Table Of Contents

Getting Started 3
Primary Uses 3
What is Needed to Run FPC 4
Hardware Requirements 4
Software Requirements 4
Contacting the PC Software Hotline 5
Installation 6
FPC Main Screen 7
Opening an Existing Study 8
Saving an Unnamed Study (Save As) 9
Creating a Study – Opening an Existing Analysis 10
Preferences Menu 13
Tools Menu 14
View Cat Machine data 15
Edit Cat machine Data 16
Export Machine data into Excel 17
Import Machine data into FPC 18
Help Menu 21
Opening an Analysis 22
To begin a new study 23
To open an existing study 23
Project Tab 23
Haul Roads Tab 24
Copy and Paste a Course 26
Create and Import a Haul Road into FPC 27
To import the file that was created into FPC 30
Export a Haul Road into Excel 31
Global edits to Haul Road 32
Fleet Input Tab 33
TMPH/TKPH limits (opt): 38
Hourly Owning and Operating Costs 39
Adding Support Equipment 42
Wait to Dump Feature 44
Calculating fleet match 46
Calculating Production per scheduled hour 47
The “Select” Tab 48
The Production and Cost/ “Select” Tab 49
Cycle Time Screen 50
Entering retarding speeds for haulers with no retarding data 52
Edit Retarding Speed Limits 52
Production and Cost / Fleet Production 54
Haul/Return Screen 57
Tire Temp Screen 58
Production and Cost/ Cost Screen 59
Production and Cost / Fleet Size Screen 59
The Analyze section 60
Select Data Type Box: 61
Slide Shows Screen 62
List Shows Screen 62
 Creating Shows 63
Define Show Screen 63
The Define Show Screen 64
Defining a Slide Show 64
Displaying a Slide Show 66
Printing a Slide Show 67
Appendix A 70
Appendix B 77
A. Acceleration Calculations 77
B. Mass Correction Factor Chart 78
C. Shifting Time 79
D. Braking Assumptions 79
E. Motion Resistance 79
F. Restrictive Speed Limits 81
Assumptions Used in Fleet Production Calculations 81
A. Mismatch and Bunching 81
B. Operator Efficiency 83
C. Equipment Availability 84
Appendix C 85
Typical Rolling Resistance Factors 85
Mass Correction vs. Speed 93
Exceeding available retarding force 97
Fuel 99
Propulsion Correction 101
Retarding Correction 101
Speed Correction 102
Getting Started

Fleet Production & Cost Analysis (FPC) is a PC software tool

designed to estimate the PRODUCTIVITY, COST, and TIME
REQUIRED for a wide variety of earthmoving or other material
handling FLEETS moving material from one location to another over
one or more COURSES.

A FLEET consists of specified quantities of HAULERS, LOADERS,

and SUPPORT EQUIPMENT. The productivity of the FLEET and
TIME REQUIRED to move specified quantities of material is
determined for the HAULERS and LOADERS. (In some cases, the
HAULERS are self-loading and do not require a loading tool.) The
material handling cost is the sum of the costs for the HAULERS,
LOADERS, and SUPPORT EQUIPMENT.

A COURSE defines the hauling conditions over which a specified

quantity of material is transferred from its original location to a new
desired location. Distances, rolling resistances, grades, and any
speed or passing restrictions for safety or comfort are the variables
for the course.

Primary Uses

Fleet Production & Cost Analysis is useful for COMPARISON and ESTIMATING purposes. A
cost or production COMPARISON can be made between FLEETS moving material over a single
COURSE (haul profile) or over a group of COURSES. Usually, in a comparison, the FLEET that
can move the materials for the lowest COST within a prescribed time period would be the most
desirable.

For ESTIMATING costs and equipment requirements for an earthmoving job (or other types of
material handling jobs), the material handling can be broken down into specified quantities moved
from one location to another over defined COURSES. FPC will then estimate PRODUCTIVITY,
COST, and TIME REQUIRED to move these specific quantities with a single FLEET or with different
FLEETS for different COURSES. The objective here would be to determine total job material
handling COSTS using various equipment in different FLEET combinations.
Equipment Types Included in FPC
Haulers Trucks Off-highway Trucks On-highway Trucks

Dumpers Articulated Dump Trucks

Scrapers Wheel Tractor Scrapers Tractor Drawn

Scrapers
Loaders Wheel Loaders (load and carry) Track
Loaders (load and carry) Backhoe Loaders
(load and carry)
Customized User Modified Haulers (Off-highway tractor-
trailers or any other modified Hauler)

Loaders Wheel Wheel Loaders Backhoe Loaders (front

Loaders bucket)
Track Loaders Track Type Loaders
Excavators Hydraulic Excavators Front Shovel Log
Loaders Backhoe Loaders (rear bucket)

Power
Shovels
Push Tractors Used for Push Loading Wheel Tractor
Scrapers.
Others User-added (Hopper, Holland Loader, etc.)
Support Any user-added equipment or personnel

What is Needed to Run FPC

To run the Fleet Production & Cost Analysis program, the following computer equipment is needed.

Hardware Requirements

Minimum Recommended
486 DX 25Mhz Pentium 133Mhz or greater
16 Mb of RAM 16 Mb of RAM or greater
50Mb of hard drive 50 Mb of hard drive
VGA display Super VGA display
CD-ROM
Pointing device, such as a mouse

Software Requirements
. Window 2000
. A licensed copy of the FPC program

Caterpillar Inc. provides a well-trained Technical Support Hotline to assist you, if needed. You can
reach our PC Software Hotline Monday through Friday, between the hours of 6:00 a.m. to 7:00 p.m.
Central Standard Time (CST).

Contacting the PC Software Hotline

If you still need assistance and wish to contact the Caterpillar Technical Support Hotline, please
have the following information available:

w Fleet Production and Cost Analysis software version and serial

number
(on box or in About Box inside program under Help menu).

w Windows version numbers.

w Computer system manufacturer and model number.

w Available hard drive disk space.

w Available RAM.

You should also be prepared to give a brief explanation of the problem. Include
the exact wording of any error or warning messages you received and the
sequence of steps you used to obtain the error.

Please make a note of any recent changes you made, if Fleet Production and
Cost Analysis was running correctly previously. This will help isolate the problem.
PC Software Hotline Hours
Monday through Friday
6:00 a.m. to 7:00 p.m. Central Standard Time (CST)

Telephone Numbers
1-800-THEPCDR (United States and parts of Canada) 1-309-266-2751 (from all
other locations) 1-309-263-0127 (FAX)

Internet Address

thepcdr@catsupport.com

You may also write to us at this address:

Caterpillar PC Software Support Caterpillar Inc. 100 NE Adams St. - AB5455
Peoria, IL 61629-5455
Please include all of the suggested information, along with your address and a
daytime telephone number.

Installation
Exit all programs in Windows 2000 and insert the CD
Step 1 in your CD-ROM drive
Press the Start button on the Windows 2000 taskbar
and select Run. Type D:Setup.exe in the box and
Step 2 press the OK button

Step 3 Follow the directions on the screen. The computer will let
you know when setup is complete, a then you are ready to
run FPC
To run FPC, press the Start button on the taskbar, choose
Programs then FPC.
After the successful completion of installing FPC, a window
will appear that gives you the option of installing Abode
Acrobat Reader. If you do not have Reader installed on
your computer, run this install. You will need Abode
Step 4 Acrobat Reader for some FPC functions.

To install Adobe Acrobat Reader:

Step 1 Follow the instructions on the screen. The computer will let you
know when setup is complete. You will now be able to use the
Help fields.
FPC Main Screen
When you click on the Windows icon that starts FPC, the FPC main screen appears:

The icons and menus on this screen allow you to run the program and navigate through it. The
following is a brief description of the icons and menus.

New Icon: Click this icon to start a new study, or click on File,
New.

Open Icon: Click this icon to open an existing study, or click on

File, Open.

Save Icon: Click this icon to save a study, or click on File, Save.

Cut Icon: Click this icon to cut or remove text and save it to the
Windows Clipboard.

Copy Icon: Click this icon to copy text from one part of a study to
another.

Paste Icon: Click this icon to copy text in the Windows Clipboard
to a location in a study.

Print Icon: Click this icon to print parts of a study.

 “About” Icon: Click this icon to get information about FPC.

Help Icon: Click this icon to enter the help system of FPC.

Opening an Existing Study

Step 1 Click File, Open. The open study file dialog box will appear

Step 2 Select the folder and file, or type the complete file
name in the File Name box
Step 3 Click on the Open button.

The FPC opening screen appears:

Saving an Unnamed Study (Save As)
Step 1 Click on File, Save As.

The Save As dialog box appears:

Step 2 Select the folder to save the study in.

Step 3 Type the file name in the File Name box.
Step 4 Click on the Save button.
 After a study has been named and saved once, clicking on
File ,Save will save the study automatically without opening a
Note: dialog box

Creating a Study – Opening an Existing Analysis

FPC windows version 3.0 + has the ability to take your existing studies created in the DOS versions of
FPC and bring them into the windows version of the program. It is recommended, especially if you
want to be able to review the old analyses in both the DOS and Windows environments, to create a file
to which you can COPY your existing *.FPC study files. Leave the *.FPC files in your DOS library as
you have it today, and simply copy them to your new study file.
When the file is retrieved, a pop up window will appear to let you know that the old file will be saved in
the new windows format.

Edit Menu

Using Undo

The Undo command looks at operations the user has performed, such as inputting data (typing),
deleting text, etc. Undo reverses the last operation the user has performed. To use Undo:

Step 1 Determine that you want to undo the last operation.

Step 2 Click on Edit, Undo.

Cutting and Pasting

Step 1 Use your mouse to select the text or graphics you
want to move.
Step 2 Click on Edit, Cut.

Cutting is a procedure that removes objects (text or graphics) from the screen to the Windows
Clipboard (usually so the text or graphics can be Pasted to another location). To Cut and Paste:

Step3 Move the cursor to the new location where you want the text or
graphics to be pasted.
Step4 Click on Edit, Paste.

The text or graphics will disappear from the screen and go into the Windows Clipboard.

The text or graphics appear on the screen in the new location.

Copying and Pasting is the same as Cutting and Pasting with the exception that when you copy the text or
graphics it is not removed from the original location. It is duplicated in a new location. To Copy and Paste,
follow the steps for Cutting and Pasting.

Window Menu

You can have more than one study running at a time in FPC. The Window menu allows you to
navigate between multiple studies.

Three studies are open in the above menu; Test.fpc, test-2.fpc, and test-3.fpc.

To select one of the studies to view, click on it. It will appear on the screen.

To select all three studies to appear at once, click on Cascade, or Tile. For this example we will select
Tile.
The tiled screen appears with all three studies open:
To view a study full-screen, click on the maximize button. To return to the tiled screen,

click on the minimize button.

Preferences Menu
You have the ability to set defaults for your FPC analysis . Use the Perferences menu to select unit of
measure, volume or weight, decimal format, currency symbol, bunching value, and a program language.

Step 1 Click on Preferences, Edit FPC Preferences.

The Set FPC Preferences dialog box appears:
Step 2 Click on the radial button beside the appropriate field for the
unit of measure, Product measured by, and Decimal format

Step 3 Click on the Bunching down-arrow, and select from:

. None
. Minimum
. Maximum
. Average

Step4 Click on the down arrow next to program language and

highlight the language you wish to use. Choices are English
French, or Spanish. Default is English. If you choose
another language, select OK and then shut down the
program and then restart it. You will then be in the
language you selected.

Step5 Click on the OK button.

