Statens vegvesen is considering stricter requirements for electric operation in Norwegian tunnel projects after experiences on the E6 and E134 showed that battery-powered wheel loaders can perform some of the heaviest jobs on par with diesel machines.
Test Results from E6 Megården–Sommerset and E134 Røldal–Seljestad
Electric drive has traditionally been considered poorly suited for the largest construction machinery due to small batteries and lengthy charging times that could not sustain long, energy-intensive shifts. That technological limitation has begun to shift during recent test operations on major infrastructure sites in Nordland and Vestland counties.
In the eight-kilometer Rismålsheitunnelen north-east of Bodø, contractor Skanska deployed a 40-tonne battery-powered wheel loader from Chinese manufacturer XCMG in May. Project manager Alf-Tore Angelsen at Statens vegvesen stated that the technology has advanced significantly. While the initial 40-tonne machine handles secondary tasks well, Skanska project manager Bjarte Næss noted that the company requires more power for primary loading duties at the tunnel face. Consequently, Skanska ordered a larger 60-tonne battery-powered wheel loader from the same manufacturer.
On the E134 Røldal–Seljestad project, Statens vegvesen mandated zero-emission bulk handling on one side of the 12-kilometer Røldalstunnelen. Contractor Metrostav Norge tested a 25-tonne Liugong 870HE Max machine on that site, and project manager Frode Lykkebø confirmed that a new 40-tonne unit is scheduled for deployment in the autumn.
Electric loader matches diesel performance underground
Loading blasted rock directly at the tunnel face represents one of the most demanding phases of underground construction, a task traditionally reserved for diesel or grid-connected cable machines. Stian Lauvluten, maskinformann for Skanska, stated that the electric test machine delivered performance matching or exceeding diesel equivalents with fewer initial mechanical issues than expected.
The 40-tonne XCMG unit relies on a 700-kilowatt-hour battery system. The machine charges overnight when site power consumption is lower, and receives supplementary top-up charges during the two meal breaks on a standard 12-hour shift. According to Statens vegvesen, the loader typically retains at least 30 percent battery capacity by the end of a shift, prompting Lauvluten to remark that range anxiety disappeared quickly.
Skanska highlighted the inherent flexibility of wheel-mounted electric loaders compared to rail-bound or tethered solutions, as rubber-tyred machines move freely through tunnels to handle rock scaling, material transport, and utility work.
Electric loaders improve air quality and cut fuel costs
Replacing diesel engines removes substantial volumes of exhaust fumes and particulate matter from confined underground spaces where ventilation presents a constant engineering challenge. Næss emphasized the tangible improvements to underground air quality and lower greenhouse gas emissions achieved by eliminating diesel combustion.
Economic factors also favor electrification. Climate advisor Per Fjeldal at Statens vegvesen pointed out that a large wheel loader can consume up to 1,000 liters of diesel during a single 12-hour shift. Transitioning to Norwegian grid electricity substantially cuts energy expenses, though Fjeldal stressed that sites must secure adequate high-capacity power supplies to support heavy charging infrastructure.
Addressing Tunnel Fire Safety Risks
Battery fires in confined underground environments remain a primary concern for operators evaluating electric fleets. However, Skanska’s operational risk assessments concluded that battery-powered loaders do not introduce significantly higher fire hazards than conventional diesel machinery.
Lauvluten explained that an underground fire in a diesel machine requires crews to evacuate, let the vehicle burn out, and retrieve it only after cooling. The protocol for an electric machine fire follows an identical safety procedure. Statens vegvesen supported this assessment with internal reports from 2024 concluding that battery-electric tunnel machinery carries an equal or lower fire risk than traditional equipment.
Weight and battery specs of electric loaders
How much does the XCMG battery wheel loader weigh?
The initial test machine deployed by Skanska in the Rismålsheitunnelen weighs approximately 40 tonnes including its bucket, while the newly ordered replacement unit weighs roughly 60 tonnes.
What is the battery capacity of the heavy electric loader?
The machine operates using a 700-kilowatt-hour battery pack, which is recharged overnight and during scheduled meal breaks.
How much diesel can contractors save by switching to electric loaders?
Statens vegvesen notes that a large diesel wheel loader can burn up to 1,000 liters of fuel during a single 12-hour shift, expenses that are significantly reduced by utilizing electricity.
What are the official emissions reduction targets for Statens vegvesen?
Statens vegvesen maintains a strategic goal to cut direct greenhouse gas emissions from its construction projects by 55 percent between 2020 and 2030.
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