Colombia Award19-028B
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IFB# 19-028B Colombia Award
September 21
, 2021
Fettig & Donalty, Inc. announces the following freight tender results for account of International Executive Service Corps (IESC), for the carriage of wheat in bulk under the Food for Progress program.
IFB No.: 19-028B
Commodity Solicitation No.: 2000008079
Freight Solicitation No.: 2000008080
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Vessel: LIBERTY EAGLE |
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Flag: US |
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Type: GEARED BULK CARRIER |
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Built: 2004 |
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DWT: 51,812 DWT on 12.28 m SSW LOA: 189.9 M, Beam: 32.26 m |
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6 holds/ 6 hatches 4 x 30 T cranes, Speed 14 kts |
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Owner: LIBERTY EAGLE CORPORATION |
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Charterer: International Executive Service Corps (IESC) |
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Full/Part Cargo: Part cargo |
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Commodity: Hard Red Winter Wheat in bulk |
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Quantity: 2600 MT MIN/MAX, In combination with 28,100 mt bulk HRW wheat for POA to Colombia |
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Load Range: : 1 safe berth ,1 safe port US Gulf (Intention ADM Galveston) |
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Laydays: Nov 1-10, 2021 14 day pre-advice required |
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Discharge Range:1 SB , 1 SP Buenaventura, Colombia
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Freight Rate: USD 95.14 per mt basis 1 SP 1 SB load to 1SB discharge Buenaventura, Colombia. If second discharge berth is used in Buenaventura add lumpsum USD 50,000.00. For each additional load port, if used add lumpsum USD 250,000.00. For each additional load berth, in excess of one per port, if used, add lumpsum USD 175,000.00 For each additional load berth, basis same facility, if used, add lumpsum USD 100,000.00. |
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Load Terms, Scale gross load, Demurrage rate: USD 35,000 per day pro rata/ Half despatch |
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Discharge Terms: FREE OUT, Basis 4,000 mt per weather working day as per tender terms, Demurrage rate: USD 32,000 per day pro rata/ Half despatch |
For further information contact Fettig & Donalty, Inc. 202-628-5700 (Washington, DC)
September 20 , 2021
IFB# 19-028B Colombia Tender
September 10
, 2021
Fettig & Donalty, Inc. announces the following freight tender for account of International Executive Service Corps (IESC), requests firm offers of U.S. and non-U.S. flag vessels for the carriage of wheat in bulk under the Food for Progress program.
IFB No.: 19-028B
Commodity Solicitation No.: 2000008079
Freight Solicitation No.: 2000008080
Cargo:
About 2,800 metric tons (plus/minus 15 pct) Hard Red Winter Wheat in bulk
WBSCM S.O.: 5000733587
Laycan: November 1-10, 2021
Receiver is Organizacion MAS
Discharging: 1 SP, 1 SB Buenaventura, Colombia
Loading: 1-2SB, 1-2SP, All USA Port Ranges
Load Terms: Scale Gross Load (see below)
Discharge: Free Out with Demurrage/Despatch (details below)
Offerors are requested to offer a range of tonnage quantities to cover for up to 15 percent plus/minus tolerance. (Up to maximum 3,200 Metric Tons)
Offerors are encouraged to offer this IESC cargo in combination with the POA cargo of Hard Red Winter Wheat in Bulk to Buenaventura Colombia that is tendered for same laydays under a separate IFB.
The IESC cargo can be commingled with the POA cargo provided they are loaded by same supplier, same load terminal, and under same Purchase Order.
IESC cargo to be the first port of discharge after vessel completes loading and sails from the U.S. load port(s).
SUBMISSION OF FREIGHT OFFERS:
To determine lowest landed cost, all carriers are required to submit offers electronically for the cargoes advertised by this tender via the USDA Web Based Supply Chain Management (WBSCM) system for the Solicitation Number(s) referenced above. All offers are subject to all requirements of WBSCM and of the afore-mentioned Solicitation(s), including the deadline(s) for submission of bids therein. Freight offers are due no later than 10:00 U.S. Central Time (1100 U.S. Eastern Time) on September 16, 2021. Only firm offers will be accepted.
The Web Based Supply Chain Management system can be accessed through the following website: http://www.usda.gov/wps/portal/usda/usdahome?navid=WBSCM
Carriers must be assigned an USDA eAuthentication logon ID and password to access the WBSCM system. Contact the WBSCM Help Desk for information regarding logon IDs, passwords, and WBSCM system questions or concerns:
Telephone: (877) 927-2648
E-mail: WBSCM.ServiceDesk@caci.com
All offers must remain valid through close of business U.S. Eastern time September 17, 2021. No phone offers or offers via e-mail will be accepted.