Tools Menu
To Import user customer machine data files from the DOS 2.0 versions to the Windows 3.0 version.
Select tools and Import FPC2.0 User Data.
On the pop up window enter the path where your DOS FPC machine data files are located, and press
‘OK’.

A completion pop up window will appear when done.

Note: On the tool pulldown menu, the Edit Machine Data will allow you to edit your user non-
Caterpillar added data. The View Cat Machine Data will allow you to view all the
Caterpillar machine data that resides in your machine database.

Tools Menu (Continued)

View Cat Machine data

Allows the viewing only, of all equipment in database. Hauler Rimpull charts,
retarding data, tire information and loader bucket information.

Step 1 Click on tools and view cat machine data

Click on the type of machine you want to see: loader or
Step 2 hauler. Dozers and excavators are used in EMF program
only.
Click on the number in the left column beside the machine
Step 3 you want to get detail information on. Click on the tab of
the machine information you want to view.
 To exit either click on the bottom X in the upper right hand
Step 4 corner of the screen, or select “File” and “close” from the
menu bar

Edit Cat machine Data

This is a data base for your user added machines. This database will only be
changed by the users actions. New versions of FPC being installed will not affect
this database.

Step 1 Click on “tools” and “edit machine data”

Step 2 Click on the type of machine you want to add or view.
To view an existing machine model, follow the same
Step 3
procedure as you did in view cat machine.
To add a machine. Select the type of machine to add,
Step 4 oader, or hauler and click on the radio button for the type
truck, loader, etc., add button at the bottom of the page.

Step 1 Type in the name of the machine you want to add in the pop
up screen, and click “OK”
Step 2 Click on the number beside that new machine to be able to get
the detail information, and add the specifications for the new
machine in each tab, Gen info,rimpull, etc..

Tool Menu (continued)

Export Machine data into Excel

Step 1 From FPC’s main screen select “tools” and Edit Machine
Data”

Step 2 Select the machine you want to export by clicking on the

number to the left side of the machine
 Step From the main edit machine data screen select “Edit”,
3 “Machine Function”, and “Export Machine to Excel”.

Step 4 The machine data has now been exported to excel. Select
“File” and “save as” in your excel file to save the exported data
to the location that you desire.

Import Machine data into FPC

Step 1 From FPC’s main screen select “tools” and “Edit Machine Data”
Step 2 Go to the product screen that you want to import into and add
the machines name to your file. This example shows adding a
truck to the hauler section that will be imported. FPC needs to
know where to import it.
Step 3 Click on Add hauler and when the pop up window appears add
the name of the machine that will be imported.

Step 4 Click onto the number to the left of the machine name you
just added

Step 5 From the main edit machine data screen select “Edit”,
Machine Function”, and Import Machine from Excel”.
Step 6 When the pop up window is displayed, change the path to
where the import file is located on your computer. Select on
the file and click “open”.

Step 7 On the pop up window, click in the boxes that you want
to have data imported, and press “OK”
 Step 8 You will receive a message saying “Import Complete”

Help Menu

To access FPC’s Help system, click on Help, Help Topics.

Click on the field that you would like to see.

About FPC tells you the current version of the software you are using.

Customer support gives names and numbers to assist with any FPC questions.

Fleet Production & Cost Analysis is an easy to use, intuitive program that works on the basis of
profiles. The user creates profiles for the Haul and Return roads, and the Fleet. FPC outputs cost
and production analyses of all facets of a project, and provides the user with screens for fine-
tuning the results.
Opening an Analysis

To run FPC, double click on the program icon in the FPC group box.

First the introduction screen will appear briefly and then the main dialog for the
selected program will follow. All Fleet Production and Cost activity may be performed
from this central screen.
To begin a new study

Step 1 Select the new study icon or select File, New from the
pulldown menu. This will open up a new study dialog.

To open an existing study

Step 1 Select the open study icon or select File, Open from the
pulldown menu. After choosing File, Open, a windows
pop-up box will appear listing available study files.
Step 2 Select the desired study file and select the Open button
**note : If one or more of the hauling units in the file you have
selected does not have TMPH data or Retarding data
included, a message will appear that will allow the program to
include the data for you.

Step 3 Click Con the “Yes” button and the files will be updated.

Once a new study is created or a previously saved study is opened, the Project tab will appear and
study information can be entered.

Project Tab
The first step in creating an analysis is to name a project and describe it. With the program open, click
on the Project tab. The Project screen appears:
Once a new study is opened:
Step 1 Type a job name in the Job Name box.
Step 2 Type a job description in the Description box.

Note: All the information entered on the left side of the screen, Job Name,
Description, Prepared For, Prepared by, and Study Date will be included as the
cover page in any printed slide show.

Haul Roads Tab

Every study must have at least one haul profile defined. To define a haul profile. click on the Haul
Roads tab. The Haul Roads screen appears:
The Haul Roads screen is divided into three sections:
. Course Data
. Material Data
. Segment Data

Adding Course data

Step 1 Click on the Add Course button.

Step 2 Type in the course name.
Step 3 Type in the course description.
Click on the down arrow in the Passing Allowed box, and
Step 4 select Yes or No. IF the haul roads are not at least 3 haul
trucks wide, “No” should be selected.
Create names and descriptions for all your courses in the
Step 5
same manner

Adding Material Data

There are two ways to select material:
. Manual input
. Use the Select Material button

To manually input material:

Step 1 Click on the field you want to select.

Step 2 Input your material data, loose density and bank density
Step 3 Enter the quantity of material to be moved. FPC needs a
value in this field. If it stockpile material that will always
have a value, simply enter a large value into this field.

If you know the amount of material you need to move, FPC

uses this value to calculate the duration of the project.

To use the “Select Material” button:

Step 1 Click on the Select Material button and the material

database will appear:
Step 2 Make your selection from the materials in the
database, and click ‘OK
Step 3 Fill in the quantity of material field

Adding Haul Segment Data

Step1 Click on the Haul radio button.

Step 2 Define the first segment of the Haul Road by filling in the
value:
Distance in feet/meters
Rolling resistance in %
Grade ( ‘-‘ for download)
MPH limit (optional)
Description (optional)
Step 3 For the return – If it is a mirror image of the haul road,
select on the “Mirror Image” button and the return road will
be populated.

If the Return Road is different than the Haul Road,

click on the “Return” radial button and define it the
same as you did the Haul Road.

Step 4 To insert a missed segment, place the cursor on the

segment below where you want to insert the segment and
select on the “insert segment” button.

Copy and Paste a Course

To copy and paste an existing Fleet to the same analysis or to another:
Step 1 From the Haul Roads screen of the course you want to
copy, select “edit” and “Copy Course”. The copy function is
complete.
Step 2 From the Haul Roads screen of the analysis that you want
to copy the new course to, select “edit” and “paste course”.
The past function is complete, simply rename the new
course that you just copied..

To change the order of existing courses:

Step 1 While on the haul roads screen. Go to the Menu Bar and
click on the “edit” and “change course order

Step 2 Follow on the directions on the screen of the pop up

window that appears.

Create and Import a Haul Road into FPC

To create a haul road profile to be imported into FPC

Step 1 Open excel and then the ”FPC course Template “

The path is: C:\program files\caterpillar\fpc

Step 2 Do a “save as”. This keeps the template available for

future use.

Step 3 Fill in the general information screen as shown below. Notice

the information at the top of Column B, pertaining to
metric/English entry.
Step 4 Fill in the Haul screen as shown below

Step 5 Fill in the return screen as shown below. Note the

information on mirror return road
To import the file that was created into FPC
Step 1 Open an FPC file and go to the Haul Roads screen, and
select on the Edit, Course functions, and import course
from excel

Step 2 From the “open” box select the name of the haul road file
and click “open”. and

Step 3 The haul road will be brought into your FPC haul road
profile, and complete the import function.
Export a Haul Road into Excel

Step 1 Open an FPC file and go to the Haul Roads screen, and
select on the Edit, Course functions, and export course to
excel

Step 2 Select the haul profile(s) you want to export to excel.

FPC allows multiple profiles to be exported at one time.
Click ‘ok’

Step3 FPC will open excel and create the file. Simply save the
file.
Global edits to Haul Road

To global change haul road information on rolling resistance and speed limits,

Step1 Go to the haul roads screen and select on “Edit”, Courser

Functions, and Globally edit course data

Step 2 If you have more than 1 haul road included in your profile, leave
check marks in the road(s) that you want to alter for rolling
resistance and place a check in the block that says “Adjust rolling
resistance on all courses in this study”. The program will only alter
the courses you have checked. Then enter the % you want to
adjust rolling resistance and press Ok.
 Step 2 To change speed limit for all course, click in the box beside
“Set Speed Limits for all courses” and enter the segments
grade range that you want changed. “An example would be
change all segments with a grade between 2% and 4%.”
Then simply enter the speed that you want for those
segments and select OK.

Fleet Input Tab

The next step is to create the Fleet Profile. Click on the Fleet Input tab. The Fleet Input Screen
appears:

The Fleet Screen is divided into five sections:

. Fleet
. Haulers
. Hauler Data
. Loader Data
. Dump/crusher/hopper

Step 1 Click on the Add New Fleet button.

Step 2 Type a fleet name in the Fleet Name box.
Step 3 Type a description in the Fleet Description box.
Deleting a Fleet

To delete a fleet:
Step 1 Select the fleet you want to delete using the drop-down list box.
Step 2 Click on the Delete button.
Step 3 Answer Yes when asked if you want to delete the Fleet.

Selecting an Existing Fleet

To select an existing Fleet:

Step 1 Click on the down arrow in the Fleet Name box.
Step 2 Select a fleet name from the drop-down list by clicking on the name.

Copy and Paste a Fleet

To copy and paste an existing Fleet to the same analysis or to another:

Step 1 From the Fleet Input screen of the fleet you want to copy, select “edit” and “Copy
Fleet”. The copy function is complete.
Step 2 From the fleet input screen of the analysis that you want to copy the new fleet
to,select “edit” and “paste fleet”. The past function is complete, simply rename the
new fleet that you just copied..
Step 1 While on the Fleet input screen. Go to the Menu Bar and click on the “edit” and
“change fleet order
Step 2 Follow on the directions on the screen of the pop up window that appears.

To select Haulers:

Step 1 Click on the Add Hauler button in the Haulers box.

Note: This will add a Hauler to the selected Fleet in the Fleet box.

The Add Haulers dialog box appears:

Step 2 Click on the radio button to select the location for machine information from either:
. Cat Standard Machines
. Customized Machines
. User Added Machines
. Truck
. Dumper
. Scraper
. Loader

The data table fills with equipment models.

Step 4 Select a piece of equipment by clicking on the machine you wish to use in
your study.
Use the “Scroll to Machine” function to find the machine you want quickly by
simply typing in the model number of the machine you want to add.
Step 5 Click on OK.

The piece of equipment you selected is added to the Haulers List.

Step 6 Type in the quantity in the Quantity column.

Step 7 Add more equipment to the Haulers List by repeating steps 1-5.

Deleting Haulers

To delete a Hauler:

Step 1 Select the Hauler you want to delete by clicking on it.

Step 2 Click on the Delete button.
Step 3 Answer Yes when asked if you want to delete the

Hauler.
The Hauler Data that is filled in automatically corresponds to the Hauler chosen in the Hauler box.
Standard tires and weights are automatically inserted in the fields.

The Hauler Data screen:

To Edit the Hauler Data:

Step 1 Place your cursor in the field you want to edit by clicking on the field, or using the
Tab key to navigate from field to field.

