Operation and Maintenance Manual Electrical Part: Drwg. No. 4 565 030

TKIS DRWG. NO. 4 565 030 Rev.
01
TKIS ORDER NO. N-033 00124 Issue 03. 08. 2017 Page 1/65
OPERATION AND MAINTENANCE MANUAL

ELECTRICAL PART
Drwg. No. 4 565 030
N-033-00124
AQABA / JORDAN
SHIPLOADER X8406 / X8408

TKIS DRWG. NO. 4 565 030 Rev.01
TABLE OF CONTENTS
1 General description of the system ............................................................................................ 4

1.1 Appertaining documentation .............................................................................................. 5
1.2 Abbreviations used............................................................................................................. 5
1.3 Use of words with the same meaning ................................................................................ 5
2 Electrical equipment ................................................................................................................. 6
2.1 Medium voltage components ............................................................................................. 7
2.2 Low voltage switchgear and switch cabinet ........................................................................ 7
2.3 Control cabin ...................................................................................................................... 8
2.3.1 Control desk ................................................................................................................ 9
2.4 Radio remote control ........................................................................................................ 10
2.5 Local control stations ....................................................................................................... 12
2.6 Camera system ................................................................................................................ 12
3 Safety ..................................................................................................................................... 12
3.1 Safety instructions............................................................................................................ 12
3.2 Safety devices.................................................................................................................. 13
3.2.1 Emergency-off buttons .............................................................................................. 14
3.2.2 Locking switches ....................................................................................................... 15
3.2.3 Pull cord switches ...................................................................................................... 16
3.2.4 Warning devices ........................................................................................................ 16
3.2.5 Emergency limit switches .......................................................................................... 17
3.2.6 Anemometer .............................................................................................................. 17
3.2.7 Overload protection of the cascade chute.................................................................. 18
3.2.8 Overload protection of the hoisting winch .................................................................. 18
3.2.9 Protection against collision with the 2nd shiploader .................................................... 19
3.2.10 Overspeed of the hoisting winch............................................................................. 19
3.2.11 Monitoring of the slow speed before reaching the operational end ......................... 20
4 Operating modes .................................................................................................................... 20
4.1 Manual operation ............................................................................................................. 20
4.2 Local operation ................................................................................................................ 20
5 Position detection ................................................................................................................... 22
5.1 Working range of the travel gear...................................................................................... 22
5.2 Working range of the shuttle ............................................................................................ 24
5.3 Working range of the hoisting winch ................................................................................ 26
5.4 Off-track correction .......................................................................................................... 27
5.4.1 Case 1 forward: ......................................................................................................... 27
5.4.2 Case 2 forward: ......................................................................................................... 28
5.4.3 Case 1 backward: ...................................................................................................... 28
5.4.4 Case 2 backward: ...................................................................................................... 28
5.4.5 Straight run ................................................................................................................ 28
6 Operation of the shiploader .................................................................................................... 30
6.1 Selection of a control station ............................................................................................ 30
6.2 Switching on the shiploader ............................................................................................. 30
6.3 Switching off the shiploader ............................................................................................. 30
6.4 Operating the master switches ......................................................................................... 31
6.5 Setting the fast travelling speed ....................................................................................... 31
6.6 Loading route ................................................................................................................... 31
6.6.1 Switching on and off the loading route ....................................................................... 32
6.6.2 Hatch change ............................................................................................................ 32
6.6.3 Emergency Hatch Change......................................................................................... 34
7 General description of the operator panel ( OP ) .................................................................... 35
7.1 Start screen ..................................................................................................................... 36
7.2 ‚Overview‘ screen ............................................................................................................. 41

7.3 The screens of the individual drives ................................................................................. 42
7.3.1 Boom conveyor and tripper car .................................................................................. 43
7.3.2 Boom hoisting winch .................................................................................................. 44
7.3.3 Cabin adjustment....................................................................................................... 45
7.3.4 Cable reel .................................................................................................................. 46
7.3.5 Cascade chute........................................................................................................... 47
7.3.6 Filters and Compressor ............................................................................................. 48
7.3.7 Lubrication pumps ..................................................................................................... 49
7.3.8 Rail clamps ................................................................................................................ 50
7.3.9 Shuttle ....................................................................................................................... 51
7.3.10 Travel drive ............................................................................................................ 52
7.4 Other screens .................................................................................................................. 53
7.4.1 Electrical data ............................................................................................................ 53
7.4.2 Operating hours ......................................................................................................... 54
7.4.3 Network ..................................................................................................................... 55
7.4.4 Settings ..................................................................................................................... 56
7.4.5 Service ...................................................................................................................... 57
7.4.6 Synchronisation of the encoders................................................................................ 58
7.4.7 User ........................................................................................................................... 60
7.4.8 Communication with the central control ..................................................................... 61
7.5 Fault message system ..................................................................................................... 61
7.5.1 Alarm list.................................................................................................................... 62
8 Maintenance instructions ........................................................................................................ 64
1 General description of the system

The shiploader has been designed for loading different fertilizers into ships. Its maximum loading
capacity is 2100 t/h with the average capacity amounting to 2000 t/h.
The fertilizer is supplied to the shiploader by means of the landside quay conveyor and a tripper car.
Via the shiploader’s boom conveyor the fertilizer material is then transported to the telescopic chute
which directs the material into the ship’s hatch.
Travelling of the shiploader enables the outlet of the telescopic chute to be placed and run in
parallel to the quay. By means of retracting and extending the shuttle it is possible to position the
telescopic chute perpendicular to the quay ( in direction of the sea ). The distance from the material
in the ship’s hatch is picked up by a probe fixed to the outlet of the cascade chute. As soon as this
probe responds, the chute outlet will be automatically lifted by one step. Loading of the hatches and
travelling of the shiploader for changing the hatch are described in more detail on the following
pages of the present manual.
The present operation manual is intended for both the operational staff of the shiploader and the
maintenance staff. It includes important instructions with regard to the operation as well as to the
detection and correction of faults affecting the plant.
1.1 Appertaining documentation
Both the operating and maintenance staff should work through the following documents to
familiarize with the details of the plant.
Documentation Operating Maintenance

staff staff
Layout of the shiploader X X
PLC configuration X
Circuit diagrams of the shiploader X
Descriptions and data sheets of the components X
installed
Operation manual of the radio remote control X X
Operation manual of the UPS unit X
Operation manual of the operator panel KP1500 X X
Operation manual of the air conditioners X X
1.2 Abbreviations used
LCS Local Control Station

CCR Central Control Room
RRC Radio Remote Control
OP Operator Panel
DESK Control Desk
1.3 Use of words with the same meaning
In the following chapters, there will be used several terms which mean the same:
Control button = command button = button

Command = Instruction
Screen = Page = Display
Transport route = Loading route = Route
Telescopic chute = Cascade chute = Loading chute
Central control room = Control room = Control station
Start-up warning = Start warning
Alarm list = Fault message window
Programmable controller = PLC
2 Electrical equipment
The description in the following chapters gives a rough overview of the switchgear and the control
devices of the shiploader. More detailed information in this respect can in principle be obtained from
the circuit diagrams of the shiploader.
The switchgear has been accommodated in an air-conditioned E-house with thermally insulated
external walls to protect it from disturbing environmental influences. The lockable entry door has
been equipped with a panic lock, so that the door can be opened from the inside at any time in case
of imminent danger, even if it is in locked condition. Provision has been made for a ventilation
system that supplies filtered fresh air to the E-house.
2 air-conditioning units provide for a pleasant room atmosphere within the E-house. For these units,
attention should be paid to the separate operation manual from the supplier.
The switch cabinets have been equipped with thermostatically controlled anti-condensation heaters
and fans. Switch cabinet lights with integrated sockets ensure an optimum illumination within the
cabinets.
The switch cabinets have been given the local area codes +E1 to +E9. These local area codes are
assigned to the device codes in the circuit diagrams, so that the locations of the individual switch
units can be directly seen from the circuit diagram.
The following table displays the occupancy of the switch panels in the E-house.
+E1 400V FEEDING

+E2 VFD PANEL / ACTIVE LINE MODULE AND ACTIVE INTERFACE MODULE
+E3 VFD PANEL / MOTOR MODULES FOR HOISTING WINCH, BOOM CONVEYOR AND
SHUTTLE MOTOR 2
+E4 VFD PANEL / MOTOR MODULES FOR TRAVEL DRIVES AND SHUTTLE MOTOR 1
+E5 400V DISTRIBUTION FOR DOL DRIVES
+E6 400V DISTRIBUTION FOR DOL DRIVES
+E7 LIGHTING, AUXILIARY AND MAINTENANCE CIRCUITS
+E8 CONTROL VOLTAGE DISTRIBUTION
+E9 PLC AND FIELD DEVICE CONNECTION / SAFETY CIRCUITS
The door of the E-house must always be kept closed in order to ensure the proper
functioning of the ventilation system and the air-conditioning units.
When leaving the E-house, the entry door has to be locked to prevent unauthorized persons
from entering the E-house.
2.1 Medium voltage components
Via the cable reel, there is fed a medium voltage of 11 kV which is directly supplied to the medium
voltage transformer of the shiploader. The secondary side of the transformer feeds the low voltage
incoming panel of the switchgear with a low voltage of 400V.
The medium voltage transformer is protected from excessive temperature and overload by means
of 3 protective devices. As soon as one of these devices detects the maximally admissible value,
the master switch in the incoming feeder panel of the switchgear is switched off by means of a
shunt release.
A warning is displayed prior to reaching the maximally admissible limit values. Then, the operator of
the shiploader has still the possibility of preventing the cutoff ( f. ex. by reducing the load ).
Simultaneously, the warning is transmitted to the central control room. In cases where transformer
warnings occur, TKIS recommend to have the transformer feeder switched off on the client’s side.
2.2 Low voltage switchgear and switch cabinet
The feeder panel of the low voltage switchgear has been provided with a master switch, executed
as a circuit breaker with a nominal current of 1250 A, which is equipped with a shunt release.
In the panel +E2 of the low voltage switchgear, there is integrated an active line module ( ALM )
which supplies the common intermediate circuit voltage for the frequency converters of the travel
gears, the hoisting winch, the shuttle drives and the boom conveyor.
The drive mechanisms or drive groups whose switchgears are accommodated in the other switch
panels are described in greater detail in the following chapters.
In the switch cabinet +E9, there is installed a programmable controller make Siemens, type S7 with
CPU 414H ( redundant execution ) to control and monitor the whole shiploader. The frequency
converters, the radio remote control, the Simocode modules and the encoder for position detection
are cross-linked with the PLC through Profibus DP. The decentralized input / output modules are
connected to the CPU by means of a ring structure ( Industrial Ethernet ).
The communication with the control unit in the central control room is also realized redundantly via 2
communication processors CP443-1 advanced and industrial Ethernet ( protocol: S7 –
communication with communication modules „PUT“ and „GET“ ). To ensure the data transmission
to the central control room, provision has been made for 12 optical fibres ( single mode 9/125µ )
integrated in the feeding cable wound up on the cable reel.
The MPI / Profibus interface of the programmable controller serves as programming interface.
2.3.1 Control desk
Figure 2-1 shows the setup of the left and right control desk sides and the arrangement of the
operating elements.
1L JOYSTICK TRAVEL DRIVE / 1R JOYSTICK SHUTTLE / HOISTING

