ASA/RAC Application Guide

Assessing Haul Road Condition using Application Severity

Analysis (ASA) and Road Analysis Control (RAC)
Version 10 6 November 2003

Contents
Contents .............................................................................................................................. 1
Introduction......................................................................................................................... 2
Suspension Cylinder Maintenance...................................................................................... 2
Management Limits ............................................................................................................ 3
Mine Severity Index............................................................................................................ 3
Payload Index................................................................................................................ 4
Haul Road Condition Index........................................................................................... 5
Definition of ASA Composite Pressure Parameters ........................................................... 6
Guidelines for collecting representative haul road cycle data ............................................ 7
Importing real-time TPMS and VIMS datalogger files into ASA...................................... 8
Real-time TPMS files collected in TPMS, or TPMpc .................................................. 8
VIMS Data Logger files................................................................................................ 8
Exporting Data Logger files using VIMSpc ................................................................. 8
Importing VIMSpc files into the ASA program............................................................ 9
Interpretation of suspension cylinder pressure traces ....................................................... 10
Interpretation of PITCH data....................................................................................... 10
Using the RAC FELA index with the Mine Severity index ............................................. 10
Generating a Haul Road Condition Index from Road Analysis Control (RAC) FELA
values........................................................................................................................... 11
Benefits of using RAC to generate a Haul Road Condition Index.............................. 12
Limitations of using RAC to generate a Haul Road Condition Index ........................ 12
Recommendations for implementing RAC at your site .............................................. 12
RAC Reporting Suggestions ....................................................................................... 12
Suggested Customer Process Activities........................................................... 12
Suggested Customer Short Term Reporting .................................................... 13
Suggested Customer Long Term Reporting .................................................... 13
Acknowledgements........................................................................................................... 14
Document Change Chronology......................................................................................... 14
NOTE: This document should be used in conjunction with the ASA User & Application Manual located in the
Guides/Tools section of the Caterpillar Knowledge Network Community: “Mining Project Manager’s Toolkit”.
For Cat/Dealer staff with Corporate Web Security logon, visit:

https://kn.cat.com/cat.cfm?id=6232

ASA/RAC Application Guide 1 Version 10, 6 November 2003

Introduction
This document builds upon data collected from ‘real-time’ TPMS, or 'data logger' VIMS
files that have been analysed using the Application Severity Analysis (ASA) software
program. It allows a quantitative assessment of haul road condition, which can be used to
develop improvement strategies, and to trend the affect of past actions and programs.
Once data has been graphed using the ASA program, plots can be reviewed to determine
whether individual, and/or composite strut pressures are exceeding ‘Management Limits’.
It is then possible to rate the severity of the haul cycle using a ’Haul Road Condition
Index’.
This index is then combined with an assessment of Payload data, to establish a ‘Mine
Severity Index’. Once an initial ‘index’ has been determined, continued regular analysis
of haul road condition and Payload history can be scheduled to help identify areas in need
of attention, and to maintain these improvements.
Release of VIMS Supervisor has significantly improved a Project Manager‘s ability to
analyse Payload data from a fleet of trucks, using the Fleet Payload Summary and
Payload Management options. Conformity with CAT’s 10/10/20 Payload policy can
quickly be determined.
We note that ASA is increasingly being used in a MARC contract “governance” role with
MARC contract rates conditional on Mine Severity Index ratings for Payload and Haul
Road Condition indices. While this move is commendable and a logical extension of the
ASA theory it should be remembered that the program was initially intended as a tool to
help identify and address haul road design and maintenance issues in a constructive
dealer/customer relationship rather than a punitive process.
As a result of the push towards better management of MARC contracts we are
increasingly being asked to quantify Mine Severity ratings against expected increases
(and decreases) in contract costs. At present we are unable to offer anything more than
general comment, as field data to relate these two factors is unavailable. We welcome any
data from sites that are in a position to correlate longer term operating costs against haul
road conditions.