To select different tires for the Hauler:

Step 1 Click on the Select Tires button

The Select Tires dialog box appears:

Step 2 Select a tire by clicking on tire size and type you wish to
use in your study. The selection becomes highlighted.
Step 3 Click on OK.

TMPH/TKPH limits (opt):

Step 1 Enter the TMPH limit , refer to the Caterpillar Performance
handbook Chapter on tires (CH. 23) Or select on the Icon
to adjust the weight distribution

Step 2 If you have clicked on the Icon the table below appears.
The weight distribution for each axle, both loaded and
empty, have been included for you. You may need to need
to add distribution percents for any trailers added.
If no TMPH/TKPH limits are entered on the fleet input screen an error message will
appear on the cycle times screen when you enter a Dump and Maneuver time. You
will be able to continue your run, but TMPH values will be calculated. These
values will aid in assisting you in determine tire life.

Hourly Owning and Operating Costs

Step 1 If the hourly cost is known, you may enter the number into the
Hourly Cost field. If you wish to do some
simple hourly cost analysis, click on the
Hourly Cost

Step 2 If you have clicked on the Hourly Cost button, some detailed
screens will appear allowing you to enter hourly cost
estimates. Enter all that apply and a total hourly cost will be
calculated
If you want to view Performance Handbook data, select Help
Note: and Hourly Costs
The Loader Data Input:

To Select a Loader
Step 1 Click on the Select Loader button, and a pop up window will
appear

Select from the Loader Type in the left column. The right
Step 2
hand column fills with examples of the Loader Type.
The loader type, ”self loading”, is used for machines that
Step 3
load themselves, such as push pull scrapers, wheel loaders
in a load and carry application. Push tractors are for
scrapers being pushed by dozers. Others would include
such things as conveyors and hoppers.
Step 4 Use the Scroll to function by entering the model number of
the machine you want to use. Select the loader by clicking
on it.
Click on the OK button. You are returned to the Select
Step 5
loader data area with the data for your loader filled in.
The Select Loader data area changes depending on which
loader you choose.
** If a loader or push pull scraper has been selected as the
Note: hauling unit. Select “self loading” for the loading unit.

Loader data can be edited in the Select Loader data area.

To edit Loader data:

Place your cursor in the field you want to edit by clicking on the
Step 1 field, or use the Tab key to navigate to the desired field.
Type in the new values
*** Tandem loading has been added for wheel loaders only. If
the quantity entered is 2, then the tandem loading option is
available. Click in the box and the program will calculate the
loading of the hauler as a tandem load with 2 loaders. The FPC
Step 2 default is with the loading units loading haulers independently.
Selecting “Other” from the Loader Type list brings you
immediately back to the Fleet Input screen where you enter
data to define your Loader. Below is an example of the “Other”
NOTE screen. Required input is the load time of the hauling unit
Choosing a Bucket

To choose a bucket: Step 1 Click on the Select Bucket button.

The Select Bucket screen appears:

Step 2 Select a bucket by clicking on the bucket desired. Step 3 Click on OK.

Adding Support Equipment

To add support:
Click on the support equipment button, located on the
left, lower side of the fleet input screen

Step 1 And the support screen, shown above, pops up .

 Support equipment can be added by either clicking on
the select support button and selecting support
equipment from the available table or by typing in the
quantity, model, hourly cost, and availability/utilization
Step 2 columns.
To type support information in, place your cursor in the
Step 3
field you want to fill in, and type in the information
To add more lines to the Support box, click on the Add
Step 4
support button
Step 5 Click the OK button

Deleting Support Equipment

To delete support equipment

Click on the number to the left of the Support equipment you

Step 1 want to remove.
Click on the delete Support button. A pop up message will
appear, asking if you are sure you want to delete the
equipment. Click on yes, and then OK to hide the support
Step 2 equipment screen.
Wait to Dump Feature

A dump/Crusher/Hopper category has been added to the Hauler and Loader on the Fleet Input Screen. If
the dump is open to an unlimited number of haulers and the haulers can pass each other, it is assumed that
the loader is production limited based on its potential production. If, however, the dump consists of a hopper
feeding a crusher or conveyor and no hauler passing is allowed, then the dump potential production needs
to be compared to that of the loader.
If the dump potential production is greater than that of the loader, all fleet production calculations are
based on the loader-hauler match.
If the dump potential production is less than that of the loader, then all fleet production calculations
are based on the dump-hauler match.

In the past, the “Other” category of the Loader could be used to input a crusher or other dump with limited production
instead of the loader. This new approach makes it much easier to compare the loader and dump potential production
and let FPC automatically pick the one with the lowest potential production for calculating fleet match and production
per scheduled hour.

If passing is allowed in the dump area the program will function normally as in the past.
Results on the Production Cost and Cycle Times Screen for wait to Dump.

When no passing is allowed at the dump, the dump potential production is entered on the Fleet Input screen.

On the Fleet Production – Cycle time screen, the Hauler payload and Load with Exchange time are calculated.
The Minimum Dump and Maneuver Time is also calculated. If the Minimum Dump and Maneuver Time is
greater than the Load with Exchange Time, then the Dump is the limiting factor and all Fleet Match and Fleet
Production calculations are made with the Dump and Haulers.
The highest time between load and exchange and Dump and maneuver is the regulating factor on whether to use
the Crusher or the Loader as the limited factor.

Minimum Dump and Maneuver Time =

Hauler Payload * 60 / DumpPotential Production

Example 55 tons * 60 / 500 = 6.60 min

When the Minimum dump and maneuver time is calculated as the factor to use This message will appear when a dump
and maneuver time is entered:
When you select ‘yes’ the program proceeds and lets you change the desired fields.
Note the “Dump Cycle Time” segment added to the cycle times screen. Production now includes the Dump.
A message will be highlighted on the screen telling you The Dump Potential Production is being used.

Calculating fleet match

When the dump/crusher/hopper is used to calculate Fleet Match the formula is:
 Crusher dump and maneuver time * # trucks in fleet
Potential Cycle time of hauler

Normal calculation when loader is the limiting factor:

Load with exchange time * # trucks in fleet
Potential Cycle time of hauler

Calculating Production per scheduled hour

When the crusher is used to calculate Production per scheduled hour the formula is:
Potential Productions tons per hour of Dump x Fleet Avail x Combined (Mismatch and Bunching) x
Operator Efficiency

Normal calculation for Production per scheduled hour is:

Tons Per 60 Min x Fleet Avail x Combined (Mismatch and Bunching) x Operator Efficiency

Combined (Mismatch and Bunching) is based on the above formulas for calculating fleet match for either
the crusher or the loader, which ever one is the limiting factor.

Fleet availability is calculated by hauler availability multiplied by either the loaders availability or the Dump
availability, which ever is the limiting factor.
The “Select” Tab
All Fleet and Course combinations will appear on the Select tab
FPC allows the user to narrow your list of Fleets an Haul Roads by
selecting only the combinations you wish to perform production
calculations on.

To select only the combinations you wish to view:

Step 1 Click on the Select Tab
Step 2 The select screen appears,

Step 3 Click on the Select Combinations check box for each

Fleet/Course combination you want to include in your study.
A check mark in this column means the combination
will be included in your study. No check mark means the
combination will not be included in your calculations.

NOTE: If a check is placed in the “limit selections to one fleet per

course” the program will remove a course, after it is
selected, so no other fleet may use that haul road.
The Production and Cost/ “Select” Tab

A Select screen appears within the Production and Cost main tab. This screen will have the selected
Fleet and Course combinations you had selected on the previously described “select Tab”. Select on
the combination you want to anlayse production results on.

The Select screen appears:

To select a Fleet and Course Combination

Step 1 Click on the desired Fleet and Course combination. The
selection will be highlighted.
When the selection is made the remaining Production
Step 2
and Cost tabs will become active for that selection.
Step 3 Select the Cycle Times tab.
Cycle Time Screen
The Cycle Time screen provides individual Loader and Hauler Cycle Times for the selected Fleet and
Course combination.

The Cycle Time screen is divided into 4 sections:

. Fleet Composition
. Loader Cycle Time
. Hauler Cycle Time
. Bunching

Dump and Maneuver is a required field. You must enter a value in this field before
the program will perform any calculations.

Fleet Composition Box:

The Fleet Composition box displays the Hauler and Loader information that corresponds to the Fleet and
combination selected.
Hauler Cycle Time Box:

Enter a Dump and Maneuver time for the hauling unit.

Average times for this can be found in “Help” or the
Caterpillar Performance Handbook.
This field must be entered for the program to
Step 1 calculate production.

If a TMPH value had not been entered on the Fleet Production screen the
following the following message will appear:

This message on TMPH is a warning message only, and will not stop
the program from finishing the analysis.
If you click into the Lower Operator Efficiency to lower TMPH/TKPH to
limit, FPC will automatically reduce the Operator Efficiency value
(found on the fleet production screen) to a value that will allow the
program to calculate on the existing haul profile.
Entering retarding speeds for haulers with no retarding data

If you have selected a hauling unit that does not have retarding information available
you will get the following error message. And to continue you will be required to enter
safe retarding speeds on all negative grades.

Enter retarding speed limits in the required segments.

Segments in white are the required segments. See
Caterpillar Performance Handbook for valid retarding
Step 1 speeds. Press OK.
Continue entering retarding limits for return screen if
Step 2 required.
To edit the retarding speed entered, select on
“Haul/Return tab” , then select “Edit” and “Edit retarding
Note: speed limits” ----See Below

Edit Retarding Speed Limits

A Pop up screen will appear with your original values in the required
segments. Simply change the speed limits to the values you desire and press
okay.
Selecting Bunching value:

Step 1 Click on the down arrow in the Bunching box.

Choose one:
Step 2 Avg, Min, Max or None
Changing the Bunching characteristic causes changes
in the Wait to Load field and the Total Cycle Time field
in the Hauler Cycle Time box. The default bunching
value is AVG.
Note

Loader Cycle Time Box:

Changing the values in the “white” editable fields will effect production results.
Note: changing values here will not result in a global change to these values.
Note: FPC calculates the number of passes required for the Loader to fill the
Hauler to 100% capacity. The calculated number of passes will not be
in integer increments. Real life suggests that a Loader operator will not
make a pass with less than a full bucket, therefore, this number will
require manual rounding. This will result in the Hauler being filled to
either slightly less or slightly higher than rated capacity.

The Payload and the percent of rated load for the hauling units are
displayed on this screen. Also, the volume of material being loaded into
the hauler is calculated along with the percent of rated volume. In many
circumstances, 87% of Body Fill is ideal. To change this result, the
number of passes per hauler must be changed.
Production and Cost / Fleet Production
The Fleet Production screen displays Fleet Production capabilities based on the cycle times calculated
on the Cycle Times screen.

The Fleet screen is divided into 4 sections:

. Fleet Composition
. Potential Production
. Operating Schedule
. Fleet Estimates

Note: On line help has been added for “Operator Efficiency” and “Schd Hrs per”

Fleet Composition Box:

The Fleet Composition box lists the model and quantity of Hauler and Loader.
Potential Production Box:

The Potential Production box lists the maximum possible Tons per Hour using the listed equipment
without any availability reductions. None of the fields are editable.

Operating Schedule Box:

The Operating Schedule box allows you to fill in the scheduled hours per unit of time (Day, Shift,
Year, Week, Month), and the Operator Efficiency.

Note: Operator Efficiency --An operator does not always use the maximum performance of a
machine. Comparison of job studies conducted in the field with FPC has given the
following average operator efficiency factors (excluding any wait time for loading).

