Protos Shipping Ltd. 740 Notre Dame St. West, Suite 1340 Montreal, Quebec H3C 3X6 Montreal, April 29", 2020 Canada Border Services Agency Commercial Registration Unit 191 Laurier Ave, W. 12" Floor Ottawa, On. KIA OL8 Pax: 1 613 946-0242 Email: coastingtrade-cabotage(@cbsa-asfe.ge.ca And VIA EMAIL ~28 PAGES Canadian Transportation Agency Rail and marine Determinations Division 15 Eddy Street Gatineau, Q.C. KIA ONO Fax: 1 819 934-0631 Email: maritime@cta-otc.ge.ca Subje : C47 — Application for Vessel Temporary Admission to the Coasting Trade On behalf of Neptune Bulk Terminals (Canada) Ltd. lo ent of a 1,450 metric ton piece weight Ship-Loader Dear Sirs, We are requesting authorization for the temporary importation of a foreign flag vessel in to Canada to allow it to perform a single voyage between two points in the Canada. This request is based on the fact that, to the best of our knowledge, there are no Canadian registered vessels able to perform the proposed activity. 1. Characteristies of Vessel: a) HLV ‘JUMBO KINETIC’ or HLV ‘FAIRMASTER’ b) Country of Registry: Netherlands ©) Vessel Type: Heavy Lift vessel with 2 x 1,500 metric ton cranes 4) GRT: 18,099 ts ©) Vessel DWT: 14,000 ts) Summer Draft: 8.1m g) Passenger Berths: nla 2. Description of the Proposed Engagement: a) Geographic Locations Load port: Duke Point Terminal, Nanaimo, B.C Discharge port: Neptune Terminals, Vancouver, B.C. b) Details of Cargo Cargo is a ship-loader with a unit weight of 1,450 metric tons. Voyage is to lift the ship-loader from its place of rest at Duke Point Terminal, Nanaimo, and to transport the unit to Neptune Terminals, Vancouver, and to there discharge the ship-loader to its place of rest. Attached is the method statement for the loading, sec loader. c) Number of Passengers: n/a 4) Special Characteristics (of Vessel) 2 x 1,500 ton mastcrane, with combined capacity of 3,000 tons. ©) CBSA office of importation: Vancouver, B.C. f) CBSA office of accounting: Vancouver, B.C. 2) Period of permission: Voyage to take place Fall 2020 and to have an estimated duration of 3 days. hh) Starting Date: October 15-30, 2020 i) Completion Date: Oct. 18 ~ Nov.2, 2020 and transport of the ship- 3. Details of Importer: a) Neptune Bulk Terminals (Canada) Ltd. V7J 2C1 b) Neptune Bulk Terminals 4, Details of Applicant: a) Protos Shipping Ltd. 740 Notre Dame St. West, Suite 1340 Montreal, Quebec H3C 3X6 b) Telephone: 1 514 866 7799 ©) Fax: 1514 866 7077 4) andre@protos.ca €) April 29, 2020 f) Andre F, Neuendorff Additional Background Information to This Request ‘The vessel is required to lift a ship-loader which has a single unit weight of approximately 1,450 (one thousand four hundred & fifly) metric tons. The required vessel needs to have 2 cranes of about 1,500 metric tons each to perform the required lift. The estimated voyage duration is approximately 3 days and will be between the Canadian ports of Nanaimo B.C. and Vancouver B.C... The ship-loader is destined for Neptune ‘Terminals as part of their port terminal expansion project.3 Neptune Terminal’s (Neptune Allison) Port Expansion Project is an essential construction project required to ensure the terminals long-term viability for the exportation of bulk products from Canada to various world markets, Key to the completion of the expansion project is the installation of a new ship loader which is being manufactured by Takraf, Italy, in conjunetion with off-shore fabrication facilities in Vietnam. Takraf is responsible to deliver the ship-loader to Neptune Bulk Terminals (Canada) Ltd. In Vancouver. The transportation of the ship-loader has been contracted by Takraf so to arrive to Canada during the summer of 2020 on one of two available K Class, Jumbo, Heavy Lift Vessels Each vessel has a combined 3,000 metic ton lift capacity through its 2 x 1,500 metric ton cranes, This allows the vessel(s) to lift the 1,450 metric ton ship-loader in its set-up configuration ‘The shipping contract was signed in 2019 and does not allow