CASCADE CHUTE WINCH
2L CONVEYING LINE STOP 2R EMERGENCY STOP PB
3L CONVEYING LINE START 3R PRESELECTION SWITCH
4L WARNING HORN ON DISABLE / ENABLE /
5L CABIN RAISE RESET E-STOP
6L CABIN LOWER 4R PRESELECTION SWITCH RADIO
7L LAMP TEST REMOTE CONTROL / DESK
8L SPEED INCREASE CONTROL
9L SPEED DECREASE 5R SCREEN WIPER FRONT
10L FAULT RESET 6R SCREEN WIPER LEFT
11L BUZZER 7R SCREEN WIPER RIGHT
8R GENERAL LIGHTING ON / OFF
9R FLOODLIGHT TRAVEL AREA
10R FLOODLIGHT WORKING AREA
11R DIMMER CABIN LIGHTING
2.4 Radio remote control
To make it possible for the operator to have an optimum view over his field of work during loading
operation, the shiploader has been provided with a radio remote control that enables all operating
functions during shiploading to be realized.
A selector switch in the control desk ( figure 2-1 / 4R ) allows the desired control station, either the
control desk or the radio remote control to be selected. In all cases, it is only the selected control
station which is active, as a simultaneous activation of the control desk and the radio remote control
is not possible. Prior to activating the radio remote control by means of the selector switch installed
in the control desk, the remote control has to be switched on, and the accumulator has to be in
charged condition. Otherwise, there will take place an emergency cutoff of the shiploader, as soon
as the remote control has been activated.
Prior to changing the accumulator of the remote control, the control desk needs to be selected as
active control station by means of the selector switch; otherwise, the removal of the accumulator
causes an emergency cutoff due to interrupting the power supply to the remote control.
For safety reasons, a tilt switch has been integrated in the radio remote control. It triggers and
causes an emergency shutdown of the shiploader, in case the remote control is moved out of its
normal operating position ( e.g. if the operator falls ).
There is a separate operation manual available for the radio remote control the operator should
read attentively for good and complete understanding before he starts working with the remote
control.
To prevent the radio remote control from being misused by unauthorized persons, the
control must never be unattended, as soon as it has been released as active control station.
2.5 Local control stations
All main drive mechanisms of the shiploader have been equipped with local control stations. When
carrying out repair or maintenance works, the drives can be started and stopped from the respective
control station.
The control stations have been arranged in such a way that the appertaining drives are positioned in
near proximity and, above all, within the operator’s field of vision.
In chapter 4.2 „local operation“ this matter is treated in more detail.
2.6 Camera system

On the shiploader there have been installed 3 cameras:
- Travel gear on land side in forward direction
- Travel gear on land side in backward direction
- Loading platform
The above cameras have been connected via Ethernet cable and an Ethernet switch to the HD
media decoder installed within the operator cabin. The voltage supply to the cameras is realized via
the Ethernet cable ( PoE ). The pictures taken by the camera are displayed on a monitor installed in
the operator cabin. By means of a wireless mouse, the operator has the possibility of preselecting
the pictures to be displayed.
The camera signals are also transmitted to the central control.
3 Safety
3.1 Safety instructions
The following safety instructions, warnings and precautionary measures are intended for the safety
of the operating and maintenance staffs and for preventing any damages from being caused to the
shiploader and to the related components.
Only sufficiently qualified personnel are allowed to operate the shiploader or to carry out repair and
maintenance works. Such personnel must be thoroughly familiar with the safety instructions
applicable to the respective region, and with the operating manuals. The plant operator must lay
down clear rules with respect to the personnel’s responsibility and supervision.
The perfect and safe function of the shiploader requires a faultless operation and maintenance.
The shiploader and its components must exclusively be used for the purpose they have been
intended for. Inadmissible modifications and the use of spare parts and accessories not distributed
or recommended by the plant constructor may cause damages to the shiploader or personal
injuries.
The operating manual and all relevant safety instructions must always be available in appropriate
and well accessible places of the shiploader, and have to be placed at the disposal of all users.
The warning signs mounted must be complied with. They have to be kept in perfectly legible
condition. Missing or damaged warning or information signs need to be replaced immediately.
Works done by unqualified personnel or taking no notice of warnings may cause grievous bodily
harms or considerable damages to property.
It is not permitted to remove any protection against accidental contact from rotating parts, as long
as the corresponding plant component is in operation or ready for starting up.
On principle, works on drive components must always be carried out with their being at standstill.
The respective plant components have to be secured against inadvertent switching-on. All safety
and protective equipment must be re-installed immediately upon completion of the works.
Safety equipment must not be modified or made ineffective.

Leakages of hazardous substances must be discharged in such a way as to exclude any danger to
persons or the environment. The legal requirements have to be strictly adhered to.
Works on electrical system components must only be carried out by specialist workmen while
complying with the applicable safety instructions. On principle, the execution of such works is only
allowed with these components being disconnected and protected against re-connection.
Before starting works within the zone of the medium-voltage system, on the slip ring body of the
cable reel or on the feeding cable, the energy supply to the shiploader within the power distribution
on the client’s side has to be switched off and protected against re-connection.
3.2 Safety devices
To exclude the risk of endangering persons and causing damages to the machine, the shiploader
has been equipped with the following safety devices:
• Emergency.off buttons
• Locking switches
• Pull cord switches
• Warning devices
• Emergency limit switches
• Anemometer
• Load measuring of cascade chute
• Load measuring of hoisting winch
• Collision protection with the 2nd shiploader
• Overspeed of hoisting winch
• Monitoring of slow speed prior to reaching the operational end
Safety devices must never be bypassed, ignored or made ineffective. Their functionality has to be
checked at regular intervals, in particular prior to restarting the operation after extended shut-down
periods.
When detecting a failure, the zone in question of the shiploader or even the entire shiploader will
have to be shut down until the perfect function of the safety devices will be again guaranteed.
Emergency-off buttons, pull cord and locking switches must not be tampered with, removed or
made ineffective. Their identification marking is to be kept clean and to be arranged in a well visible
position.
The access to the safety devices has to be kept free and must not be blocked by any objects placed
there.
The individual safety devices are described in greater detail in the chapters 3.2.1 to 3.2.11.
3.2.1 Emergency-off buttons
Emergency-off buttons are actuated by impact and characterized by a red mushroom-shaped

operating element, optically set off by a round yellow washer. When actuated, the emergency-off
button gets caught in its locking position and disables a safety relay.
The safety relay causes the immediate switching-off of the power relays on all drives. On the
operator panel, there is displayed a fault message informing the operator of the emergency-off
button actuated. If in case of fault a power relay fails to respond in time, the circuit breakers of the
drive group concerned are switched off by actuation of the low-voltage windings. With VFD drives,
STO is triggered at the frequency converter.
For putting the shiploader in operation after an emergency cutoff, first the emergency-off button
actuated needs to be unlocked. To achieve this, the mushroom-shaped button has to be turned and
pulled. After that, the safety relay is re-activated by setting a locking switch on a local control station
or on the control desk ( figure 2-1, item 3R ) to the position <Reset> for a short time with
subsequent release of the switch.
Now, it is possible to reset the respective fault message on the operator panel ( see chapter 7.11 ),
and so the shiploader is ready for operation again.
The safety relays are of self-monitoring type. If a fault affects the relay itself or if one of the power
relays failed to trigger in case of an emergency cutoff, the safety relay cannot be reactivated. Only
after the elimination of the fault ( possibly the replacement of the defective safety relay or power
relay ) the reactivation of the safety relay will be possible.
Emergency-off buttons have been installed at the following points of the shiploader:
• Control desk ( right side )

