Volvo FH Autonomous truck fleet now hauling all production for Brønnøy Kalk
In a major step forward for its autonomous mine haulage solution at the Brønnøy Kalk limestone mining operation in Velfjord, Norway, Volvo Autonomous Solutions (V.A.S.) recently stated that a second and third shift has been added to the initial one shift. This now means that the autonomous trucks are handling the limestone haulage for the whole operation.
The autonomous Volvo FH truck fleet transports limestone on a five-kilometre stretch between the mine and the crusher and has been operating without a safety driver since 2023. The milestone of one million tonnes hauled autonomously was then announced in May 2025.
The trucks operate under challenging conditions, efficiently navigating a route that includes steep inclination and tunnels. A wheel loader operator manages operations via a touch screen, coordinating the truck loading and hauling. The Volvo FH Autonomous is equipped with computation power and a comprehensive suite of sensors including LiDAR, radar, IMUs, and cameras, engineered for higher-volume assembly and robust performance in demanding conditions.
Mikael Nyth, Operations Manager, Volvo Autonomous Solutions
Operating under the product name Autona/earth, the solution implemented at Brønnøy Kalk extends beyond autonomous trucks. It encompasses a fully integrated ecosystem that includes infrastructure, operations, training, maintenance, repairs, and fleet management. Delivered through a Transport as a Service (TaaS) model, Autona/earth is operated by V.A.S., who is the transport provider at Brønnøy Kalk. This model enables Brønnøy Kalk to leverage the benefits of autonomous transport without having to solve all the challenges that come with incorporating a new technology into existing operations.
Another important step for the wider autonomous haulage business came in December 2025, when the first Volvo FH Autonomous was assembled at the Volvo Buses plant in Säffle, Sweden, combining world-class manufacturing expertise with cutting-edge autonomous technology.
Following the move to a second and third shift at Brønnøy Kalk, IM Editorial Director Paul Moore caught up with Mikael Nyth, Operations Manager at V.A.S.
Q Why has this step to take the second and third shift autonomous been taken now? Does it reflect proven efficiency or safety or both?
This step has been taken now because the autonomous transport solution has matured to the point where it can reliably cover Brønnøy Kalk’s full production needs, including extended operations. It reflects both safety and efficiency benefits. From a safety perspective, shifting transport to autonomous operations reduces the number of people exposed to high-risk areas. Before the autonomous system was introduced, there were multiple incidents involving truck drivers. From an efficiency and flexibility perspective, Brønnøy Kalk typically operates on a two-shift schedule, adding a third (night) shift when demand increases. The autonomous setup makes adding a night shift significantly easier, since it requires only a limited number of operators compared with conventional operations.
Q Has this meant an increase in the fleet size? What is the current fleet size? Will this mean the second million tonnes hauled autonomously will be achieved more quickly than the first?
At the Brønnøy Kalk site we have nine fully autonomous FH trucks with trailers. Depending on the current customer demand, we aim to run seven trucks each shift. On the two million tonnes question, for sure it will come more quickly, and we are working towards reaching that.
Q Do you have any productivity per shift figures between autonomous and non autonomous haulage that show the upside of your autonomous system?
While we cannot share specific numbers, our data clearly shows that the true advantage of an autonomous transport system lies in its reliability throughout the entire shift over weeks and months. Autonomous vehicles don’t require stops for meals, restroom breaks, or shift changes, ensuring uninterrupted operation. Additionally, shift changes for other site operators, such as those running the wheel loader or crusher, are now handled much more efficiently, allowing the autonomous system to return to peak productivity quicker compared to manual haulers. Although manual haulage may sometimes achieve slightly faster individual cycle times – often because human drivers exceed speed limits, which carries safety risks – the consistent performance of autonomous transport results in higher overall productivity across a full shift.
Q How easy is it to change to the autonomous routing of the trucks such as in the event of a large fallen rock in their path?
The trucks operating on this site do not make these type of decisions on their own. In the event of something blocking their path, they would stop, indicate and wait until the obstacle has been cleared.
Q What have your main learnings been on the autonomous journey so far at the project?
We have gained significant insights regarding both the technical solution and operational processes. For example, fusing LiDAR and radar data has enhanced our ability to distinguish genuine obstacles from environmental factors such as dust or fog. We have also learned that maximising the benefits of an autonomous transport system requires adjustments to operational procedures.
Q Can you give some good examples of specific improvements you have made?
Initially, we paused the entire fleet for approximately one hour each shift to accommodate our customer’s wheel loader operator’s meal break; after discussions with Brønnøy Kalk, we implemented a hot seat arrangement for the wheel loader, which allowed continuous production throughout the shift. Previously, all trucks were fueled before each morning’s startup, resulting in substantial lost production time. To address this, we introduced a fuelling lane modelled after Formula 1 pit stops. Trucks in need of refuelling are directed safely into the lane, where an operator conducts refuelling alongside routine checkups and maintenance, thereby minimising idle time. Once serviced, the truck returns autonomously to operations. This approach prioritises speed, efficiency, and safety.
Q Do the trucks have to operate in isolation or can they mingle with non autonomous trucks or other machines?
Our commercial solution is intentionally designed for an autonomous operation zone where interaction with people or non-autonomous vehicles is minimised. Within this dedicated area, the only manual vehicle permitted is the wheel loader – a Volvo L350 – which operates alongside the autonomous trucks. To ensure safety, we have implemented specific mechanisms such as an emergency stop button in the wheel loader cab, allowing immediate shutdown of all autonomous vehicles if necessary.
Q How many serially produced trucks have now been produced at Säffle and are these going to other mining operations? Can you provide any details?
So far we have produced a limited number of trucks at Säffle. The trucks from Säffle along with the ones we have previously produced at our Concept Vehicle Lab in Gothenburg are currently in operation at sites in Sweden and Norway.
Q Does the FH truck remain the main focus for autonomous mine haulage within Volvo or are you now considering other models – and if so which ones?
Currently, our primary focus for mining applications is the autonomous Volvo FH, as we believe this model from Volvo’s premium truck range best meets our customers’ needs. Having said that, we are committed to continuously developing and broadening our product range to meet the evolving demands of our customers.
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