Mauritania Award23-019B

IFB# 23-019B Mauritania Award

September 20, 2024

AWARD NOTICE 

Partners of The Americas Inc. Mauritania Freight IFB23-019B for Bulk Wheat.   

On behalf of Partners of The Americas Inc. (POA.), Charterer, BKA Logistics is pleased to announce the following freight award:

Charter Party Date September 20, 2024

Owners: Sealift Holdings Inc., 68 West Main Street, Oyster Bay, NY 11771 -2298 USA

Vessel Name: M/V EUROSUN or Substitute, IMO # 9546227 

Geared Single Deck Bulk Carrier; Liberia Flag; Built 2012; Class DNV

Cargo: Full Cargo of 27,500 Metric Tons Min/Max Hard Red Winter Wheat in bulk.

Buyer for the wheat is Seaboard Overseas Limited. 

POA cargo to be the first port of discharge after vessel completes loading and sails from the U.S. load port(s).

Laydays: December 10-20, 2024. Owner to provide a 14 day Pre-advice Notice of vessel ETA Load port /range. Details per IFB.

Load port:  1 safe berth, 1 safe U.S. Gulf port. Intention is Gulf-Houston-Cargill (G-HOUS-CAR) Supplier CHS Inc. to be reconfirmed at the time of receiving the 14 days Pre-advice Notice of vessel ETA Load port.

Loading terms:  As per Freight IFB at 6,000 MT per WWDSSHEXEIU.

Discharge port: 1 to 2 safe berths, one safe port Nouakchott, Mauritania. Details per IFB.

Discharging terms: Cargo to be discharged, free of risk and expense to the vessel (Free Out discharge), at the average rate of 3,700 MT of 2204.6 pounds per weather working days of 24 consecutive hours, Friday PM, Saturday, Sunday and Holidays excluded, even if used (WWDFPMSSHEX EIU), on the basis of the Bill of Lading quantity. Details per Freight IFB.

Freight Rate: Basis total cargo of 27,500 Metric Tons the Ocean Freight Rate is:

USD 44.51 PMT basis loading one (1) safe berth, one (1) safe load port USGulf to one (1) safe discharge berth, Nouakchott, Mauritania. Premium for second discharge berth at Nouakchott, if used, is USD 35,000.00 Lumpsum (equates to USD 1.27 PMT). Total Ocean freight basis G-HOU-CAR to two (2) safe berths Nouakchott, Mauritania is USD 45.78 PMT. 

Demurrage/Despatch: At load port: USD 25,000.00 per day pro rata / Half Despatch

                                       At Nouakchott: USD 15,000.00 per day or pro rata / HD

Otherwise as per terms and conditions of Partners of the Americas Inc. Freight Tender 

IFB# 23-019B dated September 9, 2024, and Partners for the Americas Inc Charter Party Proforma.

End.

IFB# 23-019B Mauritania Tender

September 10, 2024

Freight Tender: Partners of the Americas, Inc. / Mauritania / Bulk Wheat. IFB No.: 23-019B

Date: September 9, 2024

BKA Logistics LLC, for and on behalf of Partners of the Americas, Inc. (hereafter called POA), 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 on the following basis:

BKA Ref: F24-0064 IFB No.: 23-019B

Sales Order: 5000946056

Commodity Solicitation No.: 2000010336 Freight Solicitation No.: 2000010337 Agreement No.: FCC 682-2023/013-00

Freight offers are due no later than 1000 hours CDT USA (1100 hours EDT) September 18, 2024.

Freight offers are to remain valid until 1700 hours EDT September 20, 2024.

Only firm offers that are responsive to the terms of this IFB will be considered and no negotiations will be permitted.

Submission of freight offers:

All carriers are required to submit offers electronically, by the due date and time, for the cargoes advertised by this IFB via the U.S. Department of Agriculture (USDA) Web Based Supply Chain Management (WBSCM) system for the Invitation number(s) referenced above. All offers are subject to all requirements of WBSCM and of the afore- mentioned Invitation(s), including the deadline(s) for submission of bids therein.

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 a USDA E authentication 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 proposals will be evaluated on the rates submitted in WBSCM. Free form remarks are not evaluated and are for informational purposes only and to cover optional ports, optional discharge rates, etc.