Suspension Cylinder Maintenance

As VIMS Payload, ASA and RAC become more important to the management &
administration of mine operations and any MARC contract, correct suspension cylinder
charge condition and maintenance becomes critical. Work is continuing to develop the
more reliable strut charging procedure (jack up truck and fully extend struts) recently
published for the 793 for all OHT. Until this occurs we recommend that increasing
attention be paid to achieving correct oil and nitrogen charge following published
guidelines. Recent visits to several sites within the CGM AP territory have shown a wide
variety of interpretation of existing published charging methods, many of which are
resulting in poor Payload accuracy and by extension, questionable ASA and RAC values.
We recommend that all suspension cylinders be completely discharged, then recharged
with oil, then nitrogen at least once every 12 months or 6000 hours.
We also recommend that the condition of the grease relief fitting in front struts is
assessed regularly to ensure it is not becoming blocked, as grease can be forced into the
oil/nitrogen space if it blocks. There should be small amounts of grease present at the
fittings in normal operation.

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Management Limits
For some time Caterpillar, with the help of our dealers, input from Decatur CMT and
several other Caterpillar subsidiaries have been collecting strut pressure data from
various mine operations and comparing ASA graphical information with known product
performance, component life and actual observations of haul road conditions.
Analysis of this data suggests that a direct relationship exists between RACKING of the
machine frame over time and damage to the frame and other machine components; final
drive & wheel bearing components, tyres & rims, steering ball studs, ‘A’ frame bearings,
etc.
It was also concluded that other factors such as PITCH and BIAS (as a result of poor
loading techniques and due to cornering at speed without adequate super-elevation) and
the rate of change of strut pressures adversely affects the service life obtained from these
components.
From this data the following table of ‘Management Limits’ was established. It is intended
to promote objective and consistent assessment of haul road conditions and to counter the
level of subjectivity that exists when haul roads are reviewed.
Values included in the table for models 785 to 793 are the result of considerable
experience, but we recommend values for trucks smaller than 777 and the 797 be
evaluated and applied carefully. CAT Global Mining welcome comment on the validity
of sub-777 and recently developed parameter values and Management Limits for the 797
truck.
777 and
Parameter smaller 785 789/793 797
OHT
RACKING & Machine BIAS (+/-) 6,000 8,000 8,500 12,500
Payload BIAS (+/-) 3,000 3,000 4,000 5,500
Max. variation in 2 sec interval 5,500 7,000 8,000 12,000
Maximum Strut Pressure 12,000 14,000 14,000 22,700
[All pressures in kPa. Parameter definitions are given on page 6]

Mine Severity Index

The concept of a Mine Severity Index acknowledges the fact that machine application
severity is related to both haul road condition, and machine payload. Previously, both
parameters have been rated on a scale from 1 to 10, then multiplied together to generate a
Mine Severity Index (MSI). To avoid confusion when reporting the Mine Severity
Index (eg. when entering values into SIMS), the Payload Rating scale has been changed
to a range of alpha values, A to J.
It is the intent of the analysis to establish a baseline index of the current haul cycle, then
to reassess conditions at regular intervals to identify, and rectify areas of the haul road
causing significant machine stresses. Feedback of this data to a customer’s Mine
Planning and Haul Road Maintenance departments has proven to be a constructive way
of improving both haul road condition, Payload management, and also in:
ƒReducing operating costs through extending component life (for customers and sites
under dealer MARC contracts).
ƒImproving productivity (through increased average road speed and reduced cycle
times).

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ƒReduced fuel consumption through reduced rolling resistance.
ƒImproving operator comfort and safety (through reduced effort and the onset of
fatigue).
ƒProving the value to the customer of the Caterpillar / Dealer value chain.
In order to remain within design and Gross Vehicle Weight parameters, Payload Index
should not exceed a Rating of C. Haul Road Condition Index should not exceed a
Rating of 5. This means that the highest acceptable Mine Severity Index is C5, being
the product of these two Rating numbers.
It must be remembered however that it is unacceptable for either parameter to be
outside the Acceptable range, even if the other is acceptable.
This may be represented graphically, as shown below:
MINE SEVERITY INDEX RATING TABLE