• Feeder panel of the low-voltage switchgear ( +E9 )
• Platform of control cabin
• Platform of cable reel
• Winch house
• On the local control station of the cascade chute
• On the local control station of the belt conveyor drive
• On the local control station of the travel gear on sea side
• On the local control station of the travel gear on land side
• On the local control station of the boom hoisting gear
• On the local control station of the shuttle drive
• On the local control station of the compressor
• On the local control station of filter 1
• On the local control station of filter 2
• On the local control station of the cabin adjustment
• Within the zone of the travel gears on the land side and on the sea side, there have been
installed pull cord switches and pull cords which assume the function of the emergency-off
buttons.
Prior to switching on the shiploader after an emergency cutoff, it has to be ensured that by
doing so, there cannot be caused any endangerment to persons and machines.
3.2.2 Locking switches
At the local control stations there have been installed locking switches which serve to carry out a
safe shutdown of individual drives or drive groups in case of repair and maintenance works and for
reactivation of the safety relays after their triggering.
Another locking switch has been arranged on the control desk which serves to lock all drives of the
shiploader, whereas the locking switches at the local control stations only act onto the appertaining
drives or drive groups.
To safely shut a drive unit down, the locking switch at the local control station has to be set to the
position <Locked>. This way, the safety relay of the corresponding drive is deactivated and switches
off the drive’s power relay. A respective fault message is displayed at the operator panel. If due to a
fault a power relay fails to respond, the circuit breakers of the drive group concerned are switched
off by actuation of the low-voltage windings. With VFD drives, STO is triggered at the frequency
converter.
Prior to putting the drive in operation again, first the safety relay needs to be re-activated. To
achieve this, the toggle of the locking switch has to be turned to the position <Reset> with
subsequent release. The toggle automatically returns to the position <Unlocked>. After having
deleted the fault message on the panel, the drive is released again and can be started.
The safety relays are of self-monitoring type. If a fault affects the relay itself or if the power relay of
the drive fails to trigger, the safety relay cannot be reactivated. Only after the elimination of the fault
( possibly the replacement of the defective safety relay or power relay ) the reactivation of the safety
relay will be possible.
Prior to carrying out works within the danger zone of drives, it is necessary to set the
locking switches of the respective drives to the position <Locked> and to secure them
against being switched on again.
3.2.3 Pull cord switches
Pull cords have been arranged along the accessible routes of the boom belt conveyor. The
actuation of a pull cord causes the immediate stop of the boom conveyor in case of danger. By a
fault message displayed on the operator panel, the operator of the shiploader is informed of the pull
cord switch which was actuated.
The pull cords act on the pull cord switches which, when actuated, disable the safety relay of the
belt drive and the power relay of the belt brake. A corresponding fault message is displayed on the
operator panel. If due to a fault a power relay fails to respond, the circuit breaker of the belt brake is
switched off by actuation of the low-voltage winding. STO is triggered at the frequency converter.
Prior to putting the boom belt conveyor in operation again after a pull cord cutoff, the pull cord
switch needs to be unlock mechanically as first measure.
Having unlocked the pull cord switch, it is possible to re-activate the safety relay. To this end, the
toggle of the locking switch on the local control station needs to be set to the position <Reset> with
subsequent release. The toggle automatically returns to the position <Unlocked>. Now, the safety
relay is again activated, and the drive can be started.
Prior to putting the boom belt conveyor in operation again after a pull cord cutoff, it has to
be ensured that any risks and hazards have been eliminated, and a normal situation has
been restored.
3.2.4 Warning devices
The warning devices consist of a combination of a beacon and warning horn each. These devices
have been installed in the following places of the shiploader:
- As start-up warning for the shiploader on the roof of the operator cabin: This start-up
warning is meant warn persons staying in the danger zone of the shiploader of the start-up
of a drive unit. After the start command for a drive has been given, first the warning horn is
sounding for some seconds. Simultaneously, the beacon is switched on. As soon as the
acoustic warning of the horn has been finished, the drive unit is started up after a short
break. The beacon remains in switched-on condition until all drive units of the shiploader
have been shut down again.
- As start-up warning for the belt in the zone of the boom belt conveyor: This start-up warning
is activated prior to starting the boom belt conveyor. After the start command has been
given, first the warning horn is sounding for some seconds. Simultaneously, the beacon is
switched on. As soon as the acoustic warning of the horn has been finished, the boom belt
conveyor is started up after a short break. The beacon remains in switched-on condition until
the belt drive unit has been shut down again.
- As visual and acoustic warning signal on every side of the travel gears both on sea and land
side signal while shiploader’s travelling.
The start-up warning is always activated automatically and independently of the operating mode
prior to starting a drive unit.
Persons staying in the danger zone of the shiploader must leave this zone immediately as
soon as the warning horns or the beacons signal the starting-up of a drive unit. Entering the
danger zone must be absolutely avoided as long as the beacons are in operation.
3.2.5 Emergency limit switches
Limit switches have been installed to limit the absolute end position of travel gear, hoisting winch,
shuttle, cascade chute and cable reel ( last winding ). If in case of fault an operational end position
has been travelled over, the corresponding limit switch responds and triggers the safety relay of the
drive unit. This way, the power relays of the drive unit are disabled. If due to a fault a power relay
fails to respond, the circuit breakers of the drive unit concerned are switched off by actuation of the
low-voltage windings. With VFD drives, STO is triggered at the frequency converter. On the
operator panel, there is displayed a corresponding fault message.
Moving the drive unit out of the emergency off position can exclusively be done in unlocked
operation ( local operation ) by means of the control elements of the local control station. To do so,
the following steps need to be carried out in the order given below:
1. Set selector switch <Local / Remote> on the LCS to <Local>.

2. Press and hold button „OVERRIDE ULTIMATE LIMIT SWITCHES“.
3. Turn locking switch to <Reset> and release it.
4. By using the respective pushbutton on the LCS move the drive unit out of the emergency
end position in the opposite direction. Only this direction has been enabled, whereas the
movement direction leading further into the emergency off position has been blocked.
5. After leaving the emergency off position, the machine stops automatically.
6. Set selector switch <Local / Remote> to <Remote> on the LCS.
7. Delete the fault message on the operator panel.
8. Now, the drive unit is ready for operation again (possibly select operating mode).
Prior to putting a drive in operation again after an emergency situation, it has to be ensured
that the cause of failure was eliminated, i.e. there is no dangerous situation anymore.
3.2.6 Anemometer
For monitoring the wind speed, the shiploader has been equipped with an anemometer. The
analogue value of the wind sensor ( 4-20mA correspond to 0.5 m/s up to 50 m/s ) is evaluated in the
PLC.
The current wind speed is displayed on the operator panel in the control cabin. In case the wind
speed has exceeded for a determined period of time the maximally admissible value of 20 m/s,
there is displayed the fault message “High wind warning” on the operator panel. This is the request
for the operator to stop the loading operation, to run the loading route empty and to bring all drives
of the shiploader in a safe position:
- Stop the boom belt conveyor.

- Bring the travel gear to standstill and close the rail clamps.
- Move the cascade chute to its stowing position
- Set the hoisting winch to park position ( 1,23° ).
- Bring the shuttle to position „operational end backwards“.
In case the operator ignores the request or fails to comply with it, and the wind speed continues to
increase, the loading route will be stopped automatically at a wind speed of more than 22 m/s. First,
the signal „Emergency Hatch Change“ is sent to the central control room from where the material
supply to the shiploader is cut off without any delay. At the same time, the loading route is shut
down according to its switching-off sequence.
If the message „High wind warning“ is displayed, the operator must immediately stop the
loading activities and secure all drives of the shiploader in the a.m. safe positions.
3.2.7 Overload protection of the cascade chute
The analogue value of the load measuring ( 4-20mA correspond to 0 kg up to 30,000 kg ) is

evaluated in the PLC as follows:
- Limit value for disconnection: 18,375 kg ( Adjustment of the value during commissioning )
• When exceeding the limit value, the material supply ( signal to the central control ) and
the boom belt conveyor are stopped without any delay. A possibly required running
empty of the boom belt conveyor is only possible from the local control station in the
operator’s responsibility. Prior to that, possibly existing cloggings of the cascade chute
must be removed.
Prior to continuing loading operation after overload detection, it must be ensured that the
cause of fault was eliminated, i.e. there is no dangerous situation anymore.
3.2.8 Overload protection of the hoisting winch
The load monitoring of the hoisting winch is realized by means of a load measuring pin integrated at
the rope deflection. The overload of the hoisting winch depends upon the shuttle’s position. The
analogue value of the load measuring pin ( 4-20mA correspond to 32 kN up to 280 kN ) is evaluated
in the PLC as follows:
- Limit value for delayed disconnection: F = 1.903 * X +139.2 kN ( X = position of the

shuttle in m )
• When exceeding the limit value for more than 30s or with the occurrence of 10 excesses
of the limit within 60s, the material supply is stopped immediately ( signal to the central
control ). The boom belt conveyor is brought to standstill with a certain time delay after
being run empty.
• Warning when exceeding the limit value for more than 5s
- Limit value for immediate disconnection: F = 1.988 * X +143.9 kN ( X = position of the

shuttle in m )
• When exceeding the limit value, the material supply ( signal to the central control ) and
the boom belt conveyor are stopped immediately. A possibly required running empty of
the boom belt conveyor is only possible from the local control station in the operator’s
responsibility. Prior to that, possibly existing cloggings of the cascade chute must be
removed.
In case both limit values have been exceeded, the following movements are blocked:
- Extending the shuttle in all operating modes
- Lowering the boom in all operating modes
- Lifting the boom up to a maximum of 7° in all operating modes
- Starting up the boom belt conveyor from the desk and via the radio remote control
Prior to continuing loading operation after overload detection, it must be ensured that the
cause of fault was eliminated, i.e. there is no dangerous situation anymore.
3.2.9 Protection against collision with the 2nd shiploader
Thanks to transmitting the current position from one shiploader to the other, the operator always
knows at which distance the respective other shiploader is located. The current positions are
detected by the travel gear encoders. As soon as the approaching distance is < 24,35m (
Adjustment during commissioning ), continuing to travel in the direction of the 2nd shiploader is
blocked with a corresponding message being displayed on the operator panel.
Provision has also been made for limit switches which serve to limit the absolute approach.
If in case of fault an operational approach position has been travelled over, the corresponding limit
switch responds and triggers the safety relay of the travel drives. This way, the power relays of the
drive unit are disabled. If due to a fault a power relay fails to respond, the circuit breakers of the
travel drives concerned are switched off by actuation of the low-voltage windings. STO is triggered
at the frequency converters of the travel drives. On the operator panel, there is displayed a
corresponding fault message.
Moving the drive unit out of the collision position can exclusively be done in unlocked operation (
local operation ) by means of the control elements of the local control station. To do so, the
following steps need to be carried out in the order given below:
1. Set selector switch <Local / Remote> on the LCS to <Local>.