for modification of the contracted shipping date from Vietnam to Vancouver, Canada, Current construction delays, related also to the ongoing Coronavirus Pandemic, will not allow for receipt of the ship loader at Neptune Terminals upon arrival of the contracted Jumbo vessel during the latter part of this summer (August, 2020). The only viable solution is to unload the ship loader at the closest available deep sea port which has both sufficient space and wharf weight bearing capacity to hold and store the ship loader until construction at Neptune Terminal has advanced sufficiently to allow the delivery of the ship-loader to its final point of discharge. After much research, the intermediary point which will can accept the ship-loader is Duke Point Terminal at the port of Nanaimo, BC. On completion of the necessary wharf & terminal infrastructure at Neptune Terminal, the ship-loader will have to be reloaded on the same K Class Heavy Lift Vessel type, and to be transported from Duke Point Terminal to Neptune al. It is presently anticipated that this operation will commence between October 15 and October 30", 2020 As noted earlier, attached is the 24 page method statement engineered by Jumbo for the loading & discharging of the ship-loader in question. We would greatly appreciate your review and, upon completion of same, authorization for the temporary importation of the Vessel detailed in the application for the movement of the ship-loader from Nanaimo to Vancouver later during this year. Protos Shipping Ltd. Email: andre@protos.ca_ fxn JS-02376 S@JUMBOx FEASIBILITY STUDIES Roe oe gen" Page: 3/27 Contents 4. INTRODUCTION. 2, (DIS) ASSEMBLY OF LIFTING FRAM! 4 24 PRUMY oro 4 2.4.4 Symmetric liting ~ Scenario 1 Assembly of liting frame on site... 4 2.1.2 Asymmetric lifting Scenario 1 Assembly of lifting frame on site 6 2.1.3 Symmetric lifting - Scenario 2 Lifting frame assembled prior arrival HLV..7 2.1.4 Asymmetric lifting - Scenario 2 Lifting frame assembled prior arrival HLV .9 22 Vancouver ose 10 2.2.1 Question 12 3. ASYMMETRIC LIFTING IN PHU MY 3.1 Assembly of lifting frame. 3.2 Lifting position... 3.2.1 Question 4. CLEARANCES SHIPLOADER - STRUCTURES ON DEC! 4.1 Phu My - Spout. 42 Phu My Interface part. 43 Vancouver - Spout.. 5. DRAFT OF VESSEL... 5.1 For checking lifting height 5.2 For checking clashes....... 6. OVERVIEW FOR LIFTING / INTERFACE PART PHU MY 7._ MANOEVERING COUNTERWEIGHT FRAME AROUND PIVOT TEMPLATE... 7.4 Onboard... 7.2 Onthe quay (discharge only) 8. LIFTING OF STABILIZER 9. INSTALLING BRACE PS AFT WITH SENNEBOGEN 10. SIZE OF SEAFASTENING EYES TEMPORARY STOWAGE POSITION .. 14. POSITION ADDITIONAL EYES FOR ASSISTING WITH HOOKING ON / OFF SINGLE LIFT..... 25fxn JS-02376 ————— Doc nr: 002 GBIUMBOXx FEASIBILITY STUDIES Rev. BO =a Page: 4/27 1. INTRODUCTION This document describes the feasibility studies resulting from the meeting of February 25" to 27" between Tenova and Jumbo in Genova Other open items as discussed during that meeting are included in the last chapters of this, document. 2. (DIS) ASSEMBLY OF LIFTING FRAME 24 Phu My For the lifting frame there are two scenario’s, either it will be brought by the HLV when she arrives (scenario 1), or it will be send prior arrival of the HLV to the load port (scenario 2), The shiploader will be either lifted with the boom exactly in the middle of the cranes (symmetric lifting), or with the boom in front or behind the temporary stowage support (assymetric lifting). All combinations are studied in the following paragraphs. 