Generally the shorter the haul the larger percent of time is spent maneuvering by the
operator. Therefore the shorter hauls have more effect on operator efficiency and can
lower productivity more than on longer hauls. FPC will automatically fill in the Operator
Efficiency field with values taken from the following table. However, this value may be
changed if desired.

One-way Haul Distance Average Operator

Efficiency
Meters Feet %
152 500 77
305 1000 80
610 2000 85
1067 3500 90
1524 5000 92
2439 8000 95
Note: Scheduled Hours --- The Scheduled Hours should be the time actually
available for fleet operation. To determine Scheduled Hours, all the
factors that reduce the available machine scheduled hours must be
considered. The following table illustrates how an operation working
24 hours a day 7 days a week might look at the yearly time breakdown
to determine the yearly scheduled hours. This method of determining
scheduled hours can be done on a monthly, daily, or hourly basis as
well.

To fill in the Operator Efficiency box:

Step 1 Click on the field for Operator Efficiency.
Step 2 Fill in the Operator Efficiency
Step 3 Click on the down arrow in the Sched Hrs per box.
Select Sched Hrs per:
Step 4 Day, Shift, Week, Month, Year
Step 5 Click on the Hours field.
Step 6 Type in the Hours per unit time.
Values place in the “scheduled hours” fields will only affect
the last 2 fields in the “Fleet estimates” section. Production
Note: per year and time required fields.

The Fleet Estimates box gives the user production, cost and time estimates for the fleet based upon the fleet
composition and efficiencies entered.
Haul/Return Screen

The Haul Return screen can show both Haul and Return data.

Click on the “ Haul “ radio button to show Haul data.

Click on the “Return” radio button to show Return data.

Speed limits can be entered on this screen if needed. Any speed limit entered on this screen is only
valid for this Fleet and Course combination. If a retarding speed limit has been calculated, any speed
limit entered must be lower than the retarding speed to be used.

Many down hill situations require a speed limit due to a machines retarding capabilities. For assistance
in determining down hill retarding limits, viewing published retarding curves is available.

To view the published retarding curves, select from the main pull down menu Help, Retarding
Curves. The retarding curve for the selected fleet will display. Also view the Retarding information
provided in the Appendix.
Tire Temp Screen

TMPH/TKPH has been added to aid predicting tire temperature buildup and assist in
maintaining safe conditions on the haul roads.

The PotentialTMPH/TKPH shown is considered the theoretical possible conditions with a

60 minute hour

Shift efficiency is calculated as scheduled hours per shift divided by shift length in hours, that
and operator efficiency are include in the Normal TMPH/TKPH.

The calculations used in determining TMPH/TKPH are based on the Caterpillar Performance
handbook Tires chapter.
Production and Cost/ Cost Screen

The Cost screen provides cost data for the Fleet/Course combination that was
selected on the Select screen. If support equipment had been entered in the
study, cost for those machines would be included in the total cost of the
operation.

Production and Cost / Fleet Size Screen

The fleet size screen provides four different types of data:
. Annual
. Efficiency
. Production
. Cost
Click on the Fleet size screen:
The Analyze screen is divided into 4 sections:
. Fleet Composition
. Analyze
. Select Data Type
. Data Report
. Loader Qty and Model
. Hauler Qty and Model

To change the number of loaders or haulers in the fleet:

Click in the “QTY” field on the number you want to
change. Type in the new fleet number and tab out of the
field. The fleet will instantly be updated with the new
information. The fleet input screen will be updated with
Step 1 these numbers.

The Analyze section

The Analyze box allows the user to analyze how production, cost, and time required
will change as the number of Haulers or Loaders is varied. All the fields in the Analyze
box are editable:

. Hauler Quantity (From, To) and Model

. Total Material Quantity
. Operator Efficiency
. Sched Hrs per Year
To edit the Analyze box fields:
Step 1 Select the field you want to edit by clicking on it.
Step 2 Type in the new information.
If different hauling models are included in the study –
Click on the down arrow in the Hauler Model box, and
Step 3 click on the model you want to view.

Select Data Type Box:

Selecting the type of data you want to see changes the form of the Data Report.

To select the Production Report, click on the Production radio button.

Slide Shows Screen

Slide Shows allow the user to create presentations, selectively showing the data screens you want,
in the order you want. You can also create more than one Slide Show. For example, you may want to
create a Slide Show that presents the cost data for several machines on a particular course; or you
may want to compare Haul data for different Haulers on a Course.

List Shows Screen

To create a Slide Show, start by clicking on the Slide Show tab. The Slide Show screen appears:

The Slide Show screen has two tabs:

. List Shows
. Define Show

The List Shows tab allows the user to create a list of different Slide Shows and describe each one.

The Define Show tab allows the user to select the slides that will appear in each Slide Show.

Note: A default slide show called Slideshow 1 has been created for you. You may
rename it and also change the existing description.
Creating Shows
**Note the on screen help that has been added.

A default show called “Slide Show 1” has already been created for you. You may rename the show
and also change the existing description.

To create a new slide show and add it to the Slide Show list
Click on the Add button at the bottom of the screen. An
Step 1 additional line will be added to the end of the list.
Then type in a name for the slide show in the Show
Step 2 Name field. You may also type in a description.

Deleting Slide Shows

To delete a Slide Show from the list:

Step 1 Click on the number to the left of the Slide Show you want
to delete. This highlights that slide show.
Step 2 Click on the Delete button at the bottom of the screen.
Click on Yes when asked if you want to delete this slide
Step 3
show

Define Show Screen

To define a Slide Show you must first select a Slide Show to define. To select a
Slide Show to define:

Click on the number to the left of the Slide Show you

want to define.

Step
1 The Define Show tab will appear
Step
To start defining a Slide Show, click on the Define Show tab.
2
The Define Show Screen

The Summary section allows the user to create Summary slides from the screens for:
Overall Cost Summary
. Grand Total
. Fleet
. Totals
. Production
Cost
The Fleet/Course section of the Define Show screen allows the user to create slides from the screens
for:
. Summary
. Haul
. Return
. Annual
. Efficiency
. Production
. Cost

Defining a Slide Show

Step 1 In the List Shows screen, click on the number to the left of
the Slide Show you want to define
Step 2 Click on the Define Show tab.
Move the cursor to the slide you want to be the first
Step 3 displayed, by clicking on the cell that corresponds to the
slide.
You may either, click on the Assign Number button at the
Step 4 bottom of the screen, or manually type a sequence
number in the cell You have created a single slide
To create more slides, repeat steps 3 and 4 above,
Step 5
numbering the slides in the preferred sequence.
T
To Preview a slide
Step 1 Select the slide you want to preview by clicking on the cell
that corresponds to the slide desired.
Step 2 Click on the Preview button at the bottom of the
screen.

Step 3 To exit the Preview screen, click on the Exit button in the
upper right of the Preview screen, or use the Ctrl+F4 keys.
Note When you check the Auto Number box, numbers are
automatically assigned to slides as you click to make your
Fleet/Course slide selections.
If you click on a Fleet/Course selection that already has a
number, Auto Number will give that selection the highest
number and reassign the rest of the numbers.

A defined Slide Show might look like the following screen:

Note: Notice that Summary Slides can be mixed with Fleet/Course Slides.
Step 1 Make sure Auto Number is deselected.
Step 2 Click on the number of the slide you want to remove.
Step 3 Click on the Remove Slide button.

Note: When you remove a slide, the other slide numbers are re-
sequenced.

Clearing a Slide Show

Clearing a Slide Show deletes all the Slide Show numbers.

To clear a Slide Show:

 Step 1 Click on the List Shows tab to bring up the List Shows screen.
Step 2 Select the Slide Show you want to clear by clicking on the number to the left of the
show.
Step 3 Click on the Define Show tab to bring up the Define
Show screen.

The Slide Show definition for the Slide Show you chose appears on the Define Show page.

Step 4 Click on the Clear button to delete the Slide Show

definition.

Displaying a Slide Show

Once you have defined the slide shows, they can be viewed at any time any place while in the study.
To view the Slide Show:

Step 1 Select the Slide Show icon, or choose View, Slide Show from the file menu.

If more than one slide show is available, the Select Slide Show box appears, else if only one show is
available that slide show will appear instantly:

Step 2 Select the show you want to view. Step 3 Click on OK.
 To view the slides:

Step 1 Select the slide you want to see by highlighting the

name…or, scroll through the slide using the Next,
Previous, First, and Last buttons.

Note: You can also drag the left side of the slide frame all the way to
the left covering the names and use the Next, Previous, First,
and Last buttons for navigation. This might be used for a
presentation. Close by selecting the x or by Ctrl-F4.

Printing a Slide Show

When a slide show has been created, the Report Icon on the Icon bar will show as available
(Darkened instead of gray).

Click on the Report Icon and e slide show will appear. Also, the Printer Icon will become available
(darken).

Click on the Printer Icon and the Printer screen will appear.
 Press the OK button.

While in the slide show, select file from the pull down menu and then copy to clipboard.
A message will appear using that you were successful. Then simply go to your word
processor or spreadsheet and copy from the clipboard creating a new document.
You may view existing screen slide shows by selecting “slide show” on the View menu.
A pop up window will appear allowing you to select the slide show you would like to view.
Appendix A
Select the slide show to view and press OK. The slide show will then appear.
Glossary
Increase in Hauler speed while traveling over
Acceleration
the
haul or return roads.
Acceleration Rate The rate of speed increase.
Accumulation Time The calculated time from the start of a haul or
return through a segment (or the haul or return
time at the end of the final segment); cumulative
time.
Altitude Correction A multiplier to derate the Hauler’s rimpull based
on the loss of engine power at high altitudes.
Arrow Keys On the numeric keypad, the 2, 4, 6, and 8 keys
also have arrows that indicate cursor movement
when the [Num Lock] key is off.
Availability “On shift” availability or that percent of time that
equipment is available to run during the
scheduled hours.
Availability/Utilization The percent of time that support equipment will
operate during the scheduled hours.
Average Hauler The weighted average ability.
Availability
Back Up Copying a file or program on a separate storage
device, usually a floppy diskette, to maintain a
copy of the information in case of loss or
destruction of the original data.
BMC Bank cubic meters or in place or undisturbed
volume in cubic meters.
BCY Bank cubic yard or in place or undisturbed
volume in cubic yards.
The deceleration of the Haulers using the
Braking
brakes
and/or retarder.
Bunching The tendency of Haulers to “bunch” or arrive at
the loading area at or close to the same time
rather than arriving at uniformly spaced time
intervals.

Cost per BCY (or The Hauler’s estimated cost per unit of
BCM,TON or production.
MTON)
Course The path over which a Hauler travels to transport
material from one location to another. Within
 FPC it refers to the physical description of the
HAUL and RETURN portions of the cycle.
Course Name An eight character identifying name for a specific
course.
Cursor A movable marker that indicates the next
position a character will be placed or deleted.
The cursor can usually be moved around the
screen by using the arrow keys.
Customized Hauler A modification of a standard Caterpillar Hauler
that still uses the standard rimpull/speed
characteristics. Changes may be made to the
model name, empty weight, payload, tire size,
and type.

Cycle The repetitive path for the Hauler to transport

material. It usually consists of 1) load, 2) haul, 3)
dump, and 4) return.
Deceleration Decrease in Hauler speed while traveling over
the haul or return. The same as negative
acceleration.

Deceleration Rate The rate of speed decreases.

Default A value or option that is assumed when no value
is specified. On the Input Screens, the program
inserts this value when no information is typed in
a field.

Delete To remove information from the system. A file

may be entirely erased through the operating
system, or partially, through an applications

program.
Density The material density (lb/BCY or kg/BCM).
Dimension English or metric units of measure.