For evaluation, Offerors to enter Ocean Transportation charges basis Free Out, One (1) safe berth Nouakchott, Mauritania and enter in WBSCM the premium for additional discharge berth, if used. The evaluation will take into account the freight rate offered plus the discharge berth premium for a second berth. If only one (1) safe berth used, the additional discharge berth cost will be deducted from the freight payment.

Freight payment: Freight payment shall be processed through the WBSCM system and paid by USDA. Instructions for the freight payment procedures through WBSCM are available from: BKA Logistics LLC – Email: mark.millard@bkalogistics.net or rsingh@bkalogistics.net

Cargo: 27,500 MT of bulk Hard Red Winter (HRW) wheat. Buyer for the wheat is Seaboard Overseas Limited.

Offerors should consider offering vessels to carry a range of tonnages up to 27,500 MT of HRW Wheat in the event that quantity purchased is less than the quantity stated.

Contracted quantities will be on min/max basis.

Offerors are encouraged to offer the POA cargo in combination with other USDA FAS and/or USAID Title II cargoes within the same laydays that may be in the market under separate IFBs.

POA cargo to be the first port of discharge after vessel completes loading and sails from the U.S. load port(s).

If vessel is fixed basis Part Cargo - Any additional completion cargo(es) must be duly separated, must be compatible and non-injurious to POA’s cargo, and must be detailed in offer or approved by POA/USDA if contracted after fixture of POA cargo. Vessel’s itinerary and geographic proximity of completion cargo(es) will be taken into consideration by POA/USDA in approval of such part cargo(es) in order not to unduly impede delivery of POA’s cargo to discharge port(s). Any such completion cargoes, even if same grade and quality of POA cargo must be duly separated by owner, at owner’s risk time and expense. Separation to be by vessel's natural segregation or otherwise by Kobe- type separation. If Kobe separation used, Owner must construct the separation so that fumigation of the cargo is effective and the separation/ stowage must be approved by the National Cargo Bureau (NCB), and separation plan pre presented and preapproved by the Nouakchott port and terminal authorities in writing all at Owner's time, risk and expense.

2. Laydays: December 10 - 20, 2024. Offers submitted under this invitation are required to have a cancelling date no later than the last date of the laydays as stated above. Vessels which are offered with a cancelling date beyond the laydays specified above will not be considered.

2. Owners to provide Fourteen (14) day preadvice of vessel readiness to load. Preadvice notice must be received at the office of BKA Logistics LLC. Prior to 1100 hours Washington DC time on regular business day to be considered received on that day. If preadvice is received later than 1100 hours Washington DC time on regular business day –or- on weekends / holidays then preadvice notice will be considered received on the next business day. In addition to sending preadvice notice to BKA, as above, owner must also

provide copy of their preadvice notice to USDA / KCCO Bulk Commodities Division, Email: carol.buchanan@usda.gov and justin.martinek@usda.gov

2. Loading: 1 to 2 safe berths each 1 to 2 safe port(s) any U.S. range. Mississippi River, including but not north of Port Allen to be considered as one port; Columbia River District including Portland to be considered as one port; San Francisco Bay area including Sacramento and Stockton to be considered as one port. For offers basis U.S. Great Lakes utilizing feeder vessels, offer to include name and details of feeder vessels.

2. Discharge port: 1 to 2 safe berths, one safe port Nouakchott, Mauritania. Without guarantee, as guidance only in Mauritania, Nouakchott, Buyers indicate that the assigned discharge berth will have a maximum SWAD of 11.0 meters (on even keel) and 190 meters LOA on most berths. All time lost and all extra expenses resulting from vessel's LOA exceeding 190 meters or vessel's arrival draft exceeding 11.0 meters SW are for the account of the vessel owner. (All the info supplied not limited to SWAD and LOA etc. are given as guidance only, vessel owner/operators are to satisfy themselves of all restrictions at all the ports of Mauritania, Nouakchott).

Vessel Lightering: Owners are responsible for vessel arriving at the discharge port within allowable draft. Lightering is permitted at vessel Owner's time, risk, and expense.

Lightering (if applicable) must be performed in the territorial waters of the country of the discharge port. Lightering 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 lightering performed then, each daughter vessel, after completion of lightering operations applicable to that vessel, must tender its Notice of Readiness to discharge to consignees/receivers of their agents during regular business hours (as per Clause 7 below) 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 lightering performed then, after mother vessel has completed lightering 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 (as per Clause 7 below) and laytime shall commence at 0800 hrs on next business day and prior time used is not to count as laytime used. Time not to count if daughter vessel/s are waiting for berth due to berth being occupied. Only one set of time to count which is either the mother or daughter ship. Any cargo shortage to be for ship owner's account. Vessel owner is solely responsible for cargo condition throughout the lightering operation and delivery to receivers at the port facility.