2. Press and hold button „OVERRIDE ULTIMATE LIMIT SWITCHES“.
3. Turn locking switch to <Reset> and release it.
4. By using the respective pushbutton on the LCS move the drive unit out of the collision
position in the opposite direction. Only this direction has been enabled, whereas the
movement direction leading further into the collision position has been blocked.
5. After leaving the collision position, the machine stops automatically.
6. Set selector switch <Local / Remote> to <Remote> on the LCS.
7. Acknowledge and reset the fault message on the operator panel.
8. Now, the drive unit is ready for operation again.
Prior to putting the travel gears of the shiploader in operation again after this emergency
case, it has to be ensured that the cause of fault was eliminated, i.e. there is no dangerous
situation anymore.
3.2.10 Overspeed of the hoisting winch
At the rope drum of the hoisting winch, there has been installed an overspeed switch for monitoring
the speed of the hoisting winch in every operating mode. As soon as the speed of the rope drum
exceeds 110% of the nominal speed, the safety relay of the hoisting winch trips. This way, the
power relays of the hoisting winch are disconnected. If due to a fault a power relay fails to respond,
the circuit breakers of the hoisting winch are switched off so as to ensure that the operational brake
and the safety brake are closed without delay. STO is triggered at the frequency converter of the
hoisting winch with a corresponding fault message being displayed on the operator panel.
Prior to putting the hoisting winch of the shiploader in operation again after this emergency
case, it has to be ensured that the cause of fault was eliminated, i.e. there is no dangerous
situation anymore.
3.2.11 Monitoring of the slow speed before reaching the operational end
Prior to reaching the operational end positions of the travel gears, of the shuttle and of the hoisting
winch, the slow speed is activated in the control. The slow-speed zones of the shuttle and of the
hoisting winch are monitored via limit switches, In case the speed within these zones exceeds the
limit value specified, the safety relay of the drive group concerned trips. This way, the power relays
of the drive unit are disconnected. If due to a fault a power relay fails to respond, the circuit
breakers of the drive unit concerned are switched off by actuation of the low-voltage windings so as
to ensure that the operational brake and the safety brake are closed without delay. STO is triggered
at the frequency converters of the drive group concerned. On the operator panel, there is displayed
a corresponding fault message.
Prior to putting a drive unit in operation again after this emergency case, it has to be
ensured that the cause of fault was eliminated, i.e. there is no dangerous situation anymore.
4 Operating modes
Different operating modes can be selected for the shiploader:
• Manual operation
o Manual operation from the control desk in the operator cabin
o Manual operation by using the radio remote control
• Local operation
The operating modes are described in greater detail in the following chapters.
4.1 Manual operation
The manual operation mode mainly serves to manoeuvre the shiploader and to load the ships. It is
released on condition that the selector switches on all local control stations have been set to the
position <Remote> ( see chapter 7.10 ). The release of the manual operation is displayed on the
operator panel.
The operating mode selector switch integrated in the control desk ( figure 2-1 / 4R ) allows to
specify whether to operate the shiploader from the control desk or by means of the radio remote
control.
During manual operation, all safety locking devices and monitoring functions remain active.
Nevertheless, the operator is expected to take the necessary care and precautions in this operating
mode as well, so that collisions and damages due to operating errors are avoided.
4.2 Local operation
Near the main drive units, local control stations have been installed to operate these mechanisms
while carrying out repair and maintenance works. To facilitate the execution of repair works and
troubleshooting, only the most important safety locking and monitoring functions ( e.g. emergency
cut-off, overtemperature, feedback errors of the relays ) are effective and able to cause switching-
off of the respective drive group during local operation. All other locking functions ( e.g. belt
misalignment, speed errors, faults of position detection ) do not bring about a disconnection in this
operating mode.
The manual operation is deactivated, as soon as on a local control station the selector switch has
been set to the position „Local“ ( see chapter 7.10 ) releasing the local operation. The release of the
local operation is displayed on the operator panel.
As soon as operating a drive unit from the local control station is not necessary any longer, the
control station has to be blocked again. To this effect, the selector switch on the local control station
is set to the position “Remote”.
With the selection of local operation, the manual operation from the desk or via RRC is blocked.
In addition, each local control station features an interlocking switch to allow the drive units to be
safely locked when carrying out repair work. The following table shows the effects resulting from the
different positions of the interlocking switch.
Interlocking switches
Switch position Effect
Disabled The drive unit is locked. The safety relay belonging to this group of drive
units has tripped and effects locking of the power circuits.
Enabled The drive unit is enabled if the safety relay is be reactivated ( see also
the following switch position ).
Reset Momentary position. The safety relay is reactivated and releases the
power circuits of the drive unit.
On the operating level | Drive Status | on the OP, there is displayed the position of the selector
switch <Local / Remote> for all LCS of the shiploader.
When carrying out repair- or maintenance work on drive units or within their danger zone,
the applicable safety regulations are to be strictly adhered to.
Before starting to work near rotating or live parts, the interlocking switch on the local
control station must be set to the position <Disabled> and be protected against inadvertent
switching-on. Additional safety measures required by the regionally applicable safety
regulations need to be taken as well.
Even if a group of drive units has been locked using the interlocking switch, terminals of
locally installed components or equipment installed in distribution and control boards can
still be live.
As only the most important safety interlocks are effective in local mode, careful actions and
greatest attention are required by the operating personnel to avoid damages due to
operating errors.
5 Position detection
Absolute encoders have been provided for measuring the current positions of the travel gear and
the shuttle. Their perfect functioning is monitored by means of the PLC. When a fault is detected
with position measuring, the drive unit concerned is shut down in manual operation. The local
operation remains in released condition to facilitate the troubleshooting.
The position of the boom is detected by means of a tilt sensor whose analogue value ( 4-20mA
correspond to -15° up to +15° ) is evaluated in the PLC.
The directional stops at the limits of the working ranges depend upon the positions measured.
In the following chapters, there are represented the individual working ranges as well as important
positions within the ranges with the help of a graph.
The current positions are displayed on the operator panel in the control cabin.
5.1 Working range of the travel gear
The position measuring of the travel gear relates to the back buffer stop. The position value 0m is
measured at the moment when the shiploader is flush with the back buffer stop. The position is
incremented during forward travel, i.e. in direction of the material flow on the quayside conveyor.
If in case of fault, the travel gear has exceeded the limits of the admissible working range, an
emergency stop will occur.
The position taken is checked at 3 fixed reference points being situated at even distances along the
runway:
- Operation end backward
- Feeding point ( approximately middle of travel way )
- Operation end forward
When detecting an unacceptably large deviation at one of the reference points or in case of
absence of the synchronisation point, the travelling motion is stopped by the PLC, and on the OP,
there appears the message ˂Travel drive encoder synchronisation required˃. The travelling motion
will not be stopped if the deviation of position is still within the permissible tolerance at one of the
reference points.
In the event that an unacceptably large deviation of position is detected at a reference point, the
PLC does not perform an automatic synchronisation. In such a case, the encoder needs to be
synchronised manually.
To this end, the machine is at first moved to one of the reference points and stopped. Standing of
the machine at a synchronisation point is displayed by the indicator light ˂MACHINE ON SYNC.
POINT˃ on the operating level |Settings / Sync| on the OP. The output field ˂ACTUAL
SYNCHRONISATION VALUE˃ should then show the position of the synchronisation point.
Synchronisation of the travel encoder, which requires administrator access rights ( see chapter
7.4.7 ), is achieved by actuating the key button ˂SYNCHRONISE˃ and only possible with the
machine at standstill,
If it is not possible to move the machine to a synchronisation point, a manual synchronisation will
have to be performed. To this end, the current value of the position must be entered in the input
field ˂MANUAL SYNCHRONISATION VALUE˃. If the machine is not at a synchronisation point, this
value will be accepted by actuating the key button ˂ACTUAL SYNCHRONISATION VALUE˃. The
synchronisation considering the manually set value can then be effected by pressing the key button
˂SYNCHRONISE˃. For being able to do this, administrator access rights are required ( see chapter
7.4.7 ). Having successfully completed the synchronisation, it can be proceeded with the
acknowledgement of the error message ˂Travel drive encoder synchronisation required˃.
Moreover, it is monitored whether the value of position taken is proportional to the direction of travel.
This value increases constantly during forward motion, and it decreases constantly during backward
motion. In any other case, the travelling motion of the machine is stopped, and the error message
˂Travel drive encoder reaction fault˃ is displayed.
If the measured deviation of position becomes unrealistically large within a short time, the encoder
will probably be defective or disturbed by external influences. In such a case, there is displayed the
error message ˂Travel drive encoder toggle fault˃.
Torque limitation of travel motors ( Parameter of the frequency converter ):

- Travel groups sea side: 360Nm
- Travel group land side: 280Nm
5.2 Working range of the shuttle
The position measuring of the shuttle relates to the back buffer stop. The position value 0m is
measured at the moment when the shuttle is flush with the back buffer stop. The position is
incremented during forward travel, i.e. with extending the shuttle in direction of the sea side.
If in case of fault, the travel gear has exceeded the limits of the admissible working range, an
emergency stop will occur.
The position taken is checked at one fixed reference point being situated at even distances along
the runway:
- Operation end backward
When detecting an unacceptably large deviation at one of the reference points or in case of
absence of the synchronisation point, the shuttle motion is stopped by the PLC, and there appears
the message ˂Shuttle drive encoder synchronisation required˃ on the OP. The shuttle motion will
not be stopped if the deviation of position is still within the permissible tolerance at one of the
reference points.
In the event that an unacceptably large deviation of position is detected at a reference point, the
PLC does not perform an automatic synchronisation. In such a case, the encoder needs to be
synchronised manually.
To this end, the machine is at first moved to one of the reference points and stopped. Standing of
the machine at a synchronisation point is displayed by the indicator light ˂SHUTTLE ON SYNC.
POINT˃ on the operating level | Settings / Sync | on the OP. The output field ˂ACTUAL
SYNCHRONISATION VALUE˃ should then show the position of the synchronisation point.
Synchronisation of the shuttle encoder, which requires administrator access rights ( see chapter
7.4.7 ), is achieved by actuating the key button ˂SYNCHRONISE˃ and is only possible with the
machine at standstill.
If it is not possible to move the shuttle to a synchronisation point, a manual synchronisation will have
to be performed. To this end, the current value of the position must be entered in the input field
˂MANUAL SYNCHRONISATION VALUE˃. If the shuttle is not at a synchronisation point, this value
will be accepted by actuating the key button ˂ACTUAL SYNCHRONISATION VALUE˃. The
synchronisation considering the manually set value can then be effected by pressing the key but-ton
˂SYNCHRONISE˃. To do so, administrator access rights are required ( see chapter 7.4.7 ). Having
successfully completed the synchronisation, it can be proceeded with the acknowledge-ment of the
error message ˂Shuttle encoder synchronisation required˃.
Moreover, it is monitored whether the value of the position taken is proportional to the direction of
the shuttle. This value increases constantly during forward motion, and it decreases constantly
during backward motion. In any other case, the travelling motion of the shuttle is stopped, and there
is displayed the error message ˂Shuttle encoder reaction fault˃.
If the measured deviation of position becomes unrealistically large within a short time, the encoder
will probably be defective or disturbed by external influences. In such a case, there is displayed the
error message ˂Shuttle encoder toggle fault˃.
Torque limitation of each shuttle motor: 190Nm ( Parameter of the frequency converter )
5.3 Working range of the hoisting winch
For loading a ship the working range of the hoisting winch lies between 0° and +6.5°. For changing
the hatch the boom can be lifted up to a position of 10°.
As soon as the hoisting angle of the boom falls below –0.5° or exceeds +10.5° in case of fault, an
emergency stop takes place.
10.5° Emergency end raise
10° Operation end raise / Hatch change
9° Slow down area raise
1.5° Slow down area lower

1,23° Operation end lower ( park position )
-0.5° Emergency end lower
-2° Maintenance position
During local operation the hoisting winch can be lowered to the maintenance position ( -2° ) by
having bridged the emergency limit switch from the local control station. As with the activation of the
emergency limit it is on principle only possible to move out of this position in the opposite direction, it
is necessary to press the button „Release maintenance position hoist“ on the operator panel on the
display level „Settings“ prior to travelling.
Torque limitation of winch motor: 750Nm ( Parameter of the frequency converter )