Distance-Cycle The sum of the haul and return distances.

(Travel in the load and dump areas is assumed
to be insignificant.)
Distance-Haul The total length of the haul.
Distance-Return The total length of the return.
Drive An auxiliary storage device, solid-state or
electromechanical, used to contain memory
elements in some medium.
Dump The part of the cycle where the Hauler dumps or
empties its load.
Edit To enter, modify, or delete data.
Empty Weight The Haulers operating weight with no payload.
Weight should include all options, average fuel
and average material build-up (if known).
Engine Model designation for the engine.
Field On a screen, a specific area used for a
particular category of data.
Final Speed The final speed of the Hauler at the completion
of the haul and return.
Fleet Availability The weighted average Hauler availability times
loader availability.
Fleet Match The ratio of the number of Haulers in a fleet to
the “ideal” number.
Format The arrangement or layout of data on a data
medium, such as the screen or a disk.
Function Keys Keys on the computer keyboard that tells the
system to perform certain commands. The
keys are labeled F1 through F10.
FWHP Flywheel horsepower rating of an engine.
Grade The slope of the haul or return road surface.
Expressed as the percent vertical rise/horizontal
distance.
Gross Vehicle Empty weight plus payload. (Payload = zero on
Weight return.)

Haul The part of the cycle where the Hauler

transports material from one location to another.
Hauler Any machine designed to transport dirt, rock, or
any other material from one location to another.
Usually restricted to off-highway trucks,
articulated dump trucks, wheel tractor scrapers,
and loaders.
Haul Road The road used by the Hauler to transport the
material from the load area to the dump area.
Initial Speed The starting speed of the Hauler at the beginning
of the haul or return.
Last Speed The speed at the end of a segment.
Load The part of the cycle where the Hauler obtains
its load. Also refers to physical load in weight
or volume being carried on each repetitive cycle
(commonly called “payload”).
Loader Any machine which loads a Hauler or which
helps a Hauler obtain its load.
Location Any place in which data can be stored.
Mass Correction A number that is multiplied by the vehicle mass
Factor to account for the extra force needed to
accelerate the rotating parts (wheels) angularly.
Maximum Gross Maximum recommended weight based upon
Vehicle Weight number of tires times maximum tire load (tire &
rim association or on other component limits).
Menu A list of options from which the user can choose
in order to complete tasks.
Mismatch Not having the “ideal” number of Haulers
matched with the loader(s) in a fleet.
Model The manufacturers designation for a machine
(e.g. 777B).
MTON A metric ton or 1000 kg.
Operator Efficiency The ratio of the Haulers potential cycle time to
the actual average cycle time (excluding wait to
boost time). Rough ground, traffic,
intersections, etc. tend to lengthen actual cycle
time.

Operating Hours The quantity of material divided by the

Required production/sched hour times machine
availability.
Operating The expected actual average minutes scheduled
Minutes/Hour per scheduled hour of operation. (This is an
optional operating efficiency factor to derate the
potential Hauler performance to a more
achievable rate).
Owning and The estimated cost for owning and operating the
Operating Cost Per Hauler per operating hour.
Hour
Payload The load of material transported each cycle by
the Hauler. Expressed as a weight or volume.
Payload Index The manufacturer’s maximum recommended
payload - maximum gross vehicle weight
empty weight. (May be based on tire or other
component ratings.)
Peripheral Device Any equipment that provides the computer’s
central processing unit with outside
communication.
Potential Cycle
The calculated time for one cycle assuming
Time
100% efficiency.
Potential Production Production rate for a 60 minute hour using
potential cycle time.
Potential Speed The Hauler’s equilibrium speed where rimpull
matches the combined rolling and grade
resistance based on the Hauler’s gross vehicle
weight.
 The rate of transporting material from the
Production Rate
loading
area to the dump area.
Production/ The AVG long term production rate for a
Scheduled Hour scheduled hour.
Prompt A message that appears on the screen, asking
for information from the user.
Quantity The total volume or weight of material to be
transported from the loading area to the
dumping
area.

Range The set of values which can be given to quantity

or function.
Report A printed collection of information in a format
meaningful to the end-user. A system may
provide the capability to view a report on-screen
before printing.
Return The part of the cycle where the empty Hauler
returns from the dump to the load area for
another load.
Return Road The road used by the Hauler to return from the
dump area.
Return Road Mirror A return road which is the exact reverse of the
Image haul road.
Rolling Resistance The motion of the Hauler’s tires rolling over the
haul or return road surface. Usually expressed
as a percent of the Hauler’s weight.
Rimpull The force that the Hauler’s drive tires can deliver
to the ground to propel the Hauler forward.
Rimpull/Speed Data The rimpull vs. speed relationship in each
forward gear.
Scroll To move all or part of the screen up or down, left
or right, to allow new information to appear.
Segment A distance of the haul or return where the rolling
resistance, grade, and speed limit are constant.
Show A custom show to display specific detailed and
summary simulation results in a predetermined
order.
Speed The velocity of rate of travel.
Speed-Average The average speed for the cycle.
Speed Correction A multiplier to adjust a Hauler’s standard rimpulll
speed data for different optional drive tires and/or
final drive ratios. Speed is multiplied by this
 value, and rimpull is divided by this value.
Speed Limit A Hauler speed limit for a haul or return segment
based on safety or operator comfort and not the
power limitation of the Hauler.

Speed/Rimpull A predetermined four-digit code for the input of a

Data-
Code specific Hauler.
Superelevation A factor expressing the angle of embankment of
a curve. When referring to the graph in
Appendix F, use 0 for no bank and .1 when a
curve is favorably banked. Also see the table in
the Caterpillar Performance Handbook titled
“Curve Superelevation”.
Table An arrangement of data in rows and columns.
Terminal A device usually equipped with a keyboard and
display, capable of sending and receiving
information.
Time-Boost The time for a push tractor to boost a scraper
out of a pit or load area.
Time-Dump & Any travel time in the load or dump areas not
Maneuver included in load or Hauler exchange time.
Time-Haul The time for a loaded Hauler to travel over the
haul or loaded portion of the cycle.

Time-Load The time for the Hauler to obtain a payload.

Time-Load with The time for the Hauler to obtain a payload plus
Exchange the exchange time for one Hauler to leave and
another to position itself for loading.
Time-Maneuver for The time to maneuver in place behind a scraper
Push Tractor to begin loading.
Time-Return The time for the empty Hauler to travel over the
return portion of the cycle.
Time Return for
The time to return to begin loading another
Push
Tractor scraper.
Tire Size The tire industry diameter and rim size.
Tire Type The industry type (E3,L4,RA=radial, etc.).
Toggle To switch back and forth between two states.
For example: the [NumLock] key is a toggle
switch that turns the numbers lock off and on.
Top Speed The top speed on a given segment of the haul or
return.
Ton An English short ton or 2000 lbs.
Transmission Type and number of gears (e.g. 7SPD-PS/LU for
a 7-speed power shift with lockup).
Write To record data in a storage device or on a data
medium.
Appendix B

Assumptions Used In FPC Calculations

A. Acceleration Calculations
From basic physics,

F = MxA where F is the force applied to an object, M is the mass of the object, and A is the
acceleration.

The net force available to accelerate a vehicle is the difference between the rimpull (impetus to motion)
and the resistance to motion. Since both rimpull and motion resistance vary with the speed of a
vehicle, the acceleration of the vehicle will also vary with speed.

Illustration 1 shows the rimpull and the motion resistance for a typical vehicle as functions of speed.
For low speeds, the rimpull exceeds the motion resistance, providing a positive difference, which
imparts acceleration. At some point, the curves cross, and at speeds greater than the crossover
speed, the motion resistance force is greater than the rimpull, providing a negative difference, which
causes the vehicle to decelerate.

For any given speed, you can determine the acceleration.

A = (F2 – F1)/M where F2 is the rimpull at the given speed, F1 is the motion resistance at the
given speed, and M is the vehicle mass.

These forces are applied over a small interval, resulting in a change in velocity, distance traveled, and
elapsed time. At the new velocity, the acceleration is recalculated. The process is repeated again and
again until the maximum steady state speed is reached or until a segment (of the course) is
completed. If the maximum steady state speed is reached before a segment is completed, the time to
complete the segment is calculated based on that speed.

The program calculates acceleration under maximum hp until the maximum velocity is reached and
then travels the rest of that segment at the maximum velocity.

B. Mass Correction Factor Chart

Rotary parts of any machine have to be accelerated in rotation as well as linearly in the direction of
machine travel. This rotary acceleration requires a certain amount of force and energy in addition to
that required to accelerate the mass of the machine linearly. The force required to accelerate a mass
linearly is described by the formula:

F = MxA where F is the force applied in lbs., M is the total mass, in lb.(sec squared)/ft., A is the
acceleration, in ft./(sec squared).

A similar equation applies to the rotational acceleration:

T = Ixa where T is the torque applied, in ft.-lbs., I is the moment of inertia about the rotational axis, in
ft.-lb. (sec squared), a is the angular acceleration, in rad/(sec squared).

When a machine accelerates, part of the torque being transmitted through the drive system is
absorbed by the various rotating parts accelerating rotationally (i.e., the torque being delivered to an
engine’s flywheel is greater than that delivered from the flywheel, and the difference in torque is
proportional to the flywheel inertia and radial acceleration). As a result, the force delivered by the
wheel to the ground to accelerate the mass of the vehicle is less than the steady-state force that can
be obtained at any given speed.

This factor is most pronounced in the lower gears, where the actual force delivered to the ground can
be less than one-half of the steady-state force. Fortunately, this effect diminishes quite rapidly in the
higher gears, and, therefore, overall acceleration is not drastically affected. However, consideration
of the rotary mass will give accurate acceleration and travel time calculations.

The simplest way to account for this rotary inertia is to add on an equivalent rotating mass to the
mass of the vehicle and assume that the force for acceleration remains equal to the steady-state
rimpull. (Derivations of the formulas bear this out.)

Mass correction factors (MCF) are generally determined based on the loaded mass of the vehicle.
When the MCF is multiplied by this loaded mass, the Equivalent Rotating Mass results. This
equivalent mass is F = [M + LMx(MCF)]xA where M is the vehicle mass, loaded or empty, LM is
the loaded vehicle mass, MCF is the mass correction factor for the rotary inertia.

The mass correction factor varies considerably with the type of drive (mechanical, torque converter,
or electrical) and with the gear reduction between the rotating mass and the wheel. (The mass
correction factor varies as the square of the gear reduction.) This factor also varies somewhat
within machine types.
C. Shifting Time
Since most earthmoving machines have powershift transmissions, no shift time has been included. If
a machine with manual transmission is run in this program, the times will be too short. Machines with
manually shifted transmissions have a torque interruption during shifting of 1-2 seconds. During this
time, the machine slows down because of the motion resistance. The amount that this machine shows
down is readily calculated, but the logic involved in duplicating the actions of the operator in deciding
when a shift should and could be made requires considerable additional program and storage. Also,
the rimpull below the shift points for each gear would be required, and this data is frequently not
provided on specification sheets.

D. Braking Assumptions
Braking is usually required at the end of a haul or return and sometimes during the course to slow
down for a turn, rough ground, etc. Braking rate is dependent both upon operator comfort and vehicle
limitations. Operator discomfort is said to reach an undesirable level with 8 to 12 feet per second
squared deceleration.