2. Load terms: Cargo to be loaded according to berth terms with customary despatch at the average rate as provided below based on vessels contracted quantity. The rates are basis tons of 2204.6 pounds per weather working day of 24 consecutive hours, Saturdays,

Sundays and holidays excepted, even if used (WWDSSHEXEIU). Any Stowing and/or trimming to be for Owner’s account.

Bulk carriers:

Vessel contracted Quantity                             Loading guarantee

0 – 9,999.99 MT                                              4,000 MT per day

10,000.00 – 19,999.99 MT                              5,000 MT per day

20,000.00 – 29,999.99 MT                              6,000 MT per day

30,000.00 – 39,999.99 MT                              7,500 MT per day

40,000.00 – 49,999.99 MT                             10,000 MT per day

50,000.00 MT and above                                12,000 MT per day

Tween-deckers: the load guarantee shall be 3,000 MT per day. Tankers will not be considered.

No load guarantee for Lash / Seabee barges.

Prior to tendering the notice of readiness the vessel must pass USDA FGIS stowage examination inspection and NCB Load Readiness inspection. Charterer requires and owner to provide the original USDA FGIS Vessel Stowage Examination certificate and NCB load readiness certificate and not worksheets.

NB: Charterer/Receiver may require a Preshipment Inspection (PSI) or a Pre-Export Verification of Conformity (PVoC). Said PSI or PVoC shall be arranged and paid for by Charterer/ Receiver, Owner to permit the Preshipment inspector to board and inspect vessel holds and witness the loading.

Further Charterer/ Receiver may require samples of grain to be drawn as loaded on to the vessel. Said sampling shall be done, arranged and paid for by Charterer/ receiver. Owner to permit Charterer/Receiver sampling inspector to board the vessel and take the said samples from the vessel’s holds.

Except for US Flag Tween Deck/ Multi Deck vessels - The bulk cargo shall not be loaded into deeptanks, bunker and bridge spaces, wing spaces or ends of tweendecks or other intervening spaces where cargo cannot bleed into centerholds where cargo is directly accessible to grab discharge. Any time used for discharging the cargo from such places shall not count as laytime or time on demurrage.

2. Discharging terms: Cargo to be discharged by the buyer, free of risk and expense to the vessel (Free Out discharge), at the average rate of 3,700 MT of 2204.6 pounds for geared Non-U.S. flag bulk carriers or US flag bulk carriers, and 1,500 MT of 2204.6 pounds for non-geared U.S. flag bulk carriers, ITB/ATB bulk carriers, and U.S. flag Tween/Multi-deckers.

The average discharge rate specified is per weather working days of 24 consecutive hours Friday PM, Saturday, Sunday and Holidays excluded, even if used (FPMSSHEXEIU) on the basis of the bill of lading quantity. Time from 1200 hours local time Friday (or on a day preceding a holiday) through 0800 hours local time Monday (or day after holiday) shall not count against laytime, even if used. Notification of Vessel's readiness to

discharge must be provided to the Buyer/Receiver or its agents within the period of 0900 hours to 1700 hours, Monday thru Thursdays (except holidays) and within the period of 0900 hours to 1200 hours on Fridays. Laytime to then commence at 0800 hours on the next business day, whether in berth or not, but any prior time used not to count.

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.

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 has been tendered, WCCON, WIFPON, WIPON, WIBON, even if discharging commences earlier, as per Governing Charter Party.

Shifting from customary waiting place at port anchorage to discharge berth to be for vessels account and time not to count as laytime. Shifting to second discharge berth, if used, to be for vessels 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 account and will count as laytime, even if such Vessel shifting was ordered by the relevant authority at the discharge port.

Any demurrage incurred at the discharge port is for the account of the Buyer at the rate stipulated in the Ocean Charter. Despatch is payable by the vessel Owner to the Buyer at one half of the demurrage rate as per the governing Charter Party. Any time loss/lost due to swells or high swells not to count as laytime.

High Swells: High Swells occurring during discharge operations are deemed to be adverse weather conditions and therefore interruption of discharge operations caused by swells, under terms of weather working day, shall not count as laytime or time on demurrage.