 J
I
H
PAYLOAD INDEXÖ

G UNACCEPTABLE
F RANGE
E
D
C X
B ACCEPTABLE
A
RANGE
1 2 3 4 5 6 7 8 9 10
HAUL ROAD CONDITION INDEX Ö

Using this graphical method has proven to be a very useful way to illustrate current
Payload management and Haulroad conditions to mine management. Using green in the
‘Acceptable Range’ area, red in the ‘Unacceptable Range’ and placing a yellow ‘X’ to
show the current site conditions allows easy identification of a conforming or non-
conforming situation.
In the example above, a Mine Severity Index Rating of C6 has been added. This shows
that Payload is being managed within Caterpillar’s 10/10/20 Payload Rule, but Haulroad
conditions are in need of attention to bring the Haul Road Condition Index back into the
acceptable range.

Payload Index
Payload Monitor Summary data (through either TPMS or VIMS) can be assigned an
index value. The index is based on Caterpillar's 10/10/20 Payload Rule, which states:

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"The mean of the Payload distribution shall not be more than the Rated/Target Payload;
no more than 10% of loads may exceed 1.1 times Rated/Target Payload, and no single
load shall exceed 1.2 times Rated/Target Payload."
Payload Index Ratings:
Rating A: ; 100% of loads less than 110% of Rated Payload.
Rating B: ; 95% of loads less than 110% of Rated Payload, and none exceeding 120%. 
Rating C: ; 90% of loads less than 110% of Rated Payload and none exceeding 120%. 
Rating D: : 85% of loads less than 110% of Rated Payload and none exceeding 120%. 
Rating E: : 80% of loads less than 110% of Rated and/or up to 2% of loads exceeding 120%.
Rating F: : 75% of loads less than 110% of Rated and/or up to 5% of loads exceeding 120%.
Rating G: : 70% of loads less than 110% of Rated and/or up to 10% of loads exceeding 120%.
Rating H: : 65% of loads less than 110% of Rated and/or up to 15% of loads exceeding 120%.
Rating I: : 60% of loads less than 110% of Rated and/or up to 20% of loads exceeding 120%.
Rating J: : 55% of loads less than 110% of Rated and/or 20+ % of loads exceeding 120%.

Note: The payload sample period should correspond to the ASA sample period. For example, if
ASAs are conducted weekly, then use the previous week payload data. If the ASAs are
conducted monthly, then use the previous month payload data.

Note: Statistically, 120% of the target payload has proven in the field to be 3V. At 3V, the area
under the normal distribution curve is 99.731%. There may also be minor variations in the
VIMS payload accuracy of individual loads due to load placement and underfoot conditions.
Considering these two factors, NO MORE THAN 0.2% of the payloads in a given period may
exceed 120% and still be considered “none”.

Haul Road Condition Index

Once suspension cylinder pressure data has been assessed using the limits listed below, a
Haul Road Condition Index can be assigned to ‘rate’ the condition of the haul road. The
index uses data from the ‘Composite pressures’ graph of an ASA analysis, and looks at
peak values, or spikes in Machine RACK and Machine BIAS pressure traces.
From the Management Limits discussed earlier, Machine RACK and Machine BIAS
have been assigned values of:
ƒr 12 500 kPa for 797 trucks
ƒr 8 500 kPa for 789 and 793 trucks
ƒr 8 000 kPa for 785 trucks
ƒr 6 000 kPa for 777 and smaller OHT models
Note: Management Limits for Machine BIAS differ from the Payload BIAS limit
contained in the table on Page One because the value in the table is used to assess
Payload BIAS on a stationary machine during the loading phase. The Management
Limits shown above are used in assessing dynamic machine loading situations, as
measured using ‘real time’ TPMS or VIMS Data Logger data taken during the
‘Travelling Loaded’, and ‘Travelling Empty’ cycles.
In addition to the Management Limits defined above, two Significant Pressure criteria
have also been defined for use in developing a Haul Road Condition Index. These values
are:

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ƒr 16 500 and 20 000 kPa for 797 trucks
ƒr 12 000 and 16 000 kPa for 785, 789 and 793 trucks
ƒr 10 000 and 14 000 kPa for 777 and smaller OHT models
By assigning Management Limit values to pressure graphs during plotting and printing,
assessment of data in the graphs is greatly enhanced. It is important to note that the
numbers used to rate a particular haul road cycle are not absolute numbers, but are
intended to establish criteria that help indicate a good, average, or poor haul road. They
have been developed by comparing practical field data with historical component life
data on many mine sites around the world.
Haul Road Condition Index Ratings:
Rating 1: ; No areas of RACK or BIAS outside Management Limits (ML’s).
Rating 2: ; One to Three spikes (RACK/BIAS) outside ML’s but none exceeding r12 000
kPa.
Rating 3: ; One to Three spikes outside ML’s with one spike exceeding r12 000 kPa but not
exceeding r16 000 kPa.
Rating 4: ; Four to Six spikes outside ML’s with one spike exceeding r12 000 kPa but none
exceeding r16 000 kPa.
Rating 5: ; Four to Six spikes outside ML’s with Two to Three spikes exceeding r12 000
kPa but none exceeding r16 000 kPa.
Rating 6: : Seven to Ten spikes outside ML’s with Four to Six spikes exceeding r12 000
kPa but none exceeding r16 000 kPa.
Rating 7: : More than Ten spikes outside ML’s with Seven to Ten spikes exceeding r12 000
kPa but none exceeding r16 000 kPa.
Rating 8: : Significant numbers of spikes outside ML’s with Seven to Ten spikes exceeding
r12 000 kPa and/or One to Three spikes exceeding r16 000 kPa.
Rating 9: : Significant numbers of spikes exceeding r12 000 kPa and /or Four to Six spikes
exceeding r16 000 kPa.
Rating 10:: Significant numbers of spikes exceeding r12 000 kPa and/or greater than Six
spikes exceeding r16 000 kPa.
Note:
For 797 trucks substitute r16 500 / r20 000 kPa for the r12 000 / r16 000 kPa limits in index above.
For 777 and smaller trucks, substitute r10 000 / r14 000 kPa for the r12 000 / r16 000 kPa limits.

Definition of ASA Composite Pressure Parameters

ƒMachine RACKING - The difference between strut pressures diagonally across the
centre of the truck; i.e. (LF + RR) - (RF + LR) which tend to ‘twist’ the frame, and
highly load machine components.
ƒBIAS - The plot shows whether placement of the load is central or to one side of the
truck during the loading cycle (Payload BIAS). It also shows whether significant
‘dynamic’ loading is occurring as the machine negotiates cross-slopes, or corners at
speed where super-elevation is not sufficient; called ‘Machine BIAS’. Both Payload
BIAS and Machine BIAS are defined as the difference in strut pressures between the
totals down each side of the truck; i.e. (LF + LR) - (RF + RR)

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ƒMachine PITCH - The difference between the totals of strut pressures of both front
wheels and both rear wheels; i.e. (LF + RF) - (LR + RR). By design, axle loading
should generate rear strut pressures equal to approximately double front strut
pressures.
ƒVariations in 2 second interval - Frame twisting can be more severe than the overall
value indicates if the rate of change is fast. Twisting over a longer time span will
cause less distress than a quick reaction.
ƒMin. strut pressure - Values as low as 1800 kPa are cause for concern as this is the
approximate charging pressure of the suspension cylinder. A low pressure may
indicate that the cylinder piston could be contacting the head.
ƒAxle split – Is designed to generate a distribution approximating 33% front axle, 66%
rear axle. Strut pressures in the table approximate this condition. Consistent operation
outside this design level will cause a corresponding reduction to the life of the
components listed previously.