2.1.1 Symmetric lifting — Scenario 1 Assembly of lifting frame on site 1) HLV discharges lifting beam with fwd crane on SPMT 2) SPMT delivers beam under the shiploader and both HLV crane hooks 3) HLV picks up lifting beam and places it on top of already positioned 10ft containers + flatracks* 4) After the fist lifting beam is in the correct position the shuttle will be extended—————— Txnr JS-05576 SS\UMBOx FEASIBILITY STUDIES Coad ——— Page: 5/27 7) AILV discharges second lifting beam with fwd crane on SPMT — which has already 20ft containers + flatracks placed on top 2) SPMT delivers beam under the shiploader at the same height as the first lifting beam HLV installs bottom grommets and | Cherrypicker required for working at spreaderbeams heightfxnr _ JS-02376 Doc: 002 FEASIBILITY STUDIES Rev. BO Page: 6/27 height HLV brings liffing frame in position for lifting of shiploader Cherrypicker required for working at height - checking if wood on top of lifting frame is correctly positioned for lifting * subject to availability and capacity of 10ft containers + flatracks 2.4.2 Asymmetric lifting - Scenario 1 Assembly of lifting frame on site When the shiploader will be lifted asymmetric, to avoid going with the boom over the temporary bridge support, the lifting frame can not be lifted in to the position for iting the shiploader. This is assuming that the Ii ting beam supports are made of 10ft containers and 10ft flatracks with an estimated max capacity of about 10t.fix nr: ‘JS-02376 SSJUMBOx FEASIBILITY STUDIES pee mr: 02 er Page: 7127 Position from where the HLV would need to lift the | Lifting height shortage lifting frame from to the final lifting position* * subject to availability and capacity of 10ft containers + flatracks 2.1.3 Symmetric lifting - Scenario 2 Lifting frame assembled prior arrival HLV 7 L imma 1) Shiploader arrives on the quay with the | Cherrypicker required for working lifting frame attached in the final lifting | at height. position (still retracted) 2)_HLV connects hooks on lifting framefix nr ‘JS-02376 SBIUMBOX FEASIBILITY STUDIES Ror 8. Page: 8/27 HT . 7) HLV moves lifting frame to the landside to allow the shuttle car to pass 2) Shuttle of shiploader to be extended HLV brings lifting frame in position for lifting of | Cherrypicker required for working shiploader at height - checking if wood on top of lifting frame is correctly positioned for liftingfixnr JS-02876 l" eS | SS\UMBOx FEASIBILITY STUDIES Rew Bo. OO Page: 9/27. 2.1.4 Asymmetric lifting - Scenario 2 Lifting frame assembled prior arrival HLV When the shiploader will be lifted asymmetric, to avoid going with the boom over the temporary bridge support, the lifting frame could be moved into the position for allowing the shuttle car to pass the aff lifting beam. This is however, with a minimum spare liftingheight of about 1m. To make this possible, the lifingframe has to be moved more towards the crane with the largest radius (the aft crane in current study). This is subject to the final rigging configuration, CoG, Weight and SPMT plan of shiploader on quay. 1) After the HLV has connected the hooks the lifting frame, the frame is slewed aft 2) With every step in height of the bogies, the cranes will hook down, slew further, hook down, etc., until above position is reached.a ixneIS-02876 SAJUMBOx FEASIBILITY STUDIES Ree too, yar Page: 10/27 2.2. Vancouver Use of SPMT’s and shorecranes,Docnr: 002 @SiUMBOx FEASIBILITY STUDIES Rev. BO Page: 11/27 Max outreach lifting frame 1) HLV places the landside beam on an SPMT 2) Belly slings for the seaside lifting beam will be connected to the shorecranes 3) Weight of seaside lifting beam to be taken over by two shorecranes 4)_HLV cranes to be hooked off Rigging for shore cranes to be preinstalled on lifting frame and to be accessible from the shore. For disconnecting vessel cranes cherry pickers required [ Seaside lifting beam to be placed on a 2"7SPMT fxn JS-02376————— Tenn JS-02376 SB) Docnr: 002 UMBOx FEASIBILITY STUDIES Rev. 0 Beh LL bey Poge: 12/27 1) SPMT's drive the lifting frame to the east | Landside lifting beam to be placed in of the Shiploader position of Seaside lifting beam after 2) Shorecranes dismantle the lifting frame | the seaside lifting beam has been and place the parts on the edge of the | returned to the vessel. quay 3) HLV crane will lift liting- and spreader- beams from the edge of the quay back to the vessel 2.2.4 Question What is the elevation of the railbeam of the existing west coal shiploader and of the walkway to the dolphin?fxr JS02376 a Docnr: 002 SAIUMBOXx FEASIBILITY STUDIES Rev. BO eee Page: 13/27 3. ASYMMETRIC LIFTING IN PHU MY 3.1. Assembly of lifting frame In order to lift the shiploader asymmetrically in Phu My, to avoid going with the boom over the temporary bridge support, there are limitations in the assembly of the lifting frame. See. paragraph 2.1.2 and 0. 