For the computer program, it was conservatively assumed that braking would not exceed 6 feet per
second squared. And it was assumed that this 6 feet per second squared would be obtained
whenever the total motion resistance (grade minus rolling) was positive.
However, when the vehicle is being stopped on a negative grade, the physical ability of the vehicle to
stop is reduced because of the traction limit between the tire and the ground. And, of course, the
steeper the grade, the less the traction available for braking. For this reason, the braking deceleration
rate was decreased in proportion to the increase in total negative resistance. At a total resistance of
negative 30 percent, the braking deceleration was assumed to be zero. This means that the vehicle
cannot be slowed down if the total negative motion resistance equals or exceeds 30 percent.

Once again, this is a somewhat conservative assumption. A vehicle could be actually stopped on
steeper grades than was assumed with good brakes, traction, and operator control. However, it was
felt that it would be unusual for an operator to do any more than try to control his speed, perhaps by
dragging his scraper bowl on very steep grades.

In the computer program, a check is made after each small increment of acceleration to determine if
braking should be started. At the proper time, braking does start, and the vehicle is slowed down to
the correct speed at the end of the course or at the end of any interim segment, if a speed restriction
has been placed on the next segment. Actually, the program looks two segments ahead and may start
slowing the vehicle down two segments before the speed restriction if the segment in which braking is
to occur is very short.

E. Motion Resistance
Resistance is defined either in percent of gross vehicle weight or in pounds per ton of vehicle weight.
One percent is equivalent to 20 lb./ton.
There are three types of resistance to vehicle motion. These are:
. Tire-ground resistance
. Air resistance
. Grade resistance

Both tire-ground rolling resistance and air resistance vary with speed. Air resistance starts out quite
small and builds up as the square of the speed. In experimental tests, it is easier to measure the
combination of these two resistances. The combined effect over a 40 MPH speed range for a hard dirt
roadway is shown in Illustration 2.

At very low speeds (2-5 MPH), there is a slight peak in the resistance, with a minimum occurring
around 8-15 MPH. Beyond this minimum, there is an ever-increasing resistance. The first peak is due
to the tire-ground interaction or scrubbing of the tire on the ground. This relationship is not fully
understood at this time. Beyond the 8-15 MPH range, the increase in resistance is due primarily to air
resistance.

Limited experimental data for medium to high rolling resistance soil conditions indicate an
increase in resistance with speed at the same general magnitude as for the better soil
conditions.

To simplify the rolling and resistance vs. speed relationships, both were combined into the term rolling
resistance and assumed to increase .025% MPH, or 1% over the 0-40 MPH speed range. For speeds
much in excess of 40 MPH, air resistance would become more significant, and this linear relationship
would not be applicable.

Since rolling resistance varies with speed, it becomes necessary to define the rolling resistance at a
given speed. The resistance at zero speed is of little significance because machines do not operate
there. It was felt that the normal rolling resistance for a given ground condition should be selected near
the operation speed of most loaded vehicles. In 1962, Caterpillar selected a current 631B tractor-
scraper with rated load as the base machine and established the top speeds for the various levels of
rolling resistance. For example, this 631B could reach 30 MPH with a 2% rolling resistance, which we
used to describe this particular ground The nominal rolling resistance vs. rolling resistance at 0 MPH
can be described by the following equation:

RR0 = .90 + 1.075 RRN where RR0 is the rolling resistance at 0 MPH, in %; RRN is the nominal
rolling resistance in %

Note: Above 12%, the nominal rolling resistance is assumed to be equal to the rolling
resistance at 0 MPH.

A machine capable of traveling 40 MPH will have to overcome a higher resistance than one operating
at 30 MPH, and this requires more than a proportionate increase in horsepower. In effect, high power-
to-weight ratio machines are to be “penalized” with higher rolling resistance at their higher operating
speeds. For instance, if a machine can travel 15 MPH with 100 HP, doubling its horsepower to 200 will
not allow it to travel twice as fast (30 MPH) since resistance at 30 MPH is greater than the resistance
at 15 MPH.

Percent grade is given as the tangent of the grade angle where grade resistance is the sine of the
grade angle. For grades of 20% or less, the tangent is assumed equal to the sine. However, this
program does calculate grade resistance using the sine of the grade angle. The grade should be
recorded as percent; the program will calculate the sine.

F. Restrictive Speed Limits

A restrictive speed limit may prevent a vehicle from proceeding as fast as it is able. The speed limit
may be imposed for such reasons as traffic, sharp turns, safety, retarding on favorable grades, etc.
Retarding speeds must be obtained from specification sheets of the vehicles.

Assumptions Used in Fleet Production Calculations

The primary purpose of FPC is to obtain a realistic long-term production rate and costs for a given
fleet under given operating conditions. The potential production of loading and hauling equipment is
generally much higher than that achieved on a long term basis. In FPC the loss in production is
considered to be due to:
. Mismatch and bunching
. Operator efficiency
. Equipment availability

A. Mismatch and Bunching

One of the most important factors is the Loader/Hauler match. Ideally a fleet should have the proper
number of Haulers to keep the Loader(s) busy all the time. Of course, it would also be desirable to
always have a Loader to load the Haulers when they return to be loaded. When this ideal match
cannot be achieved, either the Loader’s or the Hauler’s production suffers because of “mismatch”. FPC
looks at Fleet Match based on average Loader and average Hauler cycle times and automatically
corrects fleet production to compensate for “mismatch”.

Another loss in production occurs because of “bunching” or the tendency of the Haulers to bunch up at
to arrive back at the loading area in bunches or at least arriving back at irregular intervals. There are
many causes for bunching. At start-up, after lunch or at other times, all or many of the Haulers may
arrive at the loading site at the same time. During the shift, each successive cycle time of the Haulers
(or Loaders) will be somewhat different. The difference may be because of variations in Hauler power,
operators, payload, dump location, traffic, etc. for the Haulers. Variations in material, Hauler spotting,
and cleanup are common causes for Loader cycle time variation.

The loss in production due to bunching cannot be calculated in the precise manner that “mismatch”
can. The cycle time variations are a vague and imprecise term. However, extensive job studies have
established a range of “bunching” production losses tied to the “Fleet Match” or the ratio of the number
of Haulers in the fleet compared to the ideal number to just keep the Loader busy all of the time. As
you might expect, if there are too many Haulers in the fleet and the Haulers have to wait to be loaded
anyway, “bunching” does not contribute much more to their “wait time to be loaded”. Also if there are
too few Haulers, the Loader is almost always ready to load an arriving Hauler so the effect of
“bunching” is also minimized. But when the Loaders and Haulers are close to the ideal match – based
on average cycle times – bunching has the greatest effect. For fleets with the ideal number of Haulers
for the Loaders, measured losses varied from 10 to 23 percent or a production efficiency of 77 to 90
percent.

FPC uses these bunching choices:

Bunching Choices Production Loss* Production

Efficiency*

None 0 100

Minimum 10 90
Average 15 85
Maximum 20 80

*Ideal match, Fleet Match = 1.00 This loss would be less if too few or too many

Haulers were in the fleet.

B. Operator Efficiency
An operator does not always use the maximum performance of a machine. But with earthmoving
machines, the operators generally come much closer than the typical driver of an automobile.

Comparison of job studies with vehicle simulation using Caterpillar’s FPC results allows us to
compare what the computer says the machine is capable of doing and what an operator would
normally do in a real life situation. What these comparisons showed was that if the haul roads were
in good condition, did not have rough surfaces, sharp turns, and with little or no traffic congestion,
then the simulation was close to real life. Generally, medium to long hauls were straightforward with
close agreement between actual and simulation.

Short hauls generally contained disruptive elements that lowered productivity. Illustration 5 shows a
general trend of operator Hauler efficiency versus one way haul distances which was developed from
these comparisons of job studies to simulations. The hauling conditions were measured during the job
study and then these job conditions were used for the simulation. The Hauler operating efficiency you
use in FPC could be Loader job efficiency should be built into the basic Loader cycle time that is used
by FPC to calculate the time to load a Hauler. The cycle time should reflect the shift average of your
operator rather than the ultimate capability of the Loader.
C. Equipment Availability
Long term production will also be reduced because equipment is not always available to operate when
scheduled. Since loading and hauling equipment must work together, downtime has a compounding
effect. If there is not an excess of Haulers, fleet production is reduced by the product of the Loader and
Hauler availability. That is, if the Loader on-shift availability is 90% and the average Hauler availability
is 90%, then the fleet is 90 times 90, or 81%. (On-shift availability is the hours operated divided by
scheduled hours.)

If there is an excess of Haulers, then effective fleet availability approaches the Loader availability
because the availability of “enough” Haulers approaches 100 percent. Binomial probability theory is
used to calculate the probability or the percent of time that the ideal number of Haulers is available if
there are excess trucks in the fleet.
Appendix C

Typical Rolling Resistance Factors

Various tire sizes and inflation pressures will greatly reduce or increase the rolling resistance. The
values in this table are approximate, particularly for the track and track+ tire vehicles. These values
can be used for estimating purposes when specific information on performance of particular equipment
on given soil conditions is not available. See the Earthmoving Section of the Performance Handbook
for more detail.

Rolling Resistance Percent*

Tires Track Track
Underfooting Bias Radial ** Tires

Very hard, smooth, roadway,

concrete fold asphalt, or dirt
surface, no penetration or 1.5% 1.2% 0% 1.0%
flexing.

Hard, smooth, stabilized

surfaced roadway without
penetration under load,
2.0% 1.7% 0% 1.2%
watered, maintained.

*Percent of combined vehicle weight

**Assumes drag load has been subtracted to give Drawbar Pull for good to
moderate conditions. Some resistance added for very soft conditions.
Rolling Resistance Percent*
Tires Track Track

Underfooting Bias Radial ** Tires

Firm, smooth, rolling roadway

with dirt or light surfacing,
flexing slightly under load or
undulating, maintained fairly 3.0% 2.5% 0% 1.8%
regularly, watered

Dirt roadway, rutted or flexing

under load, little maintenance,
no water, 25mm (1”) tire
penetration or flexing 4.0% 4.0% 0% 2.4%

Dirt roadway, rutted or flexing

under load, little maintenance,
no water, 50mm (2”) tire
penetration or flexing 5.0% 5.0% 0% 3.0%
Rutted dirt roadway, soft
under
travel, no maintenance, no
stabilization, 100mm (4”) tire
penetration or flexing 8.0% 8.0% 0% 4.8%
Loose sand or gravel 10.0% 10.0% 2.0% 7.0%
Rutted dirt roadway, soft
under
travel, no maintenance, no
stabilization, 200mm (8”) tire
14.0% 14.0% 5.0% 10.0%
penetration and flexing

Very soft, muddy, rutted

roadway, 300MM (12”) tire
20.0% 20.0% 8.0% 15.0%
penetration, no flexing

*Percent of combined weight

**Assumes drag load has been subtracted to give Drawbar Pull for good to moderate conditions.
Some resistance added for very soft conditions.
The graph shown in Illustration 1 can be used in setting or estimating speed limits for off highway
trucks on favorable grades. The grade associated with a particular course segment is first
established. For the haul road, the “Loaded Vehicle” curve is used, while the “Empty Vehicle”
curve is applicable for the return road. When the grade is not favorable, of course, no speed limit
need be imposed due to grade.

For example, with a 4% actual favorable grade, loaded vehicle, the maximum safe speed
would be 35 MPH. For an empty vehicle on the same favorable grade, the maximum safe
speed would be 40 MPH.

The graph shown in Illustration 1 can be used in setting or estimating speed limits for vehicles
on curves. The graph can be used in two ways:
If the desired speed is known, the road can be designed to accommodate that speed.

If the conditions of the road are known, the limiting speed can be obtained from the graph.