Guidelines for collecting representative haul road cycle

data
ƒEnsure the truck you chose to collect the sample data has correct suspension cylinder
oil and nitrogen charge, and is considered to be performing normally (i.e.. power,
ride, shift points, etc.)
ƒWhen taking real-time TPMS data, be sure to set the Real Time Log Delay to one (1)
second intervals. The ASA program will not accept data if taken at other time
intervals.
ƒBe sure the cycle you are recording is truly representative of a typical haul. To ensure
this, observe several load cycles before collecting data, and ride with the operator a
time or two.
ƒWhen satisfied you have a ‘feel’ for the cycle, set the recorder (TPMS or VIMS Data
Logger) running as the truck waits in the queue about to drive under the loader, then,
once loaded, follow along behind in a light vehicle to observe that the truck:
o has a typical payload, both in tonnage and load position (i.e. no significant
BIAS)
o is not obstructed by a grader, or another machine stopped on the haul road
o is operated as normal, and is not ‘babied’ just because you are watching
ƒDrive the complete haul cycle in a light vehicle and record ‘features’ that may
influence the cycle, and their distance from the loading zero point; features such as:
o the beginning and end of the Loading and Dump zones
o the location of all significant corners
o the beginning and end of haul road grade changes
o any speed restriction zones or Stop / Give Way signs
o any road sections with one-way traffic restrictions
o any significant humps, gutters, wash-aways, or rough road sections

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If these parameters are followed, the data you record and analyse will be truly
representative of the site conditions the machines are experiencing, and importantly,
customer credibility will be established, and maintained.

Importing real-time TPMS and VIMS datalogger files

into ASA
Firstly, review the ASA Users Manual.pdf file. Section 1, in Chapter 2, ‘Program
Overview’ is entitled ‘Import Data’, and very briefly covers the topic of importing real-
time TPMS and VIMS Data Logger files into the ASA program. The following
discussion should help ensure that files are selected, then imported successfully for
graphical analysis.
It is important to note that the program may experience difficulties in importing data from
TPMS and VIMS if the date format specified in Windows Settings, Regional Settings is
not as follows:
ƒShort date style must be: dd/MM/yyyy
ƒLong date style must be: dddd, d MMMM yyyy
Access START, Settings, Control Panel, Regional Settings, Date to check and/or change
these parameters before importing files into the ASA program.

Real-time TPMS files collected in TPMS, or TPMpc

Real-time TPMS data will typically sit in the TPMS data file (I call mine C:\TPMfiles) in
the form, e.g.: R1234567.prn where 123 is the truck id, 45 is the month, and 67 is the day
the data was collected. If this is the case, ASA will readily accept this file if you look for
it.
Use Chapter 3, Sections 3.1, 3.2 & 3.3 in the ASA.pdf Users Manual to open ASA, create
a New File Name, and select the drive and directory where TPMS data resides
(C:\TPMfiles). By choosing ‘TPMS’ in the ‘Display Files’ location, all Rxxxxxxx.prn
files will be displayed, and can be selected and dragged into the ‘Files Chosen for Import’
box. Hit ‘Import Files’ and all files in the 'Files Chosen for Import’ box will be available
for graphing; see Chapter 4.

VIMS Data Logger files

In previous versions of this document, we described procedures to export VIMS Data
logger data using both the VIMSpc 2.4X, and VIMSpc99 program. Due to the errors
generated because of Y2k considerations, we expect all VIMS users to now be using
VIMSpc2001 or later, so have dropped 2.4X and VIMSpc99 data export methods.
Changes made to enhance the graphics in Version 2.0.3 of VIMSpc99 allowed the export
of a maximum of only 12 parameters. As ASA needs 15 parameters for full function, it
was necessary to utilise the Data Export facility incorporated in VIMS Supervisor.
VIMSpc2001 and later now allow all the parameters needed by ASA to be exported
directly from VIMSpc.

Exporting Data Logger files using VIMSpc

Open VIMSpc and select ‘Report, Maintenance, Data Logger’. Select the machine and
DataLogger file you wish to export, then OK. Set the Type of Report to ‘Graphical’ and
the Output button to ‘Export Data’, then ‘File’. You will now need to assign an address

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for the file to be sent to, and a file name. Typically I use C:\VIMSDATA, and a file name
that logically describes the file being exported. Now hit ‘Save’.
In the Graph #1 parameter group select the following parameters, holding down the
CONTROL key between each selection. The parameters required are:
Actual Gear Eng Fuel Rate Eng Speed
Ground Speed Lt F Brk Temp Lt F Susp Cyl*
Lt R Brk Temp Lt R Susp Cyl* Payload
Payload Status Retarder Rt F Brk Temp
Rt F Susp Cyl* Rt R Brk Temp Rt R Susp Cyl*
Once you have selected the group, save it in 'Parameter Groups' by hitting the 'Save'
button and typing in a suitable name; i.e. ASAexport.
NOTE: For the 797 truck, Suspension Cylinder Pressure parameters are displayed in the format:
'Susp Cyl LTF', 'Susp Cyl LTR', 'Susp Cyl RTF', 'Susp Cyl RTR'.
Now hit ‘Generate’ and begin to convert files into the ASCII format required for ASA.
Generation of the export file may take several minutes, depending on the speed of your
PC.