Offerors should consider offering vessels to carry a range of tonnages in the event that the quantity purchased is more or less than the quantity stated in this tender. Contracted quantity will be on Min/Max basis.
There have been significant changes to the Cargo Preference legislation. Offerors are encouraged to review the FAS notice on the same, available at: http://www.fas.usda.gov/excredits/ifb/default.htm.
For offers basis U.S. Great Lakes utilizing feeder vessels, offer to include name and details of feeder vessels.
Offers submitted under this invitation are required to have a canceling date no later than the last contract Layday. Vessels which are offered with a canceling date beyond the Laydays specified above will not be considered.
Owners to provide Fourteen (14) day load port pre-advice of vessel's readiness to load. Pre-advice notice must be received at office of Fettig & Donalty, Inc. prior to 1100 New York time on a regular business day to be considered received on that day. If pre-advice is received after 1100 New York time on a regular business day or on a weekend/holiday, pre-advice will be considered received on the next business day.
Charterer/Receiver may require a Pre-Shipment Inspection (PSI) per Colombia import regulations. Said PSI shall be arranged and paid for by Charterer/Receiver, but Owner to permit the PSI inspector to board and inspect vessel holds and witness the loading.
Terms/Conditions:
1. Vessel Restrictions:
Vessel type restrictions: Towed barges will not be considered. Tankers will not be considered. US Flag Bulk Carriers including ITB/ ATB, Tween/Multi deckers and for Non- US Flag vessels only Bulk Carriers will be considered. All performing vessels must meet the port /terminal restrictions on Vessel LOA, Beam, and arrival draft. Otherwise, the lightening clause of this tender takes effect.
Foreign flag vessels must not be older than 15 years and must be classed highest in Lloyd’s register or its equivalent – date of original construction, not rebuilt date, to govern. Any extra insurance on account of vessel’s age, flag, ownership, type, configuration or classification will be for owners account, but not exceeding New York market rates for U.S. Flag vessels and not exceeding London Market rates for Non-US Flag vessels, at time of application. The Receiver to produce quotes and vouchers to evidence that such coverage penalty has been incurred. NVOCC’s may not be employed to carry U.S. flag or foreign flag shipments. For US flag vessels over 15 years of age and ATBs / ITBs, owners are required to provide an additional certificate from NCB certifying that vessel’s hatch covers and any other openings leading to cargo compartments have been sealed to prevent any outside water from entering the cargo spaces. Cost of sealing and special survey are for account of owner and in no way diminishes owners’ liability and responsibilities toward the cargo.
Special note: Should offered vessel be enrolled in an insurance program that negates the overage premium requirement, offer to include all information and certifications for verification.
2. Only clean offers of named vessels with full particulars will be considered. Offerors are encouraged to include the following information: Name of vessel and flag, Year built, Type, LOA, Beam, DWT, Draft, Speed, GRT, Number of Holds/Hatches, Hatch cover type and mechanism, Current vessel position, ETA at load/discharge port, Full Style Owners, SW Arrival draft at each disport.
Vessel's itinerary from day of offer to first or sole discharge port under this tender is to be submitted with offer and be incorporated into the CP.
3. Vessel Gear Requirements:
Vessel gear requirements: Geared Bulk Carriers are required, U.S. Flag gearless vessels will be considered provided owner provides appropriate shore gear to discharge the cargo at the Charter Party agreed discharge rate.
The shore gear provided by owner must meet all requirements of the Receivers and the discharge port authorities.
Any time lost as a result of breakdown of Owner provided gear and or discharge equipment (including vacuvators) to be excluded from laytime used.
Opening and closing of hatches to be carried out by vessel’s crew free of charge to charterers and time not to count as laytime or time on demurrage. Mechanical or hydraulic hatch covers for vessels or rain tents for all hatches are required.
Time lost whilst hatches are closed due weather conditions, even if due to the threat of bad weather, said time shall not count as laytime used or time on demurrage.
4. Freight rate to be quoted per MT, basis one loading port/one discharge port, plus additional freight per MT for additional load/discharge ports, if used. Freight rate quotations must provide per metric ton breakdown of rates (as applicable) for: a) Ocean transportation; b) Cost of lightening.