5.4 Off-track correction
Due to the large range of the bridge, it is necessary to have detected and corrected the skewing run
of the travel gear by the control. The skewing run is detected by a pull rope encoder arranged on
the land side of the travel gear. On the pendulum side ( land side ), there is installed a deflection
lever which is connected with the pull rope of the encoder. The rope length measured serves as a
dimension for the direction and the size of the travel gear’s skewing run. Depending upon the
direction and size of the skewing run measured, the control increases or reduces the speed of the
travel gear on the land side by multiplying the nominal value by a variable correction factor in order
to compensate the misalignment. The speed of the travel gears on the sea side remains unaffected.
The adjustment is active during travelling only, whereas the control unit remains switched-off with
standstill or while starting up.
From a deviation of more than 30 mm onwards, the control starts correcting the skew run. There are
distinguished four possible cases of skewing run:
5.4.1 Case 1 forward:
The shiploader performs a forward motion and the land side advances in direction of travel. The
display in the HMI image |Travel Drive| signals a positive off track. In such a case, the control unit
provides deceleration of the land side to get the travel gear straight again.
5.4.2 Case 2 forward:
The shiploader performs a forward motion and the land side is decelerated in direction of travel. The
display in the HMI image |Travel Drive| signals a negative off track. In such a case, the control unit
provides acceleration of the land side to get the travel gear straight again.
5.4.3 Case 1 backward:
The shiploader performs a backward motion and the land side is decelerated in direction of travel.
The display in the HMI image |Travel Drive| signals a positive off track. In such a case, the control
unit provides acceleration of the land side to get the travel gear straight again.
5.4.4 Case 2 backward:
The shiploader performs a backward motion and the land side advances in direction of travel. The
display in the HMI image |Travel Drive| signals a negative off track. In such a case, the control unit
provides deceleration of the land side to get the travel gear straight again.
5.4.5 Straight run
As soon as the skew run exceeds 40 mm in positive or negative direction, the control unit shuts
down the drive and, depending upon the case concerned issues the error „Off track operational end
case A activated“ or „Off track operational end case B activated“.
For restoring the travel gear’s straight position, the operator activated the button <STRAIGHT
RUN> on the display level “Travel gear”.
The machine can be moved back in the straight position by actuating the button „FORWARD“ or
„BACKWARD“ on one of the two local control stations of the travel gear. To this effect, the travel
gear must be switched to local operation first. With putting in the straight position, it is always the
side having advanced in travel direction which is reset. As soon as both buttons „FORWARD“ and
„BACKWARD“ are not actuated any longer, the travel gear stops. In case the skew run is smaller
than 30 mm, the error message can be acknowledged, and the drive unit is released again. After
that, the button „STRAIGHT RUN“ is blocked. In case the skew run has not been acknowledged yet,
it is possible to ‚pull‘ the machine into straight position by pressing again „FORWARD“ or
„BACKWARD“. As soon as the deviation from the straight position becomes smaller than 5 mm, the
straight run is switched off. After acknowledgement of the error message the travel gear is released
again.
For the case that the skew run exceeds the maximum deviation, and the control unit does not stop
the travel gear, provision has been made for emergency limit switches at an off-track position of >
50 mm which trigger the safety relay of the travel gear with this extreme skew run. Thus, the travel
gear’s hardware side is shut down, and the error message „Emergency off track case A“ or
„Emergency off track case B“ is issued on the HMI depending upon the respective direction.
For putting the travel gear in straight position, the operator activates the button <STRAIGHT RUN>
on the display level “Travel gear”. At the local control station the travel has to be switched to local
operation first, and the safety relay needs to be reset. The signal of the emergency limit switch is,
however, still applied to the safety relay. Its bridging is possible by pressing the button „OVERRIDE
ULTIMATE LIMIT SWITCHES“ on the local control station. Then, the toggle of the locking switch is
turned to the position <Reset> and after its release the toggle returns automatically to the position
<Enabled>. This way, the safety relay has been reset. For enabling to move out of the skew run
after the safety relay’s reset, the button „OVERRIDE ULTIMATE LIMIT SWIT-CHES“ has to be kept
in pressed condition with additional actuation of the buttons „FORWARD“ or „BACKWARD“. Now,
the side of the travel which advanced before returns to the straight position. As soon as the travel
gear does not actuate the limit switch anymore, the button „OVERRIDE ULTIMATE LIMIT
SWITCHES“ can be released. Pulling the travel gear into the straight position ends, if both buttons
„FORWARD“ and „BACKWARD“ are not pressed anymore after that. As long as the error on the
HMI has not been acknowledged yet, or the skew run is still larger than 5 mm, it is possible to
continue pulling straight the travel gear by actuating the direction buttons again. The drives are shut
down, as soon as the skew run becomes smaller than 5 mm. After the acknowledgement of the
error message, the travel gear is ready for operation again.
The operating level |Service / Sync| on the OP allows synchronising of the rope position encoder. To
this end, the machine must be in the straight position and at standstill. Using the key button
˂SYNCHRONISE˃, the off-track value is set to 0 mm. For carrying out the synchronisation, admi-
nistrator access rights are required ( see chapter 7.4.7 ).
6 Operation of the shiploader

The following chapters provide useful instructions for the operation of the shiploader. Both the
operators and the maintenance staff should read them carefully.
Location and arrangement of the respective operating elements can be seen from the sketches
displaying the structure of the control desk and the radio remote control ( figures 2-1 and 2-2 ).
The following chapters mainly deal with the operation of the shiploader from the control desk. The
operation by means of the radio remote control is largely identical. If there are any differences, they
will be pointed out specially.
6.1 Selection of a control station
It is possible to operate the shiploader from the control desk or by means of the radio remote
control. However, a simultaneous activation of the two control stations is not possible.
The selector switch <RRC /Desk> that is integrated in the control desk enables the desired control
station to be released ( figure 2-1 item 4R ). Prior to selecting the radio remote control, it has to be
switched on and in-ready-for-operation condition ( see chapter 2.4 ). Otherwise, setting the selector
switch to the position <RRC> will lead to an immediate emergency stop.
Selecting the control station is possible from the control desk only, as the radio remote control is not
equipped with such a selector switch.
To prevent any misuse by unauthorized persons, the radio remote control must never be
unattended, as soon as operating mode selector switch in the control desk has been
switched to <RRC>.
6.2 Switching on the shiploader
The first step to be taken is releasing the control unit. For this, the following conditions must be met:
• The customer’s junction to allow supply of medium voltage to the shiploader has been made
alive.
• The low voltage master switch has been activated.
• There are no active emergency-stop pushbuttons.
• The PLC must be in the operating mode „Run“, and all periphery modules of the PLC must
be ready for operation.
• There must not be pending any fault message.
If all conditions have been met, it is possible to release the control unit by switching the inter-locking
switch ( fig. 2-1 item 3R ) to position <Reset> and releasing it subsequently. The switch returns
automatically to position <Enabled>.
6.3 Switching off the shiploader
The shiploader should be shut down if prolonged standstill periods are expected. To this end, the
following steps are to be taken in the order given:
1. All drive units must be stopped.

2. The interlocking switch integrated in the control panel ( fig. 2-1 item 3R ) must be set to
positon <Disabled>.
Prior to switching on the shiploader, it has to be ensured that by doing so nobody will be
endangered ( for example while carrying out maintenance or repair works ).
As long as the shiploader is in switched-on condition, it must never be unattended. Prior to

leaving the shiploader, the locking switch <Control Disable / Enable> needs to be switched
to the position <Disable>.
6.4 Operating the master switches
The travel gear, the shuttle, the boom hoisting winch and the cascade chute are controlled by two-
step master switches. The first step is for slow speed and the second step is for fast speed. The
direction in which the master switch is turned determines the direction of movement for the drive.
Moving the cascade chute is only possible at one speed, i.e. the speed remains the same
irrespective of whether the master switch has been turned to step 1 or step 2.
When operating the shiploader from the control desk in the cabin, the master switch must be
pressed down and kept before turning.
The master switches of the radio remote control are not provided with this function.
The position of the radio remote control is monitored by a tilt switch which responds if the radio
remote control is not held in its normal working position due to a fall of the operator, and causes an
emergency stop of the shiploader.
6.5 Setting the fast travelling speed
The fast speed of the travel gear, the shuttle and the boom hoisting winch ( master switch in step 2
position ) is variable. It can be increased by pressing the pushbutton <Increase Speed> or
decreased via the button <Decrease Speed> ( figure 2-1 items 8L and 9L ). To achieve this, the
master switch of the drive concerned has to be set to step 2 ( fast travel ). Simultaneously, the
corresponding button for increasing or decreasing the speed has to be kept in pressed condition,
until the desired speed has been reached. The speed set is saved and is maintained even with
intermediate shutting down of the drives.
For the radio remote control, the speed setting is done in the same way, but by means of a
changeover switch ( figure 2-2 item S4.1 / S4.2 ). It provides 3 positions: <Decrease Speed> <0>
<Increase Speed>. When releasing, it returns automatically to its middle position.
6.6 Loading route
Along the loading route, the material coming from the quayside conveyor is transported via tripper
car and boom conveyor towards the hatches of the ship. Through the tripper car the material is
loaded on to the boom conveyor from where it is discharged into the cascade chute for being
directed into the ship’s hatch.
6.6.1 Switching on and off the loading route
When starting a route from the belt conveyor for supplying material to the shiploader, the control
unit of the belt conveyor system transmits the signal „Loading route Start request“ to the shiploader.
This way, the operator of the shiploader is requested to start the loading route. Complying with this
request, the operator moves the boom to the area of the ship’s hatch to be filled and lowers the
cascade chute.
By pressing the button <Conveyor line Start> ( figure 2-1 item 3L ) the boom conveyor and the
filters are switched on. As soon as the boom conveyor and the filters are running and in working
condition, the signal „Shiploader ready for loading“ is transmitted to the central control room. For the
control unit of the belt conveyor system, this signal means the release for starting the quayside
conveyor, insofar as the signal „ Hatch Change Done “ is pending at the same time ( in this
connection also refer to the description of the hatch change in chapter 6.6.2 ).
Upon finishing the loading operation and switching off of the feeding belt conveyors, the signal
„Loading Route Start Request“ is reset by the central control. The display „Feeding conveyor off“ on
the operator panel indicates to the operator that he is allowed to stop the loading route now.
After actuation of the button <Conveyor line Stop> ( figure 2-1 item 2L ), the boom belt conveyor is
run empty and shut down.
Switching-on seuence of the loading route:
1. Start command by the operator

2. Start-up warning
3. Start of filter 1 and filter 2
4. Start of boom conveyor
5. Waiting time until the boom conveyor has reached its nominal speed
6. Signal to the central control: „Shiploader ready for loading“
Switching-off sequence of the loading route:
1. Stop command by the operator