To use the graph, first choose one of the following as being most representative of your
situation:

Coefficient of Friction = .1, superelevation = 0

Coefficient of Friction = .2, superelevation = 0

Coefficient of Friction = .2, superelevation = .1

Use the curve on the graph that corresponds to your choice above. Enter the graph at the radius
of the haul road segment of interest and read the maximum safe speed from the appropriate
curve.

For example, a haul road segment with radius 200 feet, coefficient of friction = .2, no
superelevation, (Curve B) must have imposed a maximum speed limit of 25 MPH for safety.

At times, you may not wish to use tires of the standard size and/or configuration on a Hauler you
simulate. You may prefer to use an optional tire configuration. If the option is a standard one,
which the FPC program recognizes, the multiplier will be looked up in the Hauler Data and
inserted at the appropriate place on the input screen for you. If you use an option that the
program does not recognize, you must enter the multiplier. The discussion below is provided to
help you to compute this factor.

The speed correction factor is the ratio of the revolutions per mile for the standard tire to the
revolutions per mile for the optional tire. You can calculate the speed correction factor
manually if you know both of these figures. Curve multiplier multiplies speed and divides
rimpull.

Standard Tire Revolutions per Mile Multiplier = ---------------

------------------------------
Optional Tire revolutions per Mile

For example:
To find the multiplier for the 773 with 24 x 25 E3 optional tires (21 x 35 E3
tires are standard):

Find the revolutions per mile for the standard tire: 254
Find the revolutions per mile for the optional tire: 243
Multiplier = 254/243 = 1.05

To find the multiplier for the 773 with 24 x 35 E4 optional tires:

Find the revolutions for the 24 x 35 E4: 240
Multiplier = 254 x 240 = 1.06
Illustration 1 gives the revolution per mile data for most of the commonly employed tires. It also
provides suggestions as to the appropriate usage for tires of the size shown. It is, however,
organized by tire size, so you should use this table when you know the size of the standard tire
and the size of the optional tire.
*Shifting Velocities
*Selection of optional tire size also results in a final drive change. In this case only, the multiplier
is 1.0 for either E3 tire; multipliers for other configurations should be based on the E3 for that
size.
**Apply to Michelin XR and XK and Goodyear Unisteel
1. Determine the size of the standard tire. Find the row in the table for that size.
2. Determine the configuration of the standard tire: E2, E3, E4, or Radial. Find the column in
the table for this configuration.
3. Where the row and column intersect, you can read the number of revolutions per mile for
the tire. Note this number.
4. Repeat Steps 1 through 3 for the optional tire. Note this number.
5. Divide the standard tire number by the optional tire number. The result is the multiplier to
be use with FPC.

Illustrations 2, 3, and 4 provide additional tables that can be used in place of the one shown in
Illustration 1. These tables are organized by machine: first by machine category such as off-
highway truck, articulated dump truck, and wheel tractor scraper. Within each table the different
types of Hauler are listed by machine code number.

1. Select the correct Table, based on the category of machine that you are using.
2. Find the machine in the table.
3. Locate the optional tire size that you wish to use.
4. Within the size designation from Step 3, find the configuration of the optional tire that you
wish to use.
5. Read across the table to determine either the number of revolutions per mile or to obtain
the multiplier directly. Note that when the multiplier is 1.00, the tire is the standard one associated
with the given machine.

*When 18 x 33 tires were specified on a 769B, the ring gear pinion also was changed to maintain
the same rimpull-velocity relationship as with the standard 18 x 25 tire. Therefore, the multiplier
for the 18 x 33 E3 remains
1.00 and multipliers for other 18 x 33 configurations are based on it.
A typical speed/rimpull curve is shown in Illustration 1. To use this graph, first mark a vertical line
corresponding to the weight of the vehicle (empty, loaded, or both), using the scale at the top of
the graph. For example, the leftmost vertical line in the graph below marks the empty weight of
the 773B, while the rightmost line marks the empty weight plus the 100,00 pound load.
Next, the total resistance is computed as the sum of the actual grade plus the equivalent grade
due to rolling resistance. The scale at the upper right of the graph is used to find the correct
diagonal line to represent this total resistance.
At the intersection of the weight line and the resistance line, you can read the corresponding
rimpull from the scale on the left of the graph. For example, with 10% total resistance, the loaded
773B requires 20,000 pounds of rimpull.

Based on this rimpull, the gear and speed can be read from the rimpull composite curve. In the
example above, 20,000 pounds of rimpull puts the vehicle in third gear, with a speed of 10 MPH
read from the bottom scale.

The composite speed/rimpull curve is not a smooth curve. You can see that it is made up of many
smooth curves; one for each gear available on the vehicle. At the point of shifting gears, the
composite curve ceases following the curve for the previous gear, and begins following the curve
for the next gear. The shift points are represented on the composite curve by angles (points
where the derivative is discontinuous), formed by the intersection of the smaller curves. Since
FPC needs the shift velocities, and also the rimpull coordinates at the point of shifting, place an
“X” at each of these angles.

FPC allows the use of 32 sets of rimpull coordinates. You should choose those points along the
composite curve that will allow the program to vest simulate the actual performance of the
vehicle. FPC uses a linear interpolation between the points you choose, so it operates from a
curve that is a linearized approximation of the actual curve. The goal, of course, is to make that
approximation as accurate as possible. To do this choose many points in a region of the curve
where the slope is changing rapidly, and fewer points where the slope is relatively constant.

Illustration 1 shows how 21 points will be used to approximate the composite rimpull curve. You
can check the quality of the selection by connecting the points with straight lines. If the curve
thus formed is close to the actual rimpull curve, the approximation is pretty good. If you find
places where the two curves diverge, use more X’s in those regions to get a better fit.

How to Determine Driveline Type

Most off-highway trucks, articulated dump trucks, wheel tractor scrapers, and wheel loaders (for
load and carry) have a power shift transmission. Usually a torque converter is between the engine
and the transmission. The torque converter is used to make smooth starts and shifts between
gears. In order to increase overall transmission efficiency, the torque converter may be “locked
up” or taken out of driveline path. In this situation, the engine is locked directly to the wheels at a
constant gear reduction. In this condition all of the rotating inertia of the engine, flywheel, and
torque converter are directly reducing the torque delivered to the drive wheels while accelerating.
(Just the opposite is true during deceleration.)

When the torque converter is effective, much of the rotating inertia of the engine, flywheel, and
torque converter input parts in not affecting the torque delivered to the wheels.

In order for FPC to use the correct rotating mass constant (see Appendix C for explanation), you
need to enter the gear and driveline type for each speed/rimpull coordinate. You need to refer to
the specification sheet and rimpull speed chart to determine (1) if the transmission has a torque
converter, (2) if the torque converter is “locked up”, and (3) at what speeds the torque converter
is “locked up”.

Some non-Caterpillar trucks have electric drive. The speed/rimpull data may be entered and
the appropriate rotating mass factor will be added.
Only a single rotating mass factor is used for electric drive and this factor depends on the top
speed of the truck, which is dependent on the overall gear reduction between the motor
armature and the wheels.

Mass Correction vs. Speed

The rotating parts of any machine require force to accelerate them angularly, as well as linearly in
the direction of travel. As a result, the force delivered by the wheels to the ground to accelerate the
mass of the vehicle may be considerably less than anticipated when these rotational effects are not
considered. This phenomenon is most pronounced in the lower gears.

To account for this rotational inertia, an “equivalent rotating mass” is added to the mass of the vehicle.
This mass is most conveniently computed by multiplying the loaded vehicle mass by a “mass
correction factor”. The result is the amount to be added to the vehicle mass, as explained in Appendix
C, “Assumptions Used in Travel Time Calculations”.

The graph shown in Illustration 2 shows the mass correction factor (MCF) to be used based on the top
speed attainable in a particular gear and the type of drive on the vehicle. As speed/rimpull coordinates
are added, FPC automatically assumes the latest entry is going to be the top speed in that given gear
and adjusts the rotating mass factor for all coordinates in that gear and driveline type.

For example, assume the top speed in first gear for a vehicle with mechanical drive is 10 MPH and the
top speed in second gear is 20 MPH. From the curve, the MCF at 10 MPH is about .34 and at 20 is
about .12. This means that about 34% of the vehicle’s loaded weight must be added to account for
rotational effects when the vehicle operates in first gear, and about 12% of the vehicle’s loaded weight
must be added to account for rotational effects when the vehicle operates in second gear.

It is evident from the curves above that the effects of the MCF are much more significant when the
lower gears are used and decreased in importance as the vehicle speed increases.
These times are added to the Load, Haul and Return times to obtain the complete cycle time for the
Hauler. Potential production per hour is estimated by dividing 60min. by the complete cycle time and
multiplying by the payload carried each trip.
 Maneuver Time (Min.)
Load Dump Time,
Area Area Total Min. Min.

Off-Highway Trucks
Minimum 0.6 1.0 1.6 0.5 1.6
Maximum 0.8 1.2 1.4 0.6 2.0
Articulated Dump
Trucks
Minimum 0.6 0.5 1.1 0.5 1.6
Maximum 0.8 0.6 1.4 0.6 2.0

Wheel Tractor Scrapers

Single Axle Drive 0.4 0.3 0.7
All Wheel Drive 0.3 0.3 0.6

Loaders (Load & Carry)

Track Loaders 0.22 0.07 0.29
Wheel Loaders 0.25 0.10 0.35
Backhoe Loaders 0.30 0.10 0.40

The time in the load area is considered the Hauler exchange time *Percent of
heaped bucket capacity *Percent of heaped bucket capacity
Materials Fill Factor
Range*
Excavators 100 –
Moist Loam or Sandy Clay Sand and
110% 95 –
Gravel
110%

Hard, Tough Clay Rock - Well 80 – 90%

Blasted 60 – 75%

Rock - Poorly Blasted 40 – 50%

100 –
Excavators Bank Clay, Earth Rock - Earth
110% 105
(Front Shovels) Mixture
– 115%
85 – 100%
Rock - Poorly Blasted Rock - Well
100 –
Blasted
110%
Shale, Sandstone – Standing Bank 85 – 100%

Materials Fill Factor

Range*
Wheel Loaders Loose Material

Mixed Moisture Aggregates 95 – 100%

Uniform Aggregates Up to 3mm 95 – 100%
3mm (1/8”) to 9mm (3/8”) 90 – 95%
12mm (1/2”) to 20mm (3/4”) 85 – 90%
24mm (1”) and Over 85 – 90%
Blasted Rock
 Well Blasted 80 – 95%
Average 75 – 90%
Poor 60 – 75%
Other

Rock Dirt Mixture 100 – 120%

Moist Loam 100 – 110%
Soil, Boulders, Roots 80 – 100%
Cemented Materials 85 – 95%

Materials Fill Factor

Range*
Track-Type
Tractors

95 – 100%
Loose Material Mixed Moist 95 – 100%
Aggregates Uniform Aggregates 3mm 90 – 95% 85
(1/8”) to 9mm (3/8”) 12mm (1/2”) to – 90% 85 –
20mm (3/4”) 24mm (1”) and over 90%
Blasted Rock

Well Blasted 80 – 95%

75 – 90% 60
Average Poor – 75%
Other

Rock-Dirt Mixture 100 – 120%

Moist Loam 100 – 110%

Soil, Boulders, Roots Cemented 80 – 100%

Materials 85 – 95%

Retarding performance on downhill segments of a course has now been added to FPC for
Construction and Mining Trucks and Wheel Tractor Scrapers. Retarding performance for
Articulated Trucks will be added later following further tests. This performance is based on the
retarding performance for a single downhill segment for continuous, 5000 ft. (1500 m), 3000 ft.
(900 m), 2000 ft. (600 m) and 1500 ft. (450 m) lengths as shown in the Caterpillar Performance
Handbook. This performance is based on sea level conditions of 90 degrees F (32 degrees C)
and 30.06 inches mercury (207.11 kPa). Higher ambient temperatures and lower air pressure will
reduce the heat rejection of the cooling system and therefore retarding performance. Also tail or
cross winds will also reduce heat rejection and retarding performance. Lower temperatures,
higher air pressure and headwinds will improve retarding performance. These changes in job
conditions are NOT reflected in the retarding performance in FPC. Users need to consult their
Caterpillar representative for guidelines to adjust retarding performance to specific ambient
conditions.