3.2. Lifting position The possibilities of ling the shiploader asymmetric are influenced by the max outreach to be given. In other words, depending on the CoG location of the shiploader. The two outreaches given in the engineering design base are studied (22.2 and 23.5m). The first outreach of 22.2m is feasible, however the spare lifting height and the clearance to the SPMT's is minimal, The risk is that if the shiploader has a til, the tit is larger than the clearance, so it won't come free. In that case it is not possible to determine the actual CoG and it is very difficult to determine with which rigging this could be solved. It might require several attempts.ica )UMBOx FEASIBILITY STUDIES Ren Ss Page: 18-02376 002 Bo 14127 ‘The second outreach of 23.5m is not feasible, there is a shortage in lifting height. 3.2.1 Question Can the SPMT's drive away as soon as there is a 20cm gap between the top of the SPMT and the bottom of the supports of the shiploader?SS fxnr __JS-02376 Doc nr: 002 SOJUMBOx FEASIBILITY STUDIES Rev BO Soo Page: 15/27 4, CLEARANCES SHIPLOADER - STRUCTURES ON DECK 44 Phu My - Spout 1P srour rer pvor'ee [vest ross Required distance spout above deck taking into account the worst case, going over the full height of the temporary bridge support. Reference of Spout height is to the pivot centerline, subject to the actual height of the pivot point above the quay. 4.2. Phu My- Interface part If the shiploader will be loaded symmetrical in Phu My, the clearance between the elephant feet and the bottom of the boom is 452mm. When a tweendeck would be used underneath to decrease the height of the interface part there will still be a clash at high water.€)UMBO> ffxnr _ JS-02376 UMBOx FEASIBILITY STUDIES pons te Page: 16/27 tg oe 4 |\||/ poser ears ore a a= ees ahd 43. Vancouver - Spout RET RACTED - HW +-—"1 frcowesr rossiete AUNT SPOUT REF POT EL C2 Required distance spout above deck, with reference to the pivot centerline.fixnn JS-02376 ——— Docnr: 002 S@JUMBOx FEASIBILITY STUDIES Rev BO —asSs Page: 17/27 5. DRAFT OF VESSEL Above feasibility checks are done basis the following vessel drafts, 5.1. For checking lifting height The preliminary draft of the vessel for checking the lifting height is 8.2m. This is including ballast and anti-heeling water for lifting, the weight of the shiploader and 1100t additional cargo (estimated value). This draft will be used together with low tide, as that will be the worst combination for the available lifting height. 5.2, For checking clashes The preliminary draft of the vessel for checking if there are any clashes between the shiploader, when i's standing on the quay, and the (structures on) deck is 7.25m. This is including ballast and anti-heeling water for lifting, excluding the weight of the shiploader and excluding additional cargo. This draft will be used together with high tide, as that will be the worst combination for clashes between the shiploader and the (structures on) deck.SO)UMBOX FEASIBILITY STUDIES fxnr JS-02376 Docnr: 002 Rev: 80 Page: 18/27 6. OVERVIEW FOR LIFTING / INTERFACE PART PHU MY Above feasibility studies are combined in the below overview. x = feasible 7 = subject to multiple variables, can only be determined in the final stage of the project - = not feasible Lifting symmetric Lifting asymmetric 222m [235m [222m — | 23.5m outreach _| outreach | outreach _| outreach ‘Assembly of | Scenario 4 (on site) x x * = lifting frame [Scenario 2 (before | x x = = arrival HLV) | ing of shiploader | __x | x x = Interface | 1952mm connected to | x x x x part shiploader 