2. Signal „Shiploader ready for loading“ transmitted to the central control is reset
3. Waiting time until the boom conveyor has been run empty
4. Switching off the filters
The loading route can be switched on and off by means of the switch <Loading Route Start / Stop>
on the radio remote control ( figure 2-2 item S3 ).
6.6.2 Hatch change
When loading a ship, several hatches are to be filled with material, one after the other in a fixed
order. Having filled a hatch to such extent that just the remaining material on the feeding conveyors
fits into the hatch, the material supply has to be stopped, and the belt conveyors have to be run
empty. After that, the operator of the shiploader positions the telescopic chute on top of the next
hatch to be filled. Upon completion of the hatch change, he releases the material supply, and the
transport route can be restarted by the operator of the belt conveyor system. Changing the hatch
can be done via the radio remote control or from the operator panel. In the following, there is given
a description of the hatch change from the panel, while carrying out the change via the radio remote
control is identical.
The buttons for the dialogue during hatch change are arranged on the display level „Overview“ of
the operator panel. A detailed description of the hatch change process is given below:
A. At the moment, when starting the loading of a ship’s hatch, the following information is
displayed on the operator panel:
- The signal „Hatch Change Done“ is transmitted to the central control.
- Given that the feeding route has to be started, the central control requests with the signal
„Permission for operation“ that the loading route of the shiploader must be running.
- On the display level „Overview“, the operator is shown „Transport Route Start Request“, and
he starts the loading route of the shiploader.
- As soon as the loading route of the shiploader has been started, the signal „Shiploader
ready for loading“ is transmitted to the central control from where it is then possible to start
the material supply to the shiploader.
- From this moment, carrying out a hatch change is blocked, and the signal „Hatch Change
Disabled“ is displayed on the operator panel.
B. The hatch has been filled with material to such an extent that just the remaining material on
the conveyors can fit into it:
- For that reason the operator request a hatch change. To this effect, he actuates the button
<Hatch change Request> on the display level „Overview“ of the operator panel. The
corresponding signal is transmitted to the central control.
- This way the operator of the shiploader has requested a hatch change.
- The central control shuts down the feeding route with the conveyors being run empty. A
release for changing the hatch is not given yet, as the feeding route has not been run
completely empty or shut down.
C. Via the central control running empty respectively shutdown of the feeding route has been
completed. Release for changing the hatch is given to the operator by the signal „Feeding
conveyor off“ and „Hatch Change Enabled“.
- The feeding route has been shut down, no material is supplied to the shiploader.
- By means of the signal „Hatch Change Enabled“ the central control gives the release for
changing the hatch. On the display level „Overview“ the reading „Hatch change disabled“
turns to „Hatch change enabled“.
- The operator of the shiploader still waits for the belt conveyors of the loading route to be free
from material. Then, he lifts the cascade chute to the upper end position and the boom to
the upper limit of the working range ( 10° ) with the loading route remaining in operation.
- Now, the telescopic chute is positioned on top of the next hatch by moving the travel gear
and the shuttle. After that, both the boom and the telescopic chute are lowered so far that
the chute’s material outlet is just above the bottom of the hatch.
D. The operator actuates the button „Hatch Change Done“ on the operator panel signaling to
the central control that the hatch change has been completed.
- The display „Hatch Change Disabled“ indicates to the operator that from then on a hatch
change must not be carried out.
E. By means of the display „Hatch Change Done“ the visualization system of the central control
indicates to the operator of the belt conveyor system that the hatch change has been
finished.
- The feeding conveyor route is started.
- The display „Transport Route Start Request“ indicates to the operator of the shiploader that
the shiploader’s loading route must be operative.
- The reading „Hatch Change Disabled“ points out to the operator that a hatch change must
not be done.
The activities described are to be repeated until all ship’s hatches have been loaded.
Having filled the last hatch, the operator of the shiploader sets the selector switch for hatch change
to the position <Hatch Change Request> in order to block the material supply from the belt
conveyor system. The selector switch remains in this position until a new material supply for loading
another ship is requested.
6.6.3 Emergency Hatch Change
To stop the material supply as quickly as possible in case of danger or in the event of an overfilling
of a ship’s hatch, it is possible to request an „Emergency Hatch Change“. This causes the
immediate shutdown of the feeding conveyor routes of the belt conveyor system. In such case, an
operation for running the belts empty does not take place.
- The operator has requested „Emergency Hatch Change“ by actuating the button in the
screen „Overview“.
- Thereof ensues an immediate shutdown of the feeding transport routes of the belt conveyor
system with the belts not being run empty.
- The readings „Feeding Line Stopped“ and „Hatch Change Enabled“ indicate to the operator
that the material supply to the shiploader has been stopped.
- The boom conveyor of the shiploader is run empty.
- After that, it is possible to carry out the hatch change.
To prevent, as far as possible, the transport routes from being started in loaded condition,
the command „Emergency Hatch Change“ should be activated in exceptional situations
only.
7 General description of the operator panel ( OP )

The operator panel is arranged in the control cabin within the operator’s field of vision.
The OP is a touch panel. Its buttons and readings on the different display levels mainly serve to
operate and monitor the shiploader. A fault message system records all failures and displays them
in a fault list.
The communication with the freely programmable controller is realized via Ethernet interface.
The following chapters offer a detailed presentation of the OP by providing its different screens and
functions, unless these have already been described in the preceding chapters.
Figure 7-1: The status bar appears at the top of every screen, always supplying the same
information details.
1 2 3 4
5 8 9 6 7
1 Time and date

2 Display of the current screen ( with fast selection of 2 other screens )
3 Status of the emergency stop function: E-Stop healthy / E-Stop active / E-Stop undef.
4 Status of the shiploader: Locked / Ready
5 Currently logged-on user ( Admin, Operator, Supervisor )
6 Display of the current wind speed
7 Display of the preselected operating mode: No mode / Local / Manual / Desk / Radio
8 Fault message line for displaying the fault message occurred last
9 The fault message indicator serves to draw attention to the fact that failures are
pending. Further, there is indicated the number of faults.
Figure 7-2: To offer a clear presentation of the extensive information, the displays of the OP are
represented on different screens. The latter can be called by means of the navigation keys arranged
at the bottom of every screen.
1-15 16
1-15 Buttons for calling the screen

16 Button for acknowledgement of fault
The following chapters provide a detailed description of the individual screens of the operator panel.
7.1 Start screen
The start screen is displayed first upon every start-up of the operator panel.
2
3
6 7 5
Figure 7-3: Start screen
1 Slide-in text block: Fading in the icon description
Fading in this icon description is possible in every screen.

2 Operating state of the loading process and of the individual drives

3 Position of the selector switches on the local control stations: Local / Remote
4 Button for calling the screen ‘settings’
The screen „Settings“ should be called by authorized operating staff only. That is why
this screen is password-protected. When actuating the navigation key for selecting a
screen on the start screen level, there is first displayed a dialogue window requesting to
enter a password.
Now, a valid password needs to be entered in the input field of the dialogue window with
subsequent confirmation by pressing the key <OK>. Then, it will be possible to call the
screen „Settings“.
5 Operating state of the feeding belt conveyor

6 Start and stop of the common feeder unit ( ALM ) for the frequency converters of the travel gears,
the shuttle, the hoisting winch and the boom conveyor ( password protected ).
7 Display of the intermediate circuit voltage: The fuse switch disconnectors in the switch
cabinets ( Q0601, Q0602, Q0603, Q1701 and Q1702 ) must only be switched on and off,
after the intermediate circuit voltage has fallen to <20V.
Details related to the displays: Operating state of the loading
Loading
State Field Color FL Remarks
Loading undef. grey No state information available
Loading stopped black
Loading starting green X
Loading running green
Loading stopping yellow X
Loading faulty red X
Details related to the displays: Operating state of the individual drives
Shuttle
Shuttle undef. grey No state information available
Shuttle off black
Shuttle backward green
Shuttle forward green
Shuttle backward fast yellow X
Shuttle forward fast yellow X
Shuttle minor fault red
Shuttle major fault red X
Hoisting winch
Boom hoist undef. grey No state information available
Boom hoist off black
Boom hoist lower green
Boom hoist raise green
Boom hoist lower fast yellow X
Boom hoist raise fast yellow X
Boom hoist minor fault red
Boom hoist major fault red X
Cascade chute
Cascade chute undef. grey No state information available
Cascade chute off black
Cascade chute lower green
Cascade chute raise green
Cascade chute minor fault red
Cascade chute major fault red X
Cable reel
Cable reel undef. grey No state information available
Cable reel off black
Cable reel on green
Cable reel minor fault red
Cable reel major fault red X
Filter 1
Filter 1 undef. grey No state information available
Filter 1 off black
Filter 1 on green
Filter 1 minor fault red
Filter 1 major fault red X
Filter 2
Filter 2 undef. grey No state information available
Filter 2 off black
Filter 2 on green
Filter 2 minor fault red
Filter 2 major fault red X
Boom conveyor
Boom conveyor undef. grey No state information available
Boom conveyor off black
Boom conveyor running green
Boom conveyor minor fault red
Boom conveyor major fault red X
Cabin adjustment
Cabin adjustment undef. grey No state information available
Cabin adjustment off black
Cabin adjustment lower green
Cabin adjustment raise green
Cabin adjustment minor fault red
Cabin adjustment major fault red X
Shuttle wheel lubrication

Shuttle wheel lubrication undef. grey No state information available
Shuttle wheel lubrication off black
Shuttle wheel lubrication on green
Shuttle wheel lubrication minor fault red
Shuttle wheel lubrication major fault red X
Chute retraction winch

Chute retraction winch undef. grey No state information available
Chute retraction winch off black
Chute retraction winch lower green
Chute retraction winch raise green
Chute retraction winch minor fault red
Chute retraction winch major fault red X
Compressor
Compressor undef. grey No state information available
Compressor off black
Compressor on green
Compressor minor fault red
Compressor major fault red X
Travel drive Sea side / Land side

Travel drive undef. grey No state information available
Travel drive off black
Travel drive direction left slow green
Travel drive direction right slow green
Travel drive direction left fast yellow X
Travel drive direction right fast yellow X
Travel drive minor fault red
Travel drive major fault red X
Travel gear lubrication Sea side / Land side

Travel lubrication undef. grey No state information available
Travel lubrication off black
Travel lubrication on green
Travel lubrication minor fault red

Travel lubrication major fault red X
Rail clamp Sea side / Land side

Rail clamp undef. grey No state information available
Rail clamp closed black
Rail clamp open green
Rail clamp opening yellow X
Rail clamp closing yellow X
Rail clamp minor fault red
Rail clamp major fault red X
Details related to the displays: Position of the selector switches on the local control stations
Local control station