5. Any other completion cargoes must be fully segregated from any other part cargoes by natural separation or by Kobe Type Separation of sturdy construction, flatly built with tarpaulin or roofing paper spread over an even base and then covered with thick dunnage boards with drilled holes in order to accept fumigation. If segregation is by artificial separations, all such separations and stowage must be approved by the National Cargo Bureau (NCB) and all expenses are for Owner’s account. Any damage sustained by Kobe Type Separation from the discharge of commodities covered by this freight tender is not to be for Charterer’s or Receiver’s account.
Any part cargo(es) shall not be non-agricultural products or other hazardous products that could jeopardize product’s quality. Part cargoes to be detailed in offer or approved by Charterers/USDA if contracted after fixture of IESC cargo. Vessel itinerary and geographic proximity of completion cargoes will be taken into consideration.
6. Vessels must be able to be fumigated with an aluminum phosphide preparation in-transit and vessels that cannot be so fumigated will not be considered. At final loading port, commodity supplier will arrange and pay for in-transit fumigation performed by a certified applicator. Fumigation must be witnessed by FGIS, USDA. Dust retainers must be used. For tweendeckers and bulk carriers (including push-mode ITB), the recirculation method of fumigation will be used. Tween-deck vessels are acceptable only when a certified applicator states that the vessel has been inspected and found to be suitable for in-transit fumigation and such written statement from certified applicator should be submitted with offer.
7. Lightering at Disport: The Owners are responsible for the performing Vessel to be of a suitable size and for arriving at discharge port and berth(s) with an acceptable safe arrival draft. If Vessels' size or draft exceeds the acceptable safe arrival draft or size limitations, Owner to be fully responsible for any and all costs in reaching such safe draft and/or all costs for lightering the cargo into suitable size vessels.
In the event vessel has to lighten at disport whether full lightering or partial lightering, all lightering operations shall be at ship owner’s time, risk and expense. For all lightering (full or partial) the lighterage vessels, must be geared ocean-going bulk carrier vessel, classed highest in Lloyds or equivalent, certified by a licensed surveyor that all cargo compartments are clean and entirely fit to receive and carry contracted cargo and that all winches/cranes are in good working order. Laytime allowed, whether full or partial lightering, shall be based on the bill(s) of lading weight. In the event of partial lightering, vessel will not be considered ready until owners have arranged lightering and vessel has reached a safe draft for berthing. All time lost before vessel reaches said draft is not to count as Laytime used. Laytime is not to commence prior 0800 on the next working day following completion of lightering and presentation of valid notice of readiness. In the event of full lightering Laytime shall commence at 0800 on the next working day after daughter vessel(s) have presented their notice(s) of readiness to discharge and demurrage/despatch rate shall apply only to the daughter vessel(s). Mother vessel (partial lightering) and daughter vessels (full or partial lightering) to take turns at discharge and time on second and subsequent vessels not to count until previous vessel completes discharge and has vacated the berth.
Any lighterage is to be accomplished within the territorial waters of the country of the named discharge port(s) unless otherwise approved by Charterers and USDA.
If owners intend to lighten, the offer should specify the cost of lightering, whether full or partial lightering. If lightering is not performed at the discharge port and vessel directly discharges at berth USDA will deduct the lightering cost from the ocean freight.
8. Owners to provide for vessel hold inspection certificate by the Federal Grain Inspection Service/USDA (FGIS).
9. Loading and stowage to be approved by National Cargo Bureau and certificate of NCB required at Owners expense. Owners to provide additional NCB certification that vessel hatch covers and any other openings leading to cargo compartments have been sealed to prevent any outside water from entering the cargo compartments. Additionally, ship’s hatches must be inspected and certified as water-tight prior to loading by a Lloyd’s approved survey.
10. Loading rate:
(a) Cargo to be loaded according to berth terms with customary despatch at the average rate as delineated below based on vessel's contracted quantity. The rates are basis tons of 2,204.6 pounds per weather working day of 24 consecutive hours. Sundays and holidays excepted, even if used. Saturdays per BFC Saturday clause.
Vessel Contracted Quantity Loading Guarantee
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Bulk carriers:
0 - 9,999.99 MT 4,000 MT per day
10,000 - 19,999.99 MT 5,000 MT per day
20,000 - 29,999.99 MT 6,000 MT per day
30,000 - 39,999.99 MT 7,500 MT per day
40,000 - 49,999.99 MT 10,000 MT per day
50,000 MT and above 12,000 MT per day
Tween-deckers and Multi-deckers, including liners: the load guarantee shall be 3,000 MT per day.