Laytime or time on demurrage shall cease to count at time and date when vessel is ordered to vacate the discharge berth due to Swells and will recommence to count upon the time and date when vessel returns to a discharge berth. These said times of Swell disruption shall be as stated in the Statement of Facts issued at the said discharge port.

Shifting time and expense of vessel, due to Swells, from the discharge berth to anchorage and return to a discharge berth shall be at Vessel Owner’s account.

Further in the event the vessel has to vacate from a discharge berth to anchorage and is then ordered by Port authority to return to a discharge berth, this shall not be deemed to count as an additional berth being used, even if the vessel returns to a different berth from the anchorage.

Determination of High Swells shall be by the Port Authority.

2. Laytime is non-reversible.

2. At load port owner to appoint and pay for stevedores. At discharge port charterer

/receivers to appoint and pay for stevedores.

2. At load port owner to appoint and pay for vessel’s agent. Charterer/receiver shall nominate the vessel’s agent at the discharge ports, whom owner will appoint and pay.

2. The ocean carrier shall release a set of clean on board ocean Bills of Lading, marked “Freight Payable as per Charter Party” to Charterer's freight forwarder promptly upon completion of loading of each commodity supplier's cargo. Said Bills of Lading to be sent by courier to Charterer’s freight forwarder at owner’s expense.

Upon Vessel's arrival at discharge port(s) delivery will be allowed by the Owner's local Agent against Charterer's or Charterer’s nominated Receivers’ letter(s) of indemnity in lieu of the original Bill of Lading, if same is not received in time.

2. Demurrage / Despatch are applicable at load and discharge ports. Owners are to specify their demurrage/despatch rates in their offer, despatch rates must be one-half of demurrage rates as quoted.

Detention charges if claimed:

In the event of any occurrence, happening or circumstances giving rise to a claim by Owners for detention or deviation, the charter’s daily load port demurrage rate pro rata shall apply to calculate same and shall serve as the only recoverable charges or damages relating to same. In return for such payment, Owners agree to release, acquit and hold harmless Charterers from any and all claims, losses, and damages of whatsoever kind, whether physical or economic, in contract or tort, at law or in equity, suffered as a result of such occurrence, happening or circumstances.

2. At load port (s) Laytime accounts are to be settled directly between owners and commodity supplier(s). Laytime calculation, overtime and trimming to be in accordance with addendum no 1 of the North American Export Grain Association’s FOB Contract No 2 (revised as of May 1, 2000) clause nos. 1-10 inclusive (hereinafter referred to as NAEGA) regardless of vessel type. Further, the following modifications to NAEGA will apply: anywhere the word “buyer” appears, the words “vessel owner” is to be substituted. Under no circumstance shall charterers or USDA/CCC be responsible for resolving disputes involving the calculations of laytime or the payment of demurrage or despatch between the vessel owner and commodity supplier. Any/all disputes between vessel owner and supplier arising out of the contract relating to the settlement of laytime issues shall be arbitrated in New York in accordance with the Int’l Arbitration rules of the American Arbitration Association.

2. At discharge port, laytime calculation and settlement of demurrage and despatch will be directly between Buyer/Receiver and Vessel Owner. Neither Charterer (POA) nor USDA will be responsible for settling matters of laytime calculation or settlement of demurrage / despatch. Any disputes in settlement of laytime issues between Buyer/Receiver and Vessel Owner, to be arbitrated in the State of New York under Society of Maritime Arbitrators, Inc. Any additional laytime terms shall be as per the governing Charter Party.

Any demurrage incurred at the discharge port is for the Buyer’s/Receiver’s account at the rate stipulated in the Charter Party. Despatch is payable by vessel Owner to the Buyer/Receiver at one half of the demurrage rate, as per the governing Charter Party.

Vessel Owner is to prepare and submit signed discharge port Laytime Statement to Receivers within ten (10) days after completion of discharge. Copies of the signed discharge port Notice of Readiness, Statement of Facts and Laytime Statement also to be provided to BKA Logistics LLC – Email: mark.millard@bkalogistics.net . Discharge port Laytime accounts and other related matters are to be settled directly between vessel Owners and Buyer/Receivers latest within 30 days from completion of discharge in accordance with the demurrage/despatch costs established in the governing Charter Party.

2. Vessel type restrictions: Tankers and towed barges will not be considered. US Flag Bulk Carriers including ITB/ ATB, and Tween/Multi deckers will be considered. However, their acceptance is contingent on receiving prior approval from the Nouakchott port and terminal authorities, confirming that they can fully discharge cargo and comply with all port requirements. This approval must be in written form, and all associated costs and responsibilities for not adhering to these requirements will be the responsibility of the vessel owner.