Importing VIMSpc files into the ASA program

Once data has been successfully exported from VIMSpc, start the ASA program, specify
a New File Name, then access the exported file(s) by setting the Data Directory path to
where you filed the file(s) (i.e.. in this case: C:\ASADATA). You will need to set the
‘Display Files’ button to ‘TPMS’, or ‘VIMS 99’ so the program looks for the right files.
Use 'VIMS 99' for all VIMSpc file exports.
Select the file(s) you have created and double click to move it (them) into the ‘Files
Chosen for Import’ box. Then hit the ‘Import Files’ button to import the file(s).
It is recommended that you consider importing a group of files into ASA under the same
File Name if this is appropriate (perhaps data from the same day, or same machine over
several different days), as it allows easier graphing of multiple Data Logger runs.
VIMSpc files do not automatically bring across the Data Logger file’s Machine Model,
Serial Number or Machine ID into ASA so these must be entered to appear in the graphs.
The ‘Processing Files’ progress bar will move as each file is imported. Once done, you
can select the ‘Graphs’ tab, select the file you wish to work with, and the graphs you wish
to develop. (see Chapter 4 of the .pdf Users Manual for further details).
Note: To analyse 797 data, ASA version 1.4 May 2001 or later must be used. For all
other OHT models, version 1.3 will provide satisfactory results.
We recommend however that users and customers strive to use the most recent software
versions (VIMSpc2003 or later, ASA V1.4) and to load the most recent machine
configuration files available, as problems can occur if older files, programs and
configuration files are used. There will also be limited support of older software.
Updated files also include additional features and capabilities that enhance the data
collection and data management process.

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Interpretation of suspension cylinder pressure traces
To assist in ensuring consistency in the interpretation of ASA data, the following rules
have been established:
Double Peaks
It is quite common for an undesirable haulroad feature to result in a high pressure reading
(spike) that peaks, diminishes and then peaks again within a short distance. Whether this
“double peak” should be counted as one, or two spikes has been open to interpretation.
Rule: Where a pressure spike peaks above a significant pressure value (be it the
Management Limit, or the two higher critical assessment values) then drops only to peak
again, the peak shall be counted as a single spike unless the value reduces below the
Management Limit before rising.
For example: a 793C (Management Limit is r8 500 kPa, with critical pressure values of
r12 000 and r16 000 kPa) that spikes above r12 000 kPa, drops below r8 500 kPa then
peaks again above r12 000 kPa shall be counted as two spikes for rating in the Haulroad
Condition Index. If the peak stays above r8 500 kPa the peak shall be counted as a single
spike.
RACK and BIAS spikes for the one haulroad feature
It is also quite common for an undesirable haulroad feature to result in a high pressure
reading (spike) which shows up as both a high RACK and high BIAS spike.
Rule: Where these spikes both exceed Management Limits or the two critical pressure
values, they shall be counted as two spikes for rating in the Haulroad Condition Index.
Interpretation of PITCH data
We occasionally see where PITCH data is being interpreted as an undesirable haulroad
feature, yet typically this is a result of a positive or negative slope on the haulroad. Due to
the formula used to determine PITCH readings, no allowance is made for the fact that the
rear of a truck carries about twice the weight as the front. This explains why the PITCH
trace in Composite Strut Pressure charts is a negative number and often runs below the
Management Limit for the machine.
Rule: Unless severe forward to rear PITCHING is common on your site we recommend
that the PITCH trace be used as confirmation of where the truck is on the haulroad rather
than a reportable parameter.