LASH/SEABEE barges: the load/discharge guarantees shall not apply. No demurrage/no despatch/no detention to be applied and same to be loaded/discharged in regular turn without undue delay.
(b) Demurrage/despatch is applicable at load and discharge port(s). Owners are to specify demurrage/despatch rates in their offer. Despatch rates must be one-half of demurrage rates quoted. Laytime is non-reversible.
(c) Laytime accounts are to be settled directly between owners and commodity supplier(s) at load port(s). Laytime calculation, overtime and trimming to be in accordance to Addendum No. 1 of the North American Export Grain Association, Inc. F.O.B. Contract No. 2 (revised as of May 1, 2000) Clauses nos. 1-10 inclusive (hereinafter "N.A.E.G.A."), regardless of type of vessel. Further, the following modifications to N.A.E.G.A. will apply: anywhere the word "buyer" appears, the words "vessel owner" should be substituted in its place. Under no circumstances shall Charterers or CCC be responsible for resolving disputes involving the calculation of Laytime or the payment of demurrage or despatch between the vessel owners and the commodity supplier(s). Any/all disputes between vessel owners and the commodity supplier(s) arising out of this contract relating to the settlement of Laytime issues shall be arbitrated in New York, subject to the rules of the Society of Maritime Arbitrators, Inc.
(d) Discharge port Laytime accounts are to be settled directly between Owners and Receivers. Vessel owner is to prepare and submit signed discharge port Laytime statement to Receivers. Copies of signed discharge port Notice of Readiness, Statement of Facts, and Laytime Statement also to be provided to Fettig & Donalty, Inc., Fax: 202-639-8276/email Mlagoon@fettigdonalty.com. Discharge port Laytime accounts and other related matters are to be settled directly between vessel Owners and Receiver. Under no circumstances shall IESC nor USDA be responsible for resolving disputes involving the calculation of Laytime or the payment of demurrage or despatch between the vessel owners and the Receivers. Any/all disputes between vessel owners and the Receivers arising out of this contract relating to the settlement of Laytime issues shall be arbitrated in New York, subject to the rules of the Society of Maritime Arbitrators, Inc,
Owners are responsible for vessel arriving at the discharge port within allowable draft.
Lightening is permitted. Lightening (if applicable) must be performed in the territorial
waters of the country of the discharge port. Lightening daughter vessel must be single deck
bulk carriers meeting port’s vessel restrictions. If the cargo is lightened using vacuvators
from mother vessel to daughter vessels, vacuvators cannot be used again to discharge the
daughter vessel(s). Daughter vessel must be classed highest in Lloyds or equivalent and
certified fit for receipt and carriage of bulk cargo under this charter party by first class
independent surveyor. If full lightening performed then, each daughter vessel, after
completion of lightening operations applicable to that vessel, must tender its Notice of
Readiness to discharge to consignees/receivers of their agents during regular business
hours and laytime shall commence at 0800 hrs on next business
day and prior time is not to count as laytime used. Laytime shall not count on daughter
vessel(s) waiting for discharge berth while another daughter vessel is occupying the
discharge berth. Laytime shall recommence on daughter vessel awaiting discharge berth
once the daughter vessel at discharge berth has departed.
If partial lightening performed then, after mother vessel has completed lightening operations and reached required safe arrival draft for the discharge port, the mother vessel may tender its Notice of Readiness to discharge to consignees/receivers or their agents during regular business hours and laytime shall commence at 0800 hours on next business day and prior time used is not to count as laytime used.
Discharging terms: Cargo to be discharged, free of risk and expense to the vessel (Free Out discharge), at the average rate of 4,000 MT of 2204.6 pounds for bulk carriers, including ITB/ATB bulk carriers, and 1,500 MT of 2204.6 pounds for Tween/Multi-deckers per weather working days of 24 consecutive hours, Saturdays PM, Sundays and holidays excluded, even if used (WWDSATPMSHEX EIU), on the basis of the Bill of Lading quantity. Time from 1200 hrs local time Saturday (or on a day preceding holiday) through 0800 hrs local time Monday (or day after holiday) shall not count against laytime, even if used.
Time will cease to count as laytime or time on demurrage upon cargo discharge being completed.