As in the application of published retarding charts, FPC sums the distance of all downhill
segments (where GR + RR is negative) and uses the appropriate distance retarding performance.
That is, if the sum of the downhill segments is 3,500 ft. (1067 m), the 5,000 ft. (1500 m) retarding
performance will be used. If the sum is greater than 5,000 ft. (1,500 m) the continuous
performance will be used, etc. This retarding speed will almost always be at the top speed in any
given gear because the retarding force available is usually the greatest at top speed in any given
gear. FPC assumes Automatic Retarder Control (ARC) operation up to a maximum of 1950 rpm
for the gear selected. The ground speed calculated will be consistent.

FPC then selects the proper maximum downhill retarding speed for each of those downhill
segments and compares this retarding speed limit to any safety speed limits previously selected
for that segment when the COURSE was created. FPC chooses the lower value of the retarding
and safety speed limits as the speed limit for that segment. When travel times are calculated,
FPC uses this maximum downhill speed in determining travel speeds and times.
Because the oil cooled disc brakes in Construction and Mining Trucks are used for braking as
well as retarding, additional heat needs to be dissipated when braking is applied at the end of a
retarding segment. This braking force and power can be much greater than the retarding force
and power, but usually is applied over a much shorter time period than the retarding. In those
segments FPC averages the braking and retarding power on a time basis and selects the proper
retarding gear and speed based on the resultant average required braking and retarding force (at
the retarding speed) to the allowable retarding force.

Exceeding available retarding force

It is possible to select downhill conditions when creating the course that require a retarding force
greater than that available in the lowest gear for a specific hauler. An error message will appear on
the CYCLE TIMES screen after the dump and maneuver times have been entered and FPC starts to
calculate travel times. If the required retarding force exceeds the available for any segment in the
course selected, the following error message will appear:

“Required retarding force exceeds available.

Course: Course name

Fleet: Fleet name”

For Construction and Mining Trucks (and in the future for Articulated Trucks), the user must return to
the Haul Roads input screen and reduce the grade on the specified course to reduce the retarding
force required until it is less than that available.

For Wheel Tractor Scrapers, FPC will ask if a new retarding speed should be manually selected
since the cutting edge can be lowered into the ground and used for retarding on steep downhill
segments. The following message will appear on all hauls or returns that have downhill segments
“Retarding speed limits manually entered for Hauler XXX, etc.”

What happens if one or more haulers selected do not have retarding input?
At this time articulated trucks do not and user added haulers may not have retarding input. If these
haulers are included in an analysis, FPC would prompt the user to manually add retarding speed limits
to the courses involved for these haulers. For Caterpillar Articulated Trucks the user could refer to the
Performance Handbook retarder curves. For user added haulers that don’t have the retarding input
entered, the user would have to refer to retarding charts for that or similar haulers. This is admittedly
the weakest link in the system, but the following message will appear on all hauls or returns that have
downhill segments and on any summaries that include cycle times, production or cost for any of these
courses. The message will read:

“Retarding speed limits manually entered for Hauler XXX, etc.”

This message would alert the view that manually entered retarding speed limits had been entered
and might not be as accurate as that entered by Caterpillar.
The FPC program calculates the Ton-Mile-Per-Hour or the Tonne-Kilometer-Per-Hour (metric
analysis) values for the front and rear tires, given the haulage vehicle, its weights and payload,
and the COURSE conditions over which it is simulated.

Tires generate heat over time in operation, but have limited resistance to heat. Serious problems can
occur when tires are operated at temperatures above their capabilities. The Ton-Mile-Per-Hour (TMPH
or TKPH) formula was developed to predict tire temperature buildup. See the Caterpillar Performance
Handbook (Tires) for an expanded discussion of this subject.

The highest TMPH value calculated on a given COURSE is generally for the front tire, because it
carries on average more of the load (loaded and empty) in a cycle. TMPH is essentially the product
of average load and average speed. It is necessary, when evaluating an application to determine
how much work can be done, to consider the safe range or working capacity of the tires as well.

Earthmoving tires have been assigned TMPH limits by the manufacturers. These ratings depend upon
each tire’s design and they vary according to size and shape. The various manufactures have different
methods for adjusting the published limit of each tire, depending upon site conditions of temperature
and length of haul. The FPC calculations do not make any adjustments for these factors. Again, the
Performance Handbook lists many of these TMPH rating which the user can compare his simulated
values.

TMPH = TKPH x 0.685

Fuel
Fuel consumption for the large off highway trucks are now available
to all users.

FPC version 3.04 release also provides one of the most-requested features
over time, namely fuel calculations for general users. Fuel results will
be in several forms- -course segment, cycle elements, complete cycle, and
volume and rate figures for various levels of efficiency.

Fuel calculations have been secured for several years to a small internal group
at Caterpillar, working primarily on internal projects and mine applications.
Proprietary status has allowed continued refinement of the data and
calculations, as well as a development of a strategy for general release.
Competitive use of FPC fuel results is still a concern. Users still will not have
access to Caterpillar mining truck fuel data in the machine files (CATSTD).

It is thought that the FPC fuel algorithm is the most sophisticated in any
industry general-purpose simulation program. Basic fuel data is from actual
test cell results, also used to program engine ECM's. That data is put in a form
(map) used by FPC to calculate fuel under part load and full load conditions.
Fixed fuel rates for idle, maneuver and dump are also used, so that the FPC
application program can calculate the complete cycle fuel.

Current mining trucks (777D and larger) in the FPC Caterpillar Standard
machine file are the only models set up with fuel data today. The available
models represent current Tier I emissions (T1, or HD, or no suffix for the 797A
and B), unregulated (no suffix, pre-T1), and High Altitude Arrangement (HAA)
engine configurations. Speed-rimpull performance for these configurations is
the same within model. Fuel data may be added to additional models in future
releases.

Theoretical and Realistic Simulation:

Of concern is the use of FPC results by the inexperienced user or without
explanation of the application parameters. FPC starts with 100% theoretical
productivity and fuel calculations, and then derates for application factors and
inefficiencies. If these factors are not properly or practically modeled, then
the program outputs will be unrealistic. This is particularly important today,
when many customers require results at 100%, then later apply their own
deration factors for planning activities, purchasing decisions, as well as for
making short-range operational changes. Remember: productivity level
and fuel consumption are related, and they will jointly reflect whatever
level of efficiency that has been built into the simulation model.

Application data is quite often scarce, with little attention to detail. The
modeling process needs as much relevant information as can be secured.
FPC users may be given only crude haul profiles, no rolling resistance
estimates, no restrictions or speed limits, no quantities to weight results,
minimal segmentation, etc., and are expected to base an FPC analysis on
this limited information alone. Often, mine inputs are optimistic planning
parameters, with unrealistic efficiencies associated.

Additionally, those preparing support agreements and maintenance contracts

(e.g. MARC’s) need realistic application-based fuel results for estimating
engine life. The best source for this information still is accurate customer fuel
consumption records. Without that information, it has to be estimated by
using guidelines, such as provided by the Performance Handbook, or by
simulating. FPC is not particularly good at estimating on-going truck fuel
consumption, because it is not structured to simulate the non-productive time
while engines are running, i.e. traveling from shop or parking locations to pit;
extended idling during breaks, blasts, shift changes; etc. This is where a
good FPC model comes into use, with practical thinking involved.

General Guidelines:
Unless specifically required to provide 100% efficiency results for relative
comparison, the following guidelines are suggested for obtaining more
realistic fuel consumption estimates:

Try to set up as detailed and realistically restrictive courses as possible- -first

and foremost. However, do not try to overly restrict using rolling resistance- -
this uses more fuel. Use speed limits- -curves, switchbacks, intersections,
narrow roads, traffic, etc. If profiles are overly simplistic, apply lower speed
limits to compensate.
Be realistic with operator efficiency - -this can vary, depending on skill levels
and application factors.
Use a bunching factor- - this generates wait time from delay at the loading
unit, as additional trucks are applied to the haulage course.
Be realistic on the average number of passes, swing time, and exchange
time- -most applications exceed 0.85 min exchange, and achieve average
loading results over time.
Be aware that FPC will reduce fuel calculations by fleet availability to put
consumption on a per-scheduled-hour basis, consistent with productivity.
Propulsion Correction

This factor may be used to adjust performance to estimate

how higher or lower engine horsepower may affect cycle time
and productivity for an application. It raises or lowers the
propulsion rimpull values from the machine file without
changing the matching ground speeds.

Most often, this factor will be used to adjust performance for

altitude. Engines are capable of producing rated power to
some altitude (different for each configuration), after which
they continue to lose power with increased elevation. Some
turbocharged engines can operate to 4570m (15,000 ft) before
they require derating to protect engine life.

Engines rely on air and fuel for combustion. At altitude (above

sea level), air density and atmospheric pressure decrease.
Decreasing air density eventually results in less efficient
combustion, higher temperatures, higher brake specific fuel
consumption, and increased risk of engine component failures;
so, power is regulated.

The Caterpillar performance Handbook can serve as a guide

for determining this factor. Site-specific pressure and
temperature values are needed for a more accurate correction.
Consult your local Caterpillar representative for more specific
information.

In some areas, customers choose to use lighter fuels or fuel

blends. Fuel density is the prime determinant, because it
reflects the heating value of the diesel fuel (e.g. BTU/ unit
volume). Lower heating value means lower horsepower. The
best measure from sampling is the API (American Petroleum
Institute) Gravity value. Consult your local Caterpillar
representative for more specific information.

The drop-down box for Propulsion Correction provides for both

altitude and fuel density factors, which are multiplied to obtain
a composite factor to apply to the machine rimpull curve.

Retarding Correction
 This factor may be used to adjust retarding
performance to estimate how higher or lower retarding
horsepower may affect cycle time and productivity for
an application.
It raises or lowers the retarding rimpull values from the
machine file without changing the matching ground
speeds. Most often, this factor will be used to adjust
performance for altitude. At altitude (above sea level),
air density and atmospheric pressure decrease.
Decreasing air density eventually results in less efficient
cooling for the retarding system.
Site-specific altitude, pressure and temperature values
are needed for an accurate correction. Consult your
local Caterpillar representative for more specific
information.

Speed Correction

To complete the corrections provided on the Fleet Input

Screen, Speed Correction has been available for some
time. This factor may be used to adjust both propulsion
and retarding performance to consider different tire
diameters or rolling radii. Unlike the propulsion and
retarding corrections, speed correction does not raise or
lower a rimpull curve, but actually shifts it. Both rimpull
and speed values in each data set will be adjusted by the
factor.

All machine file performance data in FPC was entered with

specific values for the various tire radii considered. As a
baseline, each of these machine files were constructed
with a speed correction factor (SPF) = 1.00. Other tires
can be considered with an appropriate SCF representing
the ratio of its diameter to the baseline tire diameter for the
model.