Using the RAC FELA index with the Mine Severity

index
The RAC module calculates a Fatigue Equivalent Load Analysis index for the loaded
portion of each cycle. This figure is placed into the Trend files in VIMS. The Haul Road
Management Benchmark Graph (below) was developed from field test data and site
maintenance records. It has clearly shown the relationship between increasing FELA and
increased truck frame maintenance requirements.
Published figures from Caterpillar regarding acceptable or unacceptable FELA Rack
values are found in RENR2635 under “Measurement Accuracy” under the discussion for
Second Gear Weighing. This paragraph says:
“There are conditions that could affect the accuracy of the VIMS truck payload system
during the second gear weighing process. The conditions are listed below:

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ƒThe haul road is in need of repair. This is indicated by FELA values for the Road
Analysis Control (RAC) of 1600 or greater”.

Plotting this figure on the Haul Road Management Benchmark Graph indicates a frame
repair interval of around 10,000hr if 1600 FELA Rack can be achieved. From this graph,
and from CGM observations at other sites, FELA Rack values below 1600 (in some
places down to 800 FELA) are certainly achievable, along with a corresponding decrease
in frame repair maintenance.
With this in mind, the following table has been developed to allow those sites using RAC
to apply similar reporting techniques to those using ASA.

Haul Road FELA Rack Scale*

Condition Index
1 < 800
2 t 800 but < 1000
3 t 1000 but < 1200
4 t 1200 but < 1400
5 t 1400 but < 1600
6 t 1600 but < 1800
7 t 1800 but < 2000
8 t 2000 but < 2300
9 t 2300 but < 2600
10 t 2600
* use the following procedure to determine an appropriate FELA value

Generating a Haul Road Condition Index from Road Analysis

Control (RAC) FELA values
The following process should be used to generate an Haul Road Condition Index value
from RAC:
1. Using VIMSpc, select a RAC-equipped truck
2. Create a summary Trend Report using the previous 3 months rolling Cycle Rack
FELA data

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3. Record the average Cycle Rack FELA value.
4. Compare to the table above.
5. Plot as usual on a Mine Severity Index Rating Table.

Benefits of using RAC to generate a Haul Road Condition

Index
The primary benefit of RAC is its ability to monitor all haul road conditions while in the
loaded phases at all times, rather than the “snapshot” ASAs are sometimes accused of.
This includes loading under the shovel as well as when travelling or stopped loaded.
In addition, operators are given a visual and audible warning by VIMS when the truck
travels over a poor section of haul road, so customers who empower their operators to
avoid the area, or call for haul road maintenance crews will have the benefit of “real-
time” haul road condition monitoring.

Limitations of using RAC to generate a Haul Road Condition

Index
One of the benefits of the ASA process is the person generating the ASA actually drives
over the roads and can gain a clear understanding of the physical defects in the haul road
that generate spikes exceeding the management limits. These are then clearly reported
which assists the customer in directing haul road maintenance crews.
Unless the site is equipped with a full telemetry system to locate the truck when a RAC
event occurs, OR, operators immediate alert the road crew of the location of events, this
ability is lost. Customers must then use their own ability to determine the location of
road defects, or ride with operators to watch for RAC events.

Recommendations for implementing RAC at your site

In order to successfully implement RAC at your customer’s site, the customer’s
maintenance and production staff must clearly identify a link between Rack, Pitch and
Bias events and the typical road defects that cause them (eg; potholes, ditches, soft areas
with high rolling resistance, off camber corners, rough pit floors and dumps).
In this respect, ASA, while having its own limitations and being more time consuming to
generate, allows onsite dealer staff to train the customer’s staff to recognise road defects
and understand their effects on haul truck operation. By using video, photos and written
reports and presentations, the link between haul road defects and spikes exceeding the
management limits can be clearly demonstrated.
Once the customer’s staff make this connection, RAC allows the site to monitor these
conditions in real time, and, if the customer is prepared to implement processes to
improve the roads, will provide higher value monitoring at lower labour effort by the on-
site Cat dealer staff.

RAC Reporting Suggestions

The following points may provide some ideas for discussing RAC data with customers.