Prorated Laytime and Suspended laytime basis Part Cargo on same vessel:
If any part cargo for other charterers, shippers or consignees (as the case may be) is discharged at the same berth, then any time used by the vessel waiting at or for such berth and in discharging which would otherwise count as laytime or if the vessel is on demurrage for demurrage, shall be pro-rated in the proportion that Charterer’s cargo bears to the total cargo to be discharged at such berth.
If, however, the running of laytime or demurrage, if on demurrage, is solely attributable to the other parties’ cargo operations, then such time shall not count in calculating laytime or demurrage, if on demurrage, against the Charterers, under this Charter.
Notification of vessel’s readiness (NOR) to discharge must be provided to the buyer/receiver or its agent within the period of 0900 hours to 1700 hours (local time), Monday through Friday (except Sundays and Holidays), and within the period of 0900 hours to 1200 hours on Saturdays, whether vessel has been customs cleared or not (WCCON); whether vessel has been granted Free Pratique or not (WIFPON); whether vessel is in port or not (WIPON); whether vessel is in berth or not (WIBON). Laytime to commence at 0800 hours on the next working day after the NOR has been tendered, WCCON, WIFPON, WIPON, WIBON. At the vessel’s option the NOR may be tendered in writing by email. Furthermore, at the Vessel’s option, the NOR may be tendered if the vessel is at anchorage waiting for a berth. Laytime to commence at 0800 hours on the next working day after the NOR has been tendered.
Waiting time (inside or outside commercial port limits) for anchorage or berth will count as laytime. Laytime will commence at 0800 hours (local time) on the next working day after the NOR, as per the Governing Charter Party, has been tendered, WCCON, WIFPON, WIPON, WIBON, even if discharging commences earlier.
Shifting from customary waiting place at port anchorage to discharge berth to be for vessel’s account, and time not to count as laytime.
All other time and expenses used in the Vessel shifting from one anchorage or berth or place of cargo operations to another are for the Buyer’s/Receiver’s account and will count as laytime, even if such Vessel shifting was ordered by the relevant authority at the discharge port.
12. . Charterer/receiver shall nominate the vessel’s agent at the discharge port, whom owner will appoint and pay. Charterer/ Receivers nominate following agent at discharge port:
Agent Name: Deep Blue.
Contact Name: Mario Cuevas, General Manager
Email: mariocuevas@dbshipagency.com
Mobile: +57 3153320051
Telephone: (+571)3902222
13. Ship owners and/or their agents to release original and non-negotiable bills of lading to Charterer immediately upon completion of loading and without any undue delays, and in any case not later than the second regular business day after loading is completed. Charterers will require bills of lading marked ‘FREIGHT PAYABLE AS PER GOVERNING CHARTER PARTY’ Owners are responsible for cargo description on Mate’s Receipt and description on Mate’s receipt will in no way delay release of BLs as per Charterer’s required language for the bills of lading..
14. Not later than 24 hours after completion of Loading Master and or owner and or agent to send a Sailing Notice to Charterer’s agent, Fettig & Donalty, Inc., Fax: 202-639-8276/email Mlagoon@fettigdonalty.com. Said notice to state vessel name, flag, quantity on board in Metric Tons, stowed in hold numbers, Bill of lading date, departure date (or ETD if vessel has not yet sailed), ETA Colombia, ports of call en route, and loaded draft of vessel ETA Colombia.
15. Transshipment is not permitted.
16. Payment of one-hundred percent (100%) of freight will be paid directly to the carrier by the USDA upon confirmation by the cooperating sponsor of vessel arrival at the first or sole discharge port, subject to terms and conditions of governing charter party clause 27. Freight payment will be made through WBSCM. In event owner has not paid the carrying/interest charges if any, CCC/USDA will have the right deduct same from the ocean freight
17. Provisions applicable to U.S. Flag vessels
(a) U.S. Flag approved freight rates will be reduced to a level not higher than Maritime Administration fair and reasonable rate in the event that originally approved vessel is substituted by a lower cost vessel (including tug and/or barge).
(b) For U.S. Flag vessels loading less than a full cargo, the less than full cargo freight rate will be subject to reduction to meet any revised Maritime Administration freight rate guideline due to vessel loading other additional cargo.
(c) U.S. Flag offers will not be considered if the vessel operator has not provided the Maritime Administration with the vessel costs prior to submission of the offer.
(d) U.S. Flag vessels which require approval from the Maritime Administration to participate in preference cargoes because of Operating Differential Subsidy (ODS), contractual constraints or because of reflagging/foreign construction issues must obtain such MARAD approval prior to submission of bids.