Tween/Multi Deck vessels need to have fully retractable decks with ability for stevedores to access all cargo with grabs. If not met any costs and consequences not limited to delays/damages etc. for the vessel owner's account.

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.

All performing vessels (Excluding US Bulk carriers), including but not limited to daughter vessels need to be geared and able to discharge fully and satisfactory at nominated discharge ports in Nouakchott, Mauritania.

2. 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 Buyer/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. Vessel gear requirements: U.S. flag bulk carrier vessels may be non-geared. In case US vessel is not equipped with jib cranes of minimum 25 mt SWL and/or cranes which do not permit discharging with 8 cubic meter shore grabs into shore hoppers, the vessel/barge owner shall hire at vessel/barge owners' expense and risk a shore crane for each workable hatch with sufficient safe working load (SWL) capacity to operate 8 cubic meter shore grabs safely and efficiently. Any time lost as a result of: 1. Shore crane(s) not being immediately available upon the vessels arrival at the discharge port, and/or; 2. the initial setup of the shore crane(s), and/or; 3. Breakdown or maintenance of the shore crane(s) does not count as laytime or time on demurrage.

Non-U.S. flag vessel to be equipped with own cranes, i.e. vessel hold(s) where product is stowed to be discharged with vessel's own cranes, min capacity 25 MT SWL. Any time lost on account of the vessel crane(s) breaking down or requiring maintenance does not count as laytime or time on demurrage.

Opening and closing of hatches to be carried out by vessel’s crew free of charge to charterers. Mechanical or hydraulic hatch covers for vessels or rain tents for all hatches are required.

2. At the Load Port -Any dues and/or taxes on cargo and/or freight to be for Charterers' account, and any dues and/or taxes on vessel (including normal port dues and services and facilities charges) to be for Owners' account.

At the discharge port - Any dues and/or taxes on cargo to be for Charterers' account, and any dues, fees, and/or taxes and disbursements on the vessel (including normal port dues and services and facilities charges) to be for vessel Owners' account.

2. Vessel will be fumigated with an Aluminum Phosphide preparation in-transit, in accordance with USDA/FGIS Handbook revised July 10, 2020 and any

subsequent revisions to said handbook. At final loading port, commodity supplier will arrange and pay for in-transit fumigation performed by a certified applicator. Fumigation will be witnessed by FGIS, USDA, and the Aluminum Phosphide preparation must be contained in packaging as described in the fumigation handbook. Dust retainers must be used. For tweendeckers and bulk carriers (including push-mode ITB), the recirculation method of fumigation will be used.

Tween-deck/multi-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.

USDA FAS Notice to the Trade titled “Cargo Fumigation Requirements”, revised February 1, 2024, are fully incorporated herein, which includes Fumigation Protocols for Bulk Cargo https://procurement.usaid.gov/node/509431

The removal and disposal of fumigant sleeves, pipes, dust retainers or other fumigation materials used for intransit fumigation shall be for Buyer’s/Receiver’s time, risk, and expense and time used to count as laytime.

At the discharge port and upon inspection by government inspectors, if cargo and/or vessel is found to be infested and provided clean bill(s) of lading were issued, said fumigation costs are for owner's (vessel's) risk and expense and the time used shall not count as laytime or time on demurrage.

2. Offers of only named vessels will be considered. No vessel substitution is permitted without POA/USDA approval.

2. Owner warrants, represents and undertakes that the Vessel complies fully with all the requirements of the International Safety Management (ISM) code and the International Code for the Security of Ships and of port facilities and the relevant amendments to Chapter XI of Solas and all amendments from time to time in force (ISPS Code) and where the Load Port or Discharge Port is within the USA and US territories or waters, with the US Maritime Transportation Security Act 2002 (MTSA). Upon request, Owner shall, inter alia, provide the relevant International Ship Security Certificate (ISSC).

Notwithstanding any prior acceptance of the Vessels by POA, Charterer, if at any time prior to or during the vessels stay at the Discharge Port the vessel is found not to be compliant with the ISPS Code or the MTSA or ceases to be so, Charterer/ Receiver shall have the right not to berth such nominated vessel and any and all damages/costs/expenses including, but not limited to, demurrage, carrying charges, levies or taxes shall be for the account of the Owner. Owner shall, accordingly, be obliged to substitute such nominated vessel with a vessel complying with the requirements of the ISPS Code or the MTSA.