State Circle Color FL Remarks
LCS in position local grey
LCS in position remote green
Details related to the display: Operating state of the feeding belt conveyor
Feeding conveyor
Feeding conveyor undef. grey No state information available
Feeding conveyor off black
Feeding conveyor running green X
Transport route start request yellow X
Feeding conveyor fault red
Feeding conveyor fault red X
„No state information available“ is displayed, when for example there has occurred an interruption of
the communication between PLC and operator panel.
7.2 ‚Overview‘ screen
Summarized in one screen, „Overview“ provides all information details the operator needs for
loading a ship. The different text fields show the operating states of the individual drives, the loading
and the feeding belt conveyor ( these text fields have been described in detail under point 7.1 ).
Digital displays provide information about:
- the current material throughput,
- the positions of the travel gear, the shuttle and the hoisting winch,
- the load of the cascade chute,
- the load of the hoisting winch,
- the position of the 2nd shiploader.
The dialogue with the central control is realized via the buttons „Hatch change Request“, „Hatch
change down“ and „Emergency hatch change“ as well as the IO field „Hatch change“ during hatch
change ( see also chapters 6.6.2 and 6.6.3 ).
Figure 7-4: Overview screen
Details related to the display: Hatch change
Hatch change
State Field FL Remarks
Color
Hatch change enabled green
Hatch change disabled yellow
Details related to the buttons: Hatch change request, Hatch change done and Emergency hatch change
The buttons guide the operator when changing the hatch. As long as „Hatch Change Disabled“ is
displayed, it is not permitted to do a hatch change, because the conveyor system still supplies
material to the shiploader. Only with the appearance of the green display „Hatch Change Enabled“
the operator is given the release for changing the hatch ( see also chapters 6.6.2 and 6.6.3 ).
By activating the request for hatch change, the button „Hatch change Request“ is represented on
yellow background.
In case of danger or in the event where the hatch has been overfilled, an emergency hatch change
can be requested by pressing the button „Emergency hatch change“ ( see also chapter 6.6.3 ). As
soon as the emergency hatch change has been activated, the icon of the button is displayed on a
red background.
By activating the button „Hatch change done“, the operator of the shiploader transmits to the central
control that the hatch change has been completed, or that no hatch change is necessary ( see also
chapter 6.6.2 ).
With activation of the signal „Hatch Change Done“ the icon on the button is represented on green
background.
7.3 The screens of the individual drives
On the screens there are displayed all information details about the individual drive units of the
shiploader.
The representation of these information details is consistent.
Details related to the displays: Fault messages
Fault message
State Circle FL Remarks
Color
No fault grey
Fault present red
Details related to the displays: Local control station
Local control station

Color
Function not activated grey
Function activated green
7.3.1 Boom conveyor and tripper car
On the screen ‘boom conveyor and tripper car’, there are listed the individual fault messages of the
boom conveyor and the tripper car as well as the operating state, the temperature of the gearbox
oil, the speed and the motor current of the boom conveyor. In addition to that, there are represented
the positions of the switches on the local control station L231.
Figure 7-5: Screen boom conveyor and tripper car
1 Display of the gearbox oil temperature:

- 90°C: Warning
- 95°C: Switch-off
7.3.2 Boom hoisting winch
On the screen ‘boom hoisting winch’, there are represented the individual fault messages, the
operating state, the position and the load of the hoisting winch as well as the current of the hoisting
winch motor and of the pump motor of the safety brake and further the speed of the hoisting winch.
The positions of the switches on the local control station L111 are displayed too.
The marks in the bar chart characterize the area where the reduced speed is active ( Slow down
area ).
Figure 7-6: Screen hoisting winch
Details related to the display: Boom position
Boom position
Color
Ultimate limit top not activated grey
Ultimate limit top activated red
Operation limit top not activated grey
Operation limit top activated yellow
Ultimate limit down not activated grey
Ultimate limit down activated red
Operation limit down not activated grey
Operation limit down activated yellow
Details related to the display: Safety brake valve
Safety brake valve

Color
Safety brake closed grey
Safety brake open green
7.3.3 Cabin adjustment
On the screen ‘cabin adjustment’, there are represented the individual fault messages and the
operating state of the cabin adjustment as well as the position of the cabin and the motor current of
the thruster. The positions of the switches on the local control station L251 are displayed as well.
The marks in the bar chart characterize the working area.
Figure 7-7: Screen cabin adjustment
Details related to the display: Position of the cabin
Cabin position
Color
Operation limit extended not activated grey
Operation limit extended activated yellow
Operation limit retracted not activated grey
Operation limit retracted activated yellow
7.3.4 Cable reel
On the screen ‘cable reel’, there are listed the individual fault messages and the operating state of
the cable reel as well as the current of the cable reel motor.
Figure 7-8: Screen cable reel
Calling the screen „Cable reel“ can be realized within the screen level „Travel drive“.
7.3.5 Cascade chute
On the screen ‚cascade chute‘, there are represented the individual fault messages, the operating
state and the load of the cascade chute as well as the motor current of the hoisting winch and of the
retraction hoist.
The positions of the switches on the local control station L181 are displayed as well.
From here, it is further possible to actuate the retraction hoist via the buttons „Start raise“ and „Start
lower“.
Figure 7-9: Screen cascade chute
After actuating the ultimate high limit switch, the following message is faded in by the system:
It is absolutely necessary for the operator to carry out the checks indicated prior to switching the
cascade chute on again. For more details reference is made to the supplier’s manual ( Cleveland
Cascade ).
Filters and Compressor
On the screen ‚filter and compressor‘, there are listed the individual fault messages, the operating
state of the filters and of the compressor as well as the current of the fan motors and of the
compressor motor. The positions of the switches on the local control stations L101, L102 and L103
are displayed as well.
The compressor is switched on and off via the button „START COMPR.“. The compressor should
always be in switched-on condition to ensure that compressed air for the filters is constantly
available during the loading and for cleaning works. After switching the compressor on, it functions
by means of the internal control and places at disposal the compressed air required.
By pressing the buttons „Disable Filter“ the operator can decide whether the loading shall be carried
out with dedusting or without dedusting. This way, it is possible to carry out shiploading even in case
a fault occurs on a filter.
Figure 7-10: Screen filters and compressor

7.3.6 Lubrication pumps
On the screen ‚lubrication pumps‘, there are represented the individual fault messages and the
operating state of the lubrication pumps.
In addition to that, there are displayed the ‚lubrication greasing times‘ as well as the ‚lubrication
waiting times‘ for the individual pumps. The setting of greasing and waiting times is carried out in
the screen „Settings“.
Figure 7-11: Screen lubrication pumps

7.3.7 Rail clamps
On the screen ‚rail clamps‘, there are displayed the individual fault messages and the operating
state of the rail clamps as well as the current of the pump motors.
The positions of the switches on the local control stations L61 and L62 are represented as well.
Figure 7-12: Screen rail clamps
Calling the screen „Rail clamps“ is realized within the screen „Travel drive“.
Details related to the display: Rail clamp valve
Rail clamp valve

Color
Rail clamp closed grey
Rail clamp open green
7.3.8 Shuttle
On the screen ‚shuttle‘, there are represented the individual fault messages, the operating state and
the position of the shuttle as well as the current of the drive motors and the speed.
The positions of the switches on the local control station L171 are displayed as well.
The marks in the bar chart characterize the area where the reduced speed is active ( Slow down
area ).
Figure 7-13: Screen ‚shuttle‘

7.3.9 Travel drive
On the screen ‚travel drive‘, there are listed the individual fault messages, the operating state and
the position of both shiploaders, the operating state of all travel gear including brakes as well as the
current of the drive motors and the travelling speeds.
The positions of the switches on the local control stations L61 and L62 are displayed as well.
The marks in the bar chart „Position“ characterize the area where the reduced speed is active ( Slow
down area ).
In another bar chart there are included details on the skew run of the shiploader. The marks in this
chart characterize the working area.
1 2
Figure 7-14: Screen ‚travel drive‘
1 Calling the screen „Cable reel“

2 Calling the screen „Rail clamps“
3 By pressing the button „Straight run“, the operator can unlock the local control stations
L61 and L62 for moving the shiploader out of the emergency skew run ( for further
details see under point 5.4 ).
7.4 Other screens
7.4.1 Electrical data
On the screen ‚electrical data‘, there is given a summary of all important drive-related data:
- current
- speed
- torque
- warning code of all frequency converters
- fault code of all frequency converters
Figure 7-15: Screen ‚electrical data‘

7.4.2 Operating hours
On the screen ‚operating hours‘, there are displayed the current operating hours of the individual
drives as follows:
- 1st counter: constant counting of the operating hours / not resettable
- 2nd counter: resettable counting of the operating hours / use as day, week or month counter
Figure 7-16: Screen ‚counter of operating hours‘

7.4.3 Network
On the screen ‚network‘, there are represented all participants connected to the bus systems with
their status indication.
Figure 7-17: Screen ‚network‘
When clicking on the PLC, there is displayed the following status screen of the CPU’s LEDs:
7.4.4 Settings
On the screen ‚settings‘, the administrator is given the possibility of optimizing different times.
Calling this screen is realized from the start screen or from the screens „Sync“, „Trends“, „User“ or
„Service“.
1 2 3
4 5
Figure 7-18: Screen ‚settings‘
1 Calling the screen „Encoder synchronisation“

2 Calling the screen „User“
3 Calling the screen „Service“
4 The collision monitoring calculated via the encoder values of the two shiploaders‘
travel gears is bypassed by using the button „COLLISION BYP ON“. This might for
example become necessary when an encoder value is not available due to a fault.
The actuation of the button is password protected.
5 Release for lowering the boom to the maintenance position ( -2° ). In local
operation, lowering of the hoisting winch to the maintenance position can be
achieved by bridging the emergency limit switch from the local control station.
Given that with the activation of the emergency end position, moving out of this
position is on principle only possible in the opposite direction, the button „Release
maintenance position hoist“ needs to be actuated ( see also point 5.3 ).
The buttons 1 to 3 as well as the button „Settings“ are arranged in a similar way on the screens
„Sync“, „User“ and „Service“.
7.4.5 Service
On the screen ‚service‘, it is possible to update date and time and to carry out other system settings.
Calling this screen is realized from the screens „Sync“, „Trends“, „User“ or „Settings“.
6 7 8 9
1 2 3
Figure 7-19: Screen ‚service‘
1 Calling the screen „Encoder synchronisation“

3 Calling the screen „Settings“
4 Entering the date
5 Entering the time
Prior to entering date or time, the corresponding input field has to be selected. Via
the keyboard, the new values are entered and are subsequently confirmed by
pressing the <ENTER> button.
When entering date and time, the specified formats must absolutely be complied
with:
• Numbers must always be two-digit
• Date format: MM/DD/YY
• Time format HH:MM:SS
6 For clearing the screen, there is called a screen without any buttons.
7 Calling a screen for calibrating the touch panel.
8 The keyboard becomes visible on the screen and can be used for making entries.
9 Calling the operating system.
The runtime software of the panel starts automatically after having applied voltage
to the operator panel and having loaded a configuration. For being able to reach
the screen of the operating system, the runtime software has to be finished. Other
possibilities for finishing the runtime software are indicated in the manual for the
operator panel.
When finishing the runtime software the communication of the operator

panel with the control is cut down as well. Immediately thereafter the PLC
stops all drives, as monitoring by the operator is not possible anymore.
7.4.6 Synchronisation of the encoders
On the screen ‚synchronisation of the encoders‘, it is possible to carry out the synchronisation of the
encoders. The procedure is described in the chapters 5.1, 5.2 and 5.4.5. Calling the screen
concerned is realized from the screens „Service“, Trends“, „User“ or „Settings“.
1 2 3
Figure 7-20: Screen ‚synchronisation of the encoders‘

4 Button for synchronisation of the respective encoder
5 Display which reference point has been approached
In the following, the travel gear drive is used as an example for describing a synchronisation
process.
Prior to synchronising the encoders of the travel gear a reference point needs to be approached,
and the travel gear has to be stopped there. Depending upon the fact whether a fault of the position
detection is pending, approaching might be possible in the operating mode „Local“ only.
On the display as per figure 7-20 there is represented the activated reference point in position 5.
The synchronisation value is displayed under „Sync value“, or can be entered in this field.
In the field „Current value“ there is still indicated the previous position value detected and measured
by the encoder. In this condition, synchronization of the encoder can be carried out by actuating the
button „SET“. After a short time period, the synchronisation value is displayed in the field „Actual
value“, and the synchronisation is completed.
In the following table, there are listed the reference points of the travel gear encoder, of the shuttle
encoder and of the encoder for the skew run correction:
Designation Sync. pos. 1 Sync. pos. 2 Sync. pos. 3 Remarks

Encoder travel gear SL Proximity
1.2 m 62.78 m 142.6 m
8406 switch
Encoder travel gear SL Proximity
25.55 m 80.71 m 166.95 m
8408 switch
Encoder shuttle 0.24 m Proximity

switch
Fixed
Encoder skew run 0.0 mm
value
It is of outmost importance that the position measuring is always functioning correctly, as

shutting-off in the end positions depends on the respective position measured.
During malfunction or failure of the position detection, the operation of the shuttle or of the travel
gear is carried out on sight exclusively from the local control station. It is the operator’s responsibility
that no end positions are run over and collisions are avoided.
The exact setting of the positions is carried out during commissioning.