(e) One way rates must be quoted in addition to round trip rates for non-liner U.S. Flag vessels whose date of original construction exceeds fifteen years from date of fixture.
18. Both U.S. and foreign flag offers that are responsive to this tender will be considered, with no negotiation permitted.
19. Cargo covered by this tender not to be sublet, nor carried under any slot-charter arrangement, and Non-vessel Operating Common Carriers (NVOCC) may not be employed to carry U.S. or Foreign Flag shipments.
20. Owners must guarantee that the performing vessel fully complies with the International Safety Management (ISM) Code and the International Ship and Port Facilities Security (ISPS) Code issued in accordance with International Convention for the Safety of Life at Sea (1974) as amended (SOLAS) and will remain compliant for the entirety of her employment under this charter party. Upon request, Owners are to provide Charterers with a copy of the relevant document of compliance (DOC) and Safety Management Certificate (SMC) in regard to the ISM Code and the International Ship Security Certificate (ISSC) in regard to the ISPS Code, or other evidence satisfactory to Charterers. Owners are to remain fully responsible for any and all consequences resulting directly or indirectly from any matters arising in connection with this vessel and the ISM and/or ISPS code(s). Non-compliance with the requirements of the ISM code or ISPS code shall be deemed a breach of contract. Submission of an offer against this RFP will be deemed an acknowledgement by vessel Owner/Operator that these cargoes are to be discharged at port(s) and/or terminals/berths that may not be in compliance with ISPS requirements, and Owner will have no recourse against Charterers or Receivers for subsequent inspections, delays, deviations or other security-related requirements or expenses resulting from calling at such port(s) and/or terminals/berths.
21. Sub-standard vessels and operators: Section 408 of the U.S. Coast Guard Authorization Act of 1998, Public Law 105-383 (46 U.S.C. Section 2302(E)), establishes, effective January 1, 1999, with respect to non-U.S. Flag vessels and operators/owners, that substandard vessels and vessels operated by operators/owners of substandard vessels are prohibited from the carriage of government impelled (Preference) cargo(es) for up to one year after such substandard determination has been published electronically. As the cargo advertised in this IFB is a government impelled (Preference) cargo, offerors must warrant that vessel(s) and owner/operator are not disqualified to carry such government impelled (Preference) cargo(es).
22. Owners warrant that vessel offered is free from any liens and/or encumbrances.
23. Substitution of Vessel is not permitted without Charterers-USDA prior approval. Any vessel substituted shall be of the similar type, class, approximate size and with same Laydays.
All vessel substitutions must be vetted through the USDA/Foreign Agricultural Service. The proposed substitute vessel must be of the same service category as the originally awarded vessel. This applies to both U.S. and foreign flag vessel substitutions. The proposed substitute vessel must also appear on the applicable Maritime Administration U.S. or foreign flag vessel list which can be accessed using the following URL: http://www.marad.dot.gov/ships_shipping_landing_page/cargo_preference/c…
24. In the event authorities do not permit the vessel to enter the port, and/or grant Free Pratique, because of port quarantine procedures related to COVID-19 restrictions and thus causing the vessel to be detained from entering the port and discharging the cargo, such time lost shall be entirely for Vessel Owner’s account and time.
Any delays or quarantine time due to determination of COVID -19 infection by any ship personnel, and/or due to contamination of the vessel, the time to remedy and disinfection of same, including vacating/re-berthing costs and shifting time, if the vessel was already at/in berth/port, shall be entirely for vessel owner’s account and time.
Any delays or quarantine time due to determination of COVID-19 infection by any receiver’s personnel, receiver’s contractor and/or due to contamination of the discharging and/or storage facilities at port BUENAVENTURA, the time to remedy and disinfection of same, including vacating/reberthing costs and shifting time, if the vessel was already at/in berth/port, shall be entirely for buyer’s/receiver’s account and time.
25. Commission: 1.67 percent on gross freight, deadfreight and demurrage is payable to Fettig & Donalty, Inc.
26. In case of claims for loss, damage or shrinkage in transit, or any other claims against the carrier, the rules and conditions governing commercial shipments and the provisions of the Carriage of Goods by Sea Act of 1936 shall not apply as to the period within which notice thereof shall be given to carriers, or period within which claim therefore shall be made or suit instituted.
27. All other terms and conditions as per Proforma Charter Party, available upon request.
For further information contact Fettig & Donalty, Inc. 202-628-5700 (Washington, DC)
September 10 , 2021