Charterer/ Receiver hereby warrants that, inter alia, Discharge Port / facility is fully ISPS Code and MTSA compliant having a port Facility Security Plan (PFSC). Upon request, Charterer/ Receiver to provide written proof thereof prior to discharge. Any and all damages/costs/expenses incurred by the Vessel including, but not limited to, demurrage, damages for detention or otherwise, along with any additional charge, fee or duty levied on the Vessel at the Discharge Port resulting directly from the failure of the discharging port/terminal/installation to comply with the ISPS code or the MTSA will be for the Receiver’s account.

2. Section 408 of the U.S. Coast Guard Authorization Act of 1998, Public Law 105-383 (46 USC, Paragraph 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 government impelled (preference) cargo, offeror must warrant that vessel(s) and operator/owner are not disqualified to carry such cargo(es).

2. One-way rates must be quoted in addition to round trip rates for U.S. flag non-liner vessels whose date of original construction exceeds 15 years from date of fixture.

2. Provisions for U.S. Flag vessels:
   1. Approved U.S. flag rates will be reduced to a level no higher than the Maritime Administrations fair and reasonable rate in the event that approved vessel is substituted by a lower cost vessel to the U.S. government (including tug and/or barge).
   2. For U.S. flag vessels loading less than a full cargo, the less than full cargo rate will be subject to a reduction to meet any revised Maritime Administration freight rate guideline due to vessel loading other additional cargo.
3. 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.
4. 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.
5. 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.

2. U.S. flag offers will not be considered if the vessel operator has not provided the Maritime Administration with the vessels costs prior to submission of offer.

2. Offerors are required to provide the following information: Vessel name / type / flag / year built / class / LOA / beam / DWT / draft / gear (if any) / ETA at load and discharge ports /full style of owners. Vessels must be in class at time of the offer and during the voyage.

2. Freight rates are to be quoted in U.S. Dollars per metric ton basis one loading berth, one loading port to one discharging berth, one discharging port, plus additional freight (if any) per metric ton on entire cargo for each additional load berth, load port, and each additional discharging berth if used.

Buyer/Receiver is fully responsible for any additional discharge berths (over two discharge berths) used, including the additional berth premiums and all related costs, for shifting, time used and charges levied by the freight contracted vessel owner, in accordance with Charter Party and that Seller/ Charterer (Partners of the Americas) will not be held liable for resolving/ collection/settlement of any all disputed claims, regardless of whether these premiums and or freight claims arise from swells causing danger to the discharging vessel. EXCEPT when additional berths are used due to Swell disruptions. See further details above under “High Swells”.

For evaluation, Offerors to enter Ocean Transportation charges basis Free Out, One (1) safe berth Nouakchott, Mauritania and enter in WBSCM the premium for additional discharge berth, if used. The evaluation will take into account the freight rate offered plus the discharge berth premium for a second berth. If only one (1) safe berth used, the additional discharge berth cost will be deducted from the freight payment.

All proposals will be evaluated on the rates submitted in WBSCM. Free form remarks are not evaluated and are for informational purposes only and to cover optional ports, optional discharge rates, etc.

2. If owners intend to lighten, offer to specify the cost of lightening, and whether action is full or partial lightening. If lightening is not performed at the discharge port and the Vessel discharges at berth then the cost of lightening will be deducted from the ocean freight.

2. 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 of discharge, 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.

2. POA reserves the right to accept or reject all offers.
3. Commission: 1.67 percent on gross freight, deadfreight and demurrage is payable to BKA Logistics LLC.
4. Otherwise subject to terms and conditions of Partners of the Americas Inc. Charter Party Proforma.

2. Offers to be submitted electronically through the WBSCM no later than 1000 hours CDT USA on September 18, 2024. Only offers which are responsive to this IFB will be considered and no negotiation is permitted. Only firm offers will be considered. Offers are to remain valid until 1700 hours EDT USA September 20, 2024. Fixtures resulting from this tender are subject to approval by Partners of the Americas Inc. and USDA.

For further information regarding this specific tender contact:

BKA Logistics LLC, 1629 K Street NW, suite 500, Washington DC 20006. Phone: 202-331-7395

Email: mark.millard@bkalogistics.net / Email: rsingh@bkalogistics.net. End