Suggested Customer Process Activities

ƒOperator avoids hazard or decreases speed in warning areas

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ƒOperator alerts road crew or supervision to areas in need of maintenance (or
dispatchers alerted automatically via telemetry)
ƒDevelop trend record of Max. RACK and Max. PITCH per shift
ƒDirect road crew to areas in need of corrective action, not just grading the ramps!
ƒMeasure effectiveness of repair by comparing next shift trends with previous shift
Trends
ƒTrend over, say, 2 month rolling period to determine performance and improvements

Suggested Customer Short Term Reporting

Simple overview reports such as that shown below can give your customer a short term
picture of site conditions. Tyre Management personnel often have tyre cost/hour data at
hand which is useful to add to reports outlining haul road condition.
Using VIMS Supervisor or VIMSpc, collect basic information from the period such as
RAC event counts, fuel usage, cycle time and average payload. These are all factors that
impact, or are impacted by, haul road condition.
Refer to the example report below.

Example: Week to week reporting

Using data from VIMSpc or VIMS Supervisor, create a simple
overview report (no satellite solutions required!)
Compare to results from last week – did we improve?

Period 5/02/2003 to 12/02/2003 Truck: DT123

RACK PITCH BIAS
Number of Events in Period: 2 6 15
Average FELA during Period: 735 1034

Average Payload/cycle for Period: 187.5 tonnes

Average Fuel used/cycle for Period: 60.22 litres
Average Cycle Time for Period: 25:20
Tyre Cost/Hour for Period: $14
Tyres lost to road hazards: 1

Suggested Customer Long Term Reporting

Over a longer term, FELA trends can be used to illustrate whether conditions are
generally improving. VIMS Supervisor trend plots using 10 sample averages is a quick
and easy way to provide your customer with a picture of long term haul road conditions.
Refer to the example plot below.

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 Use VIMSpc2001 (Trend - Summary)
RACK FELA in blue to get average FELA’s for the period
PITCH FELA in red

Acknowledgements
This document should be used in conjunction with the Application Severity Analysis
Program and Users Guide, and the document “Assessing the effects of a mine profile on
the performance of Off-Highway Trucks”, by Denis Mills.
Assistance is gratefully acknowledged from Denis Mills, Keith Williams, John Saban,
Jason Price and Geoff Perich for their work in developing the Management Limits, and
creating useable information from vast piles of VIMS dataloggers, and real-time TPMS
data.

Document Change Chronology

Version 2 - 14 October 1999
Version 3 - 26 April 2000
Version 4 - 19 January 2001
Version 5 - 20 June 2001
Index)
Version 6 - 19 November 2001
Version 7 - 26 April 2002
Version 8 - 16 October 2002
Version 9 – 28 March 2003
Version 9b – 25 June 2003
Version 10 – 6 November 2003
(expanded to include the introduction of VIMSpc99)
(improved explanation of Management Limits)
(expanded Management Limits into smaller OHT models)
(corrected 10/10/20 policy, clarity of Mine Severity Index limit)
(Mine Severity Index changed to include alpha characters in Payload
(Data export procedures changed to delete VIMS 2.4X references and
include data export from pre & post V2.0.3 versions of VIMSpc99)
(expanded Management Limits, and export procedures for 797 truck)
(modified to include the introduction of VIMSpc2001 & VIMS
Supervisor, and to clarify 10/10/20 Payload Rule range definitions)
(modified to include exporting from VIMSpc2001)
(modified to correct export parameter detail [need Engine Speed, not
Engine Load] and to include release of VIMSpc2002)
(modified to include revised Haul Road Condition Index Rating
criteria, inclusion of data collected using TPMpc and notes covering
use of ASA in MARC management, Significant Pressure criteria and
clarification of Composite Strut Pressure trace interpretation)
(modified to correct 797 pressure value typo in Haulroad Condition
Index note)
(modified to include the use of RAC FELA data)

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For comments, questions or errors, please contact:

Jim Davey Matt McLeod

Equipment Management Equipment Management
CAT Global Mining Asia Pacific CAT Global Mining Asia Pacific
jdavey@cat.com mmcleod@cat.com

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