ModuTrac technology?
A ModuTrac is a trademark and stands for
what the total system efficiency will be.”
In addition to the loco, Anglo is applying LOHC
“modular traction systems.” It means that
SCHALKE’s technology allows to exchange the
power sources of the locomotives in a very short
time, such as from diesel to battery.
Furthermore, different power sources like diesel-
powerpack, battery-powerpack, pantograph for
overhead wire and/or pantograph for third rail
are possible options.
Our 40 t Freeport Grasberg locos “MMT-M-
270-BDE” are ModuTrac locos, because we can
switch within one hour from diesel-powerpack
to battery-powerpack and vice versa.
Furthermore, we are developing modular mining
locomotives “SMT-M-100-BDE” with weights
from just a few tonnes up to 25 t, which will
have the ModuTrac functions as well. But also,
besides mining our new modular multi system
service and shunting locomotives “MMT-S-800-
BDE” for urban rail transport operators are
ModuTrac equipped.
applications from large tonnage to small
tonnage, and from totally manual to fully
autonomous systems. The key factor of our
technology and systems is they are scalable,
reliable and flexible for any application. Mines
are looking at rail due to higher efficiency, the
robustness and longevity of rail versus other
mobile equipment, better environmental factors
with a major carbon footprint reduction and the
fact that it has the lowest operating and
maintenance costs with driverless systems
available, therefore less workforce underground.
Q What has the mining rail industry learnt or
inherited from tunnelling rail in terms of
technology and knowhow and what are the main
differences in approach?
A We have always offered systems that will fit all A Actually I would say that the crossover is
minimal, as there are two completely different
sets of requirements. Tunnelling equipment is
typically built for two years of operation (or less
because tunnels are normally done well within
this time period), whereas mining locos are built
for 25+ years of operation. Tunnelling locos are
therefore cheaper but much less reliable than
mining locos.
technology on a dozer and an LHD to learn what
the technology can do. The aim is to refine the technology in order to roll it out across a much
wider range of equipment. IM
Q In a general sense can you give some idea of
what types of mines are now looking at rail and
why? Are you only focussed on the autonomous,
very large tonnage rail projects?
SEVILLA
15-17 octubre 2019
Palacio de Exposiciones
y Congresos (FIBES)
www.mmhseville.com
World Mining
Meeting in Europe
Technological
Trends in Mining