Introduction To FPC
Introduction To FPC
Introduction To FPC
PRODUCTION AND
COST ANALYSIS
Introduction
Fleet Production and Cost Analysis (FPC) is a software tool which provides
an estimate of hauling fleet productivity and cost
FPC allows users to evaluate multiple loader / hauler fleets as well as haul
road profiles to estimate the production, cost, and time required to complete
the job. From this initial estimate, the user can then evaluate the effects of
changes in production volume or cycle times to drive toward minimizing the
total cost of operation, and/or maximizing production.
For each factor, a 5% change typically translates into the following reductions in Cost per Tonne…
FPC utilizes actual machine performance data, haul road profiles, cycle times,
loader / hauler / crusher capacities as well as equipment and operator costs, to
estimate the production capability and total cost per tonne of material moved.
Hauler Exchange / Loader Fill Factors Payloads Haul Road Speeds Maneuver & Dump
Cycle Times and Cycle Times and Cycle Times Cycle Times
For each study, FPC calculates the theoretical production capability of the fleet.
The following de-rate factors can be modified within FPC to obtain the expected
production capability for the fleet.
Cost
Fleet Match
To achieve maximum productivity, it is critical to
match the loader and hauling fleet capacities.
Fleet Availability
FPC calculates fleet availability based on the quantity and mechanical
availability of the individual loading and hauling units. Fleet availability not
only effects productivity, but also the amount of fuel consumed per scheduled
hour.
NOTE: Fill factors on wheel loaders are affected by bucket penetration, breakout force,
rack back angle, bucket profile and ground engaging tools such as bucket teeth or
bolt-on replaceable cutting edges.
Using the optimum number of passes (4) for the 988H / 775B fleet, and by filling
the bucket to achieve the optimal hauler payload (50 tonnes), production for this
job increased 11% per year.
Under Loading
- Decreased Production
- Higher Cost per Ton
Over Loading
- Can Cause Spillage on Haul Road
- Premature Tire Failure Due to Heat or Cuts
- Excessive Brake and Transmission Wear
- Decreased Frame and Component Life
- Increased Fuel Consumption
• Note: Side boards and tailgates are for load retention and do not increase hauler
capacity. In fact they decrease hauler capacity due to their extra weight.
10-10-20 Rule --- No loads more than 10% over, 10% of the time, and no single
load more then 20% over
A course in FPC
consists of a single
haul route between
the load and dump
areas, as well as a
single return route
from the dump area
back to the load area.
To simplify data entry,
the haul route can be
mirrored to create the
return route.
To aid course creation, GPS coordinates can be imported into FPC, and displayed in
either 2D (plan view) or 3D format.
Each course in FPC consists of a series of individual segments, with each segment
defined with travel distance, rolling resistance, percent grade and speed limit
(if applicable).
• Material
• Rolling Resistance
• Grade
• Speed Limits
• Retarding
• Stops
Material
• The bank material density and total material to be moved are used to
determine the duration of the project
Speed limits can be entered for any segment of the course. FPC uses either the
value of the speed limit, or the calculated speed for that segment, whichever is lower.
FPC ensures:
Retarding
FPC selects the proper retarding curve for each downhill segment based on the
following conditions:
• FPC sums the distance of all downhill segments that are negative
(Grade + RR is negative), then selects the appropriate distance
retarding performance chart
A stop can be entered in FPC between any two haul or return segments.
Typically stops are used to control traffic flow on the haul road,
or to provide time for tires to cool, in the event the TKPH / TMPH
limit has been exceeded.
FPC does not recognize switchbacks or turns as special haul road segments.
Thus it is necessary to enter each as a linear course segment with a speed
limit, approximating the speed around the curve.
FPC assumes the loader is positioned with a full load when the hauler is
maneuvering under it. For the first pass, FPC uses a first bucket dump
time (0.10 minutes or 6 seconds), rather than the full loader cycle time.
• The amount of time that elapses after the last bucket is dumped and then for
that hauler to leave and an empty hauler to be spotted under the loader. FPC
defaults to 0.70 minutes or 42 seconds for Hauler Exchange
• If haulers can be positioned quicker than a loader cycle, then the exchange
time should be the basic cycle time less the first bucket dump time
• In no case can the exchange time be less than the average cycle time less the
first bucket dump time
• Example Calculation:
– 5 Passes to load a truck
– 0.10 Minutes (6 seconds) for First Bucket Dump
– 0.70 Minutes (42 seconds) for Average Loader Cycle Time
– 0.70 Minutes (42 seconds) for Hauler Exchange Time
• De-rated by:
– Fleet Availability
– Bucket Fill Factor
– Operator Efficiency
In bidding for the waste removal contract, the contractor must determine how many
trucks and loaders are required to meet the production target and the cost of
production. The contractor is also unsure whether to continue with the same
equipment or upgrade to larger equipment.
In this workshop we will configure the required FPC components so this analysis can
be undertaken.
Haulers Haulers
6 x 777D’s 789C’s
Availability = 85% Availability = 90%
Hourly Cost = $80 per hour Hourly Cost = $135 per hour
TKPH Rating = 480 TKPH Rating = 848
Loader Loader
2 x 992G’s 994F HL
Bucket Type = 11.47m3 spade bucket Bucket Type = 17.2m3 rock bucket
Fill Factor = 95% Fill Factor = 95%
Availability = 85% Availability = 90%
Hourly Cost = $171 per hour Hourly Cost = $228 per hour