7.4.7 User
On the screen ‚user‘, the administrator has the possibility of completing or modifying passwords.
Calling this screen is done from the screens „Sync“, „Trends“, „Service“ or „Settings“.
1 2 3
Figure 7-21: Screen ‚user‘
1 Calling the screen „Sync“

For creating a new password or for deleting an existing one, it is first necessary to select the
respective input field. Within the input field jumping can be done to the desired positions via the
cursor keys.
Creating a new password requires to enter the user name, the password, the password level and
the time. Subsequently, the new password is accepted by pressing the key <ENTER>.
The deletion of an existing password requires the user name or the password to be erased from the
respective line of the edit window by means of the key <DEL>. The whole line disappears from the
edit window after that, and the password is deleted.
More information on the subject of editing and application of passwords can be found in the
operating instructions for the operator panel.
7.4.8 Communication with the central control
On the screen ‚Communication with the central control‘, there is indicated the state of the most
important signals which are exchanged between the shiploader and the central control.
Figure 7-22: Screen ‚signal exchange‘
7.5 Fault message system
The operator panel is equipped with a fault message system that indicates in details all faults of the
process. Thus, it is possible to take corresponding measures immediately after the occurrence of a
fault, so that further damages can be avoided, and the standstill period can be reduced as far as
possible.
As soon as a fault occurs, it is displayed in the header area of every screen. The drive concerned is
shut down by the control, in case this is necessary for reasons of safety or for protecting the drive.
After elimination of the fault, the latter remains stored as active fault in the control, and the
concerning drive remains in locked condition. Only when the fault has been deleted on the operator
panel by pressing the button <Fault Reset> ( figure 2-1 pos. 10L ) or the button <Reset>, the drive
will be unlocked and released.
When faults occur, first of all the respective cause must be eliminated prior to deleting the
fault and to putting the drive in operation again. Otherwise, considerable damages may be
caused to the plant.
7.5.1 Alarm list
In the „alarms“ list, there are displayed the fault messages including date, time and state of the
message. They remain displayed even if they have been deleted but not yet acknowledged.
By acknowledging the operator confirms that he has taken note of the corresponding fault message.
To acknowledge a fault message, the latter must first be selected by means of the cursor keys and
subsequently acknowledged by pressing the button <ACK>. There has been integrated an LED in
the button <ACK>, which lights when there are indicated messages in the alarm list not yet
acknowledged. A fault message does not disappear from the display window until it has been
acknowledged and deleted.
8
2 3 4 5 6
Figure 7-23: Screen ‚alarms‘
1 Fault acknowledgement
2 Running fault number
3 Moment of fault activation, fault acknowledgement or fault deletion
4 Date of fault activation, fault acknowledgement or fault deletion
5 Fault status
6 Fault text
7 Legend on the condition of the fault messages
8 Signaling indicator with number of current faults
The status of the fault and warning messages is marked by colors:
Color Status
Red Fault is active and has not been acknowledged yet.
Yellow Warning is active and has not been acknowledged yet.
Blue Fault is active and has already been acknowledged.
White Warning is active and has already been acknowledged.
Yellow Fault or warning is not active anymore ( has already been deleted ), but has not
been acknowledged yet.
White Fault or warning is not active anymore ( has been deleted and acknowledged ).
Grey Fault or warning message which has been selected.
8 Maintenance instructions
Part description Time Look for Action

interval to be taken
Moving parts of switchgear 1 month Binding, sticking Determine the cause and
components correct. (may be caused due to
distortion, dirt, lack of
lubrication). Do not lubricate
plastic bearing slides.
Contacts 1 month Excessive wear; deposits Replace. Remove with carbon

of dirt tetrachloride.
Do not file silver alloy contacts).
Overheating Determine the cause and

correct.
Contact pressure 1 month Proper value If low, determine cause and

correct.
Terminal connections 1 month Looseness Clean and tighten
Flexible connections 1 month Broken strands, corrosion, Replace, remove cause, if
burning possible
Arc chutes and barriers 1 month Broken, burning and other Replace
defects
Mechanical parts 1 month Wear, defects Repair or replace
Heavy slamming Determine cause and correct
(may be caused due to too high
voltage, or weak springs).
Magnet 1 month Too much noise Determine cause and correct.

(may be caused due to broken
pole shader, dirt or dust on
face, low voltage).
Condition of coil Replace, if corroded or

damaged.
Gaskets 1 month General condition, Replace, if necessary
damage
Thermal devices 1 month Condition of contacts and Replace or adjust, if necessary
other parts, proper
operation
Surroundings 1 month Abnormal conditions Correct conditions, protect or
(falling or splashing replace with control gear having
liquids, excessive suitable enclosure.
moisture, dust, fumes)
Fuses 1 month Corrosion or oxidation at Clean
terminals or clips
Overheating Check ventilation
Resistors 1 month Dirt or corrosion, Clean or replace, check voltage
overheating
Part description Time interval Look for Action to be taken

Rectifiers 1 month Loose connections Tighten connections
mechanical damage Replace
Overheating Check ventilation
Transformers 1 month Condition of fences & Correct conditions
guards
Dirt or corrosion, Clean
overheating
Deposits of dirt Carbon brushes: clean
metal slip rings: clean from
metal dust, spray with
contact oil
Slip ring assemblies 1 month Wear, defects Replace, if necessary
Bearing greasing Grease acc. to
manufacturer’s instructions
1 year Loose connections Tighten connections

Ventilators & filters 2 weeks or after Dirt & dust Clean filters
each unloading Bearing greasing Grease acc. to
manufacturer’s instructions
2 weeks Dirt, dust Clean air filters

3 month Tension of transmission Adjust belt tension
belts
6 month Oil leakages Tighten conduits
Air conditioners Dirt & dust Blow through cabinet
1 year Activated carbon cassette Replace
Safety devices Check function

Oil and filter of dryer Change oil, replace filter
1 year General condition Act, if necessary
Accessories Check completeness and
healthy condition
5 years Overall conditions Observe all regulations and
internal safety requirements
during this inspection.
Lever limit switches 1 month Sticking dirt Correct conditions, clean or

replace parts
Cable glands 1 year Damage, tightness Replace, improve the
tightness
Motors See manufacturer’s See manufacturer’s See manufacturer’s
instructions instructions instructions
Level probes 1 month Damage, dust incrustation Replace, clean
Encoders 1 month Sticking, dirt, lubrication Correct conditions, clean,

lubricate or replace parts
Warning lamps 1 month Defective bulb, dirt Replace, if necessary, clean
Lighting 1 month Damage, dirt, dust, water Replace, clean

Operation and Maintenance Manual Electrical Part: Drwg. No. 4 565 030

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Operation and Maintenance Manual Electrical Part: Drwg. No. 4 565 030

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TKIS DRWG. NO. 4 565 030 Rev.

OPERATION AND MAINTENANCE MANUAL

Drwg. No. 4 565 030

SHIPLOADER X8406 / X8408

1 General description of the system ............................................................................................ 4

7.2 ‚Overview‘ screen ............................................................................................................. 41

1 General description of the system

1.1 Appertaining documentation

Documentation Operating Maintenance

1.2 Abbreviations used

LCS Local Control Station

1.3 Use of words with the same meaning

Control button = command button = button

+E1 400V FEEDING

2.1 Medium voltage components

2.2 Low voltage switchgear and switch cabinet

2.3.1 Control desk

1L JOYSTICK TRAVEL DRIVE / 1R JOYSTICK SHUTTLE / HOISTING

2.4 Radio remote control

2.5 Local control stations

2.6 Camera system

Safety equipment must not be modified or made ineffective.

3.2 Safety devices

3.2.1 Emergency-off buttons

Emergency-off buttons are actuated by impact and characterized by a red mushroom-shaped

• Control desk ( right side )

3.2.2 Locking switches

3.2.3 Pull cord switches

3.2.4 Warning devices

3.2.5 Emergency limit switches

1. Set selector switch <Local / Remote> on the LCS to <Local>.

- Stop the boom belt conveyor.

3.2.7 Overload protection of the cascade chute

The analogue value of the load measuring ( 4-20mA correspond to 0 kg up to 30,000 kg ) is

3.2.8 Overload protection of the hoisting winch

- Limit value for delayed disconnection: F = 1.903 * X +139.2 kN ( X = position of the

- Limit value for immediate disconnection: F = 1.988 * X +143.9 kN ( X = position of the

3.2.9 Protection against collision with the 2nd shiploader

1. Set selector switch <Local / Remote> on the LCS to <Local>.

3.2.10 Overspeed of the hoisting winch

4.1 Manual operation

4.2 Local operation

5.1 Working range of the travel gear

Torque limitation of travel motors ( Parameter of the frequency converter ):

5.2 Working range of the shuttle

5.3 Working range of the hoisting winch

10.5° Emergency end raise

10° Operation end raise / Hatch change

9° Slow down area raise

1.5° Slow down area lower

-0.5° Emergency end lower

-2° Maintenance position

Torque limitation of winch motor: 750Nm ( Parameter of the frequency converter )

5.4 Off-track correction

5.4.1 Case 1 forward:

5.4.2 Case 2 forward:

5.4.3 Case 1 backward:

5.4.4 Case 2 backward:

5.4.5 Straight run

6 Operation of the shiploader

6.1 Selection of a control station

6.2 Switching on the shiploader

6.3 Switching off the shiploader