752mm connected to] x x shiploader Installed on temp. = = x x bridge support * Based on support of 10ft containers + flatrack with estimated max capacity of 10t each. If a support could be created which allows the beams to be placed out of center of the SPMT's this could be reconsidered. ** Subject to the final rigging configuration, CoG, Weight and SPMT plan of shiploader on quay. The height of the spout is left out of this overview as it can be operated independent.fxnr _ JS02876 a GOJUMBOx FEASIBILITY STUDIES Res Ber Se Page: 19/27 7. MANOEVERING COUNTERWEIGHT FRAME AROUND PIVOT TEMPLATE 7.4 Onboard In order to avoid a clash between the counterweight frame and the pivot template the counterweight frame has to be maneuvered around the pivot template. Following below step pian this is possible, however the clearances are very small (=600mm) and do not allow for tit towards the pivot side. Below step plans feasibility is strongly depending on final rigging arrangement and final CoG locationaS fix nr ‘JS-02376 GUMBO FEASIBILITY STUDIES Rogen (pee Page: 20/27 Aft crane slews slightly forward ~ shiploader keeps the same angle to deck of tuggers) Aft crane slews aft — shiploader to be rotated to SB (by meansxan IS-00876 Li, Don: 002 SSUMBOx FEASIBILITY STUDIES Rev. BO Page: 21/27 ‘Aft crane slews a bit more aft — shiploader remains in the same orientation to deck. Shiploader to be rotated to SB (by means of tuggers) — from this point the original step plan should be followed. It would be an option to move the pivot template away with the forward crane, however the most tight situation between counterweight frame and pivot template is before the pivot template can be liftednh #0) UMBO* FEASIBILITY STUDIES fxn Doc nr: Page: J8-02376 002 7.2. On the quay (discharge only) frame and pivot base. Moving shiploader in from the west (left in sketch) to avoid clash between counterweightSO)UMBOx FEASIBILITY STUDIES Tene Doc ni Rev: Page 15-0376 002 BO 23/27 8. LIFTING OF STABILIZER Due to the update of the shiploader geometry, moved staircase and included secondary steel structures in the area above the pivot, the stowage position of the shiploader has to. be adjusted. This is to avoid a clash with the platform of the staircase and the jib when lifting the stabilizer. There is still a small clash with the handrailing, this should be removed before loading. (Once the final cargodetails are known this could perhaps be optimized, but it is related to the feasibility of maneuvering the counterweight frame around the pivot template.a SSJUMBOx FEASIBILITY STUDIES Roe” — 1S-02376 002 Bo 24/27 9. INSTALLING BRACE PS AFT WITH SENNEBOGEN The bracing on PS aft can be lifted into position with the Sennebogen mobile crane.——————— - fixnr. JS-02376 SSJUMBOx FEASIBILITY STUDIES Re ae Qe Page: 25/27 10. SIZE OF SEAFASTENING EYES TEMPORARY STOWAGE POSITION ‘The padeyes for the lashings in the temporary stowage position should be based on GN H14 55t shackles, Calculated strength for seafastening purposes (according IMO CSS Code 2011 Edition) CS = (6 x 55t x 50%) / 1.5 = 91.7t Catalogue dimensions Bearing surface: = 110 mm Pin diameter: 56 mm. Jaw gap’ 95 mm Inside length: 250 mm Inside width: 160 mm Weight: 33 kg 11. POSITION ADDITIONAL EYES FOR ASSISTING WITH HOOKING ON / OFF SINGLE LIFT The position of the additional eyes for assisting with hooking on / off in the single lit configuration should be at least 6m from the lifting eye (more is also fine) The eyes should be suitable for a Greenpin G-4163 36t shackle. Catalogue dimensions Bow diameter: 50 mm Pin diameter: 57 mm Jaw gap: 83. mm Inside length: 197 mm Inside width 438 mm Weight: 20 kg It would be best if they are approximately in line with the lifting lugs, on the side of the shiploader. See below sketchesfixnr, JS-02376 UMBOx FEASIBILITY STUDIES Ree 80 aa{aV—-aee Page: 26/27 py le [ | v- | lo | . | ¢ 6000 Joo 6000Z@ILADAL fine JS-02576 02 SSIUMBOX FEASIBILITY STUDIES Rew Bo ae Page: 27/27 END OF DOCUMENT